[新車速遞] 2010 Lotus Evora delivers performance, civility and little concession

In a move that would have impressed Harry Houdini,lotushasmade one thousand pounds of vehicle mass seemingly disappear – yet westill know it’s there. We’re high in the mountains above San Diego,challenging corners in the 2010 Lotus Evora
and the larger and more luxurious two-plus-two is emulating the moves of its lightweight race-ready Elise and Exige siblings.
What gives the Evora its supernatural powers? How does the all-newEvora fit into the Lotus lineup? And, most importantly, is this thefirst Lotus you can park in your garage without having to explain it tothe neighbors?
Lotus has become synonymous with lightweight, no-frills sports carsthanks to its ass-kicking Elise roadster and Exige coupe – arguably twoof the world’s best driver’s cars. Yet, despite their impressiveness onthe track, the Lotus Evora and Exige are about as practical as a gutted Spec Miata when it comes to daily drivers.

In an effort to put more sophistication on the menu, and capture alarger market share, Lotus has rolled out its first all-new car in 15years. Like the Elise and Exige, the Evora is a lightweight,aluminum-chassis, mid-engine sports car that puts a premium on drivingdynamics. But unlike its smaller, harder siblings, the Evora offersmore interior space, a host of luxury amenities, two-plus-two seatingand a six-cylinder powerplant.
The chassis of the Evora is manufactured by Lotus LightweightStructures Limited in Worcester, United Kingdom, as three maincomponents. The main chassis – an extruded and bonded aluminum safetymonocoque tub – is where the passengers and fuel tank reside. In frontof that is an all-aluminum subframe containing the front suspension,cooling system and steering rack (it’s bolted to the main chassis foreasy repair). The rear subframe is galvanized steel and contains therear suspension, engine and gearbox (likewise bolted to the back ofmain chassis). The whole assembly weighs just over 440 pounds and ismore than twice as stiff as the chassis in the Elise, says Lotus. Allbody panels are composite, either bolted or bonded to the chassisdepending on location. The curb weight comes in around 3,000 poundswith 39 percent of the mass over the front wheels and the other 61percent hovering over the rear, nearly mirroring the weightdistribution of the unflappable Elise and Exige. And just like theElise/Exige twins, the Evora is packing a Japanese-sourced powerplantmounted amidships.
It’s a Toyota 2GR-FE 3.5-liter V6 – the same engine fitted to thepedestrian Lexus RX350, Toyota Camry and Toyota Sienna – is equippedwith ToMoCo’s Dual VVT-i variable valve timing, putting out 268horsepower in standard guise. Lotus adds its own engine managementsoftware to bump output to 276 hp and 258 pound-feet of torque, whileincreasing the redline to 7,000 RPM. The engine sits transversely inthe middle of the chassis, tilted just slightly rearward for betterpackaging.
For now the sole gearbox is an Aisin EA60 six-speed manual, alsosourced from Toyota. Lotus pulls out the range of overdrive gears(third through sixth) and replaces them with closer, custom ratios tosuit the Evora. Customers may choose from either a standard-ratio ‘box,or a sport-ratio transmission with shorter gearing, and for those whodon’t like to row their own, hold out for a six-speed automatic that’sset to arrive in the near future.
The suspension is comprised of lightweight forged aluminum wishbonesfitted with Eibach springs and Bilstein shocks on all four corners.Mounted to each wheel hub are oversized ventilated disc brakes(13.77-inch in front and 13.07-inch rear rotors in the rear) sportingAP Racing four-piston calipers. If you option up for the “SportPackage,” ventilated rotors with cross-drilled units are available. Thestandard tire package is staggered in both tire width and wheel size,with the Evora kitted out with 18-inch alloys up front (225/40Z R18)and 19-inch alloys in the rear (255/35Z R19).
The base price for the Lotus Evora is $72,990 for the “2+0″(two-seat) version and $73,500 for the “2+2″ model. Lotus also offersthree optional bundled packages. A “Premium Package” ($1,990) deliversinterior accent lighting, upgraded interior trim and more extensive useof premium leathers and colors. The “Technology Package” ($2,995)includes an Alpine multimedia infotainment system designed around aseven-inch WVGA touch-sensitive screen. It also includes Bluetoothphone connectivity, satellite navigation, a tire pressure monitoringsystem (TPMS), cruise control and rear parking sensors. The “SportUpgrade Pack” ($1,275) fits the Evora with a more aggressive diffuser,titanium exhaust tailpipe, cross-drilled brake discs, engine oil coolerand a switchable ECU with sports mode that provides a sharper throttleresponse, increased redline and a traction control setting tuned foraggressive driving. Stand-alone options include just electricpower-folding mirrors ($450), reverse camera ($495), forged alloywheels ($2,125), sport-ratio gearbox ($1,500) and an equalizer systemfor the Alpine audio package ($495).
Our test car was a “2+2″ model loaded up like a shopper during theholidays. Our eyes never saw an actual dealer sticker, but our guess isthat the blue metallic tester would set you back about $84,000. In allhonesty, we’d choose an Evora “2+2″ with only the Sport Pack andsport-ratio gearbox and walk out of the showroom at $76,275 (forcomparison, the Porsche Cayman S starts at $61,500 and a bare-bonesPorsche 911 begins at $77,800).
Standing next to the world’s only mid-engine 2+2 sports carcurrently in production, the Evora is bigger than it looks in pictures– much larger than the diminutive, hard-top Exige. By the tape, theEvora comes in at 170.9-inches long with a 101.4-inch wheelbase, whilethe smaller Exige is 149.5-inches in length sporting a 90.6-inchwheelbase. Despite all of its aluminum, the Evora is roughly the sameweight and size as a Porsche Cayman S – one of its closest mid-enginecompetitors.
Unlike the Exige coupe, a sports car that requires acrobatic abilityto enter, our six-foot two-inch frame slid easily behind theflat-bottom forged magnesium wheel of the Evora. With the seat movedforward a few clicks (yes, forward), and the steering wheel tilted andtelescoped just right, our body was comfortable in the standard two-wayadjustable Recaro bucket seats. There is no “dead pedal” per se – blamethe left-front wheel’s slight intrusion into the cockpit – so our leftfoot hung out awkwardly over, on or under the clutch pedal. Rearwardvisibility is dismal, providing a clear view of the engine cover in therear-view mirror, but a reverse camera is included and the generouslysized exterior mirrors offer a clear shot of the flanks and thesurrounding traffic on each side.
Yes, there is a back seat, which Lotus says can accommodate a five-foot-tall adult. We weren’t about to try. You won’t either.
Twist the key (no push-button start here) and the 3.5-liter V6springs to life and settles to a muted purr. The clutch is light andthe lever throws a bit longer than we prefer, but it isn’t harder tooperate than a Toyota Corolla. After backing gingerly out of ourparking space (thank you Mr. Reverse Camera), we drop into first gearand drive about a mile down the road.
Then it hits us hard – a sucker-punch to the face.
We drive countless cars around here. Nearly all of them, from cargovans to exotics, take time to get acquainted with as mannerisms areabsorbed, character traits are learned and faults either annoy or areoverlooked. After a few hours, days or even a week, we forge judgmentsand opinions about vehicles and then decide if we like it. The LotusEvora, in striking contrast, isn’t one of “them.”
You “get” the Evora immediately – or it goes completely over your head.
Recovering from the welcomed blow, we’ve got a grin on our kisserrivaling the Mazdaspeed3 within the first block. We lock the doors,snug our belt, and head for the open road in the mountains just east ofSan Diego.
Familiar with the Elise and Exige, both minimalist sports cars thatjoyously drive like oversized go-karts, we expected the power-assistedsteering and extra half-ton of curb weight on the Evora to muffle thefun like a bout of asthma at a harmonica convention. Not going tohappen, says the Lotus engineering team. It takes but a few turns torealize that the Evora drives with a springing lightness that defiesany preconceived notions. Maybe the tires are filled with helium?
Fling the Evora into a corner above your comfort level and itresponds to minute steering inputs like a well-trained Labradorretriever. Without hesitation, it loyally delivers everything asked ofit and not one degree more.
Mile after mile, corner after corner, we smiled, giggled, laughedand tears of joy rolled down our cheeks (bring tissue on your testdrive). We felt invincible – the same way we do when piloting the Eliseand Exige.
All credit is directed towards the chassis and a very accuratesteering system teamed with what may be the world’s best suspensiontuning. Any vehicle that boasts a cornering grip in excess of 1g (asthe Evora does) typically rides in washboard fashion. Not in this case.Through some secret black art – and without the use ofelectronically-controlled dampers – the Evora corners perfectly flat,yet absorbs pavement breaks and cow crossing grates without drama. Thesuspension on the Evora is unequaled – perfectly compliant andbeautifully composed.
Lotus boasts that the Evora’s brakes are “fade free.” While we neverhad a chance to victimize them on the track, they continued to stopshort at any request and seemed to get better as we heated them up. Thetransmission’s ratios are a perfect spread with the sport gearing(don’t even consider the taller “standard” gearbox), but we did feelthe throws were a bit long for such an agile sports car. Furthermore,while it’s easy to shift when just poking around, the clutch prefers afull, foot-to-the-floor engagement, otherwise you’ll be grinding gearsor chattering your way through traffic. But don’t rush things andyou’re rewarded with clean, smooth shifts that inspire just as muchconfidence as the exemplary suspension
We consider the Evora quick on its toes, but not particularly fast.The torque-rich 3.5-liter six pulls cheerfully from all positions onthe tachometer and it seemed to relish spinning to the right side ofthe dial – surprising for a mill pilfered from the Toyota parts bin. Weonly found ourselves yearning for more power on the straight, or in thetaller gears while on the highway. Before you challenge that Subaru STIto a drag race at the light, keep in mind that most of the Evora’scompetition will outrun its claimed 0-60 time of 4.9 seconds (top speedis a drag-limited 162 mph). Bet on a forced-induction model in thefuture, as the chassis could easily handle more power.
In the big picture, our enthusiast-tuned taste buds say the newLotus is one of the most enjoyable sports cars we have ever driven –standing only behind its Elise and Exige siblings when forced to get inline. Baring our soul, we’ll even go so far as to say the Evora is morefun to drive than the benchmark Porsche Cayman S. Or a 911. Yeah, wesaid it.
But, would we choose the Lotus over a Porsche?
While the Evora is leaps and bounds more civilized, comfortable andwell-rounded than anything we’ve seen from Lotus in recent memory (we’dgladly drive it 1,000 miles in a day), it still seems to stop short offilling that critical second slot in our own driveway. Like mostlimited-production sport cars, the Evora still feels too special toweather the road salt, bug guts and bird excrement that pummel ourdaily drivers.
Nevertheless, the all-new coupe is a remarkably more compatible matethan its aging predecessors, delivering 98% of the performance whiletripling the convenience and amenities. While both the Elise/Exige arefrisky cars you date, the Evora is exceptional enough to wed. And forthe masses that dream of putting a Lotus in the garage, the all-newEvora is the answer to their prayers.

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