Whatever you think about the styling, Lotus has to be commended for squeezing an additional pair of seats and a transversely mounted V6 engine between the axles without making the Evora appear ungainly. It is unmistakably a Lotus, although some feel that is a missed opportunity in itself.
Although the basic construction process of extruded and bonded aluminium apes that used in the Elise and Exige, the design and structure for the Evora is newDespite the use of aluminium and composite body panels, at 1395kg (as tested) the Evora is 500kg heavier than the Elise S. As a result, the Evora gains power assistance for the steering, delivered through a fully hydraulic set-up. Connected to the chassis through Lotus-designed bushes are double wishbones front and rear, coupled to Eibach springs and Bilstein dampers. While there is not yet full stability control, the Evora comes with traction control and ‘understeer mitigation’, which are entirely switchable (in stages on cars fitted with the £950 optional Sport pack).
Continuing Lotus’s partnership with Toyota, the Evora uses an all-alloy 3456cc V6 found in the Toyota Camry and Lexus RX350. Although the fact that the 2GR-FE engine has both variable valve timing (on intake and exhaust camshafts) and direct injection no doubt attracted Lotus, the engine’s global type approval probably clinched the deal. Lotus has added its own electronic throttle map (including a Sport mode, which raises the rev limit by 200rpm to 7000rpm) and a bespoke AP Racing flywheel and clutch package. The result is 276bhp at 6400rpm and 258lb ft at 4700rpm.
The six-speed gearbox is also supplied by Toyota, but with the choice of two sets of ratios. Lotus says the standard ratios are taller for more relaxed cruising, by which it means better for the official economy and emissions tests. The optional sports ’box (£1495) tested here has shorter ratios from third to sixth.
