There are very few visual differences between the 400 and the Sport 410. Whether the shape is beautiful we’ll leave to your eyes, but the fact that Lotus has made room for both the engine and a pair of +2 chairs between the driver and the rear wheels certainly lends it an unusual profile.
A majority of the differences are down to attempts to shed weight between the two, with the Sport 410 gaining a titanium exhaust and thinner door cards all in the pursuit of increased performance.
The Evora uses Lotus’s versatile extruded and fixed/bonded aluminium architecture, upon which unstressed panels are fitted and Lotus’s recent model history is founded. Consisting of a passenger tub, to which are mounted front and rear subframes, the architecture is resolutely scalable and flexible. It has provided the basis for the Elise, Vauxhall VX220, Tesla Roadster, the current line-up of Aston Martins and other cars neither Lotus nor its clients will confirm.
In its desire to tweak the Evora from its original guise, Lotus amended its architecture by lowering the sills by 53mm and extending the width by 43mm, all to make entering and exiting the car easier without affecting the torsional rigidity of the Evora.
Other changes made at Hethel include, fitting larger diameter AP Racing brake discs and firmer springs and dampers to give the Evora a sharper edge, while such changes have led to Lotus fitting a Quaife-sourced mechanical limited slip differential to save power being wasted on an inside spinning wheel.
The Sport 410 not only benefits from a diet but also improved aerodynamics, stiffer suspension, a lowered ride height and Michelin Pilot Sport Cup 2 tyres, which Lotus claim gives it a three-second advantage over the standard Evora 400.