Sometimes, with cars other than the Lotus Evora, it’s necessary to split the two characteristics in the headline of this section into their constituent parts, but not so for the Lotus, because here we’re talking about a company that understands the minutiae of vehicle dynamics better than most.
Lotus attributes the quality of its dynamics to attention to detail; it is one of few car manufacturers to specify its own dampers, rather than using off-the-shelf items. It even worries how its engine moves on its mounts while exiting a powerslide. As a result, the Evora rides and handles utterly superbly.
It’s a different approach from that of, say, the Nissan GT-R, which pummels roads (and its own occupants) into submission with the tightest of body control, or the Ferrari 488 GTB, which relies on magnetically adaptive dampers to retain its fine ride control qualities. The Evora, passively damped but always millimetrically controlled, composed and predictable, flows with a stupendous fluency to both its primary and secondary ride along good or bad roads. There is roll, more so than you’d find in some rivals, but its rate is restrained and the way it turns and settles is never anything less than exceptionally well controlled.
The Evora steers beautifully, too, with most of the involvement and feel of the (unassisted) Elise’s system. The weighting is lighter than in, say, Porsche’s best-steering models (the GT variants of the 911s), but no less communicative, ably filtering out harshness but allowing the important messages of road feel through to the rim. It’s an exceptional system.
On the limit? The Evora is as sublime as you’d imagine, allowing its driver to take liberties normally only possible in front-engined, rear-drive cars. Put simply, it is the finest-handling car on sale today.