From £61,4209
Bodystyle, dimensions and technical details

The Final Edition Exige comes in three distinct flavours: Sport 390, Sport 420 and Cup 430.

All use the familiar monocoque tub, made of box-section aluminium extrusions bonded together. It’s cloaked in composite body panels and suspended by aluminium double wishbones at each end. The whole show is diminutive on the road, too, being shorter, narrower and lower than even an Alpine A110.

Central windscreen wiper and wide- slung wing mirrors flesh out the Exige’s Group C racer vibe. Out of the front of the car, you can then see the tops of the front wings, which are part of the massive, one-piece glassfibre clamshell

Where the Sport 390 differs from its more serious relations is in mechanical set-up, which is more road biased. Rather than Michelin’s semi-slick Pilot Sport Cup 2 tyres, it wears Pilot Sport 4 rubber, which is what you would typically find on a middle-order hot hatchback. And instead of three-way adjustable Nitron dampers, you’ll find passive Bilstein dampers and Eibach springs.

The car’s anti-roll bars are also fixed, rather than adjustable, and its aero package is less effective than that of either the Sport 420 or Cup 430, which wear bigger wings. All three derivatives use the same six-piston AP Racing brake calipers and, given the sub-1200kg kerb weight, cast iron is favoured over carbon- ceramic for the discs.

Under the car’s louvred engine cover sits the same 3456cc Toyota-derived V6 that has been in service since 2012. It’s here that the Sport 390 get closest to its more hardcore range-mates, using the same upsized Edelbrock supercharger and charge cooler as they do. A wider-bore exhaust system (3in versus 2.5in) is the final major component responsible for increasing power from 345bhp in the now-departed Sport 350 to 392bhp in the Sport 390.

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The Final Edition cars are also manual only, with Lotus deploying its special open-worked gearshifter. Downstream of the ’box, you’ll not find a limited-slip differential (as you will in certain Evoras). The division of torque is instead controlled by brake intervention informed by the ESP and TC systems.