2016 Lotus Evora 400 first drive review
It has been a rollercoaster ride for Lotus in recent years.
In 2010 former boss Dany Bahar announced (to put it nicely) an 'ambitious' plan to launch six all-new, powerful and luxurious models and turn the British sports car brand into a rival to Ferrari. It was a radical proposal that deviated a long way from what the brand has been about since it was founded by Colin Chapman in the 1950s. Under Bahar the company even hired hip hop artist and producer Swizz Beats as a Vice President of Creative Design.
But that plan ultimately failed before it began and none of the planned new models ever materialised. Instead, Lotus, under the leadership of owner Proton, has re-focused on doing what it does best - building simple, lightweight sports cars that put a premium on handling and driver engagement.
The company's latest offering to hit Australia is the Evora 400, which is its most powerful model yet (although a more potent Evora Sport 410 is coming soon) but one remains true to the Chapman ethos of 'simplify and add lightness'.
For the Evora 400 the Lotus engineers have added a larger Edelbrock supercharger to the 3.5-litre V6 petrol engine to increase performance to 298kW and 410Nm; a 41kW bump over the Evora S.
But that wasn't enough and the engineers also stripped 42kg of weight from the car, added larger AP Racing brakes, a limited slip differential is now standard and the 18/19-inch wheels have been replaced by 19/20-inch alloys.
Lotus claims the Evora 400 is six seconds faster around its Hethel test track than the Evora S.
With a starting price of $184,900 (plus on-roads) for the six-speed manual, that puts the Evora 400 in the same price bracket as the Porsche Cayman GT4.
So how do these changes stack up in the real world?
We sampled the new Evora on both the road and the track, taking to Wakefield Park as part of a Lotus Only track day hosted by Sydney Lotus specialists Simply Sports Cars.
For starters getting in the Evora is an easier task than the Elise/Exige siblings. The side sills are still quite wide but are now much lower, which means you can slide in and out without too much fuss.
Once inside you are greeted with an interior that is largely functional but with just enough high quality trim - leather, suede, etc - to make it feel like a premium sports car. Although the ambience is let down by the aftermarket Alpine stereo/navigation unit. Overall, the design and finish of the Evora interior doesn't match what its German rivals offer up.
Our two test cars were fitted with optional Alcantara/leather and full leather sports seats, instead of the standard cloth/leather trim. The rear seats remain part-time affairs, but Lotus bills the Evora as a 2+2, not a true four-seater.
That becomes a secondary concern once you turn the key and push the starter button. The engine barks into life with a purposeful growl and you slot the transmission into first gear with a solid mechanical clunk.
Through the rear window you can actually see the throttle linkage working away as you unleash the full 298kW of power. That's the type of direct connection with the car that Lotus offers these days, and something few rivals can match.
The engine itself provides good pulling power, with a strong mid-range performance backed up by a decent top end. You can adjust the response of the engine by selecting the Sport mode, which sharpens it up noticeably; but that's not to say the car is dull in its standard setting.
The noise from the engine is a nice mechanical bark that isn't overwhelmed by the supercharger.
That mechanical connection from the engine is matched by the six-speed manual transmission. There is a short, direct, metal-on-metal feeling to each shift that is unlike anything else in the market.
We only sampled the six-speed automatic (known as IPS in Lotus speak) on the track so we can't speak for the way it behaves in regular traffic, but on the track it provides sharp, direct shifts.
While the powertrain is solid but not spectacular, where the Evora really excels is in the way it handles.
The steering is power assisted, unlike the Elise/Exige, but that doesn't detract from the feel and feedback provided to the driver. In still feels really sharp, direct and responsive but without the hard work of its siblings.
It works in harmony with a well balanced suspension set-up that finds a good balance between control and compliance for such a focused sports car. There is excellent grip on the road, and while the ride is firm it doesn't crash, although it was hard to tell on the track thanks to a cold and wet conditions.
What shines through with the Evora 400, in any condition, is the simplicity of the car. The link between the driver and car is excellent, making it a really enjoyable and engaging car to drive.
It isn't perfect, the interior simply doesn't match its direct rivals (the Cayman/911 duo) and the rawness of the car won't appeal to everyone.
But the Evora 400 is ideal for those that appreciate the Lotus ethos. Now the company has given up its plan to try and be a direct rival to Porsche and Ferrari it has made a car that will find favour with its long-term, loyal buyers.
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Lotus Evora 400 pricing and specifications
Price: $184,900 (man)/$194,990 (auto) plus on-road costs
Engine: 3.5-litre supercharged V6 petrol
Power: 298kW at 7000rpm
Torque: 410Nm at 3500-6500rpm
Transmission: Six-speed manual or automatic, rear-wheel-drive
Fuel use: 9.7L/100km