This is it — the last ICE-powered of its kind is here. It’s called the Emira and it looks like Lotus’s swansong. Sports cars are something Lotus has had great success with, so it’s only natural to think that the Emira is going to be, for the lack of a better word, epic. It would also be my first Lotus sports car experience, having driven the all-electric Eletre SUV only a few months ago. So, how good is it?
Witnessing the Lotus Emira being rolled off its flatbed, I wondered how good it would be to drive. Full of character in the way it looks, with near-perfect proportions and stance, the Emira is a mix of elegance and raw appeal. That continues in the interior, too. As you would expect, the cabin is designed with the most important task at hand in mind: to offer the best driving experience. The seat is low, the visibility is decent, and there’s a distinct enthusiast-focused appeal. There’s a 12.3-inch digital instrument cluster, complemented by a 10.25-inch touchscreen infotainment system.
Apart from the other usual connectivity features, the Emira also comes equipped with a high-end audio system, co-developed with KEF. Needless to say, the Alcantara-wrapped bits look and feel great, the seats offer excellent support but practicality, understandably takes a back seat.
Feel the roar: The Lotus Emira’s cabin is fuss-free but not devoid of tech. The car’s acceleration is addictive and the downshifts are fast too
| Photo Credit: Anurag Hole
Lightweight engineering is what Lotus has always been known for, and the Emira embraces that, too. The steering feedback, even at low speeds, is unlike anything else I’ve witnessed. Its engine, an AMG-sourced 2-litre turbocharged four-cylinder unit, which makes 360 bhp and 43.84 kg-m, offers immediate power. Its acceleration is addictive to say the least; the downshifts are fast, and never do you feel that the car’s lagging. It’s exciting to drive this thing, even when you aren’t trying to extract its full potential. The Sport mode sharpens the throttle response, and the inclusion of the occasional pops and bangs further adds to the drama. The Track mode takes things to a new level, making the Emira even more dedicated to attacking corners.
The commitment is such that you’ll never question the car’s talent. It exhibited no understeer; you could feel the car hold on to the tarmac, even when you tried to push harder. Its body roll is minimal, the quick and responsive steering makes mid-corner corrections possible, and the overall stability looked second to none. There’s a safety net of electronics to keep a check on over-enthusiasm, but, on the whole, the Emira feels very mechanical, making the driving experience thoroughly enjoyable. I would go as far as saying that the car feels like an extension of your body, especially how it listens to driver input.
It’s not for outright speed but is rather a tool to enjoy precise handling and increased driver engagement. In a new car, especially in India, it’s as close as you can get to relishing analogue driving. It’s pretty unfiltered, highly committed and despite being hardcore, it won’t look out of place when parked next to absolute high-end luxury cars. It’s the kind of car that can make every drive a reason to smile, and when you’re in the mood for some spirited driving, it’ll showcase its seemingly endless talent. All of that comes at a price, and at ₹3.22 crore, ex-showroom, it is roughly twice as expensive as the now-unavailable Porsche Cayman GTS but then, as the last of its kind, the Emira wasn’t ever going to be cheap anyway.
©Motoring World
