At least as much as the banana bag and the socks in the tap shoes, the good taste in addition, the V6 is all the rage lately. It is preferably “carried” in the central rear position. Ferrari 296 GTB, Maserati MC20, McLaren Artura… The most prominent supercars of the moment swear by this architecture. The question then arises as to whether such a block makes the Lotus Emira, the one that must be the last thermal car from the firm founded by Colin Chapman, a super sports car for a third of the price of the influencers mentioned above.
Before getting a clear idea of what it is, it is easier to say what the Emira is not. It is therefore not electric. But it’s not light either. Its weight flirts with 1,500 kg. That’s a lot by the standards of a brand with “light is right” as its motto. Such is the ransom of what some call progress and its corollaries such as automatic air conditioning, electric seats or even the 10.25” touchscreen multimedia interface…
More than on the performances, sufficient with regard to the figures announced and the narrowness of the roads of Norfolk during this first test, the mass seems to weigh on the damping. Has the usual flexibility of Lotus productions, the British novelty yields to a relative firmness, halfway between that of an Alpine A110 S and a Porsche 718 Cayman GTS. After all, it may not be a coincidence in the case of a coupe that seems to aim for these two references of the genre.
Although this feeling of discomfort probably creeps in more because I feel more seated in my seat than really in it. In the end, whether the suspension, passive, is in question or not, its effectiveness is at least there. The best proof, in spite of a macadam bumpy at will, typical of one of these “British B-roads” of which the United Kingdom abounds, the motricity proves to be flawless. Not a witness on the dashboard, not a burst of engine speed is to report, even by relaunching generously out of a tight bend.
Of a certain stiffness, understand for a Lotus once again, the Emira seems to draw its inspiration from McLaren in some other aspects. As on board the sports cars from Woking, the relatively forward driving position, the fairly generously cut side windows and the windshield extended downwards provide excellent peripheral vision. The view offered over the front fenders and the road is unobstructed, benefiting the feeling of speed and the ease with which the snout sits in the lane.
A pleasant scent of Lotus, recognizable among a thousand, ends up taking precedence all the same. The pedal invites unrestrained heel-toe, the clutch requiring him, a toned calf. Just as virile if not fast, the 6-speed gearbox control, with a knob carved in aluminum and whose linkage can be seen through the central tunnel, is less than a hand’s width from the small steering wheel. three spokes with a flattened rim.
That’s good, between two gear shifts, two palms on the hoop are not too much to temper his dance. With the greatest respect for house traditions, the direction frankly “copy” the road.
But anyone who’s worked on their biceps by taming their Elise, Exige or Evora will tell you; no need to tense up. Like its elders, in exchange for a minimum of freedom, the Emira ends up finding its own way and lets up a continuous flow of information on the grain of the asphalt while remaining faithful to the hydraulic assistance. Here, another point in common with his compatriots at McLaren…
At the heart of this mechanical immersion, the engine goes on the contrary somewhat unnoticed. Not because of a possible lack of muscle. Thanks to the 420 Nm of torque, available relatively early, there is no need to force to maintain a good momentum. But notably betrayed by its not very subtle sound, this 6-cylinder 3.5, once more of Toyota origin and topped by a compressor, lacks distinction.
Its responses to gas pedal oscillations lack finesse. No need to draw a picture when the traditional auto converter box, offered as an extra, is part of it. In short, it’s even worse.
Lashing down the road at an almost reasonable pace, this rough-hewn character is quickly confirmed on the circuit. The running gear them, sharpen always more as the rhythm increases. By specifying that the copy made available to us on the track prefers the Sport chassis at the Tour of our first mount. On the program, springs stiffened by around 10%, recalibrated shock absorbers, a mechanical limited-slip differential and semi-slick Michelin Pilot Sport Cup 2s.
The direction, with constant reduction for a supplement of naturalness, ideally gains in consistency as the support in curve grows. The body movements under his control, the gently oversteering balance of this propulsion being all the more easily mastered.
If the crossing of the limits was not accompanied by sometimes muscular resumptions of adhesion, instinct would be the only prerequisite for a good laugh. The gap with the engine then continues to widen. A little long at low speed despite its supercharging, the V6 does not reveal anything that deserves a detour through its red zone. But it is above all the inaccuracy of the dosage of the cavalry which, on the wire, deprives the best of the chassis.
All is not lost, far from it. The Emira is perhaps the last Lotus with a heat engine, but its V6 is fortunately not the ultimate block to be installed there. Its version powered by the original AMG 2.0 turbo is imminent. But this 4-cylinder, which we know the impressive aggressiveness under the hood of the Mercedes Class A 45 S, is announced lighter by around thirty kilos and will lower the center of gravity in passing.
In return, it will be necessary to give up some 36 hp and especially the mechanical gearbox, said M139 being inseparable from its 8-speed robotic transmission. The game can still be worth the candle. In short, it is urgent to wait.
Our Verdict
The Emira is not a supercar, but a super sports car. And that’s a compliment, because driving it requires some commitment.
WE love
- natural balance
- Mechanical sensations
- Effective behavior
We love less
- any engine
- Seat ergonomics
- Significant weight
Data sheet Lotus Emira V6 First Edition
ACHETER
- Version tested: €95,995
- From €95,995
- Average manufacturer consumption/during the test (l/100 km): 11.3/nc
- CO2/malus : 258/40 000 €
- Fiscal power: nc
- Country of manufacture: United Kingdom
Range offered
- Essence 400 ch, 95 995 €
CONDUCT
- Engine: transverse, mid-rear, supercharged V6, indirect injection, 24 valves, variable chain timing, 3,456 cc3
- Transmission: rear-wheel drive, 6-speed mechanical
- Maximum power: 400
- Couple maxi : 420
- Poids (kg) : 1 486
- Long.xlarg.xhaut. (m) : 4,41×1,90×1,23
- Wheelbase (m): 2.58
- Tank (l): nc
- Vitesse maxi (km/h) : 290
- 0 to 100 km/h: 4”3
- Standard tires : AV 245/35 R20 ; AR 295/30 R20
- Test tires: Michelin Pilot Sport Cup 2
VIVRE
- Chest for 2 (l): 151 + 208
MAIN COMPETITORS
- Alpine A110 S, from €72,500
- Porsche 718 Cayman GTS 4.0, from €88,169
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