The 2025 line-up for both Eletre and Emeya now runs on a clearer naming convention, ‘600’ and ‘900’, which handily reflect their power output in metric horsepower. For the nostalgic, the beloved trim names of GT SE and SPORT SE also make a triumphant return, resurrected from the Lotus hall of fame and stitched into these modern electric silhouettes.

The Eletre 600 and Emeya 600 variants deliver 612 bhp through a dual-motor, all-wheel-drive setup, paired with a 112 kWh battery. Both cars are fitted with active air suspension, KEF premium audio systems, and Lotuswear Performance Fabric interiors in two tasteful themes: Quartz and Jasper.

Prefer something even spicier? The 900 variants are your ticket. With 918 bhp and a 2-speed transmission, the Eletre 900 SPORT and Emeya 900 SPORT demolish 0-100 km/h in 2.78 seconds. That’s hypercar territory, except here it’s wrapped in the practicality of an SUV or GT sedan.

The new range is structured around predefined trim levels, each one kitted out with crowd-favourite features. The GT SEs bring in touches of opulence like intelligent glass roofs, illuminated side sills and KEF’s flagship 23-speaker Reference audio system. SPORT SE trims lean harder into performance, with dynamic handling packs, active aero elements, and even massaging ventilated seats for those moments between apexes.

And if you’re the sort who likes everything just so, Lotus hasn’t forgotten you either. Optional packages, vibrant new colours like Zenith and Akoya White, and Lotuswear’s signature tactile interiors ensure that every Eletre and Emeya can still be uniquely yours.

And what of range? Up to 610 km on the WLTP cycle means you can chase the horizon for hours without range anxiety. And when you do need a top-up, the Emeya’s 800V hyper-charging system lets you juice up from 10–80% in a mere 14 minutes.

It’s easy to forget in the sea of performance specs, but these are still Lotus cars. That means road feel, sharp steering, and aerodynamics honed not just for efficiency, but for engagement. The principle of ‘porosity’, allowing air to flow through, over, and under the car, is evident in every crease and contour. You’ll find this DNA across both models, inherited from the flagship Evija and the celebrated Emira.

Whether you fancy yourself a cross-country grand tourer or just want to know your SUV can outrun a Ferrari, Lotus now has an electric chariot tailored for you. The Emeya 600 starts from S$391,700*, while the range-topping Eletre 900 SPORT commands a princely S$688,700*.

*Indicative pricing excludes COE and insurance. Prices are subject to change.

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Lotus, as the legend goes, was built on a whisper and a prayer, and a borderline obsession with lightness. Colin Chapman, the man behind the badge, would probably break into hives at the thought of thick door insulation or soft-close tailgates.

AMG, meanwhile, marches to a different drumbeat altogether. It’s a name that conjures mental images of burly saloons with flared nostrils and a rumble so deep it frightens the wildlife.

Yet here we are with the Emira Turbo SE, the by-product of this improbable pairing. A parting gift from Lotus to the internal combustion engine.

The result of a complicated family tree rooted in Norfolk, with a branch extended generously by Geely, and somewhere on that family board, Mercedes-AMG.

Pretty. Purposeful. Poised.

Visually, the Emira is a triumph. You could park it next to a Ferrari 296 and it wouldn’t blink. All those scoops and scallops give it an unapologetically attractive presence. The tailpipes, those twin-chambered cannons, are shared with the V6, as are the proportions. But this I4 model is something different beneath the skin.

Gone is the shouty Toyota-sourced supercharged V6. In its place, a turbocharged 2.0-litre four-cylinder sourced from AMG, the same firecracker that lives in the Mercedes-AMG A45 S. But here, it’s dialled down slightly to 360bhp and slotted into Lotus’s aluminium chassis.

You wouldn’t know it at first. Start her up and she’s almost shy, burbling quietly, almost apologetically, as if unsure whether it belongs here. But then you prod the throttle, feel the tension build, and the magic begins to stir.

It’s Not the V6. But That’s the Point.

The Emira Turbo SE doesn’t try to imitate its bigger-engined sibling. In fact, it takes a different route to the same destination.

At full tilt, the engine wails its way to a lofty 7,200rpm, accompanied by the sharp suck and blow of turbo breath and valvetrain chatter, like mechanical jazz in surround sound.

Paired with an 8-speed dual-clutch gearbox, shifts are snappy… mostly. There’s the occasional moment where a downshift comes with delayed enthusiasm, and upshifts in Sport mode feel unnecessarily dramatic.

Fortunately, flick the paddles yourself, and the Emira remembers it’s a Lotus – crisp, intuitive, and eager.

Is it fast?

Yes, decisively so.

0–100km/h in 4.4 seconds is nothing to sniff at. But it’s not just about numbers. It’s about how those numbers feel. The Emira makes you feel every millimetre of tarmac pass beneath your seat.

Lotus has always been about the drive, and the Emira carries that torch proudly. The ride is supple, polished, almost elastic. It glides over bumps, yet sharpens up when you dive into a bend.

And oh, how it corners.

There’s no fancy trickery here, just sound fundamentals. Steering is direct and communicative. Brakes from AP Racing deliver feel and bite in equal measure. With its rear-biased weight distribution and vast 295-section rear tyres, the Emira can easily switch between planted and playful.

Is it as precise as a Cayman GTS? Not quite. But the Emira has an organic, old-school fluidity. It talks to you, with a steady, knowing hand on your shoulder.

Form Meets Function, Mostly.

Inside, Lotus has finally shed its kit-car past. The cabin feels modern and mature, awash with Alcantara, aluminium, and crisp digital displays.

It’s no German, but it’s no plastic fantastic either. There’s a real sense of occasion, with beautifully milled shift paddles and an artful gear selector that’s part sculpture, part switchgear.

The seats, however, are a mild letdown, plagued by oddly intrusive headrests. A shame, considering how lovely everything else feels.

Once you play around with the infotainment, the switches, the cubbies, you realise: this isn’t just a Lotus you drive. It’s one you can live with.

The Compromise.

The Emira Turbo SE weighs just 11kg less than the V6, thanks to the DCT gearbox and added complexity. And despite its AMG bloodline, the engine doesn’t quite deliver the throttle response or aural drama you get in the V6. There’s a sliver of disconnect, as if the chassis is ready to waltz but the powertrain has brought along a metronome.

Still, for every moment it hesitates, there’s one where it comes alive. It reminds you that this is the last of its kind. A pure, mid-engined, petrol-powered Lotus built for people who still care about driving.

A Heartfelt Swan Song

The Lotus Emira Turbo SE is many things. Beautiful. Engaging. Occasionally infuriating. But above all, it’s a love letter to the analogue, the mechanical, the joyful.

It’s a car that exists not because it’s the easiest or cheapest to make, but because someone at Lotus believed it should.

Sure, the I4 doesn’t deliver the same visceral theatre as the V6. And yes, the price is creeping dangerously close to Porsche Cayman GTS territory. But then again, in a world of silent EVs and hyper-intelligent software, this is one of the few sports cars left that still looks you in the eye and asks, “Shall we dance?”

Technical Specifications

Lotus Emira Turbo SE

Engine: 2-litre in-line 4, Turbocharged
Drivetrain: Rear-Wheel Drive
Power: 400 bhp
Torque: 480 Nm
Gearbox: 8-Speed (A) DCT
0-100km/h: 4 seconds (claimed)
Fuel Tank Capacity: 52.5 litres 
Fuel Economy: 11 km/litre (claimed)
Price: POA (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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To understand how Lotus is managing its strategic transition from petrol-powered icons to cutting-edge electric vehicles, we had the pleasure of sitting down with Katya Zavialova, Operations Director for Asia Pacific, Middle East & Africa, for an insightful discussion.

Retaining Lotus DNA in an Electrified Era

As Lotus transitions into electrification with groundbreaking models like the Eletre and Emeya, enthusiasts are naturally curious about how the brand will retain its famed driving dynamics.

Katya confidently reassured us that Lotus is determined to preserve the core attributes that founder Colin Chapman passionately championed: lightweight engineering, superior handling, agility, and aerodynamics.

“These are the fundamental pillars of our DNA,” she explained, “and we’re incredibly proud to carry them into the future. With the Lotus Eletre, for example, we offer extraordinary figures — up to 600 kilometres of range in the Eletre S variant, with a remarkable 905 horsepower.” Beyond just impressive numbers, she emphasised Lotus’ unwavering dedication to sustainability, stating, “We see electrification as a responsibility as much as it is an opportunity to innovate.”

Katya described this move to electrification as a marriage of two worlds, preserving Lotus’ proud legacy while embracing a responsible and sustainable future. “We deliver class-leading technology, yet remain true to our heritage and our commitment: ‘For the Driver.'”

Addressing Customer Expectations

We asked Katya Zavialova about potential challenges Lotus might face in convincing traditional customers, loyal to iconic petrol models like the Elise, Exige, and Evora, to make the leap to electric vehicles.

“It’s definitely a fun challenge,” she acknowledged with a smile. “Our new models have received a very positive reception, particularly from newer customers attracted by our electrified lineup. At the same time, we’re mindful not to leave our existing enthusiasts behind.”

Lotus is actively guiding its long-standing customers through the transition, educating them about the benefits and exciting potential of electric technology. Katya highlighted common concerns around range and charging infrastructure as initial barriers that quickly dissolve once customers experience the cars first-hand.

“As battery technology evolves rapidly, offering over 600 kilometres on a single charge and ultra-fast charging capabilities, customers increasingly recognise that range anxiety is a thing of the past,” she added.

Reflecting on customer behaviour, she noted an interesting pattern: many customers maintain both types of vehicles; a traditional sports car like the Emira for spirited driving, alongside an electrified SUV such as the Eletre for daily practicality and sustainability. “It’s truly about offering both sides of the coin and respecting the diverse passions of our customers,” she concluded.

Tailoring the Approach to Global Markets

Given her broad regional responsibility, we discussed how different markets within Asia Pacific and the Middle East are responding to electrification. Katya explained that each market presents unique challenges and opportunities.

“In the Middle East, petrol prices are famously lower than water, which naturally makes EV adoption slower. But when customers experience our electrified vehicles’ breathtaking performance, perceptions quickly change.”

Conversely, markets like Thailand, driven by proactive government policies and subsidies, show significantly faster EV adoption rates, currently around 16 percent. “This demonstrates a genuine shift toward sustainable mobility,” she said. Lotus leverages close collaboration with local partners (like Lotus Singapore) to tailor their strategies accordingly, enhancing brand positioning and effectively educating customers about electrification.

Strategic Vision and Commitment to Innovation

Our conversation turned toward Lotus’ broader vision, and Katya described electrification as integral to the brand’s strategy of sustainable innovation and performance. Highlighting the hypercar Evija, she noted, “Evija marked our first bold step into high-performance electrification, clearly illustrating what electric technology can achieve without compromising Lotus’ identity.”

Looking ahead, Katya sees electrification as central to Lotus’ commitment to sustainability and responsible innovation. “We’re dedicated not just to expanding our electrified range, but also doing so responsibly,” she emphasised. “Every vehicle, from the Emira to the Eletre and the new Emeya, represents our commitment to innovation, performance, and sustainability.”

Katya Zavialova – Personal Favourites and Experiences

Closing on a personal note, we asked Katya about her favourite model from the current Lotus range.

She fondly recounted her first encounter with the Lotus Eletre S: “I remember vividly sitting in the Eletre with my son, who excitedly admired the luxurious interior, remarking how premium it felt.” Initially concerned about charging infrastructure, Katya quickly discovered the Eletre’s practicality: “I didn’t need to charge for an entire week, which completely changed my perspective.”

She appreciates the Eletre’s blend of daily usability, striking design, and incredible performance, describing it as a genuine “hyper SUV” that effortlessly combines practicality with electrifying performance. “It’s the perfect representation of what Lotus stands for today. Exciting, innovative, and sustainably responsible.”

Our conversation with Katya Zavialova clearly illustrates that Lotus is thoughtfully embracing the future, proving that electrification, performance, and a commitment to heritage can coexist seamlessly. This is a benchmark for how automotive icons can evolve without sacrificing their DNA.

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For those with even a hint of petrol in their veins, those two initials bring to mind the spirited Esprits of the past, the agile Excel SEs, and the turbocharged thrills of a bygone analogue era.

Now, for 2025, Lotus channels that same energy into its latest stunner, the Emira Turbo SE, which has just landed in Singapore.

The Emira Turbo SE ditches the familiar V6 that some markets still enjoy. Instead, Singapore gets a more lithe turbocharged four-cylinder sourced from Mercedes-AMG. This porker delivers 400bhp and 480Nm, making it the most powerful and quickest Emira yet.

0–100km/h is dusted in 4.0 seconds, and if you’ve got a long enough stretch of tarmac, this featherweight will go on to a very un-British 290km/h.

What truly sets the Turbo SE apart is the standard Lotus Drivers Pack, a veritable buffet of driver-focused goodies.

There’s a dedicated Track mode complete with bespoke graphics, Launch Control for perfect starts, and switchable exhaust notes depending on your mood (or your neighbours’ patience).

Braking is taken care of by cross-drilled and ventilated two-piece discs, and handling is predictably sublime. The Emira comes fitted with a Sport Chassis by default, but should you fancy something a touch more forgiving for Singapore’s potholes and speed bumps, the Tour Chassis is available at no additional cost. A nice touch, considering Lotus’s focus has always been on offering purity without punishment.

The visual tweaks also whisper seductively. New 20-inch V-spoke forged wheels are finished in Satin Grey, Zinc Grey body paint, and red brake callipers peek through with just the right amount of aggression. The ‘Emira Turbo SE’ badging, black tailpipes, and black Lotus insignia complete the ensemble like a well-fitted Savile Row jacket.

Inside, the car is finished in Alcantara with a sporty Alcantara headliner, and for those with more particular tastes, the personalisation options are delightfully extensive. Choose between leather or Alcantara finishes, a range of caliper colours, and if you want your beats to match your drive, there’s even an optional KEF Premium audio system to fill the cabin with rich, high-fidelity sound.

Add the Convenience Pack and you’re treated to front park sensors, reverse camera, auto-dimming mirrors and storage netting in the cabin.

While the Lotus Emira Turbo SE is no longer being displayed at New Bahru, you can catch a glimpse of it at the Lotus Singapore showroom.

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It’s the car that gives Lotus the authentic sports car pedigree it needs… whilst the brand transitions to an electric future.

This isn’t Lotus’s big money-spinner (that title goes to the Eletre) but rather, the Emira is Lotus’ statement of intent. A reminder that before we dive headlong into a world of 2,000bhp electric monsters like the Evija, Lotus still knows how to build a proper sports car.

It just happens to also be the final fuel-powered Lotus. The last in a long line of gas-guzzling, tyre-scorching machines.

And she’s a beauty, isn’t she?

These photos might do some justice, but you truly have to see the Emira in motion to appreciate its curves, those bulging supercar-like hips, and the intricately sculpted air intakes.

It has presence too; park it next to a Porsche Boxster, and I guarantee you, no one’s going to be looking at the Porsche.

Underneath that eye-catching exterior lies a bonded aluminium chassis, just like its Lotus predecessors. In fact, the wheelbase is identical to the Evora’s, and though it’s a touch larger in all dimensions, it still manages to look sleek and menacing. Instant classic.

Do you get lots of power?

Unlike some of its competitors, Lotus hasn’t gone all-in on performance stats here.

Singapore used to have the 3.5-litre Toyota-derived V6 variant, but for now, prospective customers can only opt for the in-line 4, a 2.0-litre turbocharged engine borrowed from AMG.

360bhp and 430Nm are pretty impressive and is more than enough to keep things exciting, although it is less than the 415bhp and 500Nm you get from the A45. Still, it’s tied to an AMG 8-speed dual-clutch gearbox, which promises a century sprint time of 4.3 seconds.

You fire up the Lotus Emira by flipping up a rather odd red cover to reveal the engine start button. It feels like lifting the claw of some strange mechanical creature.

Once the engine roars to life, it settles into a steady, slightly buzzy idle. If you’ve ever driven older Lotuses before, you’ll be surprised at just how civilised everything feels.

While the sound isn’t as thrilling as the V6, the turbo adds a bit of fun with its chirps and whistles. For those who want something more refined for daily driving, it might just be the better choice.

Go on, tell me more

What we’re really here for is that classic Lotus steering and chassis balance, and the Emira delivers it in spades.

The old-school hydraulic power-assisted steering rack comes into its own, and there’s more feedback here than you’ll find in anything else in this class. Some of the raw, grainy sensations have been muted, but that fits with the Emira’s more grown-up vibe.

Unlike its track-focused predecessors, the Emira is a road car at heart. The steering is sharp and responsive, but you can tell it’s set up to understeer before the rear end lets loose.

The suspension has a bit of dive as you turn in, making it clear that this is a car designed to roll with the road rather than attack it with brute force.

The only thing that detracts from the overall experience is ironically the oblong steering wheel that’s too thick and mounted too awkwardly. It feels like an unnecessary barrier between you and the road. What’s wrong with conventionally round ones?

It’s not as playful or light as the Alpine A110, and you don’t get that sense of the car constantly shifting beneath you. But it’s not so serious that it feels joyless. It’s simply a different take on the Lotus formula.

Anything else worth noting?

You’ve got three driving modes to choose from: Tour, Sport, and Track. As you’d expect, the throttle response sharpens up as you move from one mode to the next. Sport is the sweet spot for most road driving, while Track turns off the driver assists when you want to be a bit more daring.

Unlike the raw, analogue Elise, the Emira takes its time to reveal its charms. But once you’ve spent a few miles with it, you’ll find a balanced, engaging road car that’s fast and full of character. If the steering wheel was less gimmicky, and the engine a bit more vocal, this car would be unbeatable.

Is the inside as bare as a cardboard box?

If you’ve been in a Lotus before, prepare for a shock to the system. You’ve never sat in anything from Hethel quite like this. And you’ve certainly never breathed in a Lotus that smells this refined, this… expensive.

Yes, it seems Geely’s investment has finally paid off. It’s still a Lotus, through and through, with that unmistakable focus on driving, but now it’s got a cabin you’ll actually want to spend time in, even if you’re not on a track.

And the Emira does quite well on the practicality front. Lotus wisely ditched the Evora’s cramped “+2” rear seats, which always felt like a half-hearted attempt to rival the Porsche 911 in practicality.

Instead, you’ve got a two-seater with a purpose. Behind the seats, there’s a useful 211-litre shelf, perfect for your weekend bags. And at the back, you’ll find a boot that’s big enough for a small suitcase. Just be prepared for it to get a bit toasty if you’re really pushing the car.

Unlike rivals like the Cayman or Alpine A110, there’s no front boot, so space is limited to the back. But still, not bad at all for a mid-engine setup.

Getting in and out is easy too; the sill is low and narrower, which means no awkward gymnastic manoeuvres just to plonk yourself into the driver’s seat. The door swings open wide enough too, so it’s more “ease in” than “fall in.”

The view over the front is framed by the car’s wheel arches, making it a joy to place the car on the road.

In the centre console, you’ll find all the essentials – the engine start button, the gearshift, and a slim tray just below the climate controls for stashing small items. A lone single USB port is tucked underneath.

Everything feels refreshingly spacious, with decent visibility for a mid-engined car. Though I’ll admit, rear visibility is quite poor, but that’s where the reversing camera comes in handy.

Twin cupholders, carpeted door bins, and even a proper glovebox. It’s certainly a cabin that feels like it was designed for actual humans.

What about the tech?

Ahead of you is a 12-inch digital display packed with all the info you need, while the 10.25-inch touchscreen in the centre takes care of infotainment. And no, this isn’t some rehashed system from another car. It’s a bespoke interface, built specifically for the Emira, and surprisingly it works like a charm. It’s not half-baked like the touchscreens we’ve seen in some cars lately.

Apple CarPlay and Android Auto are included, and the hi-fi is punchy enough to hold its own against the inevitable road and engine noise when you’re on the highway. Rock out while you hoon the Emira fiercely around a track? Yes please.

Any annoying bits?

Steering wheel controls are a slight misstep. They’re touch-sensitive, which sounds great in theory, but in practice, they’re too easy to trigger accidentally.

Nothing worse than changing your music or flicking through settings just because you turned the wheel a bit too sharply, which you will do often in the Emira.

Savour the Lotus Emira while you can

Lotus has ticked the right boxes with the Emira. It’s grippy, sharp, and ready to tackle the road. A proper blend of function and form, with enough Lotus charm to remind you where it comes from. And unlike the Elise or Exige of yesteryear, this is a car you could easily imagine driving every day.

There’s no shortage of tempting alternatives out there, but the Emira will always remain a swan song for an era of Lotus. A stunning finale for petrolheads before the brand charges into its electric future.

If that doesn’t make it special, I don’t know what does.

Technical Specifications

Lotus Emira First Edition 

Engine: 1,991cc 4-cylinder, Turbocharged
Drivetrain: Rear-Wheel Drive
Power: 360 bhp
Torque: 430 Nm
Gearbox: 8-Speed DCT
0-100km/h: 4.3 seconds (claimed)
Top Speed: 275 km/h
Fuel Economy: Unknown

Price: S$498,800 without COE (accurate at the time of this article)
Contact: Lotus Singapore

Photo Credits: Sean Loo (@auto.driven)

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When you think of Lotus, it’s all about lightweight handling and nimble sports cars, right? Well, the Emeya wants to change that narrative.

This is the second all-electric offering from Lotus in this new era under the Geely umbrella, and it was designed specifically to shake up the luxury EV market, positioning itself alongside heavyweights like the Porsche Taycan, Audi e-tron GT and Mercedes-Benz EQS.

Tough crowd to woo over, but how does it get along?

Breaking traditions

With the Lotus Emeya (and by extension Eletre), you can say goodbye to the era of lightweight carbon fibre sports cars.

The carbon fibre’s still there, just that there are now four doors instead of the usual two. In fact, the Emeya is Lotus’ first four-door saloon, or Hyper-GT in company speak.

Looks wise it is extremely attention-grabbing, and at over five metres long and two metres wide, it has a dominating road presence that’s hard to ignore.

Between its Kamm-style tail, full-width light bar, and those sleek, aggressive running lights up front, it’s clear that Lotus didn’t hold back in the design department.

In fact, it’s got so many design flourishes (fun fact: there are 13 ‘ACBC’ logos scattered around the car) that you might find yourself explaining to curious onlookers that, yes, this really is a Lotus.

And more often than not, the car was met with nods of appreciation.

Is the cabin nice?

Oh yes it is. Step inside, and you’re greeted with a cabin that’s a world away from the stark, minimalist interiors of competitors like the Porsche Taycan.

The Emeya’s interior is bold, almost decadent, which might appeal to those who love a little flair; the automotive equivalent of a house with a pair of stone lions outside.

The centrepiece of the interior is a huge 15.6-inch OLED touchscreen that runs on some of the fastest processors in the industry. You can try your best to confuse it by leaping between menus, tapping through various functions, but it never skips a beat. And thank goodness for that, because just about everything except the cabin temperature is adjusted through this screen.

Lotus has also kept the driver in mind with a separate 15.1-inch strip display that shows the essentials (speed, range, and warnings) because, unlike some competitors, Lotus still understands that these details matter when you’re actually driving.

Oh, and the passenger gets their own screen too, just in case they feel like taking charge of the infotainment.

Spacious and practical: is this a Lotus first?

Here’s a shocker: the Emeya is incredibly practical, something we’re not used to saying about a Lotus. Thanks to its sizeable dimensions, rear-seat passengers are treated to limo-like legroom that rivals the BMW i7 and even outshines the Mercedes EQS.

Behind the electric tailgate, you’ll find a generous 509-litre boot. Opt for the four-seater configuration, though, and that space drops to 429 litres, but it’s still plenty for most needs.

For those wondering about the smaller details, there’s a handy 31-litre ‘frunk’ up front, perfect for storing charging cables.

Three flavours to choose from

Approach the car with its impractically chic key fob, and the Emeya presents its door handles. Step inside, squeeze the brake, and off you go. No start button, no fuss. It’s seamless in a way that feels a bit like using an Apple product.

Once you settle into the driver’s seat, there’s something you’ll notice straight away; you’re sitting quite high. Despite its low-slung, sports car look, the Emeya’s seating position is surprisingly elevated. If you’re coming from a Porsche Taycan or Audi e-tron GT, you might feel like you’re sitting ‘on’ the car rather than ‘in’ it.

That said, the Emeya doesn’t go heavy on synthetic sound effects. Pull the selector into Drive, and the car sets off in serene silence, free of Hollywood-style orchestration.

And holy cow it’s quick

The Lotus Emeya lineup offers three models: the base Emeya, the Emeya S (which we took for a spin), and the top-tier Emeya R. Both the base and S versions share the same 603bhp dual-motor setup with 710Nm of torque, which is already more than enough to rock the century sprint in just 4.2 seconds.

But if you’re the kind of person who wants to feel your cheeks peel back under sheer G-force, the Emeya R takes it up a notch with 905bhp and 985Nm of torque. A blistering 2.8 seconds is all it takes to hit 100, topping out at 256km/h.

For most people, the base and S models will be more than quick enough. We’re talking about a car that can jump from 80-120km/h in just two seconds without breaking a sweat. And, unlike some other high-performance EVs that hit you with stomach-churning acceleration, the Emeya S dials it down just enough to feel thrilling without being terrifying. Very mindful.

Driving this feels like you’re in a bullet train; composed, quiet, and built to devour miles in an undramatic fashion.

But handling is where opinions are split

On long journeys, the Emeya shines. The suspension is leagues ahead of the competition, providing a sophisticated and cushioned experience. It’s also whisper-quiet inside, with wind noise only slightly noticeable around the car’s side cameras.

The steering is precise, but not exactly engaging. Yes, the car corners flat, but at 2.5 tonnes, it’s hard to ignore the weight. You’re not going to take the scenic twisty route home just for the joy of driving.

The brakes, unfortunately, are the car’s weakest point. The pedal feels over-assisted, and while powerful, the lack of feel makes it hard to modulate, which can be frustrating in everyday driving.

So which driving mode is best?

The Emeya offers four driving modes: Tour, Range, Sport, and Track. Unless you have a specific reason to go with Track mode (maybe you just really like red ambient lighting?), you’ll probably find Tour mode the most comfortable for daily driving.

One cool feature, though, is the adjustable regenerative braking, which you can tweak using the paddles behind the steering wheel. I found the strongest regen setting to be the most convenient, allowing us to avoid that grabby brake pedal more often.

And how about charging?

The Emeya can charge at a staggering 402kW, going from 10-80% in just 14 minutes, assuming you can actually find a 400kW charger. If not, you’re looking at around 18 minutes on a 350kW charger, or overnight on a 7kW home wallbox.

If you buy this, you’ll be future-proof till the car’s COE expires. Believe me.

What a machine this is

If you’re looking for the best driving experience in an electric saloon, look elsewhere.

But, the Lotus Emeya offers something different. It provides comfort, style, and a tech-forward interior that makes even the most mundane drives feel a little more luxurious. It’s not the most dynamic EV in its class, but for those who appreciate connectivity, interior design, and a smooth, refined ride, the Emeya could be just the thing.

Lotus may not have delivered the most driver-focused car here, but in an era where electric saloons are all big, heavy machines, the Emeya offers a fresh and exciting take on what a modern luxury EV can be.

This is a car you pick with both your mind and your heart.

Technical Specifications

Lotus Emeya S 

Engine: Dual Electric Motors
Power: 450 kW (603 bhp)
Torque: 710 Nm
Gearbox: Single-Speed (A)
0-100km/h: 4.2 seconds (claimed)
Top Speed: 250 km/h
Battery Capacity: 102 kWh
Drive Range: 540 km (claimed)
Energy Consumption: 6 km/kWh (claimed)

Price: S$438,000 without COE (accurate at the time of this article)
Contact: Lotus Singapore

Photo Credits: Sean Loo (@auto.driven)

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So, what exactly is a ‘hyper-GT’? Lotus defines it as a grand tourer capable of completing the 0-100km/h sprint in under three seconds. The Emeya R, the top dog of the range, is claimed to achieve this in 2.78 seconds.

This impressive feat is thanks to its dual motors, which produce 905bhp and 985Nm of torque. Also unique to the Emeya R is its two-speed automatic gearbox, unlike the single-speed transmissions found in the other models.

All three are powered by the same 102kWh lithium-ion battery, providing up to 435km of range (WLTP).

Lotus claims that the Emeya seamlessly blends their engineering and design expertise. Interestingly, these advancements are subtly integrated into the car; instead of flaunting oversized spoilers, the Emeya relies on ‘Porosity’ and active aerodynamics to boost performance.

In Lotus-speak, ‘Porosity’ refers to how air flows around and through the vehicle. In the Emeya, this is managed by 8 strategically placed vents. These vents also help cool the brakes, electric motors, and batteries.

Active aerodynamic components include an electronic front grille, air dam, rear diffuser, and a 296mm rear spoiler. Lotus states that this setup provides over 215kg of downforce at higher speeds to stabilise the Emeya.

Most prospective customers would probably spring for the middle-rung Emeya S. While it also boasts a dual-motor setup, it churns out a slightly lower 603bhp and 710Nm of torque. The Emeya S clocks the century sprint in 4.2 seconds and offers up to 540km of range.

The Emeya also has a “base” variant, which shares the same performance stats as the S. This version features smaller brakes and 4-piston front callipers instead of six. This is the variant to choose if you want efficiency, offering a maximum range of 610km.

Charging is a breeze with the Emeya’s 800-volt architecture, which supports charging rates up to 402kW. This means (with a fast enough charger) the batteries can be juiced from 10% to 80% in just 14 minutes.

The interior follows the same design direction as the Eletre, with premium materials and a cacoon-like ambience for all occupants.

Thanks to its long wheelbase (approximately 5.1 metres), the Emeya has copious amounts of room in the back. The airy atmosphere is aided by the expansive sunroof that allows tons of natural light in.

A thin instrument cluster and heads-up display provide essential information to the driver, whilst entertainment and other features are managed by the large central touchscreen.

Even if the price figures for the Lotus Emeya exclude COE and options, the figures quoted by Lotus Singapore is still mighty competitive against other performance EVs in the segment.

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When the Lotus Eletre first rocked up to the scene, it shocked motoring press worldwide. Controversial would be the word to describe the whole ordeal, mainly because ‘this’ is pretty much what the world thinks a Lotus shouldn’t be; a tech-laden lumbering electric SUV.

Mind you, this was never pitched as a game-changer; it simply exists as the Lotus of SUVs. But, the badge only tells half of the story here.

Despite the onslaught of virtual pitchforks and colourful comments, if you dig past the “hastily edited on template backgrounds” Colin Chapman quotes, there appears to be quite a bit of interest in Lotus heading in a new direction. 

But, have the lightweight sportscar folks managed to pull it off?

Striking

The Eletre is quite a sizeable SUV, and Lotus has made no attempt to hide this fact. It doesn’t need to.

At more than 5 metres long, it even stands toe to toe with some of the big dogs from other manufacturers, and its road presence is further amplified by its aggressive facade.

As with most performance EVs, aerodynamics is key to unlock more range and performance. This translates to a variety of intakes and air channels on the Eletre. Nothing is just for show, and that results in a low drag coefficient of just 0.26. Pretty impressive for a large SUV.

Being an SUV doesn’t bother the Eletre much it seems, as the sharply tapered windscreen results in a height just shy of 1.7 metres.

Keen observers would notice the pair of cut-out turrets on the roof. These house the myriad of sensors and components for the car’s LIDAR systems.

There are 34 – yes, 34 – sensors on the Eletre in total. Four deployable LIDAR, six radar, seven cameras and 12 ultrasonics. Lotus is gunning for level 4 autonomy here (though there’s no legal framework for it just yet), and they aren’t shy about showing off their tech.

The rear end is equally striking thanks to carbon fibre roof blades and a rear lightbar that can illuminate in four colours depending on vehicle function (turning, unlocking, battery charge status, and braking).

You do grab a lot of attention while piloting the Eletre, and pedestrians will crane their heads just to catch a glimpse of this gliding by.

Future-focused

The interior is another major step for Lotus, because the Eletre embraces technology in a big way.

Drivers get fed information through a 12.6-inch display strip behind the hexagonal steering wheel plus a large head-up display. This is how you design clear and legible driving information – I hope some Silicon Valley automaker is taking notes. 

4-sectioned paddle shifters behind the wheel deal with brake regeneration and driving modes, minimising the need to dive into complicated menus just to get into Sport. 

The centre is dominated by a large 15.1-inch OLED central touchscreen with pretty graphics. Apple CarPlay and Android Auto are currently unavailable (rumoured to be added in future OTA updates), but the Eletre has enough native tech to keep you satisfied in the meantime.

There’s wireless charging and a compact button menu for quick-function items, and even your front passenger gets a touchscreen strip of their own. Depending on who’s your co-pilot, that may or may not be beneficial. 

Lotus has gone to town with the cabin, crafting as many surfaces as possible with sustainable materials. The clothy bits are derived from Re-Fibre made from waste fabric, and they feel nice.

Customers can also spec optional UltraFabric seats made from polyurethane, carbon-neutral Alcantara and Econyl carpets made from 100 per cent post-consumer waste. Better than that, unlike Lotus-es of the past, it all conforms together properly. It’s a really nice place to sit.

You can spec a rear bench, but this demo car has the four-seater box ticked – plenty of space and utility for all occupants (heating, ventilated and massage for all folks on board), plus a decently sized 688-litre boot.

A 46-litre frunk is also available, though I suspect it would mostly be used for jumper or charging cables.

Nimble

There’s a lot to uncover about the Eletre, but the best thing about it is that it feels nimble on its feet. Engineers have designed the sizeable 112kWh battery to have cells arranged directly in the structural case rather than in separate modules. More densely packed, less volume.

Thanks to an 800-volt system, it can charge at up to a peak of 350kW. Plug in a decently-fast DC charger and you’ll be back on the road in a couple of minutes. 

Weirdly, the Eletre has a 22kW AC charger as standard, but most folks do not currently have the means to tap that kind of power in their own homes.

Lotus claims 600km on a full charge, but I saw a maximum of 475km on the display during my test. Not too shabby, considering the car’s cooling systems have to work overtime to keep everything nice and temperate in our climate.

Everything else about the car is neatly organised to optimise weight distribution. The Eletre even comes with aluminium multi-link twin-chambered air suspension, changing up the car’s characteristics in different modes (Tour, Range, Sport, Off-road, Individual).

All of this wizardry allows the Eletre to be confident in its own skin, working with its own weight efficiently and minimising the bulkiness one associates with heavy SUVs.

Its heft definitely needs some attention, but good steering feel and body control mean you can pick a line and stick to it through a corner. Push too hard, and it predictably understeers, but it can compose itself again easily.

Brake feel is strong and consistent, though there is a little awknessness during the transition between regen and actual braking. This is all fine and well in Tour. But, I would love to see more assertiveness in Sport. Perhaps that is reserved for the specs-numbing R variant.

Even on those flashy rims, ride quality is composed throughout, albeit a little firm.

As far as Advanced driver assistance systems (ADAS) is concerned, the cruise control and highway assist work pretty well.

However, speed limit and lane-keep assist warnings are aplenty, and you need to switch them off every time you start up the car. Intrusive ADAS is not an Eletre-specific problem, but I feel it can be made more intuitive to turn off when required.

Honestly, the Eletre is probably the best-handling electric SUV in this segment currently available today, and the specs of the S is more than sufficient for anyone looking to buy one.

450 kW (603 bhp) and 710 Nm is on tap, giving you the grunt to complete the century sprint in just 4.5 seconds. Frankly, folks who spring for the R are probably doing it just for bragging rights.

New-age

It’s hard not to spill some prejudice into any conversation about Lotus, since it is known for its light and nimble sports cars.

But, as we’ve come to see in other manufacturers, a company today cannot thrive by niche alone, and Lotus needed to expand its portfolio or it would die. In today’s context, that means making an SUV that’s unpopular with the purists, but something that is commercially saleable.

Folks can say all they want about the Eletre, but despite all of the opposition, it still has some Lotus DNA in there. It’s not perfect, but it’s a good start to a new branch line.

Technical Specifications

Lotus Eletre S 

Engine: Dual AC Synchronous Electric Motors
Power: 450 kW (603 bhp)
Torque: 710 Nm
Gearbox: Single-Speed (A)
0-100km/h: 4.5 seconds (claimed)
Top Speed: 258 km/h
Battery Capacity: 112 kWh
Drive Range: 600 km (claimed)
Energy Consumption: 4.7 km/kWh (claimed)

Price: S$568,000 without COE (accurate at the time of this article)
Contact: Lotus Singapore

Photo Credits: Sean Loo (@auto.driven)

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Yet here we are with the all-electric Eletre SUV. Well, hyper-SUV, actually, as Lotus calls it.

As an ex-Lotus owner, I know full well what a Lotus car represents and embodies, and the Eletre is everything opposite of that, and I’m not even talking about the fact that it’s an EV.

For one, it’s heavy. At 2.5 tonnes, this is the heaviest car the company has ever made. So much for Colin Chapman’s ‘add lightness’ mantra; they’ve just added heaviness with this one. It’s also the largest car the factory at Hethel has ever produced. Forget the nimble, compact, mid-engined, track-ready two-seater sports cars Lotus used to make; this is a full-sized five-seater SUV with a boot!

But would I buy one? Hell yeah, and here’s why.

With the Eletre, I will never have to relive the days of an aircon that doesn’t work, a roof that leaks and a side sill so vast that you need an overhead bridge to cross over to get into your seat. I’m also getting old, and I love SUVs. Aimed at a new (and old) generation of Lotus customers seeking a practical, versatile and spacious family-focused electric hyper-SUV, it promises to be the most advanced Lotus ever.

From the first impressions at the launch along Scotts Road, the future looks bright – at least in this shade of green (sorry). The Eletre aims to blend comfort, performance and ‘cutting-edge luxury design’ with sustainable materials, says Lotus, and from the images, I’m sure you can agree that they have gotten it right. The overall fit and finish are high-level stuff, and everything from the materials and design exudes the makings of a modern luxury sports car.

It’s feature-packed, too. The Eletre’s comprehensive standard specification includes active air suspension, continuous damping control, torque vectoring, Lotus Intelligent Dynamic Chassis Control, 22-inch 10-spoke forged wheels in silver with a diamond-turned finish (20-inch five-spoke in European markets), Matrix LED headlights, Adaptive Cruise Control, Visual Park Assist, four-zone climate control, 12-way electric-adjust front seats, head-up display, wireless Apple CarPlay and Android Auto, and a 1,380W 15-speaker KEF Premium Audio system. Now you can take a breath.

Two trims will be made available: the Eletre S, the model focused on luxury, and the flagship Eletre R, the one that is all about performance. The R benefits from the Lotus Dynamic Handling Pack, comprising Intelligent Active Roll Control and Active Rear Steering, a Carbon Pack, Pirelli P Zero performance tyres, and a gloss black finish for the wheels. There’s also a sixth ‘Track’ Drive Mode for the R. Sounds fast, eh?

How fast? Well, Lotus claims that the Eletre S, with 603 bhp, can accelerate from 0-100km/h in only 4.5 seconds and go on to a maximum speed of 258km/h, with the ability to achieve a combined range of up to 600km. The top dog R boasts an incredible 905 bhp and 985 Nm and will cover the benchmark sprint in under 3 seconds.

But let’s get to the real juicy bits. No, not the outright performance or how fast the car can charge (it’s 10-80 per cent in only 20 minutes with rapid charging and up to 120 km of range in just five minutes, by the way). Let’s instead talk about what the company has done to make sure that this 2.5-tonne SUV can handle like an actual Lotus.

Of course, we can only give you a genuine verdict once we drive it, but these features should prove they are serious about keeping to their DNA.

The basic stuff is already promising – multi-link suspension systems in the front and rear with components made from lightweight aluminium and additional tech such as active anti-roll control, torque vectoring by braking, and active rear-wheel steering. Adjustable dual-chamber air springs, fitted as standard across the Eletre range, enable independent control of ride height and stiffness. The active air suspension also provides speed-dependent lowering of the car by up to 25mm to reduce drag and lower the centre of gravity. Conversely, it’ll provide more comfort in its higher setting on the highway.

The electronically-controlled damping system – CDC – continuously measures the loads coming into the suspension at a rate of 1,000 times per second and adapts the damping rate 500 times per second for improved body control without any harshness. The SUV is also the first Lotus to use electromechanical power steering, tuned to deliver a purer, connected feel and feedback. At only 2.5 turns lock-to-lock, the steering promises to be sports car quick as well.

The active rear-wheel-steering system is another Lotus first and aims to make the Eletre even more agile, along with Intelligent Active Roll Control (IARC). These two features are part of the Lotus Dynamic Handling Pack fitted as standard to the Eletre R and optional on the Eletre S.

There are other tasty bits like Lotus’ partnership with Pirelli; the Italian company provided a range of high-performance 22 and 23-inch P Zero and ultra-high-performance 22-inch P Zero Corsa tyres specifically for the Eletre. Other established brand names are Brembo and AP Racing, who have co-developed the SUV’s braking system and offer everything from the standard six-piston front callipers and two-piece Brembo discs to the optional carbon ceramic braking system available on the Eletre R with AP Racing’s 10-piston ‘Radi-Cal’ callipers and Brembo carbon ceramic discs.

The Eletre is the first of many electric Lotuses (we could never agree on the plural of Lotus); it’s built on the all-new Electric Premium Architecture (EPA), a flexible and modular platform bespoke to Lotus. It will be at the core of a range of new premium lifestyle performance EVs, which will be developed over the next few years. Plans to launch further models, including a sports sedan (Type 133), another SUV (Type 134), and more are in the pipeline.

We can argue till the cows come home if EVs are the proper sustainable solution, but if there is one brand that shows (albeit a little late) that the EV era is here to stay for a while, it’s Lotus. Let’s hope they can make these ‘soulless’ machines fun to drive. My hope is in the engineers at Hethel.

Photo Credits: Lotus Singapore

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Having driven various iterations of Elises and Exiges over the last 25 years or so, there was never any doubt about how wonderfully pure the driving experience was. However, it always seemed to be at the expense of comfort, practicality, convenience, and, crucially, quality. 

Every time I got into a Lotus, I loved how they drove, but always wished that they were just that bit easier to live with, or had air-conditioning that worked. Also, a few other creature comforts like Apple CarPlay and cup holders, for example, would be nice.

This brings us to the Lotus Emira tested here. Popularly referred to as the “Lotus without excuses”, it promises to be the most complete sports car the British manufacturer has made yet. 

By the time I got to drive my first Lotus around 1999, it was the Elise Mk1. By this time, Lotus had entered a very different era. It had become so focused on lightness and handling that the sexiness and glamour of iconic models such as the Esprit was put on the back burner.

The Emira however, is set to bring sexy back to Lotus. Painted in a two-tone colour scheme of Magma Red and Black, you’d be forgiven for mistaking it for a Ferrari. Many did during the few days that I had the car.

It certainly turns heads in a way that I haven’t seen in a car for quite some time.  

The Emira’s interior doesn’t disappoint either. Gone are the bare aluminium interiors of the Elise and Exige. In the latest Lotus, every surface is covered in leather or carpet. There are also proper cupholders, a generously sized infotainment touchscreen and electrically adjustable seats with memory. 

Importantly, getting into the Emira no longer requires the dexterity of a contortionist like the Exige demanded. The sills are now lower than the seat bolsters. Yet, from the outside, the Emira cuts a low-slung silhouette expected of a supercar. 

The Emira may have the presence and poise of a proper supercar, but happily, it doesn’t come at the expense of outward visibility that afflicts many such cars. The driver gets a good view of the road ahead and even the sides, thanks to a window line that swoops downward towards the wing mirrors.

This makes it easy to sight apexes and inspires confidence in placing the car exactly where the driver intends it to be. In town, it also makes parking a cinch. 

It wouldn’t be a Lotus, however, without some quirks. The placement of the parking brake switch, for example, feels odd when you’re driving the manual gearbox version as was the case here. It’s over on the lower right side near the door. This means getting used to an unintuitive action of shifting into first gear with your left hand, and then using your right to release the parking brake before moving off.

So at some point, one hand lets go of the steering wheel while the other takes over. Feels a bit like learning to do that hand clapping thing when singing Edelweiss around a campfire…

The location of the parking brake switch happens to be the same as that in Mercedes-Benz cars. This is fine because now they’re all autos anyway. So I suspect that the Emira, sharing the same switch location has something to do with the 360hp 2.0-litre turbo models being fitted with the M139 Mercedes-AMG unit that can be found in the A 45 models. 

Another ‘Lotus’ oddity is that it has keyless ignition. You still have to fish the key fob from your pocket or bag to work the door locks, but no need when starting the engine.

If you want to drive a manual Emira, then it only comes with a 400hp 3.5-litre V6 supercharged unit built by Toyota. An auto version powered by this engine is also available for $11,000 more for a six-speed automatic with shift paddles.

But I mean, who wouldn’t want to row your own gears, right? That’s entirely the fun of it.

Driving impressions

The Lotus Emira may be more civilised, but it hasn’t gone soft. The bolt-action gear shift feel is still there, with a ringside view of its linkage visible to its occupants. Look through the rearview mirror, and the driver will spy the throttle actuator working in unison whenever the accelerator is blipped.

Pulling away from low speeds reveals a rather truck-like clatter which can be unflattering but power through the gears and the sound of the V6 starts to sing with a distinctive supercharger whine supported by the baritone of the V6 through its exhaust. 

The real highlight here, however, is its ride and handling. This, after all, is a Lotus and once again it shows the world how to make a car that can care up your favourite corners without shaking your fillings loose. 

It has a relatively long-travel suspension set-up for a sports car and a front-rear weight distribution of 38:62. This rear-biased setup actually resembles that of a Porsche 911 (40:60) rather than its most direct competitor, the 719 Cayman GTS 4.0 which features 45:55, in case you were wondering.

The Emira’s rear-biased setup affords it fluency with the way it changes directions with hardly any understeer to speak of. Another ace up its sleeve is that the Lotus still employs a hydraulic steering rack while its German rivals have gone electric. The result is a more organic steering feel. 

When you have such a finely tuned driving tool, the most minor details start to become apparent. In this case, Lotus should have paid more attention to the design of the steering wheel. The delicacy of the steering feel is sullied somewhat by a misshapen rim that’s too fat and the multi-function spokes too wide for even this writer’s large hands to wrap around. 

Porsche currently has the best steering wheel in the business. Just try to hold the standard, thinner-rimmed one – and you’ll know what I’m on about. That is the steering wheel the Emira – or just about any car, really – needs.

The Emira can be ordered with either a Tour or Sport suspension setup. The car tested here wore a Tour suspension setup, which makes the car comfortable enough to be a daily driver proposition. Sport is supposed to be a more track-focused setup and the customer can specify Michelin Sport Cup 2 tyres as well.

That said, this writer found absolutely nothing lacking with the superb Goodyear F1 Sport rubber and Tour chassis combo on the test car. For that matter, the drive mode selector didn’t seem to improve the experience with the manual gearbox. For 99 per cent of the drive, leaving it alone in the default tour mode was satisfying enough. 

Reasons to get one

For those of a certain age, Lotus is a brand that holds a special place in the hearts and minds of a generation of car enthusiasts. For this writer, mind-blowing moments that introduced me to the brand started with James Bond’s Esprit transforming into a submarine in The Spy Who Loved Me, then Aryton Senna’s first F1 win at the rain-soaked Portuguese Grand Prix in 1985. 

A few years later, this young man’s loins were stirred when a silver Lotus Esprit was skillfully driven by Julia Roberts in the opening scenes of Pretty Woman. Then again, this time by Sharon Stone in Basic Instinct…

More than any recent Lotus, the Emira looks and feels more like a spiritual successor of the iconic Esprit. Along with the fact that this is said to be the last ICE sports car from the hallowed brand, it’s easy to see why the order books are filled for the next 3 years in the UK. 

At current COE prices, the Lotus Emira costs the best part of $700k in Singapore. While this might be an outrageous amount of money for most of us, the next closest thing to offer this combination of a ride-handling balance of this calibre would be a $2 million supercar like the McLaren 720S. 

That cliché that Lotus stands for Lots Of Trouble Usually Serious casts a long shadow. This would weigh on my mind if I were to order an Emira. The infotainment screen going dark towards the end of my three-day affair with the car started to remind me of this. 

Then again, the combination of a Toyota V6 with a manual gearbox would suggest a more robust package than the highly-strung Mercedes-AMG 2.0-litre turbo unit with a multi-clutch automated gearbox, especially in our tropical heat. 

The Emira however, just might seduce you to live on the edge…

Technical Specifications

Engine: 3,456cc V6 supercharged, rear-mid mounted
Power: 400hp @ 6,800rpm
Torque: 420Nm @ 3,500rpm
Gearbox: 6-speed manual, RWD
0-100kmh: 4.3 seconds (claimed)
Top speed: 290kmh (claimed)
Base price: $548,800 before COE

Photo Credits: Sean Loo (@auto.driven)

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