Lotus Emira First Edition Review

13 October 2024

In a world teetering on the edge of electric vehicles and tech-packed hypercars, the Lotus Emira arrives as a beacon for purists.

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.

Lotus Emira First Edition Steering Wheel

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