Lotus Emira Turbo First Edition Review – Synaptic Delight

While blending old-school driving charm and modern technology into a sports car, Lotus decided to give the Emira more of the former.

Story: Joshua Varghese
Photography: Sanjay Raikar

Once they look at the sunlight reflecting off the alluring bodywork of a bright yellow Lotus Emira First Edition, enthusiasts will immediately wonder what it is like to drive. On that day, I was the lucky man who got behind its wheel to find that out.

We have come to expect so many things of a car now-a-days that the principal attribute and sanctity of driving, just driving, seems to have become a diminishing trait among automobiles. Which is why I have great respect for sports cars and their manufacturers. They tread the fine line between the joy of driving and everyday usability. The Emira is a sports car and it is admirably capable of communicating its intentions even when stationary. This is a machine that was built for the sole purpose of being a synaptic delight in the hands of a good driver on an excellent ribbon of tarmac. On that day, the Emira had to make do with me, but we did have a smooth and quiet stretch of road at our disposal.

Everything about the car felt like an event. Even starting it up. The AMG M139 2.0-litre, four-cylinder, turbo-petrol engine came to life right behind me, making a sonorous statement about the renowned German marque’s collaboration with this British icon. Lotus are no strangers to four-cylinder engines and they have made the most of the M139 by nestling it behind the driver and in between the axles. Its placement is perfect and by sending power to the rear wheels, it immediately strikes a chord among enthusiasts by virtue of contributing positively to the weight distribution of the car and adding to the drama involved in the act of driving.

Having selected Drive, all I had to do was hold the brake and floor the throttle quickly; a green “launch” appeared on the screen. At which point, releasing the brake should send the Emira sprinting to 100 km/h in just 4.4 seconds. Going fast is no good unless one can slow down just as quickly. So, as soon as it exceeded 100 km/h, I called on the car’s full braking force. Its ferocity at full throttle was matched equally by the composed yet violent nature of its deceleration.

The M139 is a feisty engine that revs to a lofty 7,200 revolutions per minute (rpm). Although capable of producing more than 400 hp in the Mercedes-AMG A 45 S, it has been restricted to 365 hp at 6,600 rpm and a peak torque of 430 Nm between 3,000 and 5,500 rpm in the Emira. Which is enough because a sports car is meant to be a learning experience before moving on to outlandishly powerful supercars. The eight-speed DCT is also from AMG and it is the sole choice of transmission. In the triumvirate of driving modes there is a noticeable difference in power delivery, throttle response, and electronic intervention among Tour, Sport and Track. Tour is best for getting to terms with the car or just using it every day because there is a certain delicacy (a relative term) in the way it responds to throttle input. Sport provides the full experience with the electronic aids ready to step in as needed. Track is for the experienced drivers who are most comfortable communicating with the car themselves and barely require driving aids.
Since I had a quiet stretch of smooth road to myself, Track was the one I used most. Lotus have worked on the intake and exhaust systems themselves which meant that as we tore through the landscape, our soundtrack was worthy of being described as theatre. The air that was scooped up hungrily by the engine was aurally translated into a thrilling induction roar along with an enticing turbo whistle clearly audible over the menacing exhaust note.

The urgent power delivery of the engine is harnessed well by the transmission. There is hardly a dull spot as the DCT shifts through the gears. For a more hands-on approach, one can use the paddle-shifters. Although the response is instant, they lack the tactile feedback that makes shifting gears fun, which is a slight disappointment because feeling is everything in a sports car. Here is an interesting bit of information. When using the gear selector in manual mode, instead of up/down, one has to go left/right for shifting gears. Cannot think of another car that does that. That apart, the transmission complements the flexibility of this engine well. We were able to carry 100 km/h.

As dramatic as the Emira’s journey through time and space was, what endeared it most to me was the handling. This car weighs less than 1,500 kilograms and is built with the same bonded aluminium chassis technology that was first seen in the Elise. Our car also had the Sport Suspension package with the Eibach springs and Bilstein dampers in their stiffest tune. The car is passively suspended, which means one has to choose between the more usable Tour suspension or Sport at the time of booking. Those who opt for Sport are best equipped to read the road through their fingertips. Some ride quality has been sacrificed in favour of sporty ability but the ride is hardly unreasonable. The car also tackles reasonably sized speed-breakers with ease.

The suspension’s merit is best understood when driving fast along a twisty road. The small circle of yellow on the steering wheel will confirm the accuracy with which the car responds to the slightest of steering inputs. It is on the heavier side but so rich is the feedback that it instils into the driver a reassuring sense of confidence that encourages him/her to carry speed through a corner. There are 20-inch wheels at either end but the choice of narrow rubber at the front hints at the car’s purity of thought and heritage. It is easy to send the Emira flowing from one corner to the next because of how good the steering is but that is not what I remember most about it. It was easy to gain the confidence to carry speed when approaching a corner because after scrubbing off just enough pace, a quick yet smooth input of the steering wheel is rewarded with a change in direction so quick that one can only expect it from mid-engined cars. When the front wheels turn, it feels as if the car pivots at the driver’s hip. It is akin to sitting in a roller-coaster because, despite the violence in the change of direction, the suspension and Michelin Pilot Sport Cup 2 tyres keep the Emira planted as if on rails. Of course, if one wants drama, a touch of extra throttle on the entry is enough to kick the tail out.

Following the fast and thrilling drive, we were pleasantly surprised to note just how usable the car was. At 100 km/h, it is fully capable of running along in eighth gear. Furthermore, the cabin is reasonably refined. Since we got to drive this car on excellent roads, we had nothing to complain about the ride quality but if one intends to use this in town as well, it is probably better to opt for the Touring suspension when booking the car. The weight of the steering and the limited steering lock may make low-speed driving and U-turns challenging but the Emira is worth that extra effort.

The Lotus Emira stands out as a car with a singular purpose. Even at a standstill, it commands one’s undivided admiration with a design that will remain etched in one’s memory because it has come at a time when aerodynamics are influencing styling more than ever. Lotus sports cars are legendary and they did not achieve that reputation by ignoring aerodynamics. The car does not have any form of active aero, which only increases my appreciation for the Emira. All the downforce is generated passively. Every cut and crease on this automobile is in place to serve the function of channelling air to the Emira’s advantage but the final shape is far from an uninteresting wedge. It is a body that is rich in curves, a shape that invites the air and the eye to flow along its lines without restriction. While most of the air will get sucked into the engine via the massive scoops, the eye can carry on to the tail-end of the car where two exhaust pipes in a mesh enclosure complete the visual drama in style. My only regret is that they did not put the engine on display through the rear window. A transparent engine cover is among the things that make a mid-engined sports car special, does it not?

The Emira First Edition is an extremely low car but surprisingly easy to get in and out of for a sports car. It is not a particularly memorable interior but everything one can touch is of high quality. Personally, I was extremely happy to see that most of the essential controls were buttons. The seating may be on the higher side as compared to other two-seater sports cars but I feel that is what makes ingress and egress easier in this one.

The Lotus Emira is currently available in three variants: Turbo, Turbo SE, and V6. Its price, which starts at Rs 3.22 crore (base, ex-showroom), is prohibitive but the closest option is a Porsche 718 Cayman which is currently not on sale. All the others are more expensive. However, one should never forget that the Emira is a proper mid-engined, rear-wheel-drive sports car. There are not many of those around. At the time of this car’s global launch, Lotus had said that this would be their final ICE sports car but, as things stand, they may take that statement back and continue giving us more cars that are superb to drive. All those in favour, start praying.

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