Both the 2024 Lotus Emira I4 and V6 are fine examples of an automaker saving the best for last. Why? Because Lotus is supposed to phase out internal combustion engines, for all-electric powertrains.
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Simply put: this is the end of gas-powered Lotus cars. In a way, it’s poetic as the new Lotus Emira I4 and it’s big brother with a V6 are some of the best Lotus vehicles I’ve driven. While they have different gearboxes and powertrains, they both dance automotive ballet.
2024 Lotus Emira offers up English class and German sass
Maybe it’s a stretch to call anything German, “sassy,” but that AMG-sourced, turbocharged 2.0-liter engine has an attitude. It growls, hisses and spits like a delinquent, and it’s glorious. That is: if you can withstand the constant turbo whirl entering the cabin.
This is a very small car, so that 360-horsepower engine sits right behind your shoulder. Now, I was told by a rep that the launch edition makes 400-hp, like the V6, and I’m still checking on that. Regardless, that power is more than enough to spool up serious oomph.
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The hefty torque going to the rear wheels (317 lb-ft), comes on at fairly low RPM. For a car that has nearly perfect balance, and weighing less than 3,200-lbs, that’s plenty. In fact, it’s the most powerful I4 ever added to a Lotus production vehicle.
The 8-speed dual-clutch is a bit of a mixed bag for me. It’s a modern, capable transmission when using it in anger. When I truly made the Emira hustle, it banged off shifts like an F1. When I drove it in traffic, it behaved like an old pickup truck. Parking? I’ll save that for later.
Underpinnings of the gods
There are two choices for chassis tuning, Sport or Touring. If you opt for Sport, you get stiffer springs and dampers. Both give you the Bilstein high pressure, monotube dampers. In addition, both options give you the Eibach springs set on double wishbone suspension.
My tester was set in the “Sport” chassis tune. It also came with Michelin Pilot Sport Cup 2 performance tires. They sit with 245/35/R20 on the front end, and 295/30/R20s in the rear. 4 piston AP Racing brakes are racecar-like, powerful, and very sensitive too.
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Finally, the electro-hydraulic power steering is something else. It’s been a long time since I drove a car that felt so analogue in its steering. The feel, weight and pressure needed to make turns felt like it was wired to my being. It’s remarkably rewarding.
Driving the Lotus Emira I4 First Edition
Tapping the push-button start, you’re rewarded with a throaty exhaust growl. That same sound permeates the cabin as you drive. The driving position is extremely low; however, being that this is the most spacious Lotus I’ve experienced, I was quite comfortable. That’s despite my hefty 6’1” silver-back-like structure.
You have to click the gear lever down twice in order to move from neutral to drive. Reverse is one push forward – and park is a button. Once you get the swing of it, playing with the paddle shifters makes up for the over complicated shifting patterns. Gears click by with lightning speed, making the Lotus respond to gear and throttle inputs like a serious racer.
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On the streets, it’s less happy. It takes a while to make it do a three point turn. Start and stop traffic make the little car lunge a bit, and that oversensitive braking system takes a lot of getting used to when commuting.
Honestly, with the super firm ride and all – I would recommend the Touring option, unless your serious about the track. When I was on the Angeles Crest Highway, and driving on some of the back canyon roads in Malibu, CA – it was remarkable.
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The tenacious grip, caffeine-infused power and direct steering feel made cornering a laugh. This is just about as good as it gets, as a package. The best part was, unlike fragile Lotus’ of the past, this thing begged for more all day.
What I’m saying is that it all makes sense on the tarmac, as long as you’re thrashing it. Drive it like a commuter, and you’ll miss out on what this thing is all about. That’s why it says “For the Drivers” on the key-fob. They mean it.
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Inside and outside (slightly compromised) beauty
Very few people knew what this car was, but many people thought it was beautiful, and it is. Made to evoque the Evija hypercar’s design, the swoopy lines, coke-bottle fenders and IMSA-like cockpit sure look good in any color. Many confused it for a McLaren or Ferrari – and I’m okay with that.
The interior is a bit different, but I still enjoyed it. For one thing, this is a far more comfortable interior than the Evora this vehicle replaces. It’s a more luxurious, user-friendly and commodious layout too. In fact, this is the most comfortable Lotus I’ve driven in three decades.
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Much of that comfort comes from a Napa leather-clad interior that is adorn with Volvo switchgear and seating materials. I think the 10.25-inch touch-screen, which controls everything from infotainment to environmental settings works well. It’s old tech, but it does the job. There’s a 12.3-inch TFT screen for the driver. It works well, and is easy to figure out.
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Speed bumps
Not everything is sing-song happiness with the Lotus Emira. Starting from the interior, there’s very little storage space. There’s a parcel shelf behind the front seats, and it can hold a few small bags, or a smaller backpack.
There are a few storage nooks here and there, but the cellphone storage north of the gear lever is almost useless. There is a netted storage area in the passenger’s footwell, making for a great place to stash, and power your phone.
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There is no front truck/boot space, so the only “large” storage is a five-cubic-foot cargo pit in the back. That location snuggles up to the engine, meaning that your (small) luggage will be well heated by the time you get to your location.
Speaking of the engine: why bother with glass in the hatch, if the view of the engine is a flimsy, plastic engine cover? It kind of defeats the purpose, and it tells people that you opted to pay about $5,000 less for this car. It’s a bit silly.
Finally, there’s the gearbox. I wish Lotus would add a manual option to the four-cylinder like they have for the V6. As it is: doing something as mundane as parking takes tactical planning. You might put it into neutral, and roll when you’re working the gears. It just happens – even when you get used to driving with this dual-clutch transmission.
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This very low car is about the same as a Porsche 718 Cayman, and they are very close in terms of performance. Thus, I have to admit, the Porsche is simply better on the road. It’s more compliant, just as capable, and feels like it’s better put together.
Final thoughts
Despite my comment about the Porsche Cayman being superior, I’m not sure I would choose it over this $99,900 vehicle. You see, there is something about being unique, exclusive and elegant. In Southern California, a Porsche Cayman is a common sight – but that’s not the case for the Lotus.
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I feel special driving this Lotus, and I enjoy driving it hard. It’s a special car, and it is one of the best Lotus products I’ve driven. Sure, there are compromises, but this thing overshadows those issues every time you look at it – or drive it.
It’s also the end of the gas Lotus vehicles, and I think it’s a fine way to end. Yes, indeed – it’s classy, and quite a bit sassy too. Now, bring on the EVs and let’s see how they stack up.
About the author
Nathan Adlen
Contributing Writer, Autoblog