Aside from the expected practicality limitations of a purist’s sports car, we’ve found the regular Lotus Evora to be a pretty satisfying machine. It’s as balanced as a tightrope walker and has laser-precise steering, limpet grip, and strong braking.
And yet. In two test-track appearances (one a comparison test and the other at Lightning Lap 5), our primary gripe with the Evora was its limited power. Its Toyota-supplied, 3.5-liter V-6 delivers 276 hp and 258 lb-ft of torque. That’s okay for ordinary transportation but tepid in a semi-exotic
A note in the Evora’s Lightning Lap synopsis summed it up: “The 345-hp Evora S cannot arrive soon enough.”
Well, here you go. With an Australian-made Harrop supercharger churning a modest 5.5 psi of boost, output of the otherwise unmodified V-6 jumps to 345 hp at 7000 rpm and 295 lb-ft at 4500. (We recently featured the Evora S as part of our “Name that Exhaust Note”.
Those are big gains, giving this little missile the speed to match its ready–for–Le Mans styling. The standard Evora does 0-to-60 mph in 4.9 seconds, 0 to 100 in 11.8, and the quarter-mile in 13.4 at 105 mph. Top speed is 162. Despite a slight weight increase—3171 pounds versus 3093—the Evora S reaches 60 in 4.3 and 100 in 10.4, and it covers the quarter-mile in 12.8 at 110. It also adds 10 mph to top speed.
The S also responds to another Evora gripe, namely shift quality. New shift cables lend more certainty to rowing the six-speed Toyota-Aisin gearbox. The throws are still long and the feel is still a little clunky, but the engagements are positive. The new cables will eventually make it into the standard car’s transmission. When, exactly, Lotus hasn’t determined.
Clutch takeup is sweet—no lurches—and power delivery is linear, making speed accumulation deceptive. (Tell that to the arresting officer and let us know if it works.)
Okay, so quicker and faster, and not by just a little. So what else do you get with the “S” badge? There are minor cosmetic licks, but the key elements are functional: revised suspension bushings, new forged aluminum upper control arms, stiffer rear anti-roll bar, and revised damping. Our test car also was equipped with an optional wheel package ($2950)—19-inch front, 20-inch rear—with Pirelli P Zero Corsa LS Asimmetrico tires: directional 235/35 fronts, asymmetrical 275/30 rears. Thus shod, the Evora S pulled an impressive 0.98 on the skidpad and stopped from 70 mph in an eyeball-stretching 146 feet—just five feet off the best 70-to-0 braking distance we’ve recorded for a production car (the Corvette ZR1’s 141 feet).
Dynamically, the Evora S duplicates the standard Evora’s telepathic responses, though bends arrive quicker and the cornering limits are higher. This is a sports car that inspires confidence quickly, and vindicates confidence as the driver explores the capabilities of both himself and the car. We’ve noted a willingness to oversteer in previous Evora encounters, particularly on the race track. On the other hand, the car provides warning via a progressive transition, and it’s a manageable sports-car trait that a driver can exploit given some experience. The Evora gets a little lively on rough surfaces but keeps its driver informed of every nuance; the partnership here is about as good as it gets.
As with the basic car, the 2011 Lotus Evora S achieves its exceptional response without beating its occupants senseless. Patchy pavement is impossible to ignore, and there’s considerable noise transmitted by the suspension, but the damping and still-light curb weight soften the nastiest edges.
We mentioned practicality limitations, and like the basic Evora, the S has its fair share, particularly by contemporary sports-car standards. For example, like almost every Lotus, this one makes us wonder about the shoe size of the company’s founder. Judging by the footwells and space between pedals, the founder’s feet must have been minis, and if you’re wearing, say, size 10 or above, operating one pedal to the exclusion of one or the others requires care. There’s also no dead pedal, and the driver often finds himself dangling his left foot behind the clutch pedal when actuation isn’t required.
There are other ergonomic quirks that are difficult to find charming. Awkward ingress and egress, for example, although once the driver is settled in, the seats are supportive and comfortable. A rear-view camera mitigates some of the drama that goes with backing up, but the Evora’s tiny rear window and vast rear blind spots lend an unwelcome element of mystery. And as with the standard Evora, this car’s collection of switchgear can be charitably characterized as erratic and the nav system is byzantine.
With a base price of $77,175, the Evora S is $12,000 more than the basic Evora. Lotus points out that the 2011 Lotus Evora S includes equipment—the Sport package ($1275) and the Sports-Ratio gearbox ($1500)—that’s optional on the Evora. So the difference is really only $9225.
Our test car included a $2500 Premium package (leather, heated seats), a $2995 Technology package (navigation), premium audio ($695), a rearview camera ($495), the $2950 wheel/tire package, paint-protection film ($995), and “lifestyle paint” ($1500).
All for a grand total of $89,305. That’s Porsche 911 Carrera S money for car that is hard to take seriously as a daily driver. On the other hand, the Lotus is far more exclusive than the Porsche. And track days may be more thrilling.
source : Car and Driver
