Again, all test cars came fully optioned, including the Sport button of the Sport Upgrade Pack and the sports ratio gearbox. In this trim, the Evora's 276 hp peaking at 6400 rpm and 258 pound-feet of torque at 4700 rpm get to 60 mph in an estimated 4.9 seconds, and it definitely feels about that quick. After all, with a quoted curb weight of 2,976 pounds (fore/aft weight distribution percentages are 39/61, by the by) each horse is carrying around just 10.8 pounds. It's definitely better for performance to keep revs around at least 3500 and felt best when downshifting to third for overtaking.
One-piece forged wheels are a good option to get, too, as they lower overall rolling weight by nearly two pounds per corner. In a late switch from Yokohama, Lotus selected Pirelli P Zero tires for the standard issue-225/40 ZR18 (92Y) front and 255/35 ZR19 (96Y) rear. Compared to the Yokohama Advan Sport LTS treads on the prototype, these Pirellis make a serious difference in all-around performance at higher speeds, through heated corners, and just around town. Lotus says that Yokohama will still provide the optional winter tire set.
Though the front axle from TRW includes hydraulically assisted power steering, I didn't ever feel anything but connected to the road while guiding the Evora through its paces. There was no hint of numbness or feeling of being forced to on-center whatsoever. Chipping in here no doubt is the incredibly light magnesium inner hoop of the flat-bottom steering wheel. There is currently a traction control function plus ABS, but all cars arriving in North America will come with a full ESP system that can be deactivated in two stages.
Braking is also spot-on with AP Racing vented discs (also cross-drilled in the Sport Upgrade Pack) and calipers fore and aft. I was trying to make some fade happen through repeated tight turns, but failed. Initial figures put the Evora's 60-to-0-mph braking distance at a tooth-yanking 110.3 feet.
The exterior by Steve Crijns is pure Lotus from several views-the grinning front with prominent air passages and the rear fascia in particular. This means that, being a Lotus, it will cause wide-ranging opinionated discussions with no resolution. The interior as designed by Anthony Bushell is right on the money. The Recaros are firmely placed and the visibility front and side is ample. Rear vision through the center mirror is a small disaster aided only a little when you opt for the Alpine onboard system with reverse camera, and the blind spots back there are quite blind. Buyers can request either a two-seat layout with a rear parcel area or this 2+2 configuration tested that gives the kids a secret clubhouse in back. For head and shoulders and legs, the room is great thanks to the long, sweeping roof.
Evora will roughly double Lotus production to nearly 4,000 units annually, the plan being 12,000 Evoras over the next six years. The first Evora deliveries in North America happen in January 2010 with the 2+0 floorplan starting at close to $73,000 and the 2+2 adding only a little to around $74,500. Lotus Cars USA reports 200 sold orders to date with most dealers accepting fully refundable $5,000 deposits for a spot in line.
The price is about $10,000 too high, but the Evora is bound to always look really special almost exclusively because it's not a Porsche. There's equity in that for any discerning space girl looking for love.
2010 Lotus Evora
Layout
Transverse mid-engine, rear-wheel drive
Engine
3.5-liter V6, dohc, 16-valve
Transmission
Six-speed manual
Suspension
Double wishbone front and rear, Bilstein 46-mm monotube dampers, Eibach springs, anti-roll bars, electronic differential lock
Brakes
AP Racing four-piston calipers, ventilated steel rotors, 13.8-inch front, 13.1-inch rear