Lotus Evora 400 2016 Review - International

Lotus Evora 400
First Drive
Dubai, United Arab Emirates

The new 298kW Evora 400 – essentially a heavily revised and powered-up version of the Evora S that it supersedes – is billed as the fastest-ever production Lotus, sprinting to 100km/h in 4.2 seconds, topping out at 300km/h in manual form (the auto maxes out at 280km/h, and allegedly lapping the company’s Hethel test track seven seconds faster than the S. Other key upgrades include redesigned side sills to make for easier entry/egress, a superior aero package, firmer springs/dampers and enlarged AP Racing brakes.

The Evora and Evora S are undoubtedly the best rounded real-world, daily-driveable offerings that Lotus builds but, having been around for more than six years, they were starting to feel their age.

Porsche’s rapid, superbly balanced Cayman GTS has also asked some testing questions of the Evora/Evora S, and the fact that Lotus managed to shift just seven examples in Oz last year says it all, really.

Both the Evora and Evora S are discontinued now that the Evora 400 has launched here, priced from $184,990 (plus on-road costs) in manual form, with the auto commanding a $10k premium.

Given the extra poke and kit it offers, the price doesn’t represent a huge hike over the Evora S, which started at $180,600 in manual guise ($187,600 for the auto).

This positions the Evora 400 just under the ripped and stripped Cayman GT4 ($190,300 plus on-roads), but well north of the Cayman GTS ($161,400 plus on-roads).

Also in the Lotus pipeline is an even lighter and faster Evora 410 that will be offered only in manual form (priced from $199,990 plus on-roads), but full specification for this model has still to be finalised for the local market.

The big question is whether the upgrades to the Evora 400 are enough to significantly bolster its prospects.

On paper, its credentials don’t look too bad. Nestled directly behind the cabin is essentially the same Toyota-sourced 3.5-litre blown V6, but it now ekes out 298kW at 7000rpm and 410Nm at 3500rpm (compared with 257kW and 400Nm for the Evora S).

The increased outputs are the result of a new Edelbrock supercharger that puffs out higher boost pressure, and it’s supplemented by a water-to-air charge cooler, freer-flowing exhaust and remapped ECU.

Tipping the scales at 1395kg in manual form (1425kg for the auto), there’s 42kg less mass than the Evora S to cart around, partly as a consequence of an optimised extruded and bonded aluminium tub with lower (by 56mm) and narrower (by 43mm) sidesills to make getting into and out of the car less of a yogic exercise than before.

Yet, the Evora’s torsional rigidity of 27,000Nm/deg remains uncompromised.

There’s also more room in the previously cramped footwell, so your loafers aren’t fighting for space with the pedals, and the new seats (which are 3kg lighter than those in the oldie) offer decent levels of lateral support when ragging the car around a track, and they also look pretty good with their contrast stitching.

There’s now not too much to fault ergonomically, as the three-spoke wheel is nice to hold and offers adequate adjustability, while the dials are easy to read, too.

However, some of the plastics used for the switchgear and along the dash and centre console look and feel low-rent for a car in this segment. The Alpine sat-nav screen also seems a throwback to the 1990s.

Only the six-speed paddle-shift auto was available to punt for our maiden drive at the Dubai Autodrome and unfortunately this version doesn’t get the Quaife limited-slip differential that comes standard in the manual Evora 400.

Immediately evident on firing up the blown V6 is the far fruitier and more raucous note emitted via the new sports exhaust system with its switchable bypass valve. It’s pleasingly raspy at low revs, escalating to a no less pleasing howl (somewhat reminiscent of the old Alfa Romeo GTV6) when kicked in the guts.

Lotus claims the six-speed auto has been recalibrated for faster, punchier upshifts – there’s now also an auto-blip function on downshifts – but, the fact is, it’s well off the pace compared with the latest-gen dual-clutch transmissions, such as Porsche’s seamless, ultra-fast PDK unit.

There’s a discernible pause in acceleration when shifting up through the gears, and the Aisin-supplied tranny also seems occasionally reluctant to downshift on command, even when engine revs are in a range where it should be possible to do so.

Lotus quotes a 0-100km/h split of 4.2 seconds for both manual and auto versions, but – yes, another but – it doesn’t feel that fast from behind the wheel. It’s brisk, rather than electrifying. The fact that the 3.5-litre V6 is supercharged rather than turbo-fed means there’s no lag, but its best work is still done in the upper half of the rev range.

On the plus side, the firmer Eibach springs and Bilstein dampers make for a chassis that’s even better tied down than before, and in Sport mode there’s a playfulness that enables you to work past the limits of lateral adhesion – not hard to do on the low-grip surface of a lightly sand-coated Autodrome – without feeling out of your depth.

There’s great mid-corner adjustability and balance, encouraging you to make the most of whatever grip and power is available.

The Evora 400’s steering rack is mounted slightly lower than before to reduce bump steer, but one of the consequences of this is that a tad less feedback about the road surface and available grip filters through to your fingertips.

Be that as it may, the Evora 400 is still a highly tactile device, and you never feel anything other than totally connected to the car. In line with its uprated performance, the 400 comes standard with larger (370mm diameter at the front, 350mm at the rear) cross-drilled AP Racing anchors, and their stopping power remained undiminished after half a dozen hard laps of the Autodrome.

Visually, the Evora 400 stands apart from the Evora S via a new front bumper/spoiler assembly that houses a large central air intake, flanked by a pair of much larger brake cooling ducts than was the case before.

Out back, there’s a more aggressive looking bumper/fascia, and it’s complemented by a new five-blade airflow diffuser and an elaborate three-element spoiler.

Apart from giving the Evora 400 a more muscular stance than before, the exterior tweaks are said to yield aero benefits as well, with Lotus claiming a 23kg increase in downforce at v-max.

The abbreviated layout of the Autodrome we were using didn’t make it possible to get anywhere near top whack, but the 400 felt stable and secure at whatever speed we were able to get to on the relatively short straights.

Pretty much everything comes standard in the Evora 400 – including bi-xenon headlights, heated seats with partial-leather trim, reversing camera, rear parking sensors and a five-speaker audio system with integrated satellite-navigation – but you can choose between gloss-black or silver rims (they’re 19-inchers at the front, 20s at the rear).

Among the few options are lightweight forged alloy wheels (these can be specified along with optional yellow or black brake callipers), cruise control and Alcantara or full leather trim. There are also various other trim/colour options to choose from.

All in all, the Evora 400 stands up as an engaging, well-balanced and relatively quick sports car. The fact that its added pace and numerous other improvements over the Evora S don’t come at a significant price premium also weighs in its favour.

Judged on its own, the Evora 400 is an appealing package, but it will be a tough sell against the virtually flawless Cayman GTS and GT4. Then again, not everyone wants a Porsche…

2016 Lotus Evora 400 pricing and specifications:
Price from: $184,990 (plus on-road costs)
Engine: 3.5-litre supercharged V6
Output: 298kW/410Nm
Transmission: Six-speed manual or automatic
Fuel: 9.7L/100km (ADR Combined)
CO2: 225g/km (ADR Combined)
Safety Rating: TBC