RE: Lotus Evora: PH Buying Guide
Discussion
I've not really thought about it before but I suppose my point isn't that I want the gear change to be heavy, it's that I want a large variation in weight depending on how hard the synchromeshes are having to work.
For reference, the overall "best" feeling road car gearbox I've ever used was in a rather knackered MGA - direct, precise and a complete b
d to get into gear if you get the revs wrong. That's what I want from a gearbox in a sports car. 
For reference, the overall "best" feeling road car gearbox I've ever used was in a rather knackered MGA - direct, precise and a complete b
d to get into gear if you get the revs wrong. That's what I want from a gearbox in a sports car. When I stepped out of my old Evora N/A (LE) into a Lotus Driving Academy Elise last summer, the overiding impression I got from the Elise was how poor the brakes were, even with a good old-fashioned stamp on the pedal. I mentioned this a couple of times to the instructor, but he just shrugged.
Having said that the Evora's brakes are easily the best I have ever experienced, but I was still expecting better retardation from the flyweight Elise.
Having said that the Evora's brakes are easily the best I have ever experienced, but I was still expecting better retardation from the flyweight Elise.
LotusOmega375D said:
Having said that the Evora's brakes are easily the best I have ever experienced, but I was still expecting better retardation from the flyweight Elise.
Different tyres, I suppose? Both should easily be able to lock their wheels at any speed. Having said that, the narrow front tyres on the S2 Elise do compromise its braking stability a bit. Mine (on AD07s) will still easily out-brake the wife's Octavia VRS (on Eagle F1s) in a straight line but I'd bet on the Octavia stopping quicker if you have to anchor up mid-corner (and not just because it has ABS).
Edited by kambites on Tuesday 12th May 09:13
kambites said:
Which Elise variant was it? I had great difficulty heal and toeing in the Toyota powered cars because of the rather sensitive servo but in the unservoed cars it feels a lot more natural. The brake sensitivity in the Toyota and its effect on my rather ham-footed heal and toe technique was the single biggest reason I bought a K-series powered one.
It was a 1.8s, I assume that's a K series engine? It was pedal position rather than sensitivity, the throttle pedal was too much lower than the brakeMy Evora has 2012 cables and the change is pretty slick
blueg33 said:
It was a 1.8s, I assume that's a K series engine? It was pedal position rather than sensitivity, the throttle pedal was too much lower than the brake
Ah that'll probably be an earlyish DBW Toyota powered car - the pedal setup on them was indeed woeful. The cable throttle cars don't have that problem (although some of the early cable throttled Toyota cars had a massive dead zone at the top of the brake pedal which caused similar issues) and I believe it was fixed on the later DBW cars as well although I still find the brakes over-sensitive for H&T. Having got used to a non-assisted brake setup, I'm not sure that I'll ever be able to truly like an assisted one although the better systems aren't too bad. Much like PAS really, I suppose.
Edited by kambites on Tuesday 12th May 09:30
kambites said:
blueg33 said:
It was a 1.8s, I assume that's a K series engine? It was pedal position rather than sensitivity, the throttle pedal was too much lower than the brake
Ah that'll probably be an earlyish DBW Toyota powered car - the pedal setup on them was indeed woeful. The cable throttle cars don't have that problem (although some of the early cable throttled Toyota cars had a massive dead zone at the top of the brake pedal which caused similar issues) and I believe it was fixed on the later DBW cars as well although I still find the brakes over-sensitive for H&T. Edited by kambites on Tuesday 12th May 09:27
In fact, it was this very one
http://www.lotussilverstone.co.uk/used-cars/view/4...
The Wookie said:
Have to say I think the Toyota engine is a significantly better lump than the ones in either the 350 or 370Z. Might be edged on throttle response and bottom end torque but it's a much smoother unit, particularly at the top end, sounds better and the power delivery is more linear.
I think the only major issue with the powertrain in the Evora (at least post 2012) is the fact that the Porsche's is one of the best money can buy. I thought it was by far the best aspect of the Gen2 997 I had.
Build quality was flaky on the early cars but the post 2012 ones are a big improvement. My 2011 S was pretty flaky, but the 2013 one is a nice place to sit and nothing's fallen off, broken or cracked on it in 30,000 miles.
Wonder if there's much tuning capability on the N/A, for around £1,000-£2,500 mark?I think the only major issue with the powertrain in the Evora (at least post 2012) is the fact that the Porsche's is one of the best money can buy. I thought it was by far the best aspect of the Gen2 997 I had.
Build quality was flaky on the early cars but the post 2012 ones are a big improvement. My 2011 S was pretty flaky, but the 2013 one is a nice place to sit and nothing's fallen off, broken or cracked on it in 30,000 miles.
Obviously, as with the earlier elises/exiges/vx220s there's that situation where stumping up the extra cash initially for the higher power (in this case supercharged) model sounds the sensible proposition but not always feasible as everyone has a budget to work to. But then often people with the lower powered or NA model and after a little while start fiddling about to make it faster.
Maybe there is the benefit in the NA in that you could have more opportunities to rag it, that cheaper fuel and other costs. But maybe some after-market improvements in terms of 'rortiness' for want of a better word.
The manifolds are horrid catalyst items and the intake is heavily silenced although still quite efficient. Changing both is a good place to start and with a remap will net some good increases, certainly over 300bhp and with a much improved soundtrack.
Beyond that it's probably not worth the effort and going for the S/C which is tuneable in itself too.
Beyond that it's probably not worth the effort and going for the S/C which is tuneable in itself too.
300bhp and hearing that engine would be good. A bit of snap, crackle and pop ideally.
I've driven a launch edition one and whilst the performance was adequate (didn't want to thrash the nuts of someone else's car) I did come away disappointed with the noise. Though to be fair the previous V6 I had was close to unsilenced, and all the better for it
I've driven a launch edition one and whilst the performance was adequate (didn't want to thrash the nuts of someone else's car) I did come away disappointed with the noise. Though to be fair the previous V6 I had was close to unsilenced, and all the better for it
Moospeed said:
300bhp and hearing that engine would be good. A bit of snap, crackle and pop ideally.
I've driven a launch edition one and whilst the performance was adequate (didn't want to thrash the nuts of someone else's car) I did come away disappointed with the noise. Though to be fair the previous V6 I had was close to unsilenced, and all the better for it
Mine has a tubular exhaust. It sounds great I've driven a launch edition one and whilst the performance was adequate (didn't want to thrash the nuts of someone else's car) I did come away disappointed with the noise. Though to be fair the previous V6 I had was close to unsilenced, and all the better for it
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