Initially IPS is available on the naturally aspirated 276bhp Evora, though there's clearly potential to move it onto the 345bhp Evora S sometime in the future - the transmission has the necessary 400NM (295lb ft) capability. That's something Lotus needs to address, because many Americans don't consider anything with less than 300bhp a 'proper sports car'.
You've three driving options, Drive, Sport and paddles, each with its own distinct characteristics. Least satisfactory is Drive. It's designed to maximise mpg and CO2 figures, with the result that the transmission does its best to keep the revs below 2000rpm. In principle there's nothing too much wrong with that - there's kickdown when you need it from the throttle and the paddles will move you into manual mode for 10 seconds to provide the necessary punch.
Sport mode keeps the revs higher, brings in a sweeter engine note and simply transforms the driving experience. There's a decent blip on the throttle on downshifts and an eagerness to hold onto the revs right around the clock. It can feel a touch clunky at low road speeds, but it's perfectly easy to live with.
Find the right and suitably empty Norfolk road - and goodness what a lot of cars there seem to be in this right-hand edge of England - with sweeping, open bends and good sight lines and, well, you're in a Lotus doing what a Lotus does best.
You have probably worked out that the Lotus Evora IPS has been born of convenience; in a market that favours twin clutches and robotised manual gearboxes, expedience and cost means Lotus has had to go down the torque converter route.
The arrival of a two-pedal option means the company can explore a wider market with the Evora, and Hethel has done a fair job of making a self-shifting Lotus, especially considering the financial and technological constraints placed on its development. But this Lotus is still some distance from becoming a proper grand tourer.