Gavan Kershaw on Lotus Emira | PH Meets
Want to know more about dampers, diffs and dual-clutch gearboxes? Only one man to speak to...
Even with a three-thousand-word press pack and an extended Hethel reveal, there were always going to be more questions about the Lotus Emira. A lot more. After all, it's not every week (or even every year) that a new Lotus sports car is presented to the world - never mind one that's being pitched as the most accomplished product ever to leave the gates.
A few minutes with Gavan Kershaw is always time well spent, but it was going to be especially worthwhile with the last ever combustion-engined Lotus on the cards. Ostensibly his title is Director of Vehicle Attributes; in reality that means he is where the buck stops for how Lotus sports cars drive, which is quite the responsibility. You might say he's done a reasonable job of it...
The first interesting discussion point is around the Emira's suspension; both Tour and Sport are passive set ups, the latter introducing new springs, altered geometry and different damper valving. It's also calibrated around the Michelin Cup 2 tyre rather than the standard Goodyear. The two settings are "noticeably different", says Kershaw, with Tour set up for the wheel inputs experienced on a B-road; too much spring rate there just wouldn't work. "A Lotus shouldn't feel turbulent, it should just ride the bumps." Whereas Sport, designed for a track where even kerbs shouldn't disturb a car in the same way, can afford to be more aggressive. "We can put some spring rate in", says Kershaw, "but mainly we still try and control it in the damper valving, get hold of the wheel early."
Which is all very encouraging. Despite all the changes, he reckons an Emira will feel very familiar as a Lotus from behind the flat-bottomed wheel, calling out the softer and subtler Evora 410s that were received so well. "It'll never feel lazy, it will breathe into the road and out of the road", he continues, "it's not got that trapped feel".
And let's not forget the hydraulic steering, either. In 2021, seeing a sports car without EPAS - even a Lotus - was a real turn up, given its prevalence throughout the industry. But as long as Lotus can have it, Kershaw wants it. "I fought really hard for this", he says, clearly pleased at fighting the good fight. "Our steering system is so pure, we wanted to keep the instant engagement you get with that." Although nobody is more aware than him at the rapid progress of EPAS, he reckons now "wasn't the time to move" for the Emira. That said, the car is likely to be its final resting place - yet another reason to make room for it on your Christmas list.
Elsewhere, it's interesting to hear what Kershaw and Richard Moore - Engineering Executive Director at Hethel - have to say about the Mercedes-AMG four-cylinder engine that will power the Emira alongside the V6. Though brought in off the shelf, getting the 2.0-litre into the middle of a sports car (as opposed to a four-wheel drive, front-engined hatch) is clearly a very different task; moreover, the sound, gearbox calibration and mode behaviour are all Lotus's work.
"I'd like to think we've taken the challenge on and dramatically improved it", says Moore, which is exciting given how good the lighter 2.0-litre unit already is. "It was on the wish list", says Kershaw. Everyone is in agreement that it's a great engine to have as a four-cylinder entry point. "What we then do is what we're great at and add some sparkle." So don't move on that four-cylinder 718 just yet...
A limited-slip diff will be optional on the V6 manual, the dampers are from Bilstein and the 20-inch wheels are only possible because of the bespoke tyres Lotus have from Goodyear and Michelin. Kershaw reckons the car just wouldn't ride how they wanted it to with off-the-peg rubber, and nobody was keen to deviate from the Evija-apring looks, with big wheels, low roof and narrow glasshouse. Hence the Emira-specific tyres.
Don't forget this is all on new architecture, too, not another update of an existing Lotus. To think that's coming together with an AMG engine and the expertise that we already know lurks in the Lotus vehicle attributes team is quite the prospect - if you hadn't cottoned onto that already. The first drive - be it on road, track or the dark side of the moon - really can't come soon enough.
Shame Matt Becker went to AM.
Have memories of being driven round Hethel by both of them along with McQueen too.
You just know this is going to be fantastic to drive.
It seems to be much more 'stanced' as the kids say in blue in front of that display stand compared to the action shot on track. I wonder if that is the difference between tour and sport suspension, or something more sneaky for the press shot. But the article does claim it's wearing special 20inch tyres so maybe just the pics.
Really interested to read about how this drives compared to an Exige. The Evora is still it's own (2+2) thing, and although the Exige is more track focussed, it's still a road car. I suspect this will be 'better' i.e. better ride/handling compromise, probably more grippy with a stiffer platform etc but with a full interior, power steering, and seats with cushions on them, I suspect an Exige will still do it's own thing better too; That rawness and sheer fun.
So just another (no doubt, delicious) flavour. I still want my barn with an example of each to play with.
Or to put it another way, "why does the Emira have the same wheelbase as the Evora, given the latter is a 2+2 and the new car a strict two seater?"
Or to put it another way, "why does the Emira have the same wheelbase as the Evora, given the latter is a 2+2 and the new car a strict two seater?"
I'll bet there's a ton of data that carries over too, just by sharing some dimensions. All the parts might change, but I would imagine every number that doesn't change (like wheelbase) allows for a load of time and money saved somewhere.
They do seem to have focused on the real issues which held the Evora back, slightly odd styling, awful build quality, awkward packaging, wrong market positioning and outdated interior. I hope it's enough for this to do well, if they've maintained the steering/handling ride which I'm sure they have, it will have a unique offering as nothing I have driven before or since touches how an Evora handles British roads (Alpine, various Porsches, M cars etc included).
I mean it's going to be released in several markets and it's showcasing a new design direction as well as a shift in priorities. Ultimately it still needs to drive like a Lotus (Hydraulic steering in 2021!?) but the worlds moved on.
I'm sure there will be a stripped out racer later down the line for die hard faithful but this needs to work in the US, Asia and Europe.
Can't wait to see a hybrid / full EV version further down the line
If i was in the market for a 60k - 70k fun car, this is exactly where i'd put my cash (Suddenly makes the BMW M4 look comedically expensive).
Or to put it another way, "why does the Emira have the same wheelbase as the Evora, given the latter is a 2+2 and the new car a strict two seater?"
Even the lotus badge is a different design!
My other option before eventually buying the the 991.2T was an Evora. The Emira appears to address all of the (well documented) drawbacks of the Evora.
My one question is, given Evora production has ceased and (as I understand it) Lotus have built a new factory building for this model, why is it going to take until APRIL 22 for customer cars to be delivered?
Feel like a long time, especially based on how 'finished' the launch cars appear...
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