There is some "shame" associated with buying the entry-level model and trim of certain vehicles, no matter how painful that is. And while there are many reasons why others would choose it, the truth is that it is entry-level because there are reasons why. For Lotus and their latest sports car, the Emira, they are no longer the exception, and its downgrade is obvious.
When we tested the Lotus Emira First Edition earlier this year, we were very impressed with its compact form factor, sexy design, nimble chassis, and most importantly, the power of the engine and transmission. What started out (especially in the United States) as a robust 3.5L supercharged V6 powered by a fantastic six-speed manual gearbox is now defined by a turbocharged 2.0L, AMG-developed inline four and an eight-speed dual clutch. On paper, the two models look similar, but in reality, they differ greatly.
We were lucky enough to have the chance to test drive the Lotus Emira 2.0L First Edition for a week here in Southern California, and despite some good points, it left us feeling inadequate and disappointed compared to the bigger, more immersive V6 version. Here are our five key takeaways.
All Sounds Amazing
The biggest impression left on us from the Lotus Emira is the sound... of all things. It's also the first thing you'll notice as a driver – the many fascinating sounds coming not only from the engine, but also from the chassis.
These sounds are due to the location of the engine – due to the mid-engine setup, the driver's left ear is directly in front of the engine, the turbos, the intake, etc. For the V6, the sound of the supercharger is intense, but it's not audible until you reach a certain rev range and throttle position. As for the turbo 4-cylinder, you constantly hear the turbos reaching or revving, and when they don't, the sound of the intake gulping in large volumes of air. The feeling of hearing the 2.0L AMG engine huff and puff is mesmerizing, and will surely be a delight for lovers of tuning culture and mechanics in general. This is the key aspect of the AMG 2.0L Emira that is most important to us.
Besides the engine, the Emira also surprised us with its other sounds. The electric steering pump is audible at red lights, quiet when the steering wheel is motionless and alive again when needed. We hear belts spinning, AC compressors turning on, and even road and tire noise that's noticeable but not overwhelming. We realized how "tuned" Emira's sounds are, aiming to please the driver as much as possible while in the car.
Handles Smoothly Like A Lotus
We know that the days of ultra-light Lotuses like sub-2000 lb are gone. Elise, but the Emira is not a heavy vehicle at all, weighing in at just under 3,200 lbs. This is an important handling factor, as that weight means the Emira is nimble and nimble around curves.
Maybe it's a placebo since we know its engine is missing two cylinders and half a liter from the V6 version, but the AMG-powered Emira felt lighter and faster compared to the supercharged edition we tested earlier this year – although the weight of the two versions is only about 30 pounds. However, not a single curve or off-ramp was safe from us as we delivered loads of comfort and assured agility rarely experienced in today's sports cars. The steering is taut and sharp, without ever feeling lifeless – thanks in large part to the hydraulic steering. The suspension is perfect, especially our Touring springs with the right ratio of bounce and stiffness. And the mid-engined layout provided a balanced feel in every curve, predicting levels of grip on our body.
And as for the seats – there's no body-moulding handling, but the Emira's semi-plush-semi-tough leather/Alcantara seats provided good lateral support as we swerved left and right. However, the lumbar support is a bit flawed, as if we couldn't reset the backrest no matter how much we adjusted. Adding to the cramped cabin, we couldn't help but fidget on long trips through the canyons, so it wasn't really 100% comfortable.
The AMG Motor Is Powerful, But Ultimately Succeeds
Let's talk about the elephant in the room – the smaller motor is, overall, lacking.
The V6 and its subsequent supercharger are enticing, not only in the linear and brutal torque it delivers but also in the sound of the six cylinders firing. But the AMG-powered 2.0L turbo feels too constricted, even though on paper they make the same amount of power and torque – 400 hp and 354 lb-ft versus the V6's 400 hp and 317 lb-ft. The turbocharger is really strong when it reaches 3000+ rpm, but it eventually gets weaker as the rpm climbs, leaving us with the repetitive process of building boost from scratch. Compared to the V6's urgency and smooth power band, the 2.0L feels like it's moving downhill.
Just choose what you want; if you love turbos, turbo lag, and loud acceleration sounds, the AMG 2.0L engine is for you. If the "warp factor 12" and feeling of continuous power is what you want, the supercharged V6 will satisfy your desire for "faster, faster." For us, we choose the latter, every day.
The Transmission Has Many Shortcomings
Perhaps there are two elephants in the room – the Lotus Emira with its 2.0L AMG-powered engine is powered exclusively by an eight-speed dual clutch transmission.
Iwasan natin ang snobbery ng six-speed manual transmission – gustong-gusto namin ang dual-clutch transmissions. Isang magandang timpla ito ng engagement at reactiveness, na nagdadala ng aming Formula 1 na pangarap sa pamamagitan ng paddle shifters. Ngunit ang DCT ng Lotus Emira ay madalas nalilito, matigas at minsan ay tamad sa ilang pagkakataon.
First, the paddles are too shallow in their travel – we hesitated whether or not we had pressed them. In any mode other than Track mode, the shifts are slow and long, so we had a delay before the turbo boost came on. On several occasions, we tried to “double click” from 5th to 3rd, but found ourselves stuck in 4th, which took three times to get into gear as our brains processed the situation.
At ang gear lever sa center console ay mas masahol pa. Hindi lang ang engagement speed ang pareho, ngunit sa isang hindi malamang dahilan, dinisenyo ng Lotus na ang downshift at upshift ay isang kaliwa at kanan na galaw ng lever, imbes na ang itinatag na up at down. Dahil dito, napakamali at mabagal itong gamitin at parang pinili lang nilang baguhin ang industry standard para lang maging kakaiba. Oo, hindi namin kailanman ginamit ang lever at laging ginamit ang paddles, ngunit may mga gumagamit nito sa dual clutch cars, o hanggang makita nila kung gaano ka-intuitive ito sa Emira.
You Can't Experience Everything If You Don't Get the V6
The Lotus Emira AMG-powered 2.0L edition is a compromise. We argued with ourselves about it, thinking that if it had been the first one we drove before the V6, our concerns and feelings might have been resolved. But this is not the case, because the two cars are completely different.
First, there are some objective elements missing from this edition found on the V6, such as the visible engine lump in the rear view. The 2.0L AMG power plant is disappointingly covered by a large plastic cover, so one of the key aspects of a mid-engined car – seeing the engine in your rearview – is lost. The V6 engine also has actuator flex and pull during acceleration or deceleration, one of our favorite visual key takeaways from our first Emira test drive; of course, it was omitted from the AMG edition. The V6 is exclusively manual and while some consumers may opt for the automatic for physical reasons, they'll miss out on the impressive visible gear linkage in the lower center console, which is one of our favorite features from its V6 sibling.
Hence "A Tale of Two Engines" for the Lotus Emira – two different personalities dedicated to two specific people. If you're willing and able to pay, a high level of enjoyment awaits you with the supercharged Toyota-developed V6 engine and the impressive six-speed manual transmission. If driving ease, highway cruising, and "I Love Turbo Wooshy Noises" are what you want in life, the AMG-powered 2.0L is more of a preference than a compromise. Either way, the Lotus Emira continues to be one of our favorite cars on the market today, built for a buyer who loves agility and discretion.
