The Lotus Emeya Hyper-GT joins the Eletre in the brand’s growing cast of electrified sporting machines.
The latest electrified Lotus Eletre and Emeya models seem to be far removed from Colin Chapman’s original “Simplify, then add lightness” ethos for the brand.
However, modern concessions to safety, comfort, performance and luxury mean that Lotus’s size and weight are relative concepts better compared to its contemporaries, as opposed to its lithe and lightweight predecessors.
Take MINI for instance. Folks like to rib the modern MINI because it’s blossomed in size compared to Sir Alec Issigonis’ original icon. In the modern context though, it’s still decidedly “petite” in relation to some of the behemoths running around these days.
See also: Driving the electric MINI Countryman SE
Lotus purists enamoured of the Elise and Exige find it hard to relate to the new models, especially given the price, size and body-types of the Eletre and Emeya – or Hyper-SUV and Hyper-GT respectively, in Lotus’s vernacular.
Don’t forget, the 76-year-old Lotus only ever had one body-type – lean, lightweight sportscar – much like that other “British” brand, McLaren.
See also: We drive the latest Porsche Taycan Turbo S Sport Turismo
Porsche broke out of that stereotype long ago to great success. First, it introduced the Boxster (as an affordable sportscar) in 1996 and then again with the Cayenne (as sporty, all-rounded SUV) in 2002.
Since then, the hits have kept on rolling, with Panamera, Taycan, Macan and their assortment of variants rounding up what has become a full-bodied roster alongside the brand’s iconic 911.
Purist brands think that having a model assortment dilutes the brand’s heritage, but the other side of the coin adopts a more pragmatic view.
In the sportscar segment, owners tend to have multiple cars, which also includes more functional body-types. This could point to separate cars for business / office functions, your SO’s use, as well as soccer / grocery runs or when the whole family needs to go out together.
So if one’s brand equity and model mix are strong enough, there’s no reason for an existing owner to look outside the brand’s fold when it comes to buying a different vehicle type. And if people are spending money within the same brand, this gives it the funds to create the fun cars… for the drivers.
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Of course, such a long game requires funds – funds that Lotus now has thanks to Geely’s cash injection. This should come as no surprise given the Chinese automotive juggernaut’s plans for Lotus to become a global luxury EV contender.
As far as modern Lotus models go, this author can appreciate how the Emira had evolved from the Elise / Exige / Evora genus, but then we should qualify that we don’t identify as hardcore Lotus purists – for instance, we loved that it cleaned-up so nicely.
With brands that have a strong cult appeal, each new iteration tends to attract criticism from the loyalists, who are happier if things didn’t change. However, there’s some strength and a lot of sense in evolution.
In the grand scheme of Lotus’ “Hyper GT” hierarchy, the 603hp / 710Nm Emeya S test-car sits just below the full-fat Emeya R, which punches out a gobstopping 905hp and 985Nm.
It’s a striking beast, especially in the demo-car’s vibrant Fireglow Orange hue, and already looks fast even when standing still, complete with that cheeky glint in its LED headlights and puddle lighting for A-list star vibes.
Regardless of where we parked, the tastefully spec’d car had no shortage of admirers, also thanks in part to its go-faster design elements, muscular haunches and 21-inch footwear, which accommodates the oversized brake callipers.
True to Lotus form, the styling and functional active aero addenda are not embellishments, with the Emeya S striking the right stance as far as road-worthy posing goes.
However, don’t be fooled by its demure and mindful demeanour at rest, because it will rouse to righteous fury in the blink of an eye.
There’s the familiar EV minimalist language inside the cabin (which segues nicely with Lotus’ philosophy), with most of the features controlled via the central touchscreen tablet.
The intelligent glass roof is particularly cool, which utilises electro-chromic technology to create a “jigsaw”, patchwork style sun-shade for the occupants. The touchscreen lets you shield / expose different sections of the roof, so you can leave half the cockpit exposed, or just one or two segments so only the rear allows light in, for instance.
One thing the cabin isn’t though, is no-frills, because there’s a sense of refined sportiness thanks to the motorsports-inspired Alcantara and carbonfibre-clad cabin.
Furthermore, its 3019mm wheelbase provides ample rear accommodation for three adults.
However, like the Eletre on which the Emeya shares its platform, fit, finish and quality on the Emeya are top-notch.
This should come as a pleasant surprise to those turned-off by the no-frills, kit-car ambience of the Elise / Europa / Exige models.
Once upon a time, shedding weight to enhance performance (and save money) was admirable, especially if you didn’t have the funds to eke out more horsepower or fit more expensive parts. (Pictured above: yes, the Emeya S has a pretty rocking KEF hi-fi system too!)
Today, electric mobility has levelled the playing field, with even lesser known brands able to generate sportscar levels of performance. However, as we know, it’s what you do with that output that makes all the difference.
And this is exactly where the dynamic Lotus magic enters the picture, because it is how the Emeya S deploys its electric motor’s output that differentiates it from EVs that are merely fast.
The optional Lotus Dynamic Handling package adds intelligent active anti-roll control and rear-wheel steer to the Emeya S’s standard air suspension and switchable drive modes.
The drive modes let you vary the car’s suspension and power delivery between ragey, regular and relaxed, depending on traffic conditions and one’s mood.
It switches characters at the drop of the hat, and demonstrates a dramatic range that belies its performance machine looks so you can never typecast it for a specific genre.
Combined with the powerful brakes (or with brake regen, which we find to be an intrinsic element of EV driving – yes, you need finesse to drive it smoothly), full-rage mode endows the chassis with a remarkable agility and gives the driver the confidence to properly exploit the towering 603hp and tsunami-levels of torque for an award-winning performance.
Pedal to metal, the full force of its star-studded charisma hits hard and leaves you star-struck by its electric personality, especially since maximum forward propulsion is achieved with the mere flex of one’s right foot.
There’s feelsome sportscar weighting to its controls, which makes you work at driving, so you never think it is too “effortless”.
Passionate drivers will appreciate that it is the effort of driving an engaging car hard that makes it so rewarding (yes, even an EV), not stomping and spurting around with barely a second thought.
A neat trick that some car brands never really master is the ability to make a big car handle like a small car.
Thankfully, the Emeya S is perfectly cast for this role and plays a convincing character, because its method acting is derived from Lotus’ long and pedigreed history in motorsports.
PHOTOS David Khoo
LOTUS EMEYA S
Battery 102kWh (Gross), 800V
Power 603hp
Torque 710Nm
0–100km/h 4.15secs
Top Speed 250km/h
WLTP range (combined) 610km
Kerbweight est. 2.5-tonnes
Base Price S$438,000 (before COE)
Price (as tested) S$540,884 (before COE)
