2011 Lotus Evora

Base RWD 2-Dr Coupe V6 man trans

Base RWD 2-Dr Coupe V6 man trans

2011 lotus evora Reviews and News

Porsche Cayman R Vs Lotus Evora S Front Side View
A contemporary Lotus will never win a comparison test that values practicality. The sills are too wide, the pedal box is too cramped, and the switch gear is too finicky for daily use. So even though the Evora is the most livable model in Lotus's narrow lineup, it's only a daily driver if your commute consists of descending the stairs from the tower to pit lane. Porsche's Cayman, by almost every measure, is a much more accommodating everyday sports car.
Porsche Cayman R Vs Lotus Evora S Right Side View
Usually.
But the latest variant, the Cayman R, trades niceties for race-inspired minimalism. Following the formula of last year's Boxster Spyder, the R tosses the extraneous equipment (air-conditioning, radio, door handles) and swaps in a handful of lightweight bits (special seats, aluminum door skins, fabric pulls acting as door handles). There's also a stiffened suspension and 10 extra hp. Porsche says the maximum weight decrease is about 120 pounds, but you can add the luxuries -- and mass -- back in as options. On this particularly swampy Michigan morning, I'd gladly lug the 27-pound air-conditioner around the track if it means I don't have to ration breaths to keep the windshield clear. The gray sky overhead say "leave the sports cars parked," but our calendar says "Track Day, Grattan Raceway."
To match the sharpened skill set of the Cayman R, we've brought along the new Evora S, which adds a supercharger on top of the mid-mounted Toyota V-6. Power swells from 276 hp to 345 hp and torque rises from 258 lb-ft to 295 lb-ft. The S also includes the base Evora's optional sport package as standard fare. A single button to the left of the steering wheel quickens throttle response, opens an exhaust bypass, raises the rev limit, and relaxes the stability control.
Wet track, dry track
For a small-time, rural Michigan track, Grattan offers a brilliant series of off-camber curves, elevation changes, and off-camber curves occurring over elevation changes. The persistent rain makes the track significantly slower, but it also forces us into gradual familiarization with both the cars and the track. We log a couple hours exploring the limit behaviors of our mid-engine track toys at comfortable speeds while also picking up on the driving line. Based on previous Evora experiences, I'm surprised at how readily the Evora S understeers on the wet pavement. It takes an intense amount of precision to complete a full lap within the Evora's narrow envelope of traction, but the Lotus is also more immediate in responding to mid-corner throttle adjustments and it is easier to toy with understeer and oversteer. The Cayman has a broad, predictable swath of neutral grip and follows the driver's intentions more closely. It instills confidence, but you can't edge into oversteer with the same amount of control as in the Evora.
The Lotus's steering effort -- light and delicate yet masterfully precise -- is the stuff of dreams. Surprisingly, though, the Evora massages front-end information more than the Porsche. That's not to say it masks or eliminates feedback, but once you go beyond the limit of adhesion, the Lotus communicates a sensation of tires softly gliding over the pavement while the Porsche faithfully transmits the gritty scrub of tires under duress. The Cayman's steering is much heavier and stiffer, and is less inviting of micro-adjustments through a corner. So we like the Cayman's honesty and the Evora's feel and weight. Those inane pro/con pads of paper exist for quandaries like this. Any way you cut it, though, after an hour of writing adjectives, you'll have two sheets with a pro list that's five times longer than the con list. Both cars offer steering that's quick, progressive, and confidence inspiring, and they both set standards for the rest of the industry to emulate. As the rain breaks, our track day turns into a low-speed parade of Porsche 911s, Audi R8s, and Ford Super Duty trucks wringing the water out of the pavement. Nature -- apparently impressed that such a concentration of testosterone and horsepower could slow down long enough to choreograph that kind of effort -- abides with a reprieve from the wetness.
Even before the truly hard driving has started, the Cayman's brake pedal is softer and less certain than the Evora's. There's a long squeeze of lifeless travel before the brakes start biting and once they do they're less easy to modulate. The ambiguity transforms the brake pedal from a progressive precision tool into a simple switch, and leads the driver to make more deliberate, less measured braking inputs. Accordingly, anti-lock braking comes into play sooner, more frequently, and more often unintentionally. As the track dries and we drive faster and brake harder, the Cayman shows evidence of fade, exaggerating the dull-knife feeling. It's disappointing for a Porsche and unacceptable for a Cayman R. In contrast, the Evora's brakes deliver faithful, responsive stopping power all day long. While we regularly pull off the track because the Cayman's brakes begged for relief, the Evora lets us lap on our own schedule.
Drier, grippier pavement redefines the Evora's handling, bringing it much closer to the neutrality of the Cayman. We're delighted, though, that the Lotus retains its willingness to respond to minute throttle changes. While the Cayman's handling behavior isn't seriously affected by the pavement's dampness, the dry track makes the Porsche that much more planted and poised. Again, it's less eager to deviate from the driver's initial inputs mid-turn, but it's so easily to place the car on the right line.
Porsche Cayman R Vs Lotus Evora S Side View
These two cars also reveal a key character difference in how their stability control systems operate. The Evora's metaphorical safety net sits just inches away from disaster, allowing the driver to aggressively lap the track and dip into small amounts of oversteer without ever exciting the electronic nannies, even in the standard setting. In fact, since the sport button makes the throttle artificially jumpy, we favor the standard setting and happily marvel at the laissez-faire stability system. When you do finally upset the Lotus, the stability control steps in with a calm confidence and gentleness that seems almost revolutionary. The brakes carefully correct your actions like a professorial mentor rather than reprimand like a weary parent. Where most stability control systems quash your forward momentum, the Evora just nudges you back on course. It shouldn't come as a surprise that the sophisticated computers in today's cars are capable of manipulating the brakes with such finesse, but there are few cars that do it. We blame the lawyers, who clearly must have gotten their hands on the Cayman. Whether in standard or sport mode, the Porsche doesn't come close to offering the freedom of the Evora. The stability control will intervene sooner and interrupt with a nasty abruptness. With the grace and subtlety of Jon Lovitz, Porsche's stability control chops your speed and yanks the car back into a harmless trajectory.
One shift away from excellence
Our Cayman R is equipped with the excellent seven-speed dual-clutch automatic. It is quick, intelligent, and pleasantly engaging. It also adds 55 pounds to the R's curb weight. While the 3.4-liter horizontally opposed six-cylinder makes less torque than the Evora S (273 lb-ft vs 295 lb-ft) and has a steeper torque curve, the tall, well-placed paddles are perfect for keeping the engine on boil at the upper end of the tachometer.
Both engines are flexible and willing to rev, but the potent powerplant in the Evora S is hampered by the six-speed manual that lacks any meaningful feel. The stick is sloppily loose and there's an infuriating reluctance to downshift into second gear. Fortunately, the supercharger spinning above the 3.5-liter V-6 means torque is omnipresent throughout the power band, making up for the one or two turns where we would like to be in second but the gearbox dictates third.
Former road test editor Marc Nordeloos lays down some laps for time just as the weather starts turning again. The track wasn't dry to begin with and the last couple of Evora laps were run as a fine mist fell, so we don't put much weight into the numbers here. Still, the Cayman's 1.6-second quicker time (1:31.33 to the Lotus's 1:32.98) backs our subjective judgments: the Cayman R is confidence, poise, and consistency; the Evora S is finesse, art, and agility. Turning out equally fast laps in these cars is possible, but doing so requires two very different approaches.
R is for reason, S is for seduction
The Evora's recalcitrant gearbox would be out of place in a Honda Fit, which means it's practically a deal-breaker in a car like this. There's also no doubt that most drivers could jump into a Cayman R and lay down faster laps far sooner than they could with the Evora S.
Yet weeks after we visited Grattan, it's the Lotus that still haunts my daydreams. Its delicacy and responsiveness challenge you to be a better driver and deliver immense satisfaction when you get things right. While the Cayman R commands your respect, the Evora S seduces your heart and clouds your brain. If I were buying a track toy, I'd choose the Cayman R, but If I were staring at both cars in the pits, you'd soon find me on the track in the Evora S.
Porsche Cayman R
Porsche Cayman R Front View
Base price: $67,250
Price as tested: $75,900
Overview
Body Style:
2-door coupe
Accommodation: 2-passenger
Construction: Steel unibody
Powertrain
Engine:
24-valve DOHC flat-6
Displacement: 3.4 liters (210 cu in)
Power: 330 hp @ 7400 rpm
Torque: 273 lb-ft @ 4750 rpm
Transmission: 7-speed automatic
Drive: Rear-wheel
Fuel economy: 20/29 (city/hwy)
Chassis
Steering:
Hydraulically assisted
Turning circle: 36.4 ft
Suspension, front: Struts, coil springs
Suspension, rear: Struts, coil springs
Brakes: Ventilated discs, ABS
Wheels: 19-inch alloy
Tires: Michelin Pilot Sport II
Tire size, front: 235/35R-19
Tire size, rear: 265/35R-19
Measurements
Wheelbase:
95.1 in
Track F/R: 58.7 in/ 60.2 in
L x W x H: 171.7 x 76.9 x 50.6 in
Cargo capacity, F/R: 5.3/9.2 cu ft
Weight: 2855 lb
Fuel Capacity: 14.3 gal
Fuel grade: 91 octane

Lotus Evora S
Base price: $77,175
Price as tested: $88,100
Overview
Body style:
2-door coupe
Accommodations: 2-passenger
Construction: Aluminum unibody
Powertrain
Engine:
24-valve DOHC supercharged V6
Displacement: 3.5 liters (211 cu in)
Power: 345 hp @ 7000 rpm
Torque: 295 lb-ft @ 4500 rpm
Transmission: 6-speed manual
Drive: Rear-wheel
Fuel economy: 17/26 (city/hwy)
Chassis
Steering:
Hydraulically assisted
Turning circle: 33.3 ft
Suspension, front: Control arms, coil springs
Suspension, rear: Control arms, coil springs
Brakes: Ventilated discs, ABS
Tires: Pirelli P-Zero Corsa
Tire size, front: 235/35R-19
Tire size, rear: 275/35R-20
Measurements
Wheelbase:
101.4 in
Track F/R: 61.7 in/62.0 in
L x W x H: 170.9 in x 72.8 in x 48.1 in
Cargo capacity: 6 cu ft (23 cu ft behind rear seat)
Weight: 3168 lb
Fuel capacity: 15.9 gallons
Fuel grade: 91 octane
2011 Lotus Evora S Red Front Right View
If you didn't notice the more pronounced rear diffuser, matte black door mirrors, and single exhaust, then it's this Evora's S badge that gives the game away. The S, of course, means this Evora wears a supercharger atop its mid-mounted Toyota-sourced V-6 engine.
2011 Lotus Evora S Blue Rear Left Side View Track
And that means the scream of 345 horses comes through the tailpipe -- up 69 from the regular Evora. They're less muffled, too, thanks to a new exhaust bypass valve that's open all the time in Sport mode and at high engine speeds otherwise. So not only does the Evora get the sound it needed, it gets the power we always knew it could handle.
The S badge changes little about the Evora's driving experience. Climbing in still requires a fair bit of flexibility, but once you're inside, headroom is vast, rear visibility is scant, and the Alpine double-DIN touchscreen nav/stereo system flat-out sucks in every way, from sound quality to usability. Whatever -- the driving position is, of course, nearly perfect -- but into each life some traffic must fall. And when it does, there's nowhere for your left foot to rest when it's not on the clutch pedal -- the front wheel well lives there. The clutch pedal itself feels about half as heavy as the one in the base Evora, thanks to revisions to the master cylinder and pedal assembly.
The cable-actuated shifter linkage is still vague and notchy, with loads of play in all directions, and the Evora's transmission (sourced from a diesel Toyota Avensis) expresses its distaste for rushed shifts by grinding gears and its intolerance for low revs by broadcasting loads of gear noise. We sampled multiple cars, and each Evora's shifter felt slightly different, though none of them was pleasant. Each had gas pedals that responded differently to inputs -- one car ignored throttle blips (essential for smooth downshifts) completely, another responded most of the time, and others worked perfectly.
Inconsistent quality is, unfortunately, nothing new for Lotus. Something else that's also not new: absolutely perfect, utterly amazing dynamics. On a smooth, dry track, the Evora S ranks among the world's best-handling sports cars. Subtle revisions to the S's chassis (and the additional 120 lb of mass, most of which is located high atop the engine) change the car's balance slightly -- the S understeers a smidge more than the base car. We're slicing hairs here, of course: the Evora S is a dynamic masterpiece on track, responding to every steering and brake input in exactly the right direction, at the correct rate, and with perfect timing. The added speed means you can now finally reach the brake system's thermal limits (at least at brake-killer Mazda Raceway Laguna Seca) but the Evora's braking performance doesn't go away even when the pads are smoking like a Phillip Morris exec. Additional caster imparts slightly heavier weight to the S's steering, which remains beautifully communicative from the second you're moving. No single message is interrupted by the power assist.
2011 Lotus Evora S Yellow Front Right View
And if the Evora S is brilliant on a smooth racetrack, then it's downright mind-blowing over horrendous pavement. We found no mid-corner bump severe enough to upset this Lotus. We aimed for potholes but never ran out of suspension travel. We ran over sticks, sand, and frost heaves just to see if the Evora would care. It never did. It also never filtered out anything -- we felt the sticks, leaves, and ants we ran over -- through the steering as well as in the suspension -- but nothing ever upset the Evora and nothing caused it to deviate from its path. Nothing upset its magic carpet ride, either. The Porsche Cayman may be the Evora's equal on track, but when the road turns to crap, the Porsche will be sent home with a scraped front bumper, well-worn bump stops, and a driver who felt compelled to back way down.
By the way, the Evora S we drove was fitted with the optional big wheels (nineteen-inch front and twenty-inch wheels). That means the Pirelli P-Zero Corsa tires have an aspect ratio of 35 in the front and 30 in the rear -- or in other words, they have sidewalls that look as tall as a rubber band wrapped around a big wheel. If Lotus can make the Evora ride well with these tires, other manufacturers have no excuse for harsh rides with 40- and 50-series tires.
The supercharged engine pulls hard from idle to its 7200-rpm fuel cut (6800 rpm when not in Sport mode), with peak backside shove occurring at the 4500-rpm torque peak. It produces almost 90 percent of its peak torque from 2000 rpm to 7000 rpm, so there's big grunt available at all times and all speeds. Gear ratios are the same as the base car -- that's to say, long: First gear is good for a GPS-verified 40 mph; second will get you to 76 mph, and third tops out at 103 mph. The Evora could be more engaging with shorter gears -- but only if the transmission itself were more fun to play with.
2011 Lotus Evora S Gray Left Side View Track
The Camry's V-6 never sounded better -- and Lotus engineers have done a careful job of tuning the supercharger's sound. Restrained in that darling British way, there is never any trace of drone from the exhaust, and the Harrop twin-vortex supercharger makes not a single unpleasant sound -- only a faint, evil overlay to what is otherwise a pleasant, musical six-cylinder bark. The supercharger muffles intake noise slightly versus the base Evora, but the additional whooshing noises -- not to mention the louder exhaust and added horse pressure -- make the tradeoff well worth it.
The bigger question of "worth it" concerns the sticker price. The Evora S starts $12,000 dearer than the base V-6 Lotus, but additional standard equipment means the actual premium is closer to $9000. Still, that's a lot of money to pay for a supercharger. Of course, $76,000 (the cheapest Evora S you can get) is a lot of money, period.
The Evora's main competition is the Porsche Cayman, and while the two are at least in the same ballpark dynamically, they're not even playing the same sport where everyday usability is concerned. The Cayman has a perfect shifter, it's much easier to get in and out of, and it has far more cargo space. Also, it comes with a great stereo and a flawlessly finished interior -- for $14,000 less.
The Lotus, of course, offers exclusivity well beyond the Cayman's. Some would call the Evora's flaws endearing and insist that's what gives this car its unmistakable character. We wouldn't disagree -- especially now that the Evora S is available with the extra power we've long been waiting for.
2012 Lotus Evora S By The Who Exterior
Not all rock and roll stars are all about sex and drugs. Roger Daltrey, the lead singer of The Who, has worked with the Teenage Cancer Trust since 2000 to help raise money to give teenage cancer patients the support they need. Now, Daltrey has teamed up with Lotus to design a one-off Evora S model to auction off with proceeds going to the charity.
2012 Lotus Evora S IPS Front Three Quarter
If you thought that the Lotus Evora didn’t need much in the way of revisions, you might be right, but the British automaker took its time at the Los Angeles Auto Show to show a spruced up 2012 Evora S anyways.
2012 Ford Mustang Boss 302 X Profile
California-based tuning shop Galpin Auto Sports will bring 12 new show cars to the Specialty Equipment Market Association show in Las Vegas. The shop, perhaps best known as one of the garages used for MTV’s show Pimp My Ride, has put its talents to work on ten Ford products, one Lotus, and one Aston Martin.
Lotus Evora Endura GT Concept Profile
Lotus has announced a special GP Edition of the Evora S designed to mimic the company’s Formula 1 race cars. According to Autocar, only three copes of the special car will be built.
Lotus Evora GTE Road Car Concept Front Three Quarter
Lotus plans to take the wraps off a high-performance version of the Evora at the Pebble Beach Concours d’Elegance. Scheduled to debut Thursday, August 18, the Evora GTE Road Car Concept is meant to celebrate its racing progenitor.

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Used 2011 Lotus Evora Values / Pricing

Suggested Retail Price
$64,000

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2011 Lotus Evora
2011 Lotus Evora
Base RWD 2-Dr Coupe V6
17 MPG City | 27 MPG Hwy
Top Ranking Vehicles - MPG
rank
1
2011 Lotus Evora
2011 Lotus Evora
Base RWD 2-Dr Coupe V6
17 MPG City | 27 MPG Hwy
rank
2
2011 Porsche Cayman
S RWD 2-Dr Coupe H6
19 MPG City | 26 MPG Hwy
rank
3
2011 Lotus Exige
S 240 RWD 2-Dr Coupe I4
20 MPG City | 26 MPG Hwy
rank
23
2011 Lotus Evora
2011 Lotus Evora
Base RWD 2-Dr Coupe V6
$64,000
Top Ranking Vehicles - Price
rank
4
2011 Lotus Evora
2011 Lotus Evora
Base RWD 2-Dr Coupe V6
276hp
Top Ranking Vehicles - Horsepower
rank
4
2011 Lotus Evora
2011 Lotus Evora
Base RWD 2-Dr Coupe V6
276hp

2011 Lotus Evora Specifications

Quick Glance:
Engine
3.5L V6Engine
Fuel economy City:
17 MPG
Fuel economy Highway:
27 MPG
Horsepower:
276 hp @ 6400rpm
Torque:
258 ft lb of torque @ 4700rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats (optional)
  • Steering Wheel Tilt
  • Cruise Control (optional)
  • Sunroof (optional)
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front (optional)
  • Airbag Side Rear (optional)
  • Radio
  • CD Player
  • CD Changer (optional)
  • DVD (optional)
  • Navigation (optional)
Vehicle
36,000 miles / 36 months
Powertrain
36,000 miles / 36 months
Corrosion
Unlimited miles / 96 months
Recall Date
12-31-1969:21:35:21
Component
ENGINE AND ENGINE COOLING
Summary
Lotus is recalling certain model year 2011 Evora supercharged vehicles manufactured from February 2011 through September 2011, equipped with a three-piece oil feed pipe with a flexible hose section. This engine mounted oil feed pipe, used to supply oil to the engine cylinder head, can rupture.
Consequences
The ruptured pipe can result in oil loss and engine damage, and oil sprayed onto hot engine components may result in a fire.
Remedy
Lotus will notify owners, and dealers will replace the oil feed pipe free of charge. The safety recall began on December 10, 2012. Owners may contact Lotus at 1-800-245-6887.
Potential Units Affected
80
Notes
LOTUS CARS USA, INC.


Recall Date
12-31-1969:21:35:30
Component
ENGINE AND ENGINE COOLING:COOLING SYSTEM:HOSE
Summary
Lotus Cars USA, Inc. is recalling certain model year 2011 Evora supercharged vehicles equipped with a manual transmission and manufactured September 2010 through September 2011. The engine oil cooler hose may chafe and rupture resulting in oil loss.
Consequences
Engine oil may be ejected onto the road or rear wheels which could cause a reduction in vehicle control and potential engine failure, increasing the risk of a crash. Engine oil sprayed onto a heat source may also lead to a vehicle fire.
Remedy
Lotus will notify owners and dealers will repair the vehicles free of charge. The recall began on December 11, 2013. Owners may contact Lotus at 1-770-476-6564. Lotus' campaign number is 2013/03R.
Potential Units Affected
80
Notes
Lotus Cars USA, Inc.


Recall Date
12-31-1969:21:35:40
Component
ENGINE AND ENGINE COOLING:ENGINE
Summary
Lotus Cars USA, Inc. (Lotus) is recalling certain model year 2008-2011 Elise and Exige vehicles manufactured from November 2007 to July 2011, and 2011 Evora vehicles manufactured September 2010 through September 2011. The oil cooler hose may detach from its fitting.
Consequences
A detached oil hose could spray oil on a tire, increasing the risk of a crash, or it could spray oil throughout the engine compartment, increasing the risk of a fire.
Remedy
Lotus will notify owners, and dealers will replace the oil cooler hose fittings on the Elise and Exige vehicles and will replace the oil cooler hose assemblies on the Evora vehicles, free of charge. The manufacturer has not yet provided a notification schedule. Owners may contact Lotus at 1-800-245-6887. Lotus' number for this recall is 201401R (Elise/Exige), and 2014/02R (Evora). Note: This recall is an expansion of recalls 11V-510 and 13V-041.
Potential Units Affected
860
Notes
Lotus Cars USA, Inc.


NHTSA Rating Front Driver
N/R
NHTSA Rating Front Passenger
N/R
NHTSA Rating Front Side
N/R
NHTSA Rating Rear Side
N/R
NHTSA Rating Overall
N/R
NHTSA Rating Rollover
N/R
IIHS Front Moderate Overlap
N/R
IIHS Overall Side Crash
N/R
IIHS Best Pick
N/R
IIHS Rear Crash
N/R
IIHS Roof Strength
N/R

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