The four-pot Lotus Emira First Edition is powered by a meaty Mercedes-AMG engine, handles almost telepathically and is pretty luxurious.
As soon as I received the 2024 Lotus Emira First Edition on loan, I immediately noticed “For the Drivers” etched on both sides of the refreshingly simple key fob. Sure, I was mentally rolling my eyes while skeptically murmuring, “Oh yeah, I bet…” But here’s the funny thing: After a few days of driving, I completely agree.
Before delving into the details on what brought me around, though, let’s go through the new Emira’s fundamentals. Rather than tried-and-true Toyota-sourced 400 horsepower supercharged 3.5-liter V6, the Emira First Edition makes use of an AMG-sourced turbocharged four-banger that makes a notably healthy 360 horsepower, mated to an 8-speed dual-clutch transmission. If you stick with the Toyota V6, you can either get a 6-speed manual or a 6-speed automatic transmission.
That’s the rub for some of us, because the inline-four is supposed to be the entry-level Emira, and it is about $5,000 less expensive than the V6. It’s also about 30+ lbs lighter than the V6, which isn’t that much. At the same time, the I4 Emira makes a little more torque (317 lb-ft) than the V6.
Exterior and interior design
Normally, Lotus design is simple and sleek. In this case, they stepped it up a notch and made the exterior look similar to their stunning Evija hypercar. It’s a tad larger than the recent Alfa Romeo 4C, which I compare it directly to, but much smaller than a Corvette. In terms of overall measurements and specifications, it’s very close to a Porsche 718 Cayman.
While looks are subjective, I honestly feel that the Lotus looks special, compared to the Cayman that you see everywhere (at least in California). In addition, the tire and wheel package looks outstanding. You get 245/35/R20s up front and 295/30/R20s in the back, and my tester came with Michelin’s Pilot Sport Cup 2s.
Inside, the automotive astute will easily locate several components borrowed from Volvo. That’s because, like Volvo, Lotus is under giant conglomerate Geely’s umbrella. Honestly, I have no issue with the parts sharing, as the integration of components is (for Lotus) on another level. Everything works well, is rewarding to the touch and feels premium. This is new territory for Lotus.
Infotainment and instrumentation is all handled via a 10.25-inch touch-screen, and a 12.3-inch TFT driver’s display. That’s it. They both work well, but there’s no new tech here. It does have CarPlay and Android Auto, and an impressive 10-channel, 560-watt premium audio system that was developed with KEF Audio.
The seating pleased me, as my last few experiences with Lotus have been rather confining and uncomfortable. These 12-way, heated seats, coated in Napa leather, support my large body with good comfort. Not quite as comfy as a Corvette, or supportive as the 718’s, these seats seem to cover the middle ground. I’m a hefty guy that’s about 6’1″, and despite my tall torso, I still had good headroom, and plenty of legroom.
Unfortunately, a few things fall short.
There’s very little storage in general, and the largest space is next to the engine in the back. Meaning, anything stored in the 5.3-cubic-feet cargo area, is subject to engine heat. There is a parcel shelf behind the seats, which is good for an umbrella, and a small bag or two. Otherwise, there is a hidden shelf underneath the center console. More on that in a minute.
The cellphone storage location, just under the heating and AC controls, is rather tight. If you are in park, you will have a devil of a time getting your phone in or out. I recommend the side net next to the lower storage area for your phone. Not only that, but you can tap into the only USB-C connection which is hidden in there. This way, your phone is safe, snug and somewhat easy to access.
For those of you who love to flaunt your engine, the four-cylinder may not be your jam. Sure, it’s located under glass, for the world to see, but (unlike the V6) it’s covered with a plastic shroud. Speaking of that little torque-monster I4, some of you may not like the way it shouts in your ear most of the time. I mean, the blow-off and burbling noises are epic – in the right places. On the highway, or in stop-and-go traffic, you may get tired of it.
Tap twice down to engage between park (which is a button) and first gear to drive. Double tap up to engage reverse. Or, that’s how it supposed to work. Sometimes, it stays in neutral, which sucks if you’re parking and need to be careful not to roll. You simply MUST look at the screen to make sure you’re in gear in situations like that.
The double wishbone suspension, Eibach springs and Bilstein high-pressure monotube dampers are very firm, yet forgive just enough to be driveable. Those enormous brakes clamped by 4-piston AP-Racing calipers are super sensitive, and can be abused all day with little fade. Finally, there’s the electro-hydraulic steering system, which racing gods like Jim Clark and Graham Hill would probably enjoy, were they here to experience it. Seriously, it’s one of the best out there.
I give more of my thoughts on the new Lotus Emira First Edition in the video below. Like its long-gone predecessors, it is still absolutely a driver’s car…and at $99,900, it fills that space between sports car and your out-of-reach-for-mere-mortals exotics.
