Put the GT410 Sport on the scales with its original ancestor, then scoop your jaw back up when you realise that it’s lost a Biggest Loser-worthy 112kg while gaining a supercharger, intercooler and nearly 50 per cent more power. Technical specs and performance data for the Lotus Evora GT410 (2020-present) Technical specifications for the 2020-2021 facelift Lotus Evora GT410 2 door coup&233. Find & compare performance, practicality, chassis, brakes, top speed, acceleration, suspension, engine, weights, luggage & more.And that low weight has another benefit – what effect its 3.5-litre V6 has when you make merry with your right foot. With 410bhp, the Evora is a long way off the regular front-engined GT crowd in outright power stakes. But when there’s less than 1,400kg to motivate, the effects of that much supercharged shove are every bit as entertaining as any of the big-power-big-weight pretenders.
If you’ve not experienced that sound, here’s a rough approximation. Imagine Brian Blessed fighting an enraged Kodiak bear and funnel it through Millwall losing to West Ham in overtime. That gets you about halfway there.SikaColor HP LaserJet Pro 300 color M351 and HP LaserJet Pro 400 color M451 User Guide HP. Despite producing 400 hp (406 ps) from its 3.5-litre supercharged V6 engine.2018 Lotus Evora GT430 Performance. The performances are of course progressing, with a 0 to 100 km/h now shot in 3.8 s, the same time as a Mercedes-AMG GT S. Despite everything, although this Evora GT430 is the most powerful Lotus, it must bow in accelerations compared to the Exige Cup 380 (0 to 100 km/h in 3.6 s), even more radical in its.
With all that’s going on in the world. It’s a slice of heaven that slides.Every time I write about a high-performance sports car, I’m guaranteed to get letters from readers to this effect: “How can you possibly glorify the Badminton Dual-Cowl 87B? No one needs a car that goes 200 mph, costs $300,000 and gets five miles per gallon. But the Evora does it, taking the modern Lotus design and making it elegant and a bit roomier.
The doors are small and low to the ground, and there’s this prodigiously tall and wide door sill — part of the car’s aluminum structure — that you have to shimmy over before you land, gratefully if gracelessly, in the car’s Recaro racing buckets. The mid-engine Elise and its many variants are absurdly tiny and impractical cars (9 inches shorter than a Mazda MX-5 Miata) that one enters much the way dressing enters the backside of a Thanksgiving turkey. Why? Because even my masochism has its limits.
Call them Romulans, for these tiny squares of upholstery reject all human life. They will sing like Pavarotti.The Evora takes all the guiding design principles of modern Lotus cars and writes them bigger and in more elegant script: the bonded/riveted aluminum monocoque chassis (weighing a mere 441 pounds in the Evora and providing torsional stiffness 1.5 times that of the Ferrari F430) transverse mid-engine layout, here hosting a reprogrammed 3.5-liter, 276-hp V-6 sourced from Toyota and a supreme commitment to light weight (3,046 pounds).The Evora is, first of all, a 2 plus 2, which is to say there are back seats, of a sort. You want to make those Al Qaeda low-lifes talk? Make them commute in a Lotus Exige S for a week.
I particularly appreciate the brushed-aluminum switchgear, which Lotus makes for itself. The instrument cluster features flanking LCD info screens, and in the center stack is an optional (and proper) touch-screen navi. The cockpit is exquisite, full of honest materials — real metal as opposed to aluminized plastic — and a terrific layout. The Evora (170.9 inches) is 4.3 inches shorter than a 911 on a wheelbase (101.4) that is 9 inches longer.Second, the Evora has a properly designed, great-looking cockpit fully skinned with French-stitched Muirhead leather.Here’s the biggest surprise. In any event, the Evora is vastly easier to get into and out of — the doors are larger and the threshold is lower and narrower — and the cockpit practically echoes with spaciousness compared with the Elise.And yet, this is still, comparatively, a small stunt plane of a car.
Zero to 60 is under five seconds — quick, but this is not a drag racer. Where’s the reservoir that holds the tire-sliding fairy dust?Other great things: The tweaked Toyota V-6 stuffed under the rear glass is smooth, powerful (276 hp) and torquey (258 pound-feet of torque, almost all of which is available above 1,800 rpm), and yet for all its Japanese precision and efficiency, it still sounds as raunchy as a live sex show. I mean, it’s all the same stuff that’s in other sports cars, right? Forged aluminum A-arms, front and rear, Eibach springs and Bilstein dampers, steel hub carriers and anti-roll bars,19-inch Pirelli P Zeros. My God, that’s fun.I would like to know by what mechanism this heritage handling is conveyed to Lotuses, generation after generation. It’s like corner-carving on skis in fresh powder. Bang the rev limiter, slam the gear.
Lotus Evora Performance Specs Manual Transmission Was
The linkage on the six-speed manual transmission was thrashed and errant. Body seams were only close enough for jazz. The rear hatch wouldn’t close. The Evora offers an epic amount of style, exclusivity and performance for the price of a BMW executive saloon.Not-so-great things: The build quality on the high-mileage pre-production car I tested was miserable. The MSRP currently stands at $73,500, with deliveries beginning in March.
The Evora is a connoisseur’s car, a driver’s shibboleth and secret code, a prime number of a machine that is indivisible by anything other than itself. It remains to be seen whether the company can actually build it.Is a Porsche Cayman S quicker and faster? Yeah, probably, a little, if you judge things so parlously as to measure your life in tenths of a second. And the brake pedal (AP Racing discs) was as grabby as a drunken Shriner.Lotus has designed a fantastic car. A faulty temperature sensor caused the car to intermittently go into rev-limiting “limp-home” mode.
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