Lotus GT410 Sport
In this era of dual clutch transmissions, turbocharged engines, and electronic equipment, the high-powered sports car is getting better and better. There are always some "old schools" who are still looking for simple and direct, and even some self-abuse driving pleasure. Fortunately, some brands have not been streamed, and their existence has left the world with memories of “pure mechanic”.
I must admit that the Porsche 911 is the best "daily driver sports car" in the world. It used to be, now, and the future. Whether you like the car body shape that evolved from the Volkswagen Beetle, the so-called universal classic, 911 did it. Moreover, the most respectable aspect of Porsche is that most ordinary people can enjoy the happiness of driving a sports car.
This is not an article for Porsche, but the benchmarking effect of Porsche has long since influenced the style of this level of products. They have built a new era sports car castle that makes it easy for the rich to enter and not willing to come out.
However, in the high-performance sports car group that is more easy to drive than the Toyota Camry, there is always a small class that is incompatible with each other. For example, I am testing the Lotus Evora GT410 Sport on the road around Norwich, England. All-aluminum frame, mid-mounted rear drive, extreme pursuit of lightweight, like the suspension setting that allows your butt to directly rub the ground, the small interior space, etc., these are the basic elements of a perfect sports car. However, the Evora GT410 Sport is still not a new high-performance sports car that fits the iPhone XS era.
Lotus is such an old school. The 2GR-FE 3.5-liter V6 engine from Toyota in the Evora GT410 Sport is an excellent slot for those sprays. After all, the GR series engines were introduced in early 2000, and today they are equipped with various versions of 1GR to 8GR on different bodies. However, this saved the V6 engine from all over the world.
During the 70 years of development, Lotus did not fully consider the self-developed powertrain as the core. There are so many engines in the world that are small in size, light in weight, low in failure rate, and have great potential for power press. Lotus can of course be more focused on pursuing lightweight. Therefore, the all-aluminum Toyota 2GR-FE was “joined” with Evora eight years ago.
In addition to the entry version with 280 horsepower naturally aspirated 3.5-liter V6, the remaining S, 400, Sport 410, GT430/GT430 Sport, and my test drive GT410 Sport are equipped with a supercharged version of 2GR. The goal is to get more power while the output remains linear. Linearity is a constant problem for high-performance sports cars. Turbocharger turbo lag turbo lag can bring you into the climax of the climax when a high boost burst, or the output is weak at the moment when you need power to make you feel uninterested. For the grocery shopping cart, this is not a very important thing. High-performance sports cars use a very aggressive approach to avoid such disasters as much as possible, such as small inertia turbochargers with VGT variable vane angles and further control of the entire engine compartment.
In addition, the turbocharged engine in the middle and rear half of the power output is indeed more playable than the supercharged engine that is good at low and medium speed. However, Lotus's lightweight strategy and the supercharged engine are quite compatible. Even if the pressurization capacity of the mid-rear turbocharger drops, the power reserve of the 3.5-liter V6 engine can continue to push the Evora. I will not know if I will change the turbocharged engine under the Geely Group in the future. At least at present, the output characteristics of Volvo's 2.0 twin supercharged engine (B4204T43) can continue to support Lotus's brand tonality. Just a guess, I am not responsible for this statement.
Lotus is so old-fashioned that the engine's super red line will not shift gears. Aisin's automatic gearbox will tell Evora to slap you when it is at a very high speed upshift. Compared to the "Sonic" equipped with the DCT dual-clutch gearbox, the Evora GT410 Sport's Aisin 6-speed automatic transmission has no advantage in shifting speed. Lotus replaced most of the components in the box, mainly for the violent output of the engine. What is commendable is that the enhanced gearbox shift is still very smooth. The so-called slow shift is only a relatively radically adjusted DCT. The efficient transmission of the transmission allows the 1.3-ton high-performance sports car to complete a 100-kilometer acceleration in just 4.1 seconds, which is shorter than a complete yawn. So, the power output will make the climax come to an abrupt end? nonexistent.
Lotus is such an old school that inherits the way in which the British love aluminum, rivets and glue. Obviously, controlling the weight of the car is the lifeblood of Lotus. Even the "big size" flagship like Evora does not lose the soul of Mark VI. Most of the Evora GT410 Sport's body panels are unintentionally made of carbon fiber, which is what a standard and pure high-performance sports car should look like. As for the rigidity of the frame, you can rest assured that the high-speed running on the country road with various curvatures, Evora did not show the slight dynamic hysteresis caused by the excessive twisting of the frame.
The high-rigid frame with front and rear double wishbone independent suspension sounds great for a friend who really likes grip. The double wishbone independent suspension has more configurable dimensions, making this suspension structure a stepping stone into the real high performance sports car. And there are knocking bricks, and no diamonds are no good. For lightweight sports cars, a set of shock absorbers and springs that look good and perform well are definitely one of the necessary elements to conquer the wallet. The standard configuration of the Evora GT410 Sport is the Lotus-selected Bilstein shock absorber and Eibach spring. If the car is used as a full-time car, Lotus also offers Bilstein shock absorbers for long-distance travel. In addition, Lotus has prepared a more aggressive and more advanced Ohlins TTX damped two-way adjustable competitive shock absorber for the track. Those rich in dynamic response should feel the Ohlins TTX. Satisfied.
A really good adjustment will make you feel the purest combination of people and cars. This is a very happy thing. When driving the Evora GT410 Sport on the road, sometimes I remember the feeling of opening the Ferrari 488 GTB. The kind of damping setting that is freely identifiable to the road surface and clear without any pressure on the buttocks and spine should be similar to that of Musk when smoking marijuana. In contrast, the 488 GTB uses a position-based, expensive active electronically controlled shock absorber, while the Evora GT410 Sport uses a passive hydraulic shock absorber that is relatively inexpensive and technically unskilled. No one is right or wrong, only talk about the level of adjustment.
Lotus is such an old school, and for many years, Evora's competitors have always included Porsche 911. However, using a single model to adjust different versions to deal with at least two generations of 911, this is really what the British can do. The project is excellent, but the high-tech is indeed weaker than 911. On another level, Evora is a purely mechanical incarnation. Its target customers don't have universal values. These Lotus owners don't necessarily have the ability to spend 911 or consume 911 (after all, Evora's overseas price is indeed similar to 911), just The love of British hardcore sports cars gives them a high degree of follow-up and belonging to the Lotus brand.
After returning to Geely, I believe that this 70-year-old traditional British sports car brand will have a broader development prospect. Next year, the Chinese market will be on sale with the North American market, which will make it impossible for people to get out of the way, and many optional configurations will enter China in standard mode, such as travel and chassis for sports and comfort. An automatic transmission that accelerates faster than manual transmission in a hundred kilometers.