Driving report: Lotus Eletre S
Beautiful new world
Lotus Eletre S
© press-inform – the press office
For more than seven decades, Lotus stood like no other brand for lightweight vehicles with a low center of gravity and cramped valances. Those days are over. The Eletre is the first electric model and at the same time the first SUV from the brand, which intends to reinvent itself in the coming years. Once again.
Will it work this time? How many times has Lotus tried to restart? But this time it should work – with the help of the powerful Geely group. An SUV should make the brand fit for the future – and the Chinese British are following their role models Porsche, Ferrari, Aston Martin or Lamborghini. In contrast to the competition, Lotus does not want to keep customers, but win new ones in order to have a chance. In particular, SUVs of various sizes are expected to increase annual sales from the current 1,000 to up to 150,000 increase vehicles per year. China is also making this fresh money possible, because in 2017 Geely acquired 51 percent of Lotus, while the Malaysian Etika Automotive Group retained the remaining 49 percent.
The 5.10 meter long Lotus Eletre is a real eye-catcher and not just because of the pleasing front, which together with the clad underbody and the pleasing rear allows a drag coefficient of 0.26. Active aerodynamic measures include a front grille that opens and closes depending on cooling needs, and an extendable, cantilevered carbon fiber rear spoiler that can remain in three different positions. This does without a middle part because the gap leaves room for the function of the rear LIDAR sensor. All the hardware needed for autonomous driving is already on board, including the extendable LIDAR sensor mounted on top of the windshield. The software that is still missing is to be supplied via an over-the-air update. We are curious.
A light strip stretches across the entire dashboard, which is not only decorative but also informative and warns of low battery power, temperature fluctuations in the air conditioning system or incoming calls. The hard parts of the interior trim are made of carbon fiber, which has a different look than the usual checkerboard pattern as it’s made up of smaller CF pieces. The soft surfaces are made of microfiber and the seat covers are upholstered in a wool-mix material, which, however, cannot replace leather. The pitman arms not only feel cheap; they also sound the same when operated – bitter in the 100,000 euro league. But the inventive infotainment system will distract most customers from those shortcomings. Called Hyper OS, it’s powered by two powerful brains using an Unreal engine borrowed from the gaming industry, and indeed, controlling many of the vehicle’s functions feels like a PS5 mission. The 15.1-inch screen uses graphics that are faster and more brilliant than anything the European luxury and sports car manufacturers are selling us as the ultimate in technology – in real time and in 3D.
The instrument panel is dominated by digital instruments along with a head-up display, the central touchscreen, the individual functions of which are difficult to understand, and a passenger screen. The fifth display, with its nine-inch diagonal, is housed in the rear center armrest. Here the rear passengers can adjust the seat position as well as the air conditioning and audio functions. Rear visibility is poor, which the Eletre makes up for with its digital rear and wing mirrors, as well as the images from the 360-degree cameras on the central touchscreen. The front seats have integrated headrests, they are well made and offer sufficient lateral support and comfort. There is also plenty of space in the second row for the two-seater configuration, while it gets quite tight for three people. However, the load compartment is generous with a volume of 611 to 688 liters.
Only one large 112kWh battery, fed by an 800-volt system, is available for all three Eletre versions (base, S and R). It should be enough for around 600 kilometers of the base and S versions. Even the over 900 hp Lotus Eletre R should still be able to travel 490 kilometers. The two permanent magnet motors deliver 450 kW / 612 hp in the basic and S versions and 918 hp in the top model R (306 + 612 hp) with a peak torque of 710 or 985 Nm. With its 612 hp / 710 Nm, the Lotus Eletre S is on the road in spite of the 2.5 tons unladen weight and has thrust from all positions. The left rocker switch is used to set the recuperation levels: from 0 (coasting) to 3, which is strong, but not a complete one pedal drive, as the vehicle does not come to a standstill if you just let go of the accelerator pedal and don’t step on the brake pedal. The top speed: a sporty 258 km/h, which makes the European competition look old with their early closures.
Despite the standard two-chamber air suspension and adaptive dampers, the independent wheel suspension focuses more on driving stability than on comfort, which is not least due to the mounted 22-inch wheels. In sport mode, body roll and body roll are noticeably reduced without making the vehicle excessively hard. Meanwhile, the active air suspension ensures that the vehicle is lowered by up to 25 mm depending on the speed, in order to reduce air resistance and increase the range. By pressing the button, the ride height can be increased by 15 to 25 mm to improve off-road mobility, with off-road mode being automatically deactivated at speeds above 40 km/h. The Eletre is the first Lotus to use electromechanical power steering. A good decision, especially for the S version, which does not use rear-axle steering ex works. The electric SUV offers excellent vehicle control and a good driving experience in this package.
Optional or standard on the Eletre R, active rear-wheel steering can enhance agility and maneuverability around town. The system, along with the 48-volt anti-roll bars, is part of the Lotus Dynamic Handling Pack. In the top version, the brakes are also upgraded with ceramic discs. Unfortunately, the test drive lacked suitable roads to put the Eletre S through a more demanding test, but a few empty roundabouts confirm that the torque vectoring under braking doesn’t add up to dynamic competence as much as a limited-slip differential, which the Eletre doesn’t come with . Electric all-wheel drive also helps increase traction, with torque split 50:50 between the axles and up to 100 percent split between either axle depending on speed, road conditions and grip. Eletre customers in Europe benefit from a five-year or 150,000 km vehicle warranty and an eight-year/200,000 km battery warranty. The starting price is just under 100,000 euros and goes up to 151,000 euros for the top model – a competitive price that should attract some customers from the premium competition.