Evora v Kman The Full Monty

[Mark_Bennett]

ORIGINAL: Autocar Journo It’s also the world’s first and only mid-engined 2+2, which is admirable,

Um... Ferrari Mondiale, or before that the Dino GT4 anyone? [] [link=http://en.wikipedia.org/wiki/Ferrari_Mondial]http://en.wikipedia.org/wiki/Ferrari_Mondial[/link]

 

[daro911]

Lotus Evora v Porsche Cayman S
Steve Sutcliffe
So we're not entirely sure about the looks, and some of the interior is a teeny bit suspect, not so much from an aesthetic point of view but "" disappointingly but inevitably perhaps "" on quality.

But in most other respects the Evora is a proper piece of work, combining quite extraordinarily good mechanical refinement with a stonking good chassis, beautiful steering, strong yet subtle performance and a level of equipment that just about justifies its price. You can read our first drive by clicking here.

It's also the world's first and only mid-engined 2+2, which is admirable, although in all honesty it's more of a 2+0.5, so little room is there in the rear chairs for anyone much over the age of two. Either way, it's an impressively packaged sports car that is genuinely more practical than most. You can, according to Lotus, cram two full size sets of golf clubs in the boot, even if there wouldn't be much room for all the other detritus required by would-be Padraig Harringtons.

But what's it like beside the mighty Porsche Cayman S?

That's the big one for the Evora, and it's a very big one indeed when you think about it. Pound for pound the Cayman is probably Porsche's best all round car, and in S guise it is knee-tremblingly good to drive. Yet this is the exact car that Lotus targeted when designing, refining and signing off the Evora, so"¦

Without wishing to give the game away completely, let's just say that there are lots of things the Evora does better than the Porsche, and not very many that it does worse. The Cayman is itself no great looker in the eyes of many, but in the opinion of this particular author it looks a million dollars beside the Lotus. It also feels "" and sounds "" quite a bit perkier than the Evora in the intermediate ratios, a result of its significantly shorter gearing and louder engine/exhaust note combo.

And as for the difference in cabin quality, let's just leave it at Weissach 1, Hethel 0 and move on. Except you can't, because the Evora is such a disappointment inside quality-wise "" and especially beside the unusually well made Cayman "" it becomes an impossible factor to ignore.

However, get past the Evora's one or two static foibles and compare it with the Cayman on the road, and a totally different picture begins to emerge. The Lotus may not sound as throaty as you'd expect but it's faster than the Cayman in a straight line, and in the mid-range the response from its 3.5-litre V6 can leave the Porsche feeling flat footed by comparison.

It also steers more sweetly than the Cayman, which is some achievement, while its all-round double wishbone suspension provides a level of composure that is just breathtaking, even in the soaking wet conditions in which most of this test took place. What you notice most jumping from one to another is the extra agility and composure of the Evora when you're really going for it. It changes direction with such precision and immediacy, all the Cayman driver can do is watch in awe. It's that well sorted, is the Evora, yet at the same time it's that much more comfortable than the Cayman as well.

I'll leave the final verdict for the magazine comparison in a couple of weeks' time, but in the meantime consider this. As it stands this particular version of the Evora is just the beginning; a platform from which numerous variants will emerge, some of which will have more power (quite a lot more power when they fit the supercharger) and be significantly more focused in set up. And yet even as it is now the Evora is good enough to give the ultimate version of Cayman a very hard time indeed. You'll have to read the mag in two weeks time to find out how hard.

 

[daro911]

It's not easy having the Porsche 911 as your big brother, but the Cayman lives up to the legend of its older stablemate. We’re big fans of the firm’s smallest [link=http://www.autoexpress.co.uk/carreviews/grouptests/235888/porsche_cayman_s.html#]coupé[/link], and its mid-engined chassis makes it one of the best-handling cars money can buy – regardless of price. It’s also a natural rival for the Lotus. Parked next to the Evora, the Cayman is almost exactly the same length, although its wheelbase is shorter as engineers didn’t need to squeeze in an extra pair of seats. The Porsche’s bigger body also sits higher than its rival’s, while its bulbous roofline divides opinion. Arguments will rage over which of our contenders looks better, but there’s no doubt that the latest Cayman’s rounded headlights and small overhangs are neat and well proportioned. We can’t question the Cayman’s robust finish, either. While the Lotus features composite panels, the Porsche’s bodywork is metal, and this gives it a sense of solidity and more of a high-end feel. This continues inside, where the usual blend of modern quality and classic Porsche detailing is difficult to fault. It doesn’t feel as special as the Evora, but the materials are first rate and the driving position is faultless. There’s a greater sense of space around the driver, too, and while it lacks the Evora’s rear seats the Cayman provides a front and rear boot. Excellent cabin stowage also makes it’s very practical. The flipside of the Porsche’s more traditional construction is that it doesn’t feel as instantly engaging or direct as the Lotus. The German model has a higher centre of gravity and displays more body movement than its British rival, although the Cayman still manages to immerse the driver in the experience behind the wheel. Its steering is weightier than the Evora’s and not quite as sharp, but the Cayman turns in with pinpoint accuracy. The taut suspension also provides lots of grip and superb traction. It strikes a fantastic compromise, with perfect handling and supple suspension that makes the Porsche a more refined cruiser. Strong brakes and a great six-speed gearbox complete the incredible dynamic set-up. The Porsche’s 320bhp 3.4-litre flat-six has a 44bhp power advantage, too. It emits a deep-throated engine note and, helped by 370Nm of torque – 20Nm more than the Evora – delivers better in-gear responses. The extra power comes into its own above 4,000rpm, as the engine races to the red line faster than the Lotus’s Toyota V6. Incredibly, the Porsche is 32kg lighter, at 1,350kg, so we weren’t surprised it was faster against the clock. It feels quick, too, thanks to the engine’s character and sharper throttle response. Not even the long list of expensive optional extras can detract from the latest Cayman’s appeal. The maker’s well earned reputation for reliability and customer care – plus the car’s solid residual values – all ensure this Porsche remains a hugely enticing ownership proposition. and in 2nd or 1st of the losers Although Lotus has a rich history of 2+2 models, the Evora is its first mid-engined attempt. The company’s Elan+2, Elite, Eclat and Excel models all had their engines at the front, so is this new layout a hit? Designing a car with a powerplant in the middle and a roomy cabin is a tough challenge. But, from the outside, it’s one Lotus has met with great success. The Evora is both well proportioned and attractive. Making this configuration work on the inside is another matter, though. You have to clamber across a thick sill to get into the car but, thanks to its higher seating arrangement and loftier roofline, it’s easier to access than an Elise. Settle into the excellent Recaro seats and the driving position is good, while the dash design is unique, with lots of exposed metal and leather. Our test car was also fitted with the optional Tech and Premium packs, which include an Alpine audio and sat-nav system and extra leather trim. The overall result is pleasing, but it still lacks the rock-solid build quality of the Porsche. It’s certainly the more interesting cabin, though, and you get the added benefit of two minute rear seats. In reality, they’re too small for adults and buyers can choose to leave them out altogether, and opt for a shelf behind the front seats instead. From the driver’s seat, the high shoulder line and tiny letter box-shaped rear screen mean visibility is poor – so the £300 optional reversing camera makes sense. But it’s the driving experience that Lotus is famed for, and the Evora doesn’t disappoint. Its stiff chassis and light, wonderfully accurate, steering is matched by superb body control and high levels of grip. Few cars can match the constant stream of feedback you get from behind the wheel. The Evora manages to replicate the feeling of being totally connected to the road that you get in an Elise but, crucially, its suspension isolates the hard crashes and bumps that ripple through its stablemate. So while the ride is firm, noise levels are reasonable and the Lotus strikes an excellent balance between outright handling and comfort. Add this to strong brakes, excellent traction and a slick [link=http://www.autoexpress.co.uk/carreviews/grouptests/235887/lotus_evora_22.html#]manual gearbox[/link], and it’s a great driver’s car. The Toyota-sourced engine is its biggest weakness. It delivers decent performance, but – despite our car’s £1,495 sports ratio gearbox – doesn’t have the mid-range punch to match the more powerful Cayman S. The V6 also lacks character, and sounds strained at higher revs. But it’s not all bad news, as its CO2 emissions of 205g/km are class-leading. This blend of attributes makes the talented Evora great fun