d motorofficial f motor_mag^15LOTUS HAS FIRED a shot across the
bows of Rimac, Pininfarina and Tesla
with an all-new, all-electric hypercar
called the Evija.
The name, if you’re wondering,
appropriately means “the first in
existence”.
Although final power outputs were
not confirmed at the time of publishing,
Lotus is targeting around 1470kW and
1700Nm in total. Currently, the most
powerful Lotus on sale produces 320kW.
With one motor driving each wheel
through a helical single-speed planetary
gearbox, Lotus claims it will rocket to
100km/h in under three seconds.
Sure, that’s common among the
company it will keep – the plan is to
build 130 examples at a price of £1.7m
(AUD$3.04m) each will mean only those
who can afford Bugatti, Aston Martin
and Mercedes-AMG’s best will feature on
the customer list – but more impressive
is the claim it will hit 300km/h from rest
in less than nine seconds.
Helping it produce the speed to run
down a MotoGP bike is an impressive-
sounding 2000kW lithium-ion battery
that’s managed by a control system
from Williams Automotive Engineering
(a division of the F1 company). It’s
mounted “centrally behind the
passenger compartment”.BY LOUIS CORDONYOn top of improving weight
distribution, packaging and
handling, this location also allows
easy battery replacement. Such as
when you’re at the track and need
something more optimised, Lotus
suggests.
The car’s exotic aerodynamics
affect more than just downforce and
drag. They assist the cooling system’s
four radiators, allowing you to play
on track for seven minutes without
experiencing any battery ‘derate’, as
long as you’re in the right mode.
You would need 18 minutes to
replenish its 400km driving range with
the most powerful charging stations
currently available, but Lotus says the
batteries could recharge in half that time
if the charging technology existed.
Although it sits at a hefty 1680kg in
its lightest specification, Colin Chapman
would appreciate the carbonfibre one-
piece monocoque chassis at its core. It
weighs just 126kg.
The suspension sounds equally clever,
relying on three Multimatic adaptive
spool-valve dampers at each end – two
tasked with wheel control and the third
for heave.
Evija’s magnesium wheels are
staggered in diameter, measuring
20-inch up front and 21-inch at the rear,FAR RIGHT
Its ‘porosity’,
as design boss
Russell Carr puts
it, is everywhereMAIN
Lotus plans to
sell a VIP track
program with the
$3.04m hypercar
RIGHT
The Evija’s sole
screen displays
secondary info
only for brief
intervals➜
➜
wrapped in Pirelli Trofeo R tyres for
ultimate grip. Behind them resides an
AP-Racing braking system with carbon-
ceramic discs. The car is also harnessed
by an ESP system and torque-vectoring
program that can use the four motors to
tighten your cornering lines.
A CCS2-style charging socket hides
under a flap in the rear bodywork, just
under a rear wing that can flatten at the
press of a driver-operated DRS button.
Inside, you will settle into carbonfibre
shells with fully adjustable positions and
grasp a steering wheel that features
electro-hydraulic assistance. Obviously,
a driver-focused ethos still lies at the
core of Lotus’s ambitions to be a key
player in EV performance.
The move comes after Chinese owners
Geely announced big investment plans
for Lotus last year. The British marque
will begin building the Evija in 2020 to
“unparalleled personalisation” for those
lucky 130 customers.