The Lotus Emira Turbo SE Is An Intriguing Porsche Alternative: Review

Motor 1

2 days ago

From the get-go, Lotus had a winner in the Emira. The concept was simple but effective: buyers wanted that iconic Lotus driving feel with a cup holder. They wanted heated seats, but also to feel a bit like Jim Clark on their morning commute. They wanted supercar looks without the price tag.
The plan was a serious shot at global sports car dominance. Lotus even had a hardcore "R" variant in the works to further take the fight to Porsche, according to former Lotus Cars Europe CEO Matt Windle.
After years of updating Elises, Exiges, and Evoras,
Lotus
finally had its golden goose. At least, that was the idea. Now, a few years after that initial launch, the picture looks a bit different.
Quick Specs
2025 Lotus Emira Turbo SE
Engine
Turbo 2.0-Liter Four-Cylinder
Outpu
400 Horsepower / 354 Pound-Feet
Transmission
Eight-Speed Dual-Clutch
0-62 MPH
4.0 Seconds
Base Price
$121,478
Photo by: Alex Goy | Motor1
Lotus recently spruced up the
Emira
lineup to keep people keen for 2026. There are now three versions to choose from: The Turbo, the Turbo SE, and the V-6 SE. The first and last cars have been around for a while… sort of.
The base Turbo gets an AMG-sourced 2.0-liter inline turbo four with 360 horsepower (just like the first inline-four cars), and the V-6 SE uses the same 400-horse, Toyota-sourced 3.5-liter supercharged six that Lotus has been dancing with for years. It ain't broke, don't fix it.
The Turbo SE is where things get interesting. The AMG motor's wick is turned up to match the V-6's 400 hp, while besting its torque with 354 pound-feet. It's quicker to 62 miles per hour, too, getting there in 4.0 seconds dead, and it'll still tickle the fun side of 181 mph.
Photo by: Alex Goy | Motor1
Pros: Divine Handling, Chuffing Quick, Still Looks Fresh
The SE trim is new, though. It essentially throws a bunch of kit at the V-6 and Turbo—stiffer sport suspension, a track drive mode, various driver-assistance things. Lots of stuff. At its core, it's all about choice. With that, the newest member of the lineup is arguably the most fascinating option of the bunch.
You see, the Emira's always been a little spendier than, perhaps, it should be. Its initial promised entry fee never quite materialized for reasons best known to Lotus, which means the new lineup can be a tough square to circle.
Photo by: Alex Goy | Motor1
Photo by: Alex Goy | Motor1
Photo by: Alex Goy | Motor1
In the UK, the base Turbo kicks off at £79,500 ($107,901), the Turbo SE is £89,500 ($121,478), and the V-6 SE costs £96,500 ($130,974). Not small money. However, the car in the middle comes with lots of toys, and it's the quickest of the lot—for less than the cost of the V-6.
Ok, you can't have a purist's special stick shift with the AMG motor, admittedly, but that seems to be the only 'big' downside. No, it's not cheap, but Lotus isn't about that sort of thing these days.
Photo by: Alex Goy | Motor1
Cons: Pricey, Slow Gearbox, Odd Paddle Feel
The Emira's look hasn't changed much since its launch either. You can get it in new hues (green and purple), but the only telltale that you're in a newer car is the dinky badge on its B-pillar, which tells you what's in the middle.
Its interior remains on the tight side, but everything you could possibly need is within easy reach. The infotainment is well thought out, and you won't end up screaming at menus as you leap from thing to thing. Apple CarPlay works well in it, too, and your podcasts will sound suitably tuneful thanks to the car's KEF stereo.
The switchgear is pleasing, and, as with most things, easy to reach. Since the beginning of its run, the Emira's start/stop button has been hidden under a bright red cage that needs lifting to get to the good stuff. It's a neat bit of drama that kicks each journey off with some fun. There's a decent noise on startup, but as it's a four-pot, it's not the most dramatic thing in the world. The V-6 certainly bests it there, but that's before you give it some welly.
The tweaked turbo four is a chatty thing, happily tweeting and whooshing, letting you know that it's got ol' big turbo that likes to have fun. When you're making progress, it's a joyful thing. But on the highway, it can be a bit much. A simple flick of your ankle makes lots of induction noises happen, fine for blasting around, less so when you want to overtake a slow-moving Honda Civic.
Photo by: Alex Goy | Motor1
Photo by: Alex Goy | Motor1
Lotus tried to keep the Emira's weight down, but the days of featherweight Elises and Exiges are long gone. It weighs 3,212 pounds; all the carpets, airbags, and screens do take their toll.
But that doesn't mean the good 'ol Lotus sparkle is gone. Far, far from it.
Find the right road and the Emira Turbo SE is magical. Lotus' steering remains some of the best in the game. The way it communicates through your fingers, how it tells you everything that's going on under the front, while being perfectly weighted and progressive, is a treat every time.
You sit low, close to the front wheels, something that gives the pleasing impression of extra speed. But it's unnecessary; this thing is already plenty rapid. It's the quickest Emira you can buy, and it feels it.
46
Source: Alex Goy | Motor1
The way its chunky torque mingles with the low weight, the Emira glides over the road most delightfully. Where older Lotus sports cars needed their necks wrung to get to pace, the AMG motor just gets you there. There are a handful of drive modes: Tour, for the day-to-day, keeps things quiet (ish); Sport ups the noise and the drivetrain aggression; and Track makes everything angry, bar the traction control, which it gives the day off. None of them changes the damping, though.
With plenty of grip, silly torque, and helpfully large brakes, the Emira SE is
A Very Good Thing
. Sadly, it's not perfect, though.
The big one is the gearbox. Not the shifting through forward gears, that's as quick and easy as a dual-clutch will ever be. No, it's two other things. The first is paddle feel. When you choose to swap your own gears, each tug on a paddle isn't rewarded with a click or anything meaningful. It's a sort of heavy squish, which isn't very satisfying at all.
The second issue is the amount of time it takes to shift from forward to reverse. If you need to do a three-point turn in the wild, you need to set the car up, apply the brakes, shift the lever in the direction you want to go, and wait. And wait more. Eventually, the 'box will remember what its primary purpose in life is and engage.
Photo by: Alex Goy | Motor1
Photo by: Alex Goy | Motor1
If your foot isn't hard enough on the brake, though, the gearbox will refuse to shift entirely and you'll end up impotently revving your shiny sports car at an angle in the middle of a busy road. People will stare. Well, they'll glare. The people you're blocking might honk. It's not a gearbox for people in a hurry.
The ride on the turbo SE's Sport setup (a softer 'Touring' spring set is available) doesn't get on brilliantly with the UK's roads. It's a UK problem more than a Lotus problem, but if you're not a fan of harder-riding cars, consider the softer alternative.
The price may be tricky for some to overcome; after all, for a car that isn't a Porsche, it's a lot of money. That'll make some people cross, and it'll confuse others. The people who take the plunge, though, will love it, and even enjoy the occasional honk.
Competitors
BMW M2
Chevrolet Corvette
Porsche 718 Cayman
Competitor Reviews
Is The BMW M2 Still the Best M Car? Video Review
The Corvette Stingray Is an American Cayman Killer: Video Review
Share this Story
Facebook
X
LinkedIn
Flipboard
Reddit
WhatsApp
E-Mail
Got a tip for us? Email:
[e-mail]
Join the conversation
(
)