Latest news with #ColinChapman
Auto Blog
3 days ago
- Automotive
- Auto Blog
2025 Lotus Emira V6 Manual Here's My Brutally Honest Review
Both come from rich backgrounds of off-road capability and passenger comfort. Has modern technology helped or hurt either SUV's credibility? I've driven both, and I have some thoughts. Still a delightfully tactile machine The 2025 Lotus Emira is a unicorn. In an age of electrification and computer-controlled everything, this car is an unapologetic love letter to internal combustion and the simple, tactile joy of driving. It's a true car person's car, laser-focused on its singular mission: to be a lightweight, agile, and utterly engaging sports car. Everything else is secondary. It's stunningly beautiful from any angle, delightfully rare, and hailing from Britain, it has a unique charm you just don't get from its German or American rivals. 0:05 / 0:09 2025 Audi S3: 4 reasons to love it, 2 reasons to think twice Watch More Source: Kyle Edward The heart of the matter At the core of any Lotus is the engineering philosophy laid down by founder Colin Chapman: 'simplify, then add lightness.' While the Emira is certainly more 'grown-up' and feature-rich than its spartan ancestors like the Elise and Exige, that core DNA is still there. By providing your email address, you agree that it may be used pursuant to Arena Group's Privacy Policy. We may receive compensation. The real magic begins with the chassis. It's built on Lotus's signature lightweight bonded aluminum structure. This process involves using industrial-strength adhesives and rivets to bond aluminum extrusions together. The result is a chassis that is incredibly stiff and incredibly light, providing the perfect, unyielding platform for the suspension to do its work. It's the kind of technology pioneered in aerospace and high-end racing, and it's fundamental to the car's nimble character. Bolted to that chassis is a purebred performance suspension: double wishbones at all four corners. This is the gold standard for handling. Unlike more common MacPherson strut setups, a double-wishbone layout allows engineers to precisely control the tire's camber angle as the suspension compresses and rebounds. This keeps the tire's contact patch flat on the road during hard cornering, maximizing grip and stability. The hardware is top-shelf, with Eibach springs and Bilstein monotube dampers. You can have it in two flavors: the road-optimized 'Touring' spec or the stiffer, track-focused 'Sport' setup (part of the Lotus Driver's Pack). Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Source: Kyle Edward But the most critical component, the feature that truly defines the Emira's identity, is its steering. Lotus made the unique and expensive decision to forgo a modern, fully electric power steering (EPS) system. Instead, they fitted an electro-hydraulic power-assisted steering (EHPAS) system. An EPS system uses an electric motor to assist your steering inputs, but this often filters out the subtle vibrations and forces coming back from the tires, resulting in a numb, disconnected feeling. However, Lotus's use of their EHPAS system preserves the rich, textured feedback from the road surface, telegraphing every nuance of the grip and tarmac directly to the steering wheel. Source: Kyle Edward Powering the Lotus Emira V6 is a Toyota-sourced 2GR-FE 3.5-liter unit paired with an Edelbrock 1740 supercharger, which provides a significant power boost. A supercharger is driven directly by the engine's crankshaft, meaning there's no lag; the power is instant and linear. This gives the Emira a potent 400 horsepower at 6,800 rpm and 310 lb-ft of torque at a very usable 3,500 rpm. This translates to a 0-60 mph sprint of 4.2 seconds and a top speed of 180 mph. The V6 is paired exclusively with a proper six-speed manual transmission that sends power to the rear wheels through a standard mechanical limited-slip differential (LSD). Source: Kyle Edward In terms of the gearbox, the clutch action is heavy and precise, just how I like it. It demands that you be intentional, rewarding smooth and deliberate inputs. The gear lever itself moves through its gates with a unique, mechanical-feeling action that's almost reminiscent of driving a classic car with a gated shifter. It's a satisfying, weighty throw. I will say, the shifts aren't lightning-fast; you have to take a moment with each change, which likely adds a tenth or two to its 0-60 time compared to a Porsche's slicker 'box. But the trade-off is a deeply engaging experience. As a fantastic visual treat, the gear linkage mechanism is partially exposed at the base of the center console, a cool nod to the car's mechanical soul. The baby supercar The Lotus Emira is a stunningly gorgeous vehicle. Penned under the guidance of design chief Russell Carr, its lines are heavily inspired by the multi-million dollar, all-electric Evija hypercar. This gives the Emira the visual drama and street presence of a car costing three times as much. The front is dominated by striking vertical 'blade design' LED headlights that create an unmistakable signature. The hood is sculpted for more than just looks; those two large vents are fully functional. They extract high-pressure air from under the front of the car and channel it over the body, generating real downforce that plants the nose at speed. Source: Kyle Edward Source: Kyle Edward Its mid-engine layout dictates the classic proportions: a low nose, a compact cabin pushed forward, and powerful haunches that swell to accommodate the engine and large rear tires. The side profile is just stunning, with deep scallops in the doors that feed air into the huge intakes mounted just ahead of the rear wheels. The rear is just as purposeful, with C-shaped LED taillights, a prominent diffuser, and a fantastic-looking titanium-tipped dual exhaust system. From every single angle, it's a cohesive and breathtaking piece of design. An interior built to impress For decades, a Lotus cabin was the price you paid for the driving experience. The Emira throws that entire history in the bin. The first thing you notice is the quality of the materials. Supple Nappa leather or rich Alcantara covers nearly every surface, from the seats to the wraparound dashboard that flows into the door cards. The flat-bottomed steering wheel is also a nice touch. More importantly, this is the first Lotus designed for actual human beings. Getting in and out is relatively easy thanks to lower, narrower sills and wider door openings. And then there are the creature comforts, things that would be sacrilege in an old Exige. You get twin cupholders, a dedicated phone slot, door bins that can actually hold a water bottle, a proper glovebox, and a central armrest with USB and 12v charging ports. Source: Kyle Edward Little details add to the sense of occasion. That exposed gear linkage is a constant reminder of the mechanics at play. The start/stop button is hidden beneath a flip-up, red protective cap, similar to the missile-launch button in a fighter jet. It's a bit of theater that never gets old. 2025 Lotus Emira V6 pricing The Emira's newfound quality and exotic looks come at a price. The official MSRP for the V6 manual starts around $112,900. This positions it squarely against the Porsche 718 Cayman GTS 4.0. It's not a bargain, but for the level of standard tech and the exotic presence, it feels like a fair fight. The Emira has all the right tech In front of the driver sits a customizable 12.3-inch display that changes its layout depending on whether you're in 'Tour', 'Sport', or 'Track' mode. In the center is a crisp 10.25-inch touchscreen for all your infotainment needs. Crucially, Lotus didn't go all-in on touch controls. Below the screen sits a row of physical buttons and knobs for the climate control. It's a fantastic ergonomic choice that lets you adjust the temperature or fan speed without taking your eyes off the road; something other manufacturers should take note of. Source: Kyle Edward Connectivity is top-notch and, importantly, standard. Wireless Apple CarPlay and Android Auto are included, along with Bluetooth and multiple charging ports. The standard audio system is a 7-speaker setup, but the test car I had was equipped with the optional system developed with British hi-fi KEF. It's a 10-speaker, 560-watt system featuring KEF's signature Uni-Q driver technology. However, the system sounds somewhat flat and not very representative of what a high-end audio system should be. I know KEF makes excellent speakers, but the ones in the Emira need some adjustments. Source: Kyle Edward Final thoughts The 2025 Lotus Emira V6 Manual isn't perfect. The shifter could be slicker, and it's heavier than the featherweight Lotuses of old. But these are minor footnotes. It's a car you buy with your heart, not a spec sheet, won over by the notes of its supercharged V6 and the sublime feedback through the steering wheel. The Emira is an emotional, exhilarating machine. It is, without a doubt, a car built 'For The Drivers.' About the Author Kyle Edward View Profile
The Herald
14-07-2025
- Automotive
- The Herald
Rare homologation specials to rev up 43rd Cars in the Park
The easiest way to understand the term 'Homologation Special' is to realise that these cars were built by manufacturers with racing or rallying as a primary consideration. To race one of these special models, a manufacturer had to build a certain number of similar cars for sale to the public, so that they could be homologated by the controlling bodies of motorsport. The reasoning was that, without such requirements, there would be nothing to stop a manufacturer from building a one-off special and then advertising its success as representative of the standard, road-going model. So homologation specials were normally built for general sale — but in very limited numbers — making them more desirable and collectable than their standard counterparts. One of the first homologation specials was the Mk 1 Ford Lotus Cortina, built in England from 1963 to 1966. Inspired by Lotus chief Colin Chapman, it used a near-standard Cortina body fitted with a twin-cam Lotus version of the Ford 1,500cc engine. Special widened wheels, lowered suspension, lightweight doors and bonnet, trademark green side flashes, and a black-finished radiator grille completed the package. The Lotus Cortina was never officially available in South Africa, but two of these highly desirable cars were brought in by Ford South Africa to race in the National Saloon Car Championship. The Lotus Cortinas you'll see at Zwartkops on August 3 were mostly sold in what is today Zimbabwe and later brought across the border in the 1970s and 1980s.
TimesLIVE
14-07-2025
- Automotive
- TimesLIVE
Rare homologation specials to rev up 43rd Cars in the Park
The easiest way to understand the term 'Homologation Special' is to realise that these cars were built by manufacturers with racing or rallying as a primary consideration. To race one of these special models, a manufacturer had to build a certain number of similar cars for sale to the public, so that they could be homologated by the controlling bodies of motorsport. The reasoning was that, without such requirements, there would be nothing to stop a manufacturer from building a one-off special and then advertising its success as representative of the standard, road-going model. So homologation specials were normally built for general sale — but in very limited numbers — making them more desirable and collectable than their standard counterparts. One of the first homologation specials was the Mk 1 Ford Lotus Cortina, built in England from 1963 to 1966. Inspired by Lotus chief Colin Chapman, it used a near-standard Cortina body fitted with a twin-cam Lotus version of the Ford 1,500cc engine. Special widened wheels, lowered suspension, lightweight doors and bonnet, trademark green side flashes, and a black-finished radiator grille completed the package. The Lotus Cortina was never officially available in South Africa, but two of these highly desirable cars were brought in by Ford South Africa to race in the National Saloon Car Championship. The Lotus Cortinas you'll see at Zwartkops on August 3 were mostly sold in what is today Zimbabwe and later brought across the border in the 1970s and 1980s. In 1968 legendary South African tuner Basil Green built one of the fastest Cortinas ever produced when he launched his home-grown homologation special: the Perana V6, based on the Mk II Cortina. It used a standard 100kW version of the Ford Zephyr engine and was identified by a black stripe running sideways across the nose. The most famous of Green's creations was the Capri Perana V8, introduced in 1971. Capable of 230km/h (at a time when the standard Capri 1600 GT barely managed 160km/h) just over 500 were made, and very few original examples survive today. They can be recognised by their black stripes, widened Rostyle wheels and Perana badging. The Capri Peranas enjoyed huge success on South African roads and racetracks. Unsurprisingly, General Motors responded in 1973 with an even wilder car: the Chevrolet Can Am. Racer and tuner Basil van Rooyen masterminded this beast, which used a 5.0 l Camaro Z28 V8 engine in a Firenza coupé body. It could accelerate from 0 to 100km/h in an unprecedented 5.5 seconds. Just 100 road-going examples were built to meet homologation rules, making the Can Am one of the most sought-after collectables in South Africa today. As with the Perana, many clones have been built. Original Can Ams are distinguished by an aluminium rear wing, 13-inch Personal alloy wheels, and a white paint finish with black striping. Rallying success was very much on Toyota's agenda when it introduced the Corolla TRD in the early 1980s. Based on the standard rear-wheel-drive Corolla coupé, this was an in-house Toyota product. Many examples were produced at the company's Prospecton plant outside Durban to satisfy homologation requirements. In 1983 Alfa Romeo South Africa developed the GTV6 3.0, a homologation special that now enjoys worldwide status as one of the most collectable Alfa Romeos of all. A year later, Ford South Africa followed suit with the Sierra XR8. A total of 250 road-going examples of this 5.0 l monster were built and homologated for local motorsport. Drivers Serge Damseaux and John Gibb campaigned a Presto Parcels-liveried XR8 against the likes of Nico Bianco and Abel D'Oliveira in the Alfa GTV6 3.0. Fast-forward to the 1990s, and two of the most famous South African homologation specials slugged it out on the racetrack and the road: the BMW 325iS Shadowline and the Opel Kadett 16V Superboss. Mike Briggs claimed the Group N championship in a Superboss at the start of that decade, while the 325iS Shadowline took the title in 1993. The cult followings these two cars generated for their respective brands are still very much alive today. Car spotters will know the BMW 325iS by its BBS alloy wheels and distinctive bow-shaped rear wing. The Superboss is identified by its black five-spoke alloy wheels and bold 16V badges on the flanks and tailgate.
The Irish Sun
03-07-2025
- Automotive
- The Irish Sun
Iconic car brand to ‘cut 400 jobs' despite saying it has ‘no plans' to end production in UK
AN iconic sports car manufacturer is reportedly considering axing 400 jobs after saying it had no plans to end production in the UK. The 4 Fears have been raised that the factory could close altogether Credit: Getty 4 Up to 30 per cent of the factory's workforce could lose their jobs Credit: Getty Lotus has reportedly become the latest The move comes after the brand held emergency talks and fellow motor manufacturer Nissan said it would be A report in the Daily Mail claims that the sports car specialist is considering cutting 30 per cent of jobs at its plant in Hethel, Norfolk. Of the 1,300 staff at the site up to 390 could now be facing down the prospect of losing their job. Read more in Motors A decision on the Recent reports that the brand was considering Majority owned by Chinese carmaker Geely, Lotus adamantly rejected the claims, saying in a statement: "The UK is the heart of the Lotus brand—home to our "It is also our largest commercial market in Europe. Most read in Motors "Lotus Cars is continuing normal operations, and there are no plans to close the factory. "We are actively exploring strategic options to enhance efficiency and ensure global The modern classic Lotus Elise "We have invested significantly in R&D and operations in the UK, over the past six years. " The reports of imminent closure however sparked The meeting on Sunday, June29, reportedly saw the group discuss possible support measures. 4 The Norfolk Lotus factory has been open since the 1960s Credit: Reuters 4 Concerns have been raised over American imposed tariffs Credit: Alamy Fears were raised that the brand would fall victim to These were reportedly not addressed by the news that the tariffs would be reduced from 27.5 per cent to 10 per cent. Despite the emergency meeting, the offer of government support and the reduction in tariffs, the brand is still said to be set to cut a huge number of jobs. The Sun has approached Lotus' history Lotus - founded by engineer Colin Chapman in 1948 - began production at Hethel in 1966. It has shifted hands multiple times over the years in various bids to stave off financial instability. Geely bought a majority stake in 2017, before investing £3 billion in UK production, but later switched much of its focus to a plant in Wuhan, China. The manufacturer announced 270 job cuts in the UK in April and said last week sales for the first three months of 2025 had fallen 42%, racking up a net loss of $183 million (£134 million).
Daily Mail
27-06-2025
- Automotive
- Daily Mail
Job fears as Lotus plots UK closure of sports car plant
Lotus is reportedly planning to end production of its sports cars in the UK, putting 1,300 jobs at its Norfolk plant at risk. In another bruising setback for Britain's auto industry, the group is considering moving the manufacturing of its Emira model from its factory in Hethel to the US. The company, which is owned by Chinese car-maker Geely, could permanently stop production at the site as soon as next year, according to the Financial Times. Meanwhile, figures published yesterday showed UK car production last month slumped to its lowest level since 1949. Britain's high-end car-makers have been battered by Donald Trump's 25 per cent tariffs on the industry – though a trade deal reducing this to 10 per cent is expected to come into force on Monday. No final decision has been made over the future of the Hethel plant, which was opened in 1966 and received a £100m upgrade in 2022. Workers at the site have not been told anything about a potential closure. A Lotus spokesman said: 'This is a rumour. We don't comment on speculation.' The car-maker paused its production in mid-May in order to manage its stock levels due to Trump's tariffs. But it is expected to begin making cars again in Norfolk within four weeks. British car engineer Colin Chapman founded Lotus in 1948, and it was ultimately taken over in 2017 by Geely – owned by the billionaire Li Shufu. The closure will be another industry setback after Vauxhall owner Stellantis closed its Luton van factory, employing 1,100 workers, earlier this year. Major car-makers such as Honda – which shut its plant in Swindon in 2021 after 36 years of production – have exited the UK. Ford also closed its Bridgend engine plant in September 2020, and a Southampton van plant earlier in July 2013. Car production declined by 31.5 per cent last month, according to the Society of Motor Manufacturers and Traders (SMMT). The likes of Aston Martin and Jaguar Land Rover have had to halt shipments to the US following Trump's tariffs. SMMT chief executive Mike Hawes said 2025 had 'proved to be an incredibly challenging year for UK automotive production'.
