Search the Community

https://carsnkopi.wordpress.com/2023/12/30/shockingly-good-driving-the-lotus-eletre-s/ As I hold the beautifully shaped key to the Eletre in my hand, I'm reminded of the time when Lotus officially introduced it to our local market. An event that sparked a personal contemplation on the seismic shift within the automotive landscape. The emergence of electric vehicles has not only opened doors for smaller manufacturers to emerge and shine but has also prompted a profound reinvention amongst established legacy brands for the new age. In this automotive evolution, the smaller and more agile automakers, once overshadowed, have emerged into the spotlight, orchestrating a notable shift. Their newfound presence now subtly but significantly steering the industry narrative toward an era defined by electrification. Beyond mere updates, the best of these smaller automakers are now actively involved in a profound narrative rewrite, skillfully integrating heritage with cutting-edge technology. Enter, the Lotus Eletre, the first of a new breed of pure electric SUVs. Buckle up, there is a lot to take in. Priced at S$598,800 without COE (as of writing), the Eletre doesn't position itself as a budget-friendly option. Despite a few flaws, its futuristic aesthetics, striking visual impact, elegantly designed interior, impressive ride quality, and sharp handling allow the Eletre to punch well above its weight straight into the million-dollar realm of the BMW XM, Aston Martin DBX and even the Lamborghini Urus. It is that good. Contrary to sounding like mere office jargon, the guiding principle of "Born British, Raised Globally" emerged as the driving force behind the remarkably condensed three-year development journey of the Eletre. An impressive feat, given that most legacy manufacturers typically require between five to eight years for similar endeavors. In this short timeframe, Lotus not only established a design center and assembled a team to shape the car's distinctive aesthetics but also, very proudly, ventured down the unconventional path of creating a bespoke electric platform for the Eletre instead of relying on existing solutions within the Geely empire. Importantly, this bespoke platform is exclusively tailored for the Eletre and will not be shared in any form with its sister marques. The culmination of this intensive project involved collaboration among Lotus teams from the UK, Germany, and China. Lotus calls this platform the Electric Premium Architecture (EPA), a term that delves into complexities beyond my grasp. In simpler terms, it aligns with the basics seen in other electric platforms—a skateboard chassis and strategically positioned batteries low in the floor. Nevertheless, I'm sure the Eletre has no doubt benefitted from an infusion of magic by their renowned chassis engineers. While the EPA platform forms the groundwork, it's the exterior skin that commands attention at the very first glance. A captivating blend of curved lines, straight edges, hollowed-out scoops, intricate vents, floating wings, and a juxtaposition of convex shapes and concave surfaces. The simultaneous interplay of numerous elements might seem unconventional, but here, they harmoniously come together, unveiling fresh details and discoveries with every change in perspective. The Eletre's aggressive cabin-forward Emira-esque aesthetic exudes freshness, futurism, and forward-thinking, coupled with a delicate touch in its execution. Notably, it manages to render even an Urus look bloated and dated in comparison. The numerous aero elements seamlessly integrated into the Eletre's striking exterior go beyond mere embellishment. These elements serve practical purposes, expertly guiding and channeling air through strategically placed vents in the bonnet, behind the front wheel arches, at the rear wheels, and atop the D-pillars. Up front, an active grille reduces drag, cools electric motors, and aids braking. At the rear, a distinctive floating carbon fiber split roof spoiler and an active rear wing dynamically enhance performance. Lotus aptly terms this comprehensive approach to exterior aesthetics their 'Porosity’ or ‘Carved by air’ design language, a philosophy that took the same three years to meticulously perfect. Integrated seamlessly with the 'Porosity' design philosophy, the Eletre features deployable LIDAR cameras linked to an impressive system of 34 sensors. Propelled by two Nvidia Orin-X chips, capable of executing a staggering 500 trillion operations per second, this not only future-proofs the Eletre for Level 4 Autonomy but also achieves a pioneering world-first in a production car, supporting end-to-end autonomous driving (AD) technology. Presently constrained by regulations, it operates at Level 2 with automatically raising front LIDAR cameras, permitting only brief periods of hands-off operations. Pity. What has escaped the shackles of regulations, restraint, or legacy is the exquisitely crafted and assembled interior—an unparalleled departure from any Lotus that has preceded it. An unmatched departure from any Lotus that has come before. This departure isn't just a step forward for a Lotus; it embodies sophistication with few qualifiers. It is exceptionally nice inside. Every detail exudes a premium quality, from the leather-wrapped steering wheel with its aluminum buttons, toggles and paddles to the Alcantara trim along the center console and even its leather-wrapped grab handles. Bestowing upon the Eletre a profound sense of uniqueness and luxury. With fully ventilated massage seats all around, the cabin transforms into an exceptional space to relish together with its negative oxygen ion purifier and a Dolby Atmos enhanced 2,160-watt, 23-speaker KEF Reference Audio system that also features active road-noise cancellation for reduced in-cabin noise. Playing centre stage inside is a new-generation 15.1 inch OLED Digital Head Unit from global mobility tech company ECARX. Fueled (hehe) by a dual-chip system, it harnesses server-level computing power for swift processing and seamless rendering, ensuring instantaneous response with zero lag. However, despite having one of the most responsive and vibrant touchscreens seen in any car, its Lotus Hyper OS interface grapples with usability issues as its interface design prioritizes aesthetics over functionality, creating a user experience that falls short in terms of practicality with unlabelled buttons and touch targets that are ridiculously minuscule in relation to its screen size. Moreover, second-level screens can at times appear cluttered, featuring an excess of descriptive text, further hampered by difficulty in discerning confirmation popups. While these concerns might be more forgivable in a lower-priced vehicle, addressing them through an "Over-The-Air" update will significantly enhance the Eletre's overall appeal. Requiring no "Over-The-Air" updates whatsoever (not that it's even possible) is the cargo hold of the Eletre. A topic I never imagined discussing in relation to a Lotus, yet here we are facing 688 litres of boot space in the rear (along with a 46-litre frunk). It even boasts a delightful party trick with its air suspension system, allowing the rear of the car to be fully lowered for easier loading or even tailgate parties. With our test car's optional "Exexcutive" fixed individual rear seats, a fixed partition prevents any expansion of space. Opt or the standard benched rear seats and holding capacity can be expanded to a properly capacious 1,532 litres. Now that we've set the stage, it's time to thumb the starter button and electrify ourselves down the road. Only, that there's no starter button to speak of! While it might seem like a rather unconventional approach, Lotus's decision to remove the starter button does make sense. As an electric vehicle with no motor to start, the car powers up automatically once you're inside, streamlining the process and eliminating a somewhat redundant step. With 603 electric horses and 710Nm of torque, the century sprint is a very brisk and remarkably linear 4.5 seconds. When you put your foot down from rest, the Eletre quite unexpectedly and effectively picks itself up, hustling down the road with little drama—devoid of the sledgehammer-like pulls we've come to expect from other high-performance SUVs. Mid-range pull with 710Nms of juice is instantaneous and often catches other road users off guard who would never expect such an already sizable machine to engulf their rear view mirrors with such exuburence. Handling driving modes and regenerative braking strength are the exquisite metallic paddle shifters. Paddles on the left modify regenerative braking, while those on the right enable you to cycle through its five driving modes: Tour, Sport, Range, Off-road, and Individual. While Sport mode tightens everything up, including the seat's side bolsters, it is in Tour where the balance between ride and handling is at its best, offering a high level of sharp handling characteristics without sacrificing comfort. With a kerb weight of 2,500 kilos, the Eletre will not dance like an Elise, but it manages to hide its heft fairly well with its continuously controlled twin-chambered air suspension connected to aluminium multi-link components. Sharp turn-ins and composed handling define most bends, with the variable power delivery working its magic to effortlessly rapidly you out of corners with ease and finesse. Indulge in unrestricted throttle play, and the Eletre's weight becomes increasingly noticeable, especially in the tightest of turns, but you'd have to be rather dedicated to upset its balance. On the down-side, while the Lotus effortlessly responds to all of my inputs, I found myself wishing for more than a one-sided conversation. Its slightly cold steering and lack of a distinct "engine" note to accompany its impressive pace left me yearning for an additional layer of engagement, drama and character. Yes, bring in augmented driving sounds! Unrestricted throttle play also has its downsides because while Lotus claims a maximum driving range of 600 kilometres from its 112kWh battery, I managed roughly around 500 kilometres. Still a very decent number but not quite near its claimed figures. That said, throughout my time behind the wheel, what struck me most was not merely the car's competence or poise, but also the increasing enjoyment I derived with each passing moment. I can't believe I'm saying this about an Electric Vehicle but It was truly a pleasure to drive, not only when tackling winding roads but also during leisurely cruises. With Lotus's automotive electric revolution still in its infancy, they have knocked it out of the park with the Eletre. Its visual allure, adept driving dynamics, exquisite interior, and rarity blend just enough to position it among the exclusive list of cars that feel a touch more special than the rest, allowing it to punch well above its S$598,800 without COE (as of writing) pricetag to comfortably sit alongside the BMW XM, Aston Martin DBX and even the Lamborghini Urus. With the Eletre, it's evident that Lotus have not only set their sights on the current generation of performance SUVs but also those of a generation or even two generations beyond. While it has its flaws, I expected it to be good, but I didn't expect it to be this shockingly good. For those ready to counter with Colin Chapman's wisdom, here's another gem from the man himself: "Rules are for the obedience of fools and interpretations of smart men."

'Petite' is the word I have long associated with cars from Lotus stable, so when I first read about the dimensions of this new EV, I thought it was an typo error, but it is not. This SUV is gigantic, even by other auto manufacturers' standards. Length: 5,105 mm Width: 2,131 mm Height: 1,630 mm Wheelbase: 3,019 mm For a better illustration, it is larger than Aston Martin DBX (5.04 m), Audi Q8 (5.01 m), Maserati Levante (5.01 m), Porsche Cayenne (4.92 m), Range Rover Sport (4.88 m) and the same size as Lamborghini Urus (5.11 m) Max. Horsepower: 600 PS (entry level) 0 to 100Km/h: <3.0 sec Top Speed: 257 Km/h Range: ~400 Km Charging Capability: 800V Battery Capacity: >100 KWh