It’s one of the most evocative badges in the automotive world. With a 57-year history, two decades of grand prix success and a reputation for innovative engineering and superb handling, Lotus is a globally recognised sports car brand.

Its customers are among the most loyal and patient around – but they need to be, as it’s been 13 years since the last all-new model rolled out of the firm’s Norfolk HQ. So, has the Evora been worth the wait? The newcomer promises to combine the dynamic ability of its Elise stablemate with more refinement and day-to-day usability. It retains the classic sports car layout of a mid-mounted engine – a Toyota-sourced V6 – and rear-wheel drive, plus has a 2+2 seating arrangement. But a price of £49,875 means it competes with arguably the most accomplished coupé money can buy: the Porsche Cayman S.

The two-time Auto Express Performance Car of the Year has recently benefited from a raft of updates. We took the Cayman S to meet the Evora on some of the UK’s finest driving roads, among the peaks and lochs of Scotland, to find out if it still rules the roost.

 

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 manual gearbox, 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, but does it have the all-round ability to beat the Cayman S?

 

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 coupé, 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.

 

I really like the bench back seat in the Lotus. The back seat in the Carrera is awful with the hump in the middle. I always have to sit over it if I get stuck in the back. I'm not really a fan of the design on either car, but I have yet to see an Evora in the flesh. Initially it was supposed to be a 911 competitor. I wonder what happened. The Elise SC and Exige S cars are already better than the Cayman. Just my 2 cents.

 

Wonder what the addition of a rear seat did to the engine location, and with it, the weight distribution?

Who makes the motor in the Lotus? Did I miss that in the article?

 

I'm absolutely stunned that the Cayman weighs LESS than the Evora! I really liked the Evora at first, but that was assuming it'd be a practical car (relatively speaking) that offers the best driving experience by weighing next to nothing.

 

The Evora engine is out of the Toyota Camry, iirc.

 

Pretty sure its a Toyota 3.5L V6 unit. Those definitely look like children's seats in the back, don't think you could get anyone much over the age of ten back there. I'm looking forward to when it crosses the pond, hopefully it will be a winner for Lotus, they need one.

 

Porsche should have no problem slaying the Lotus.

 

Initially i was excited about this car but after seeing the rear and the fact that it has two seats i think it's a let down.

Still REALLY excited for the Esprit replacement though.