2027 Lotus Emira 420 Sport First Drive: Certified Joy Machine
The latest Emira is proof the British automaker is still doing what it does best.
It’s all about savoring the things big and small that guarantee joy in this circus act of life. The first bite of a crisp autumn apple, for example. Or spotting a cool bird. And then there’s driving a car like the 2027 Lotus Emira 420 Sport, the newest, most powerful Emira, which comes loaded up with more of the focus and fun that have traditionally made Lotus sports cars great.
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The 420 Sport joins a long line of Lotus “Sport” models that have been blessed with more of the most desirable of Hethel’s gifts: more power, less weight, and optimized aerodynamics. Previous family members include the Esprit Sport 300, Esprit Sport 350, Elise Sport 220, Exige Sport 380, and the Evora GT410 Sport.
Our detailed First Look is linked here, but topline items include a turbocharged AMG four-cylinder pushing 416 hp and 369 lb-ft of torque, an eight-speed dual-clutch transmission, a ride height lowered by 5mm, and the optional Lightweight Handling Pack that includes Michelin Pilot Sport Cup 2 tires, two-way adjustable Multimatic dampers, a lighter 12-volt battery, and a titanium exhaust.
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To enjoy the joys of a Lotus on the road is to experience a sprinkling of small magic each day. A run to the store becomes a treat, a longer errand a gift. Slide over its moderately wide sill, lower yourself into the seat, shut the door, buckle the color-matched seat belt like a pageant sash, and it feels as though you’ve zipped yourself into some riding leathers. Like so many Lotuses that have come before, you wear the 420 Sport rather than sit in it. The seats could even be called supportive and comfortable, at least for the 90-minute increments of our initial experience.
Despite the louvered rear window, visibility isn’t actually terrible. The Emira’s wing mirrors stick out far enough to allow you to get a lovely look at your own side intakes as well as anything sneaking up on your rear. And even the shortest-legged among us won’t have a problem reaching the pedals.
It’s funny that Lotus has built its reputation around lightness, because actually operating it is anything but. Everything you touch has tangible weight to it: The pedals require effort, and the hydraulically assisted steering is, like, organically heavy. Remember what that was like?
In the most relaxed Tour mode, the ride remains firm. This is because the different drive modes don’t alter the 420 Sport’s suspension response or steering weight, only the traction control, exhaust note, and engine characteristics. The result is a persistent, rumbling reminder of the road rushing by, not unlike the feeling of a plane cruising at altitude.
The throttle pedal obeys your asks of it without delay. Lean on it more gently, and the engine feeds in gradual power. Stab at it, and the transmission gets involved, kicking down a gear or two as acceleration swells like a charging bull, rocketing the 420 Sport horizonward with a throaty four-cylinder howl.
The brakes bite progressively and predictably, so you can stop with confidence. And no matter where or how you use the car, the beastly inhale of the turbo behind your shoulder is like the devil that encourages those intrusive thoughts to win. The steering rack feels just a smidge on the slow side when making sudden adjustments. Still linear and communicative, though.
Owing to how low and buzzy the 420 Sport is, it’s a little bit like driving a go-kart on the road. You’re tiny and maneuverable and nimble, with enough torque to get ahead of anything that might try to box you in. We’d love to see what sort of experience a longer road trip yields, but we suspect the car is an agreeable cruiser, as well.
As for everyday cons, we can count them on a couple of fingers. The first is the removable tinted glass roof—the only one available on the 420 Sport. It lets in light but also heat, not to mention the wind can become incredibly loud as it rushes over the roof at high speeds. And although an engineer explained the Emira’s omittance of a rear seat is due to packaging a wholly different layout, we still mourn losing that extra storage option.
