Lotus has officially started production of its long-awaited electric hypercar, the Evija, nearly five years after its initial 2020 target. The $2.3 million quad-motor vehicle represents the brand’s most ambitious performance project to date. While it’s unclear if any customers have received their vehicles, British automotive publication Top Gear recently had the opportunity to drive a production-spec model, offering the first independent impressions of the vehicle’s on-track and on-road performance.
Originally hailed as a technological halo model for Lotus’ electrification strategy, the Evija boasts a 70-kilowatt-hour battery and a claimed total output of over 2,000 horsepower delivered through four electric motors. Its manufacturer-quoted curb weight of 4,160 pounds (1,887 kg) makes it significantly lighter than Lotus’ own Emeya electric sedan. That said, the weight figure dates back several years, and the company has not issued any updated specifications since.
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The relatively modest battery capacity contributes to its weight savings but also restricts its driving range. The Evija is officially rated at up to 195 miles (313 km) on the WLTP cycle—though spirited driving is likely to reduce that figure substantially. According to Top Gear’s Jethro Bovingdon, “You’ll have to think ahead before setting off on any fun runs,” suggesting range anxiety may be an issue for potential owners.
While the limited range and lack of configurability may raise concerns, the Evija’s driving dynamics were largely praised. On the track, the car’s grip-focused chassis tuning and torque vectoring enable sharp handling, though the electronic driver aids cannot be fully disabled. Unlike rivals such as the Rimac Nevera—which gives the driver greater control over stability and traction settings—Lotus appears to have prioritized predictability and control over raw drama. The car does exhibit some understeer, a trait not uncommon for Lotus vehicles, but one that is reportedly mitigated by the car’s advanced drivetrain management.
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Top Gear noted that acceleration is “so violent that it apparently takes a physical toll on the driver,” even though the driving modes restrict slip to ensure clean laps rather than tail-happy theatrics. On public roads, electronic systems continue to play a strong role in managing the immense power output, helping the driver maintain rhythm and control. “This is the mark of a good driver’s car,” Bovingdon said, “and we’re happy to hear Lotus has managed to infuse this character into an electric vehicle.”
Despite the driving accolades, the Evija faces stiff competition from the likes of the Rimac Nevera. The Croatian rival features a more advanced 800-volt architecture, offers longer range, deeper driver customization options, and comes at a slightly lower price point. These differences could impact the Evija’s appeal, especially given its long delay to market and lack of updates since its original announcement.
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Lotus initially planned to build 130 examples of the Evija and claimed to have received several dozen orders early in the project. However, the company has yet to announce whether the hypercar is sold out or how many units have been delivered to customers. With production finally underway in 2024, Lotus faces the challenge of proving that its electric flagship still holds relevance in an increasingly competitive hypercar segment.