Lotus Emeya completes intensive test programme

Home / Auto News / Lotus Emeya completes intensive test programme

Gareth Herincx

1 day ago
Auto News

Lotus Emeya

The all-new Lotus Emeya has completed an extensive three-year test and development programme across 15 countries and two continents.

Cold-weather validation programme in the Arctic Circle confirms the “hyper-GT” can perform in the harshest conditions, including temperatures as low as -40 degrees Celsius.

It’s claimed the rigorous tuning and testing process ensures the Emeya drives like a true Lotus, so it’s “engaging and desirable, with safe handling so customers can maximise dynamic performance”.

Most recently, the all-electric grand tourer has been in Ivalo, Finland, around 250km inside the Arctic Circle. The three-year test and development programme took place on a variety of terrain and conditions -from the UK’s challenging B-roads to the smooth and fast-flowing German autobahn, through the highest Alpine passes and the remoteness of Inner Mongolia.

Testing also took place at race tracks such as the Nürburgring Nordschleife and at proving grounds like the high-speed loop near the southern Italian town of Nardò.

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Gareth is a versatile journalist, copywriter and digital editor who’s worked across the media in newspapers, magazines, TV, teletext, radio and online. After long stints at the BBC, GMTV and ITV, he now specialises in motoring.

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Mercedes-AMG A45 S review

Mercedes-AMG A45 S review

We take the Mercedes-AMG A45 S – the most powerful hot hatch on the market – for a spin…

It could be argued that the concept of the ‘hot hatch’ – in the traditional sense – is now in its dying days.

After all, we live in an era where a family EV is often quicker off the mark than many a performance ICE (Internal Combustion Engine) car.

Mercedes-AMG A45 S review

There are only a few genuine ‘hot’ hatches left, including the Audi RS3, Volkswagen Golf R, Honda Civic Type R and the Mercedes-AMG A45 S – the subject of this week’s road test.

Just to recap, the fourth-generation Mercedes-Benz A-Class hatchback was launched in 2018 and facelifted at the end of 2022.

Topping the range are a pair of performance models (the Mercedes-AMG A 35 and the even-faster Mercedes-AMG A 45 S), which have now also received a makeover.

Mercedes-AMG A45 S review

The A 45 S is the most powerful hot hatch on the market (415bhp and 369lb ft of torque) and it features the world’s most potent series-production four-cylinder engine.

The key stats say it all, because that turbocharged 2.0-litre engine means it’s capable of 0–62mph in a blistering 3.9 seconds and a top speed of 168mph.

Oh, and all that power is directed to the road via an eight-speed dual-clutch gearbox and AMG’s 4Matic all-wheel drive system.

Mercedes-AMG A45 S review

For what it’s worth, fuel economy is a claimed 30.8mpg. And frankly, unless you possess superhuman levels of restraint, the reality is closer to 25mpg.

First impressions count and the Mercedes-AMG A45 S is a statement car.

Apart from new front and rear lights and an AMG badge on the bonnet, the update hasn’t made much of a difference to the car externally – which is no bad thing.

Mercedes-AMG A45 S review

With its aggressive stance, lower lip spoiler, quad-exhaust pipes, front bumper canards and a massive rear wing, it oozes performance.

Inside, the first thing you notice is the driving position, which is a tad high, while the seats are on the firm side. The dashboard is shared with standard A-Class models, so there’s an impressive dual-screen set-up and a head-up display.

If you prefer things minimalist, the Mercedes-AMG A45 S may not be for you. There’s a complex twin-spoke steering wheel incorporating two mode buttons, five circular air vents and a line of climate-control switches.

Mercedes-AMG A45 S review

There’s plenty of room up front, but those bucket seats eat into the rear passenger space, so best to try the space for size.

The 370-litre boot is about average for a family hatchback and there’s a useful 40/20/40-split rear bench.

Of course, premium materials are used throughout the interior and it’s hard to fault the overall build quality, inside and out.

Mercedes-AMG A45 S review

Naturally, the Mercedes-AMG A45 S is a little more vocal on start-up than your average hatchback, but it’s not anti-social.

In fact, it’s really easy-going, happy pootling around town and cruising on the motorway. Put your foot down and it’s a car transformed. The exhaust note is angrier, it pumps through the gears and before you know it, you’re up to the legal limit.

Traction is prodigious, but hot hatches aren’t just about straight-line speed – it’s how they cope on more challenging roads.

Mercedes-AMG A45 S review

And it’s here that the Mercedes-AMG A 45 S is in another league. There are a bewildering amount of drive mode settings (there’s even a drift mode), and you can tweak the steering, suspension and exhaust, but ultimately, the sportier you get the more astonishing it becomes.

With sharp, responsive steering, phenomenal cornering ability, powerful brakes and a glorious rear bias, it’s remarkably forgiving and remains unbelievably composed.

I can’t pretend to understand all the clever, technical stuff going on behind the scenes. All I know if that it works superbly. Not only does it put a smile on your face, but it leaves you yearning for more. This could be an entertaining track day weapon.

Mercedes-AMG A45 S review

My only criticism is that the ride is firm, even in comfort mode, but it’s certainly not a deal-breaker. Sadly, the starting price of £63,285 will be for many.

Verdict: Quite simply, the Mercedes-AMG A45 S is one of the best hot hatches ever – a heady mix of power, superb driving engagement, top build quality and practicality.

Mercedes-Benz UK

Electric Caterham Seven concept breaks cover

Gareth Herincx

3 days ago
Auto News

Caterham EV Seven

Caterham’s first electric car will make its public debut in July at the Goodwood Festival of Speed.

The EV Seven showcases a future battery electric Caterham and uses a 51kWh immersion cooled battery pack capable of up to 152kW rapid charging.

Just as importantly, the battery results in a weight increase of less than 70kg compared to the current production Seven it is based upon.

Caterham says the EV Seven to be capable of a 20-15-20 track drive cycle. In other words, it will have the ability to drive on track for 20 minutes, then recharge in 15 minutes with enough energy to drive for a further 20 minutes.

The EV Seven is being developed in partnership with Swindon Powertrain, the engine developers for the Seven JPE from the early 1990s.

“Any future EV model we produce must be true to the DNA of a Caterham: lightweight, fun-to-drive and driver focused,” said Bob Laishley, CEO of Caterham.

“We do not have plans to put EV Seven into production at this stage – it’s a test bed to see how well an EV powertrain works for our customers’ specific use cases.

“We’re doing this project with our eyes wide open so that we can learn how to deliver the specific Caterham vehicle attributes necessary for a Seven: lightweight, simple and fun to drive.

“We’re going to bring this to market at the right time, when the future generation of battery technology allows it, and that’s why now is the time for us to trial the concept.”

EV Seven Specification

Vehicle Caterham EV Seven
Motor Bespoke Swindon HPDE E Axle
Transmission Single-speed, two-stage reduction with bespoke ratio
Final Drive Limited slip differential
Battery 51kWh (40kWh usable) – Immersion cooled battery
Charging Up to 152Kw DC fast charge
Chassis Large chassis
Dimensions (L: 3,350mm, W: 1,685mm, H: 1,115mm)
Max Power (bhp / rpm) 240bhp @ 9,000rpm
Max Torque (Nm / rpm) 250Nm @ 0rpm
Weight <700 kg
Performance (0 – 60 mph) 4.0 seconds (estimated)
Power-To-Weight ~ 340 bhp-per-tonne
Top Speed 130 mph (estimated)
Suspension Bilstein adjustable (from 420 Cup)
Wheels 13” Apollo Black Alloy (6” front and 8” rear)
Tyres Avon ZZR
Brakes Ventilated discs with quad-piston calipers
Steering Rack and pinion, 1.93 turns lock-to-lock

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Honda Civic Type R review

Honda Civic Type R review

We put the latest incarnation of Honda’s hot hatch through its paces – on the road and on track…

There are a handful of new cars worthy of a genuine fanbase, and the Honda Civic Type R is one of them.

With a pedigree stretching back to 1997, it’s become a legendary model in the automotive world – and now it’s the turn of the sixth generation Civic Type R (which is based on the 11th generation Civic).

Known as the FL5 in Honda-speak, it takes over from the FK8 (2017-22).

Honda Civic Type R review

I had high hopes for the new Civic Type R after driving the impressive family hatchback version of the now hybrid-only Civic, because it handled very well.

I praised its agile drive, adding, “it stays flat in more challenging corners, there’s good grip and the steering is nicely weighted, which all bodes well for the upcoming Type R”.

Well, I got my first taste of the new Honda Civic Type R at a wet Thruxton circuit, preceded by a varied road route on and around a sodden Salisbury Plain.

The new Type R is really a finely tuned evolution of the acclaimed outgoing model, so a tough act to follow.

Honda Civic Type R review

Already the track record holder at Suzuka, Honda reckons the FL5 “is a fitting way to celebrate 30 years of the Type R nameplate”.

Priced from £46,995, it’s the best looking Type R yet. Inheriting the standard Civic’s softer lines and good proportions. Let’s say it’s less boy racer and all grown up.

Sure, there are plenty of extra aerodynamics compared to its sensible sibling, but even the considerable rear wing seems restrained compared to previous generations.

Unlike the regular Civic, there’s no electrical assistance. Instead, there’s a more powerful-than-before 2.0-litre turbocharged petrol engine.

Honda Civic Type R review

It’s got 325bhp to offer up – slightly more than the 316bhp you got in the old car – as well as 420Nm of torque.

Slightly swifter than its predecessor, it can sprint to 60mph in a time of 5.2 seconds and go on to a top speed of 170mph. In terms of economy, that’s 34.4mpg and CO2 emissions of 186g/km.

Inside, it’s had a much-needed update. Not only has the overall quality improved, but there’s also a new infotainment system (lifted straight from the standard Civic).

Add red Alcantara-trimmed sports seats up front, red carpets, a brushed metal gear knob and a ‘serial plate’ with the car’s build number on the dashboard, and you know you’re driving something special.

Honda Civic Type R review

There are three drive modes (Comfort, Sport and R) and they alter the car’s engine, steering and suspension feel.

There’s also a new ‘Individual’ drive setting, where the steering, adaptive dampers, rev match system and engine response can all be adjusted separately.

Comfort is just fine for long journeys and cruising motorways. Sport sharpens things up nicely, while things get hardcore when you engage the R mode.

Honda Civic Type R review

Here, the driver’s display switches to a new layout, more familiar to racing drivers. There’s a linear rev graphic flanked by a digital speed readout and 12 separate items of vehicle information, ranging from coolant temperature to steering angle and a G-meter.

The idea is to allow drivers to view their inputs and how the vehicle reacted. Ultimately, it can help you see where improvements can be made and go faster on track.

For comparison, I drove the outgoing FK8 on track before the new FL5. Overall, the FL5 is more sophisticated, forgiving and responsive. I had a couple of moments (corrected thanks to my razor-sharp reflexes!) in the FK8 on a couple of corners at soggy Thruxton, but no such drama in the FL5.

Honda Civic Type R review

I definitely felt more confident in the FL5, which ties in with the biggest gains over the old Type R, namely the improved chassis rigidity and handling performance as a result of tweaks to the steering and suspension.

Needless, to say, the new Honda Civic Type R is incredibly fast – and not just in a straight line. Its ability to corner at speed is phenomenal for a front-wheel drive car, while the traction on offer is nothing short of astonishing.

Honda Civic Type R review

The brakes deserve praise too. Not only do the Brembos (in conjunction with wider 19-inch Michelin Pilot Sport 4S tyres) work superbly, but Honda has made changes to the front wheel arches to aid cooling.

Tweaks have also been made to the exhaust system (there are now three pipes!), so the soundtrack is better than ever. Naturally, it’s at its loudest in the R setting, but some may also find a long trip in Sport mode tiresome, so best to stick to Comfort, which is easier on the ears and offers a more compliant ride.

Final word to the smooth and precise six-speed manual gearbox.

Honda Civic Type R review

And as if all that isn’t good enough, then the Civic Type R is a practical daily driver too. There’s ample space up front and only the tallest of rear seat passengers have reason to complain (the penalty for that swooping roofline). You also get the same 410 litres of luggage capacity as the standard Civic, expanding to a useful 1,212 litres with the back seats flipped.

So, the new Civic Type R is hard to fault. Perhaps the only fly in the ointment is its premium price and the fact that it will be offered in very limited numbers in the UK – and we’re talking hundreds, not thousands.

Verdict: The Honda Civic Type R has matured into hot hatch royalty. Remarkably good to drive, it’s an awesome blend of performance, driving engagement, technology and practicality.

Honda UK

Honda Civic Type R review

Volkswagen Tiguan R review

Volkswagen Tiguan R review

When you’re driving an ever-increasing amount of hybrid and electric vehicles, it’s refreshing to review a car with no eco pretensions – just a good, old-school car aimed at petrolheads.

To be exact, the Tiguan R is the performance version of Volkswagen’s mid-sized SUV that’s attractive, practical, well-equipped, fully connected and apparently a hit on the school run.

Presumably, VW wants to repeat the success of the Golf R, which is still a benchmark for hot hatches. If so, it very nearly succeeds because the Tiguan has never been so engaging to drive.

https://www.volkswagen.co.uk/

Under the bonnet is a potent version of Volkswagen’s venerable 2.0-litre petrol turbo engine, here making 316bhp and 310lb ft, combined with four-wheel drive.

It’s suitably swift with a 0-62mph time of just 4.9 seconds, while top speed is an electronically limited 155mph.

As you’d expect, the Tiguan’s eco credentials aren’t quite so hot. Fuel consumption is 28.5 mpg, while CO2 emissions are up to 225g/km.

Volkswagen Tiguan R Review

If you behave yourself behind the wheel, then 30mpg is possible, but it’s hard to resist having fun in the R, while ‘Sport’ as the default drive mode doesn’t help!

So, what do you get for your £46,220? For starters, it’s available in trademark Lapiz Blue paint (unique to R models).

Plus, it comes as standard with 21-inch alloy wheels, sportier front and rear bumpers, matte chrome door mirror covers, four epic exhaust tips, LED headlights and keyless entry.

Volkswagen Tiguan R Review

Inside, there are supportive heated sports seats, a new steering wheel with gear-shift paddles, multi-coloured mood lighting, R badging and an ‘R’ mode button which lets you quickly engage the sportiest driving mode without having to access the infotainment screen (which sadly incorporates the new touch sensitive climate control panel first seen on the latest Golf).

Other than that, it’s much the same as a regular Tiguan, which means it’s generously equipped, spacious front and back, plus a healthy 615 litres of storage capacity (1,655 with the rear seats folded).

Volkswagen Tiguan R Review

Set off and the first thing you notice is the engine note, which is augmented via the audio system. It certainly sounds the part in the faster drive modes, but if you’re not a fan of fake noise, then there is a setting to switch it to ‘Pure’.

Slightly lower and stiffer than a regular Tiguan, it feels planted on the road, hides its size well and body lean is kept to a minimum in faster corners.

Volkswagen Tiguan R Review

The engine is equally impressive. Responsive and smooth with plenty of torque, it’s possible to squeeze out some entertaining pops and crackles when down-changing in the faster drive modes (as well as the road-going Comfort, Sport, Race and Individual modes, there are also Off-Road and Off-Road Individual modes).

The DSG box is as efficient as ever, pumping through the gears, while the new torque vectoring differential (nicked from the Golf R) helps the four-wheel drive system send power to the wheels that have the most grip, enabling you to make tighter turns at speed.

Volkswagen Tiguan R Review

In fact, grip and traction on more challenging roads is superb, while the steering is light and accurate.

Ultimately, it’s not as nimble and engaging as a Golf R, but Volkswagen has made a great attempt to add some dynamism to the Tiguan SUV – its biggest global seller.

Verdict: The Volkswagen Tiguan R is a mid-sized family crossover with serious attitude, boasting badge appeal, performance and practicality. If you can live with the ticket price and relatively high running costs, it should definitely be on your hot SUV shortlist.

Volkswagen UK

Volkswagen Tiguan R Review