Calling the Eletre a Lotus takes a giant leap of religion. A big, heavy, electrical SUV couldn’t be a larger departure from the lithe sports activities automobiles that drove Lotus into the hearts of fans all over the place. Simply this 2024 Lotus Eletre, you possibly can think about Colin Chapman rolling in his grave.

However Lotus—or, maybe extra importantly, Chinese language guardian firm Geely—is aware of that area of interest little two-seaters don’t a worthwhile automotive firm make. So if Lotus needs to have the funding for particular initiatives like the Evija hypercar, it has to steadiness that by making automobiles with larger mass-market attraction.

Thus the Eletre, although it definitely doesn’t appear to be any outdated mainstream SUV. The styling is wild, and the proportions are onerous to gauge in photographs. At 200.9 inches lengthy, the Eletre is 2.1 inches longer than a Ford Explorer, but it surely has a low roofline that provides it extra of a tall wagon vibe, particularly in profile.

However a minimum of that bizarre design serves a goal. What this SUV lacks in outright magnificence it makes up for with aerodynamic excellence. Each little vent and cut-through improves aero, and Lotus says the Eletre has a powerful drag coefficient of 0.26, making it one of many slipperiest SUVs on the street. This helps with the all-important driving vary: As a lot as 373 miles, in response to optimistic European WLTP testing, which can be tremendously decreased below our stricter EPA requirements.

Beneath the pores and skin, the Eletre is comparatively easy. There’s a 112-kwh lithium-ion battery pack organized within the conventional skateboard type, which Lotus says can settle for charging speeds of as much as 350 kw—or maybe extra, the corporate was imprecise about this. Each the bottom model and midrange Eletre S have a dual-motor, all-wheel-drive setup producing 603 hp and 524 lb-ft of torque, permitting them to speed up to 62 mph in 4.5 seconds. Not unhealthy, contemplating the 5,500-pound curb weight.

Lotus Eletre

Lotus Eletre

Lotus Eletre

A better-output Eletre R makes use of the identical battery pack, however its rear electrical motor has a 2-speed transmission, much like the Porsche Taycan. The R provides 905 hp and 726 lb-ft of torque, lowering the 0-to-62 time to 2.9 seconds. However unusually, as fast as that’s, launching the Eletre lacks thrill.

Laborious launching quite a lot of efficiency EVs sort of appears like getting rear-ended by a semi truck in that it’s so instantaneous. However the Eletre takes a second—properly, a millisecond, anyway—earlier than it takes off. When you do rise up to increased speeds, the SUV will get somewhat unwieldy. The entrance finish strikes round a bit and the entire thing begins to really feel floaty—one thing I by no means thought I might say a couple of Lotus. That’s solely at 100 mph, by the best way; I’m not allowed to go any quicker.

Lotus requested that I put the Eletre R in Sport mode for my two laps round a coned-off autocross course, so I can’t inform you if the Observe setting makes any type of significant distinction on a, um, observe. You’ll be able to positively really feel the R’s 5,800-pound curb weight whereas cornering, however the usual energetic air suspension and 48-volt-powered energetic anti-roll bars do a pleasant job of smoothing out physique motions The Eletre is raring to dive shortly into turns and feels properly composed in an autocross setting.

The overwhelming majority of my time within the Eletre is spent on Norway’s beautiful and closely velocity regulated public roads, behind the wheel of an S. It accelerates easily and rides properly, however as a result of the roads round Oslo are so meticulously maintained, it’s robust to get a way of how this factor would trip over damaged pavement, particularly geared up with the most important 22- or 23-inch wheels.

4 ranges of regenerative braking are supplied, and I toggle by them by way of what can be the left paddle shifter mounted to the steering wheel. The steps between these settings are noticeable, and whereas the heaviest-handed mode doesn’t utterly enable for one-pedal driving, it’s fairly shut. Transitioning to the mechanical brakes is a easy course of, with no sudden chew when the regen provides option to precise friction. The pre-selected regeneration setting stays the identical when switching between Sport, Tour, and Vary modes as properly.

Lotus Eletre

Lotus Eletre

Lotus Eletre

Sadly, there’s not rather more to say concerning the Eletre from a efficiency standpoint. At no level might I really ever hustle the Eletre, given Norway’s penchant for putting velocity cameras alongside public roads, and for the slow-moving Norwegian drivers who diligently obey the sluggish velocity limits. I can inform you the steering is mild however appropriately tuned for such a big SUV, and it’s quiet and cozy sufficient inside that spending two days behind the wheel proves a cinch.

Nicely, principally. If there’s one main quirk to the Eletre’s driving expertise, it’s the driver-assistance expertise. Look intently and also you’ll discover a cut-out within the SUV’s roof simply above the windshield; that’s the place the pop-up lidar system is housed. Lotus matches this as normal to each Eletre, and whereas the SUV presently solely has a fundamental listing of capabilities—you possibly can’t take your fingers off the wheel a la GM’s Tremendous Cruise—the corporate says this lidar prepares the automobile for future autonomous functions. You too can hear it rising and reducing, which is annoying.

Utilizing the adaptive cruise management and lane-departure warning tech is a little bit of a blended bag. The lane-departure warning system is extremely delicate; in case you even get near a facet line, it’ll chime. The adaptive cruise, in the meantime, actually must be smoothed out. On a number of events, the Eletre has a tricky time regulating its personal velocity, shortly rushing up and slowing down in an try to hold a following distance from a lead automotive. It jogs my memory of driving in a New York taxi, the place the driving force makes use of the gasoline extra like an on/off change than an precise throttle. Hopefully, future over-the-air software program updates will easy out this concern.

Lotus Eletre

Lotus Eletre

Lotus Eletre

One little bit of tech that doesn’t want a lot work, nevertheless, is the central multimedia system. The 15.1-inch show is powered by Epic Video games’ Unreal Engine, a little bit of {hardware} that enables extremely detailed and colourful graphics with wonderful processing energy, so responses to inputs are quick. Lotus’ native infotainment design has considerably of a steep studying curve, but it surely’s straightforward to get used to after awhile. You don’t have a alternative in that matter, both; Apple CarPlay and Android Auto should not suitable (for now).

Lotus is extremely pleased with its mixture KEF and Dolby Atmos surround-sound stereo—a lot so, actually, that it received’t allow you to change any of the audio settings. You can not regulate the bass, treble, steadiness, or fader like you possibly can in nearly each different automotive on the planet. Whereas the system is nice for many tracks, something bass-heavy turns into actually bass-heavy, and this might be an issue in case you have passengers (or pets) who’re delicate to sure vibrations or tones.

The motive force has a large however brief 12.7-inch digital gauge display screen, and a big head-up show initiatives redundant information onto the windshield. Weirdly, in case you have an energetic navigation route, turn-by-turn instructions don’t seem in both of those driver shows, so that you’ll should depend on the audio prompts or central display screen for route data. Passengers get their very own 12.7-inch display screen as properly, but it surely’s extraordinarily restricted in performance.

This SUV is extremely properly appointed, with a degree of match and end you may not anticipate from Lotus—an organization not essentially identified for its construct high quality. Mushy leather-based surfaces mix with actual steel switchgear, and Alcantara is on the market, too, if that’s your factor. The electrochromic sunroof robotically tints and untints based mostly on the skin mild circumstances, and you’ll simply override this within the infotainment display screen.

The Eletre might be optioned in four- or five-seat configurations, the previous with two devoted cut-outs within the rear versus a straight-up bench. Each rows of seats have a ton of legroom, and headroom isn’t too unhealthy, both, particularly given the comparatively brief automobile peak. Behind the again bench, you’ll discover 21.6 cubic ft of cargo area, which expands to 54.1 with the seats folded flat.

Lotus Eletre

All of this positions the Eletre as a fairly well-rounded electrical luxurious crossover, one which’s properly positioned to tackle the likes of the Mercedes-Benz AMG EQE SUV or BMW iX M60. Lotus hasn’t introduced U.S. pricing for the Eletre but, but it surely’ll seemingly begin proper round six figures, with the S commanding $120,000 and the R going for $140,000-$150,000.

So sure, it’s costly, however the higher query is: The place do you purchase one? Lotus has a virtually nonexistent supplier community within the U.S., and whereas firm officers say they’re engaged on quickly bettering this footprint, that stuff takes quite a lot of time. (Hiya, Genesis.) There’s additionally not sufficient core Lotus-ness within the Eletre to attraction to die-hard model loyalists—individuals who purchase these automobiles for his or her easy, purist nature. They in all probability received’t leap by all the mandatory hoops to get one in every of these.

There’s so much to love concerning the Eletre. It’s a strong luxurious EV that positively stands out from the group. Is it a Lotus? Probably not. Is it value your consideration? Completely.

—by Steven Ewing

Lotus paid for journey and lodging for Motor Authority to deliver you this firsthand report.