{"id":299,"date":"2025-05-25T15:54:00","date_gmt":"2025-05-25T15:54:00","guid":{"rendered":"http:\/\/www.midborodocuments.com\/?p=299"},"modified":"2025-05-30T10:12:51","modified_gmt":"2025-05-30T10:12:51","slug":"we-drove-lotus-electric-suv-to-see-if-it-can-silence-its-haters","status":"publish","type":"post","link":"http:\/\/www.midborodocuments.com\/index.php\/2025\/05\/25\/we-drove-lotus-electric-suv-to-see-if-it-can-silence-its-haters\/","title":{"rendered":"We Drove Lotus\u2019 Electric SUV To See If It Can Silence Its Haters"},"content":{"rendered":"
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PROS ›› <\/span> Unique styling, premium interior, brand cache <\/span>CONS ›› <\/span> Pricey, no LiDAR, inefficient, poor range <\/span> <\/div>\n<\/div>\n

Electric vehicles aren’t just the future anymore. They’re the present. And as the segment matures, more legacy carmakers are betting big on designs that challenge their own history. That’s exactly what Lotus has done with the Eletre, an electric SUV that still has purists in a mild existential crisis.<\/p>\n

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It’s been almost three years since the world first laid eyes on the all-electric Lotus<\/a> Eletre and still, people are up in arms about it. “How dare a brand focused on lightweight sports cars like Lotus launch a heavy SUV?” they say. “Colin Chapman would sure be turning in his grave.”<\/p>\n

Review: Is Cadillac’s New Vistiq The Baby Escalade You’ve Been Waiting For?<\/a><\/strong><\/p>\n

It’s not hard to see where they’re coming from. Since its inception, Lotus has produced some of the finest, driver-focused sports cars ever made, and the Eletre marks a dramatic departure from this ethos. However, enthusiasts were also lamenting the end of “real” Porsche when it introduced the Cayenne back in 2002; however, nowadays, many of those 911 purists who hated on it back in the day probably now own one as their daily driver. Not to mention that its success gave Weissach the funds it desperately needed to keep its iconic sports car alive and kicking. <\/p>\n

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In much the same way, to instantly write off the Eletre<\/a> simply because it’s not a lightweight sports car worthy of the Lotus badge would be to ignore one of the very finest luxury SUVs on sale, and after recently living with one, we’re happy to accept it as an important part of Hethel’s family. Naysayers may complain all they want but the times, they are a changin and those who don’t adapt and evolve are destined to die.<\/p>\n

QUICK FACTS<\/h5>\n
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› Model:<\/td>\n2025 Lotus Eletre S<\/td>\n<\/tr>\n
› Starting Price:<\/td>\nAU$229,990 (~$148,900)<\/td>\n<\/tr>\n
› Dimensions:<\/td>\n5,130 mm (201.9 in.) Long
2,019 mm (79.4 in.) Wide
1,636 mm (64.4 in.) High
3,019 mm (118.8 in) Wheelbase<\/td>\n<\/tr>\n
› Curb Weight:<\/td>\n2,595 kg (5,720 lbs)*<\/td>\n<\/tr>\n
› Powertrain:<\/td>\nDual electric motors \/ 112 kWh battery<\/td>\n<\/tr>\n
› Output:<\/td>\n603 hp (443 kW) \/ 524 lb-ft (710 Nm) combined<\/td>\n<\/tr>\n
› 0-62 mph<\/td>\n4.5 seconds*<\/td>\n<\/tr>\n
› Transmission:<\/td>\nSingle speed<\/td>\n<\/tr>\n
› Efficiency:<\/td>\n21.4 kWh\/100 km as tested<\/td>\n<\/tr>\n
› On Sale:<\/td>\nNow<\/td>\n<\/tr>\n<\/tbody>\n<\/table>
*Manufacturer<\/figcaption><\/figure>\n<\/p><\/div>\n
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SWIPE<\/span><\/p>\n

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Photos Brad Anderson\/Carscoops<\/h4>\n

The Eletre didn’t really come out of nowhere as most people may think. At the 2006 Geneva Motor Show, Lotus unveiled the APX concept. It was its first attempt at testing the waters for an SUV and, although it never made it to production, the British brand knew the potential such vehicles had. However, it wasn’t until the brand became majority-owned by Geely that efforts to launch such a model really started in earnest.<\/p>\n

Three different versions of the Electre have been introduced, starting with the base model, and growing to include the S and the R. All use the same 112 kWh lithium-ion battery pack, and the base and S models have a pair of electric motors delivering 603 hp (443 kW) and 524 lb-ft (710 Nm). The flagship R ups the ante significantly, churning out a monstrous 905 hp and 726 lb-ft (984 Nm) of torque. We tested the Eletre S, priced from AU$229,990 ($148,900) in Australia<\/a>. This tag positions it nicely between the base model starting at AU$189,900 (~$122,800) and the R that tops out at AU$279,990 (~$181,100).<\/p>\n

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Photo Credit: Brad Anderson\/Carscoops<\/figcaption><\/figure>\n

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You don’t need us to tell you that this is, indeed, a lot of money. However, the Eletre doesn’t really have any direct rivals. Yes, Mercedes-Benz has the AMG EQE53<\/a> and BMW the iX M60 (soon to be facelifted and renamed the M70<\/a>) but neither is quite as special as the Lotus. They also do not come close to matching the Eletre’s performance. To match that, you’ll need to cough up over AU$400,000 (~$259,000) for a Lamborghini Urus.<\/p>\n

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All versions of the Eletre are all based on an 800-volt electrical architecture and support 350 kW DC fast charging. They also come as standard with an adjustable air suspension, Continuous Damping Control (CDC) dampers, torque vectoring by braking, and flamboyant exterior and interiors that cannot be matched by anyone but the Italians.<\/p>\n

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Photo Credits: Brad Anderson\/Carscoops<\/h4>\n

A World-Class Interior<\/strong><\/p>\n

The cabin of the Eletre is really beautiful, and that’s not something that can be said about many interiors on the market, let alone for an SUV. Sure, many are functional and feature premium materials and all sorts of equipment – but the Lotus just makes you feel special.<\/p>\n

First is the steering wheel. In photos, the shape may look a little odd and appear a little over-the-top, but in person, it looks like an expensive piece of jewelry. It’s perfectly sized and clad in plush grey leather with a metallic 12 o’clock mark. On each side of the wheel are rocker switches that are used to operate most functions, like music settings and the driver-assistance systems. Although they do take some time to get used to, once they do, they become second nature.<\/p>\n

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Not everything is perfect, though. Some EVs have paddle shifters behind the wheel for the brake regen but, in the Eletre the left one adjusts the level of brake regeneration, while the right is used to toggle between the different drive modes, which takes a little getting used to. Much like the Brabus Smart #3 we drove a few months ago, the digital gauge cluster is limited to a thin 12.6-inch display incorporated into the dashboard. It’s not particularly fancy and does feel like a bit of an afterthought. Other important driving details can be shown on the 29-inch head-up display.<\/p>\n

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Photos Brad Anderson\/Carscoops<\/h4>\n

The top of the dash looks like a piece of art with separate panels on the driver and passenger sides, joined together by intricate (and infinitely configurable) ambient lighting. A large 15.1-inch infotainment display then catches the eye. Much like a Tesla and many other EVs that followed its lead, the software operates in a similar fashion to a tablet. It runs on not one but two Qualcomm Snapdragon 8155 chipsets and utilizes Unreal Engine 5, resulting in staggeringly detailed graphics and response times. Simply put, it’s the most seamless infotainment system I’ve ever used.<\/p>\n

More: Lotus Eletre Priced At A Shocking $229,900 Due To New Chinese EV Tariffs<\/a><\/strong><\/p>\n

That being said, it can be a little overwhelming to start with. The number of settings and menus is bewildering and may put off some less tech-savvy buyers. However, after spending a little time with it, it feels very natural. All climate settings are on the screen, as are controls for the ventilated, heated, and massaging front seats, while both wireless Android Auto and Apple CarPlay are supported, and they work seamlessly.<\/p>\n

Lotus’ attention to detail also has to be applauded. Virtually every part of the cabin is clad in expensive-looking leather or Alcantara, giving the Eletre<\/a> a very premium feel. We particularly liked the brass-colored shifter and temperature controls, as well as the exposed speaker grilles on the front doors, and the small screen on the passenger side is also a nice touch.<\/p>\n

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Photos Brad Anderson\/Carscoops<\/figcaption><\/figure>\n

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One thing that did concern as is the seat bolsters. As you’ll see in the image above, the driver’s side thigh bolster had some worrying signs of wear and deep creases in the leather, despite our tester being just a few months old. Then again, automotive journalists are not exactly known for being extra careful with the cars automakers hand over to them, and this particular example might have been used for other purposes, and by many people, too during its short life.<\/p>\n

Space Is Not An Issue<\/strong><\/p>\n

Since this is definitely meant to be a family car, Lotus has paid attention to rear-seat passengers as well. The second-row seats are exceptionally comfortable and there’s loads of legroom and headroom for even taller occupants. Additionally, the backrests are electrically adjustable and offer heated and ventilated functions, both of which can be controlled via the touchscreen on the back of the center console. There’s also quad-zone climate control, meaning there’s not only four sections of the cabin that can be set at different temperatures, but the fan speeds can also be adjusted independently. <\/p>\n

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Photos Brad Anderson\/Carscoops<\/h4>\n

Key features of the Electre S that aren’t found on the base model include illuminated metal tread plates, an active rear wing, soft-close doors, and a thumping 23-speaker KEF Reference audio system. It also comes with 22-inch wheels as standard, but can be optioned with 23-inch ones if you so desire. Additionally, the standard six-piston front brake calipers can be replaced with 10-piston ones and carbon ceramic discs. Black, white, gold, red, and green leather is also available for the cabin.<\/p>\n

Cargo capacity is more than generous. There’s 688 liters (24.2 cubic feet) of space in the trunk, which grows to 1,523 liters (53.7 cubic feet) with the rear seats folded down. Lotus has also added a small storage area in the frunk, although it’s only large enough to fit a thick charging cable.<\/p>\n

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Photo Credits: Brad Anderson\/Carscoops<\/figcaption><\/figure>\n

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How Does It Drive?<\/strong><\/p>\n

Heading into my week with the Eletre<\/a>, I wasn’t quite sure what to expect. Would it be boring to drive like most other EVs, or would it offer something different that the competitors don’t?<\/p>\n

The first thing to surprise me was the acceleration. Ordinarily, EVs with this much performance stick you to the seatback the moment you hit the throttle. According to Lotus, the Eletre S only needs 4.5 seconds to hit 62 mph (100 km\/h), but all the power and torque aren’t deployed instantly, meaning it launches off the line quite sedately. As the speeds start to build, so does the acceleration. It begins to pull noticeably harder after 90 km\/h (56 mph), in a similar way to the Audi RS e-tron GT when it switches into second gear. Unlike the Audi, however, the Lotus only has a single-speed transmission, so it’s likely some software trickery that’s behind this surge in acceleration.<\/p>\n

We suspect the Eletre R, with its 2.9-second 0-62 mph time, provides the same instant hit as comparable EVs. In the S, we matched the claimed 4.5-second sprint with a GPS timer, and the Lotus will happily repeat these times again and again even as the battery begins to drain.<\/p>\n

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Photos Brad Anderson\/Carscoops<\/h4>\n

Lotus models have long been lauded for their precise steering, and we’re happy to report the Eletre steers like a Lotus should. Of course, there’s no hiding the fact that it weighs 2,959 kg (5,720 lbs), but you could be easily fooled into thinking that, while no Elise, it’s significantly lighter than that figure suggests. The steering is perfectly weighted, and the Eletre quickly responds to inputs, dancing around corners in a way that an SUV like this has no business doing.<\/p>\n

No doubt aiding in the extraordinary handling is the fact that it has massive 275\/40 Pirelli P Zero tires at the front and 315\/35 ones at the rear. Despite driving as hard as I felt comfortable to on public roads, I couldn’t push the Lotus into any kind of understeer or oversteer – it always remained neutral and composed.<\/p>\n

Read: Lotus Revamps Eletre And Emeya With New Trims<\/a><\/strong><\/p>\n

We’re more than pleased to report that the brakes are mighty. Even though our test car had the standard six-piston calipers rather than the optional ten-pots and carbon ceramic discs, it only needed 2.6 seconds to stop from 62 mph, the same time we recorded in a BMW M4 Competition. And it’s not just the stopping power that’s impressive, but also the way the brakes feel. They are smooth and predictable, and the changeover between the regenerative and friction braking is imperceptible.<\/p>\n

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Photo Credits: Brad Anderson\/Carscoops<\/figcaption><\/figure>\n

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Speaking of the regenerative brakes, several different levels can be toggled through the left paddle shifter. Unfortunately, there’s no one-pedal driving mode, which seems a little silly, as it’s something many much more affordable EVs offer. Lotus could have easily added it if it wanted, but for whatever reason, chose not to.<\/p>\n

Several different driving modes are available, including Individual, Sport, Tour, Range, and Off-Road. All of these settings allow for individual adjustments of the air suspension and the ride height. Regardless of the ride height and the driving mode, the ride remains plush and comfortable, which is not something that can be said about many other big EVs like this.<\/p>\n

Not All Is Perfect<\/strong><\/p>\n

One of the biggest talking points about the Eletre has been its use of several LiDAR sensors, including one that pops out of the roof and two that are deployed from the front fenders. In some markets, these are offered as standard, but in Australia<\/a>, they are only available as part of the AU$8,000 (~$5,200) Highway Assist Pack, which Lotus tells us 20% of buyers are opting for. What’s frustrating is that vehicles without the LiDARs do not get any form of active lane centering and only have a traditional radar cruise control system. At this price point, lane centering is a must.<\/p>\n

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Photo Credits: Brad Anderson\/Carscoops<\/figcaption><\/figure>\n

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Efficiency is not the Eletre’s strong suit either. It has a quoted range of 500 km (311 miles), and while that’s certainly achievable when cruising, that figure drops nearer to 400-450 km (248-280 miles) if you start having some fun. That’s enough for most people, but not that impressive when you consider that the Lotus carries a big, 112 kWh pack.<\/p>\n

Our tester also had some extremely overactive matrix LED headlights. Ordinarily, headlights like these intelligently blank out segments when the high beams are switched on to avoid blinding oncoming traffic. However, the lights of the Eletre are almost continuously cutting lighting segments in and out. It seems as though the system gets confused with the reflectors of other cars, and even brightly-lit street signs, mistaking them for other cars’ headlights.<\/p>\n

While cruising down one residential street with dozens of parked cars, the Eletre’s lights were flashing as if they were used in a disco. For an EV that costs this much, an issue as obvious as this should have been fixed before Lotus even commenced production.<\/p>\n

Verdict<\/strong><\/p>\n

While those who’ve never driven the Eletre will likely continue to voice their opposition to a big, heavy, electric SUV with a Lotus badge for quite some time, the fact remains that the car itself is superb. It has bold and futuristic looks that turn heads and a plush and luxurious interior that’s unlike anything else on the market. <\/p>\n

Throw in great driving dynamics, and you get a vehicle that ticks plenty of boxes and stands out in the crowded premium SUV market. And for buyers who want to avoid the obvious choices from Porsche or Lamborghini, that may be reason enough to give it a second look.<\/p>\n

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Photos Brad Anderson\/Carscoops<\/h4>\n","protected":false},"excerpt":{"rendered":"

PROS ›› Unique styling, premium interior, brand cache CONS ›› Pricey, no LiDAR, inefficient, poor range Electric vehicles aren’t just the future anymore. They’re the present. And as the segment matures, more legacy carmakers are betting big on designs that challenge their own history. That’s exactly what Lotus has done with the Eletre, an electric […]<\/p>\n","protected":false},"author":1,"featured_media":301,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[9],"tags":[],"_links":{"self":[{"href":"http:\/\/www.midborodocuments.com\/index.php\/wp-json\/wp\/v2\/posts\/299"}],"collection":[{"href":"http:\/\/www.midborodocuments.com\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"http:\/\/www.midborodocuments.com\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"http:\/\/www.midborodocuments.com\/index.php\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"http:\/\/www.midborodocuments.com\/index.php\/wp-json\/wp\/v2\/comments?post=299"}],"version-history":[{"count":2,"href":"http:\/\/www.midborodocuments.com\/index.php\/wp-json\/wp\/v2\/posts\/299\/revisions"}],"predecessor-version":[{"id":302,"href":"http:\/\/www.midborodocuments.com\/index.php\/wp-json\/wp\/v2\/posts\/299\/revisions\/302"}],"wp:featuredmedia":[{"embeddable":true,"href":"http:\/\/www.midborodocuments.com\/index.php\/wp-json\/wp\/v2\/media\/301"}],"wp:attachment":[{"href":"http:\/\/www.midborodocuments.com\/index.php\/wp-json\/wp\/v2\/media?parent=299"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"http:\/\/www.midborodocuments.com\/index.php\/wp-json\/wp\/v2\/categories?post=299"},{"taxonomy":"post_tag","embeddable":true,"href":"http:\/\/www.midborodocuments.com\/index.php\/wp-json\/wp\/v2\/tags?post=299"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}