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Lotus Emeya 900 vs Porsche Taycan Turbo GT: which is the best EV super saloon?

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Lotus Emeya 900 vs Porsche Taycan Turbo GT: which is the best EV super saloon? | Top Gear

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Can the Emeya 900 dethrone the Taycan Turbo GT as our favourite fast EV with four doors?

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Lotus Emeya 900 vs Porsche Taycan Turbo GT: which is the best EV super saloon?

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Can the Emeya 900 dethrone the Taycan Turbo GT as our favourite fast EV with four doors?

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Can the Emeya 900 dethrone the Taycan Turbo GT as our favourite fast EV with four doors?

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Lotus Emeya 900 vs Porsche Taycan Turbo GT: which is the best EV super saloon?

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Lotus Emeya 900 vs Porsche Taycan Turbo GT: which is the best EV super saloon?

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Lotus Emeya 900 vs Porsche Taycan Turbo GT: which is the best EV super saloon?

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Can the Emeya 900 dethrone the Taycan Turbo GT as our favourite fast EV with four doors?

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There’s more than one way to cut a super fast electric saloon. There are two. You can follow Porsche’s Taycan template, sling it low, build it lean and athletic. Or you can do a Tesla (so far as anyone wants to ‘do a Tesla’ right now), build it comfy, but keep the motors massive so it still does zero to vanishing point in nothing flat.

Now there’s a third way, which we can call the Lotus position. A four door that promises things we are used to from Norfolk (crisp dynamics, proper pace and performance), but also things we really aren’t (top notch build quality and luxury that extends further than optional carpets).

So, has Lotus built a car to outstrip the Taycan and claim the title of Best EV Super Saloon? Jack, why don’t you kick this one off?

Jack Rix: I’ll be honest, the Lotus badge had me rattled, so I thought I’d better bring along the meanest Taycan available. A car that brings proper handling and finesse alongside a dump truck of horsepower. The Turbo GT, lest we forget, has a 7m 07.55s ’Ring time (the record for series production EVs) to its name.

It also seems to have come dressed as a zebra today, or possibly a barcode, which is hard to forgive, but it has up to 1,092bhp and does 0–62mph in 2.2secs, which helps.

Ollie Marriage: Hmmm, I’m packing 905bhp. I didn’t expect to be so comprehensively outstripped. Anyway, this is the Emeya 900, it used to be the Emeya R but Lotus thought the power figure was worth boasting about. Which, until you turned up, it was.

It’s got a 102kWh battery, tri-motor setup with two on the back axle and bodywork that looks like it was done by Lamborghini. Plus it’s got a massive wheelbase, so plenty of space in the back. How much lounging space does yours have?

JR: Masses of lounging space, on account of there being no back seats.

OM: So what are the back doors for?

JR: Polishing your carbon fibre or pure deception. Speaking of which, how British is yours?

OM: What do you mean? It’s covered in Colin Chapman’s initials, it’s clearly the epitome of Britishness. Built in Wuhan, a little east of Norwich. OK, OK, this Lotus is a Geely product and it doesn’t feel like it’s designed for a British audience. It’s more global than that.

The question is whether this matters. Because it still feels like a Lotus inside. Nice firm touch points, clean simple design – it’s attractive in here. And well made. And the screens work. And it doesn’t smell of glue. I just seem to be looking out over your roof.

JR: Yes, it does appear a little high for a Lotus. The Porsche practically sits on its belly, and you feel it straight away – it’s got a very trick active suspension system that can bank the car into bends for comfort, and lift the nose when you slam the brakes, but on track.

I’m locked in Sport Plus mode, which just keeps things very low, firm and flat. There’s noise and gearshifts missing here, but not body control and all the grunt your eyeballs can take. It’s monstrously fast, but weirdly calm and capable. It’s also 0.5secs faster than the 992 GT3 RS around the TG track with Stig at the wheel (we checked, just to be sure and it did a 1m 14.3s).

OM: We did a drag race, too, and the Emeya lost. Although it did soundly beat both an Audi RS7 and BMW M5. Not bad for 2,650kg. But it needs a little more Hethel tuning. Under full load the diffs pull so hard it seems to crab up the road. But I do like it, it’s got responsive steering, a settled ride, good turn in, it’s well behaved and can cope with the power.

It’s just a bit forgettable to drive. And that’s the last thing a Lotus should be. Especially one costing £129,990. As ever the entry £84,990 Emeya 600 looks like the one to have.

JR: Um, my Taycan with Weissach pack (cutting a token 70kg) is £186,300. But this one has some options, like the £8,000 barcode wrap... bringing the total as tested to £199,305.

OM: Is Porsche daring people not to buy its limited edition specials or what? Don’t tell me you think it’s the best car in the range.

JR: No, but it’s the best car here.

OM: Look, I’ll concede it’s the faster, better handling car here, although it’s playing fast and loose with the word ‘saloon’.

JR: I’d look at it from the opposite direction – don’t think of it as a go faster saloon, more of a nail in the coffin of Porsche’s Mission X EV hypercar idea. It’s as fast as you could feasibly want to go, and you can even forego the Weissach weight saving and have seats in the back and a boot. Chalk this up as a win for the zebra.

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There’s more than one way to cut a super fast electric saloon. There are two. You can follow Porsche’s Taycan template, sling it low, build it lean and athletic. Or you can do a Tesla (so far as anyone wants to ‘do a Tesla’ right now), build it comfy, but keep the motors massive so it still does zero to vanishing point in nothing flat.

Now there’s a third way, which we can call the Lotus position. A four door that promises things we are used to from Norfolk (crisp dynamics, proper pace and performance), but also things we really aren’t (top notch build quality and luxury that extends further than optional carpets).

So, has Lotus built a car to outstrip the Taycan and claim the title of Best EV Super Saloon? Jack, why don’t you kick this one off?

Jack Rix: I’ll be honest, the Lotus badge had me rattled, so I thought I’d better bring along the meanest Taycan available. A car that brings proper handling and finesse alongside a dump truck of horsepower. The Turbo GT, lest we forget, has a 7m 07.55s ’Ring time (the record for series production EVs) to its name.

It also seems to have come dressed as a zebra today, or possibly a barcode, which is hard to forgive, but it has up to 1,092bhp and does 0–62mph in 2.2secs, which helps.

Ollie Marriage: Hmmm, I’m packing 905bhp. I didn’t expect to be so comprehensively outstripped. Anyway, this is the Emeya 900, it used to be the Emeya R but Lotus thought the power figure was worth boasting about. Which, until you turned up, it was.

It’s got a 102kWh battery, tri-motor setup with two on the back axle and bodywork that looks like it was done by Lamborghini. Plus it’s got a massive wheelbase, so plenty of space in the back. How much lounging space does yours have?

JR: Masses of lounging space, on account of there being no back seats.

OM: So what are the back doors for?

JR: Polishing your carbon fibre or pure deception. Speaking of which, how British is yours?

OM: What do you mean? It’s covered in Colin Chapman’s initials, it’s clearly the epitome of Britishness. Built in Wuhan, a little east of Norwich. OK, OK, this Lotus is a Geely product and it doesn’t feel like it’s designed for a British audience. It’s more global than that.

The question is whether this matters. Because it still feels like a Lotus inside. Nice firm touch points, clean simple design – it’s attractive in here. And well made. And the screens work. And it doesn’t smell of glue. I just seem to be looking out over your roof.

JR: Yes, it does appear a little high for a Lotus. The Porsche practically sits on its belly, and you feel it straight away – it’s got a very trick active suspension system that can bank the car into bends for comfort, and lift the nose when you slam the brakes, but on track.

I’m locked in Sport Plus mode, which just keeps things very low, firm and flat. There’s noise and gearshifts missing here, but not body control and all the grunt your eyeballs can take. It’s monstrously fast, but weirdly calm and capable. It’s also 0.5secs faster than the 992 GT3 RS around the TG track with Stig at the wheel (we checked, just to be sure and it did a 1m 14.3s).

OM: We did a drag race, too, and the Emeya lost. Although it did soundly beat both an Audi RS7 and BMW M5. Not bad for 2,650kg. But it needs a little more Hethel tuning. Under full load the diffs pull so hard it seems to crab up the road. But I do like it, it’s got responsive steering, a settled ride, good turn in, it’s well behaved and can cope with the power.

It’s just a bit forgettable to drive. And that’s the last thing a Lotus should be. Especially one costing £129,990. As ever the entry £84,990 Emeya 600 looks like the one to have.

JR: Um, my Taycan with Weissach pack (cutting a token 70kg) is £186,300. But this one has some options, like the £8,000 barcode wrap... bringing the total as tested to £199,305.

OM: Is Porsche daring people not to buy its limited edition specials or what? Don’t tell me you think it’s the best car in the range.

JR: No, but it’s the best car here.

OM: Look, I’ll concede it’s the faster, better handling car here, although it’s playing fast and loose with the word ‘saloon’.

JR: I’d look at it from the opposite direction – don’t think of it as a go faster saloon, more of a nail in the coffin of Porsche’s Mission X EV hypercar idea. It’s as fast as you could feasibly want to go, and you can even forego the Weissach weight saving and have seats in the back and a boot. Chalk this up as a win for the zebra.

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Can the Emeya 900 dethrone the Taycan Turbo GT as our favourite fast EV with four doors?

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Porsche Taycan Turbo GT, Lotus Emeya 900