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<\/h2>\n<\/h2>\nIt\u2019s the noise from the titanium exhaust that does it. Race-bred, it sounds quivering enough inside the Lotus GT430, but trackside at the Lotus Hethel test circuit, it sends a cold shiver down your spine.<\/p>\n
The new GT430, in its full-on wing-and-splitter guise, is one of the most rewarding cars you\u2019ll find\u00a0for\u00a0a track day.<\/p>\n
Immensely fast \u2013 0-62mph in 3.8 seconds, and a touch quicker with the auto \u2019box, plus less than eight seconds to 100mph) \u2013 there are so much grip, braking power and balance that you\u2019ll feel like a champion as you scythe around a circuit at simply astonishing speeds.<\/p>\n
Somehow Lotus has squeezed even more from the Evora\u2019s 3.5-litre Toyota V6, gaining a further 20hp to reach 430hp.<\/p>\n
In today\u2019s terms, a horsepower-to-engine-capacity ratio of 122hp\/litre isn\u2019t anything to shout about \u2013 Audi gets 155hp\/litre from its RS5 \u2013 but the Lotus feels genuinely supercar fast, with an old-school power delivery to make you smile.<\/p>\n
The GT430 is more than a mere upgrade of the Evora 410. This is the GT4 Evora race car in road trim. That means lots of aero, lightweight adjustable dampers and extensive carbon-fibre weight saving.<\/p>\n
You can also choose the GT430 in\u00a0Sport\u00a0guise, basically a more road-friendly version without the rear wing and front splitter, plus more comfortable Sparco seats. Without the big rear spoiler, it\u2019s faster, too \u2013 196mph versus 190mph.<\/p>\n
You won\u2019t be surprised to hear that the driver can select various stability control settings. More unusual is the adjustable traction control, with six pre-set levels including \u2018off\u2019. Then the 10kg lighter Ohlins dampers have a 20-click adjustment that you can do at home, folks!<\/p>\n
That\u2019s great for playing around trackside, although in the GT430 Sport\u2019s recommended settings for road use, the ride still felt very firm at lower speeds.<\/p>\n
This is the first time a road-going Lotus has been sold for more than \u00a3100k, so you have a right to expect something a bit special. The development work is subtle but very valuable.<\/p>\n
Ignoring the obvious rear wing for a moment, the aerodynamics have been modified via extra vents and a new design of front wheel arch that reduces turbulence alongside the car. There are also two big orifices behind the rear wheels, which allow air to escape more easily \u2013 and thus reduce lift.<\/p>\n
The GT430 gets more carbon fibre than ever, some of it exposed so that onlookers can see what you\u2019ve bought into. The weight saving over the Evora 400 is 106kg for the road version (and 36kg over the Evora 410), although the wing and splitter on the GT430 reduce that by 10kg.<\/p>\n
More than most of the cars Lotus makes, this Evora is designed to be at home on both road and track. The company will build 60 of each type for the world, excluding the US, which gets its own allocation soon.<\/p>\n
Yet despite the Sport having a road bias, and the Winged One more of a track focus, you won\u2019t be surprised to know that the new Evora excels in just one area: on-track.<\/p>\n
Here, it is simply sublime. Jean-Marc Gales, Lotus\u2019 incredibly enthusiastic CEO, reckons there are areas of the test track that simply require \u201ca slight lift of the throttle\u201d to negotiate before replanting your right foot hard down.<\/p>\n
He may be right, and the thing is, it\u2019s really rather fun trying, even when you initially feel this will be way out of your league. The level of grip from the Michelin Pilot\u00a0Sport\u00a0Cup 2 tyres (295\/30 R20 at the rear, 245\/35 R19 at the front) is immense. Combine that with the downforce from the wing and front splitter, and even the Lotus test drivers have difficulty losing traction.<\/p>\n
That doesn\u2019t mean it\u2019s all grip and no fun, though. The tyres will squeal, the chassis will get twitchy in Race mode, and you will crash if you don\u2019t concentrate. Yet this is a supremely straightforward car to drive quickly.<\/p>\n
The steering, brakes and gearchange complement each other brilliantly. The flywheel must be incredibly light, for the engine gains revs instantly for fast down changes at tight corners, which is just what\u2019s needed when you are so hard on the brakes and aiming at a corner. You really need a gearchange that\u2019s going to work perfectly every time.<\/p>\n
The race seats are minimalistic, but you\u00a0quickly forget the lack of padding and value the support that locks you in place on high G corners. So powerful are the brakes that you\u2019ll slip forward in the belts unless you have locked them out.<\/p>\n
You might cynically think that this is a Lotus marketing ploy: bringing out another \u2018new\u2019 car with a just a few more horsepower.<\/p>\n
And it is hard to see the real value of the \u00a3104,500 GT430 Sport over the \u00a374,100 Evora 400 as a full-time road car. The 400 is so accomplished in its own right that it seems like an awful lot extra to pay for a bit more performance and a harder ride in the Sport.<\/p>\n
The winged Evora GT430 is much more than that, for in the right environment it is a truly thrilling, utterly rewarding drive.<\/p>\n
For me, it\u2019s even preferable to a McLaren 720S as a track car, because I\u2019ll never have the skill or ability to get near the edge of the McLaren\u2019s performance envelope. With the Lotus, I feel I just might. And that\u2019s a nice feeling.<\/p>\n
Engine: 3.5-litre V6 petrol turbocharged<\/p>\n
Output: 430hp<\/p>\n
Top speed: 190mph<\/p>\n
0-62mph: 3.8 secs (3.7\u00a0auto)<\/p>\n
Combined fuel economy: N\/A<\/p>\n
CO2: 234g\/km<\/p>\n
Gearbox: 6-speed manual<\/p>\n
Drive: Rear-wheel drive<\/p>\n
Weight: 1,299kg<\/p>\n
Seats: 2<\/p>\n
Boot space: 160 litres<\/p>\n
Price from: \u00a3112,500<\/p>\n
Price as tested: \u00a3112,500<\/p>\n
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