Scotland-Based Automotive Journalist
- Lotus Eletre X – an early look ahead of launch
- Plug-in hybrid variant of the Lotus Eletre
- Similar handling prowess to the Lotus Emira
- Order books yet to open – deliveries slated for summer 2027
- Full UK specs and prices still TBC
A plug-in hybrid variant of the Lotus Eletre is nearing its UK launch – and we’ve driven the ‘X’ model ahead of order books being opened.
The Eletre first broke cover as a fully electric SUV in 2022, with Lotus initially offering S and range-topping R variants.
Since then, the line-up has adopted a simpler 600/900 naming structure. As the badges suggest, 600 models produce 603bhp, while 900 versions offer up to 905bhp.
The 600 range is available in GT, GT SE and Sport SE guises, while buyers stepping up to the 900 family can choose between Sport and Sport Carbon specifications.
Trims aside, an entirely separate X variant is gearing-up to join the family. It’s a powerful plug-in hybrid. And it’s rather good.
While the Eletre is already available in mainland Europe, it’s yet to arrive here in the UK pending right hand drive homologation.
Order books are due to open here next year with deliveries slated for summer 2027.
What are the pros & cons of the Lotus Eletre X?
- Fast
- Agile
- Lots of standard tech
- Refined
- MPG returns remain a grey area, as we’ve still to test on road
- Will likely be expensive
- Rivals have a bigger boot
What are the first impressions of the Lotus Eletre X?
I adored Lotus ever since I laid eyes on the Esprit’s wedged front and pop-up headlights.
Then I drove an Elise before buying a VX220, but that’s a whole other story. Like the Elise, the VX220 was uncomfortable, loud, and incredibly fun. You’d clamber out of it with three dislocated limbs, but you’d be wildly satisfied.
Driving the Eletre X, a comfortable Lotus, left me feeling a bit odd.
What are the key features of the Lotus Eletre X?
Unlike the base Eletre, the X has a turbocharged 2.0-litre engine, dual electric motors, a 70kWh battery pack and a 52-litre fuel tank underneath. Lotus claims it’ll return up to 746 miles with a full tank and battery. Electric-only range is said to be up to 217 miles.
Charging it is apparently easy, too. Thanks to its 900V electrical system, Lotus says it’ll charge from 20 to 80 per cent in around nine minutes on a ridiculously quick charger.
Buyers can also choose from two models: the H550 and H1000. Like the previous naming convention, the H550 has around 550bhp, while the 1000 sits at circa 939 bhp.
How does the Lotus Eletre X perform and handle?
I put the Eletre X to the test at Lotus’s Hethel test track, a somewhat small 2.2-mile-long circuit where the brand can ensure each model lives up to the Lotus name.
Starting with the Tour driving mode, I got to grips with how the brand’s sporty SUV feels before shifting into Sport mode and unleashing all 939 bhp.
Cruising around the circuit, the Electre X remained quiet and cossetting. The track’s rumble strips were softened by the car’s dual-chamber air suspension and dual-valve adaptive dampers. It’s remarkably unobtrusive for a Lotus. Then there’s Sport Mode, where Lotus’s engineering truly shines.
This is a 2.6-tonne car, yet Lotus’s skunkworks have managed to give it similar prowess to its low-slung Emira, but that’s likely because of the 48V active anti-roll system the H1000 gets. Don’t get me wrong, it’s no Emira, but by God it’s effective.
I’ll admit I was a bit nervous throwing it into one of the track’s tight right-handers — terrified I’d end up on my roof amidst the sea of freshly-built Lotuses ready for their new owners — but the Eletre X’s Pirelli P Zero 5 LTS tyres continue to grip. There’s a whiff of body roll, but the car’s electronics subtly work away at keeping you upright while you press on.
Nail the throttle on the straights, and it takes off without much fuss, while the 2.0-litre powerplant hums away in the background. Size aside, the Eletre X feels incredibly balanced, as a Lotus should on track, but we’re yet to experience what it’s like on the road.
As for figures, the H1000 manages the 0- 62 mph dash in 3.3 seconds, while the H550 is still rapid at 4.9 seconds.
What are the day-to-day running costs for the Lotus Eletre X?
It’s still fairly early days for the Eletre X, so we can’t comment just yet on BiK figures or VED rates.
Likewise, we’re not entirely sure of pricing yet, as Lotus hasn’t confirmed, but we’d expect the H1000 to sit around £100,000, like the Porsche Cayenne S Electric.
What’s the interior and technology like with the Lotus Eletre X
Again, this is an area that Lotus has nailed. The Eletre X’s driver’s seat is comfortable but firm and feels low-set.
The cabin also feels premium, with nice leathers and materials, tactile controls, and neat steering-wheel-mounted paddle shifters that let you switch between four regen settings or cycle through the drive modes.
Lotus has also gone for a super slim instrument cluster, which works very well. While the touchscreen controls a lot of the car’s settings, it’s easy to use, crisp and responsive. In all, the interior oozes a high-tech feel.
The rear is equally impressive. There’s lots of storage space, including a 668-litre boot (measured to the roofline), and a 46-litre frunk for stashing cables. If boot space is important, however, you may want to look at the Porsche Cayenne Electric, which has 93 litres more.
How safe is the Lotus Eletre X?
As of late 2026, the Eletre and Eletre X have no official Euro NCAP rating. That said, it’s packed to the brim with safety tech, including a LiDAR system, ultra-HD forward-facing cameras, a 360-degree camera system, night vision, autonomous emergency braking, adaptive cruise control, lane-keep assist, and Brembo brakes.
Can I choose optional extras with the Lotus Eletre X?
The H550 comes as standard with 20-inch wheels, a mechanical anti-roll bar, dual-valve adaptive damping, a KEF Premium Audio 15-speaker sound system, front eight-way power adjustable seats, front heated seats and a rear 8-inch display.
Upgrading to the H1000 adds 21-inch wheels, a 48V active anti-roll bar, sportier trimmings and a Dynamic pack, which includes an active rear spoiler, chunkier tyres and meatier brakes. This can also be added to the H550 for an additional cost.
Lease customers can choose from three paints for the H550 and six for the H1000, with Zenith White as the standard for both. Optional H550 paints include Stellar Black and Boreal Grey, while Lotus offer the H1000 in more vibrant hues like green, yellow and orange.
Interior colours for the H550 include Quartz White and Magnetite Grey. Both models come with a black interior as standard, but H1000 buyers can choose white, grey, yellow, or green.
If the standard tech isn’t enough, optional extras include soft-closing doors, rear privacy glass, a panoramic roof, an electronic rear-view mirror, HomeLink, and an electronically deployable tow bar.
What’s the final verdict on the Lotus Eletre X?
I arrived at Hethel expecting to be conflicted.
Lotus, for me, has always meant lightweight sports cars that demanded sacrifices. My VX220 wasn’t the sort of car you’d volunteer to drive daily. It was noisy, cramped and had all the creature comforts of a brown bin. Still, none of that mattered. Every decent drive felt worth the hassle.
The Eletre X sits at the opposite end of the spectrum. It’s big, comfortable and loaded with technology. It can allegedly cover 746 miles with a full tank and battery. A Lotus built around effortless long-distance travel still feels like a strange idea.
A few laps of Hethel later, though, I found myself warming to it. The numbers suggest it shouldn’t work. At roughly 2.6 tonnes, the Eletre X outweighs the sort of Lotus that built the firm’s reputation several times over. Yet from behind the wheel, it disguises that bulk far better than I expected.
The first surprise is how little drama there is. Turn in, lean on the front axle, and it simply gets on with the job. The H1000 changes direction with far more enthusiasm than something this large has any right to, and while you remain aware of the weight, it never feels as though the car is fighting itself.
What impressed me most wasn’t the straight-line speed, ridiculous though that is. Plenty of fast EVs can leave your stomach somewhere behind the rear seats. The difference here is that the Eletre X still seems interested in the corners. There’s a coherence to it, a sense that somebody obsessed over how the whole package would feel rather than chasing headline power figures.
Is it as engaging as an Elise? Not even close. Nor should it be. Comparing a family-sized SUV to a stripped-back sports car is unfair from the outset. What matters is that the Eletre X feels like it has been developed by people who understand what made Lotus special in the first place.
That might sound like faint praise, but it isn’t. The Eletre X won’t convince die-hard traditionalists who believe every Lotus should sit inches from the floor and weigh less than a decent lunch.
What it does prove is that Lotus can build a modern, luxurious performance SUV without completely abandoning its identity. And after driving it at Hethel, that’s probably the biggest compliment I can give it.
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