Lotus revamps 2026 Emeya and Eletre EVs with a dozen new trims and varying standard features
Lotus has launched its 2026 model year versions of its Emeya and Eletre EVs and is changing things up a bit this year to provide a wider array of standard features for its customers. The automaker has introduced new “600” and “900” trim nomenclature and several variants within each of those badges to note performance and other key features. You can see the trim breakdown of Lotus’ revamped trims below.
Geely-owned supercar brand Lotus has been slowly molding itself into an all-electric marque to meet its 2028 target, which was initially announced back in 2021. An exciting start to that transition began with two all-electric flagship models: the Eletre, which went on sale in North America in early 2024, and the Emeya, a hyper GT sporting some serious charging power.
Both models are now entering the 2026 model year market, and Lotus has announced changes to what it offers its customers. For those who like options, Lotus has a 2026 EV lineup for you, but if you can be overwhelmed by too many choices, it may have just gotten harder to choose a new Eletre or Emeya.
Lotus revamps its 2026 EV lineup
According to a release from Lotus earlier, it is kicking off sales of its 2026 model year Eletre and Emeya EVs with a revamped lineup that includes 12 (yes, 12) different variants. To begin, Lotus has added “600” and “900” model distinctions that reflect the electric power output of their respective BEVs.
Lotus has also borrowed from its history in combustion vehicles, adding “GT” and “GT SE” trims to the all-electric models. For 2026, the Lotus Eletre and Emeya are now available in six trim levels: Eletre 600, 600 GT, 600 GT SE, 600 SPORT SE, 900 SPORT and 900 SPORT CARBON. You may recall Lotus launched an Eletre CARBON variant in 2024.
Lotus shared that its “600” trims of its 2026 Eletre and Emeya models feature a standard 450 kW (612 hp) dual-motor powertrain and all-wheel drive. The Emeya 600 GT can accelerate from 0 to 100 km/h (0 to 62 mph) in 4.15 seconds (4.5 seconds for the Eletre 600) and reach a top speed of 155 mph (Eletre: 159 mph).
The new “900” variants of the Eletre and Emeya utilize a 675 kW (918 hp) dual-motor powertrain, propelling the Emeya 900 from 0 to 62 mph in 2.78 seconds from a standstill (Eletre 900: 2.95 sec). The top speeds of the Emeya 900 and Eletre 900 are 155 mph and 159 mph, respectively. Here are some key features that set each of the 2026 Lotus BEV trims apart:
- Eletre 600: 450 kW (612 bhp) dual-motor, 4WD, 112 kWh battery pack, 22kW onboard charger, active air suspension with Continuous Damping Control, 20-inch wheels, torque vectoring by brake, LED matrix headlights, KEF PREMIUM 15 speaker audio, 29″ HUD, 4 zone climate control, Jasper interior theme with LOTUSWEAR Performance Fabric for the seats
- Eletre 600 GT: Highway assist, parking pack, 22″ alloy wheels, 6 piston brakes
- Eletre 600 GT SE: Intelligent glass roof, KEF REFERENCE 23 speakers audio, configurable ambient lighting, illuminated side sills
- Eletre 600 SPORT SE: Lotus dynamic handling pack, active rear spoiler, massaging & ventilated front seats, soft-close doors
- Eletre 900 SPORT: 675 kW dual-motor, 2-speed transmission, Lotus dynamic handling pack, active rear spoiler, Quartz interior theme with LOTUSWEAR Performance Fabric for the seats
- Eletre 900 SPORT CARBON: extended exterior carbon pack, interior carbon pack, Sports bonnet (lightweight composite material), massaging & ventilated front seats, soft-close doors
- Emeya 600: 450 kW (612 bhp) dual-motor, 4WD, 102 kWh battery pack, 22kW onboard charger, active air suspension with Continuous Damping Control, 20-inch wheels, torque vectoring by brake, LED matrix headlights, KEF PREMIUM 15 speaker audio, 51″ HUD, 4 zone climate control, Jasper interior theme with LOTUSWEAR Performance Fabric for the seats
- Emeya 600 GT: Highway assist, parking pack, 21″ alloy wheels, 6 piston brakes
- Emeya 600 GT SE: Intelligent glass roof, hands-free tailgate, configurable ambient lighting, illuminated side sills
- Emeya 600 SPORT SE: Lotus dynamic handling pack, active rear spoiler, active rear diffuser and active front air dam, massaging & ventilated front seats, soft-close doors
- Emeya 900 SPORT: 675 kW (918 hp) dual-motor, 2-speed transmission, Lotus dynamic handling pack, active rear spoiler, Quartz interior theme with LOTUSWEAR Performance Fabric for the seats
- Emeya 900 SPORT CARBON: extended exterior carbon pack, extended interior carbon pack, active rear diffuser, active front air dam, massaging & ventilated front seats, soft-close doors
The 2026 versions of the Lotus Eletre and Emeya are available now and are expected to hit showrooms this summer. Per Lotus, the 600 trims of the Eletre and Emeya each start at a price of £84,990 ($110,00). You can peruse all the standard features and how all the new variants vary in price on the Lotus website
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Paris’ bike-share system, Vélib has long been considered one of the shining success stories of urban micromobility. With a massive fleet of over 20,000 pedal and electric-assist bicycles around Paris, the service has helped millions of residents and tourists get around the City of Light without needing a car or scooter. But lately, a growing problem is threatening to knock the wheels off this urban mobility marvel: theft and joyriding.
According to city officials and the service operator, more than 600 Vélib bikes are now going missing every single week. That’s over 30 bikes a day simply vanishing from the system – some stolen outright, others taken on “joy rides” and never returned.
“At the moment we’re missing 3,000 bikes,” explained Sylvain Raifaud, head of the Agemob company that currently operates the Velib system. That’s nearly 15% of over 20,000 Vélib bikes across Paris.
The sticky-fingered culprits aren’t necessarily professional thieves or organized crime rings. Instead, they’re often regular users who treat the shared bikes like disposable toys.
The city estimates that many people have figured out how to pry the bikes out of the system’s parking docks, unlocking one for a casual cruise and then ditching it somewhere far from a docking station.
Once pried free, the bikes are technically usable for the next 24 hours until their automatic locking feature kicks in. At that point, the bikes are often simply abandoned. Some end up in alleyways. Others get tossed in rivers. A few just disappear completely.
And since the bikes are intended to be parked at their many docking stations around the city, they don’t have GPS chips, further complicating recovery of “liberated” bikes.
The issue started small but has grown into more than an inconvenience – it’s beginning to undermine the entire purpose of the service. With bikes going missing at such a high rate, many Vélib docking stations are left empty, especially during rush hours.
Riders looking for a quick commute or a convenient hop across town are increasingly finding themselves without available bikes, or having to walk long distances to find a functioning one.
That kind of unreliability chips away at user confidence and threatens to drive potential riders back into cars, cabs, or other less sustainable forms of transport at a time when Paris has already made great strides to dramatically reduce car usage in the city.
The losses are financially painful, too. Replacing stolen or vandalized bikes isn’t cheap, and the resources spent on tracking down missing equipment or reinforcing anti-theft measures are stretching thin. Vélib has faced theft and vandalism issues before, especially during its early years, but this latest surge has officials sounding the alarm with renewed urgency.
Officials acknowledge that there’s no easy fix. Paris, like many cities with bike-share systems, walks a fine line between accessibility and accountability. Part of what makes Vélib so successful is its ease of use and widespread availability. But those same features make it vulnerable to misuse – especially when enforcement is limited and the consequences for abuse are minimal.
The timing of the problem is especially unfortunate. In recent years, Paris has seen impressive results in reducing car traffic, expanding bike lanes, and promoting cycling as a key part of its sustainable transport strategy. Vélib is a cornerstone of that plan. But if the system becomes too unreliable, it risks losing the very people it was designed to serve.
Meanwhile, as Parisians increasingly find themselves staring at empty docks, the challenge for the city and Vélib will be to restore confidence in the system without making it harder to use. That means striking the right balance between freedom and responsibility, between open access and protection against abuse.
In a city where cycling is supposed to be the future of mobility, losing thousands of bikes to joyriders and sticky fingers isn’t just frustrating; it’s unsustainable.
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