The short answer is that they are able to do so. They are one of the few manufacturers that uses double wishbone suspension front and rear, and they place the coilover shock assembly at a steep angle with the top mounting point inboard to maximize suspension leverage against it. That's a design most commonly associated with dedicated race cars. They sacrifice a lot of space in the nose of the car to do that, space that other manufacturers would dedicate to storage or other mechanical systems.
Many steel unibody designs couldn't accommodate that sort of design at all because of the needed position and design of the frame rails and crumple zones. So Lotus are doing a very special and uncompromising thing, for a production street car. Even mid-engine cars like the Cayman don't dedicate this much room, they use a McPherson strut suspension which is horizontally compact to save the space so they can dedicate it to frunk storage in the nose. My hat is off to Lotus for it.
Example below to show the geometry, I think this is an Evora GT4. Exact details vary from model to model but the general layout is very similar on all the modern ones, including the Emira. I've placed an arrow highlighting the steering axis point. There's a ball joint there, and another one at the bottom. You can see it's quite far inboard, and the distance between that point and the wheel mounting face determines the needed wheel offset to position the tire's contact patch appropriately. It's part of what contributes to that legendary Lotus steering feel.
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Here's an Emira in production... you can see the general geometry is similar. Tons of inboard room for wheel/tire.
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chapeau
