ABT Sportsline arbeitet derzeit mit Hochdruck an der Kemptner Version des neuen VW Beetle. Herzblut ist bei der Entwicklung der Komponenten auch dabei, wie Hans-Jürgen Abt betont. Denn der Geschäftsführer des weltweit größten Veredlers von Fahrzeugen aus dem Volkswagenkonzern schwärmt noch heute von seinem ersten „Krabbeltier“ aus Wolfsburg: „Wir pflanzten dem Käfer einen 90-PS-Motor aus dem VW Bus ein, dazu ein knackiges Fahrwerk, eine Frontspoilerlippe und einen Spoiler am Heck. Besonders auf den Kurvenstrecken hier im Allgäu machte das Auto richtig Spaß.“

Auch der neue Beetle soll ein agiles Spaßmobil, eben ein echter Speedle, werden. Wie sein erfolgreicher, mehr als 50 Jahre lang gebauter Vorgänger, muss er auch absolut zuverlässig sein. Ein Käfer läuft und läuft und läuft – so war es und so muss es auch in Zukunft sein.
„In puncto Leistungssteigerung kann es für uns also nur darum gehen, mit ausgewogenen ABT POWER Paketen maximalen Spaß mit maximaler Zuverlässigkeit und Alltagstauglichkeit zu verbinden“, erklärt Hans-Jürgen Abt. Derzeit werden daher die Motoren des ABT Beetle auf Herz und Nieren getestet, weshalb die exakten Leistungswerte noch nachgereicht werden.

Die realistischen Größenordnungen basieren auf den Erfahrungen der Entwicklungsabteilung von ABT: Beim 1.2 TSI werden aus serienmäßigen 105 PS (77 kW) zirka 140 PS (103 kW), beim 1.4 TSI (Serie: 160 PS/118 KW) sind rund 210 PS (154 kW) zu erwarten. „Der Zweiliterturbo leistet bei VW 200 PS bzw. 147 kW, wir gehen davon aus, dass die ABT Version 230, 240 PS auf die Straße bringen wird“, sagt Hans-Jürgen Abt. Auch die Diesel-Varianten des Beetle werden ökonomisch sinnvolle Speedle sein: Der Selbstzünder mit 1,6 Liter Hubraum wird statt 105 PS (77 kW) wohl 125 PS (92 kW) leisten, der 2.0 TDI 170 PS bzw. 125 kW (Serie: 140 PS/103 kW). Die ABT Fahrwerksfedern werden schließlich dafür sorgen, dass der tolle Käfer nicht nur auf Allgäuer Kurvenstrecken Spaß macht.

Und selbstverständlich ist der ABT Beetle auch optisch ein ganz besonderes Auto – der knuffige Rundling ist sozusagen ein Typ mit Ecken und Kanten. Sein tiefer Schwerpunkt zeigt, dass er kein Biedermann ist. Frontspoiler, Heckblende, Heckschürzeneinsatz mit Endschalldämpfern und ovalen Endrohren oder auch die Seitenschweller betonen die klassische Karosserieform des Beetle. Mit den Front- und Heckscheinwerferblenden wirkt das Auto sympathisch, frisch und pfiffig. Oder um es mit einem Zitat aus dem Filmhit „Ein toller Käfer“ zu sagen: „Hey, er ist ein netter kleiner Kerl“ – und wie „Herbie“ trotzdem ein echter Sieger. Dekorsets gehören seit damals zum Käfer, ABT Sportsline verknüpft nun Retro-Style mit aktuellen Trends, denn der „Speedy-Beetle“ ist kein ewig Gestriger. Er steht sowohl für Hier und Jetzt als auch auf schicken ABT DR Rädern in selbstbewussten 19 Zoll. Die extravaganten Felgen sind natürlich – wie immer bei ABT Sportsline – auch in Verbindung mit Hochleistungsreifen erhältlich. Auch wenn es weitere Details und das Datenblatt zum neuen ABT Beetle erst in Kürze gibt, steht eines schon fest: dass das Auto eine runde Sache wird.

Quelle: ABT

Audi TT RS Coupé und TT RS Roadster nun auch mit S tronic erhältlich Siebengang – Doppelkupplungsgetriebe ermöglicht schnellen Gangwechsel ohne spürbare Zugkraftunterbrechung Hoher Wirkungsgrad senkt Kraftstoffverbrauch

Ingolstadt, Oktober 2010 – Der Audi TT RS, das Topmodell der TT-Familie, ist nun auch mit einem Siebengang-Doppelkupplungsgetriebe bestellbar. Damit beeindruckt die von der quattro GmbH entwickelte puristische Fahrmaschine mit blitzschnellen Schaltvorgängen und einer in ihrer Klasse wegweisenden Effizienz. So begnügt sich der TT RS Coupé im Mittel mit 8,5 Liter Kraftstoff auf 100 km und einem CO2-Ausstoß von nur 197 g/km.

Jetzt liefert Audi den TT RS neben der Version mit Sechsgang-Handschaltgetriebe auch mit einem Siebengang – Doppelkupplungsgetriebe S tronic, das Dynamik, Komfort und Effizienz perfekt vereint. Der Schaltvorgang erfolgt durch den Wechsel der beiden Kupplungen binnen weniger Hundertstelsekunden; er läuft fließend und hochkomfortabel ab, ohne wahrnehmbare Unterbrechung der Zugkraft.

In jedem Bereich auf hohe Effizienz hin konzipiert: Der siebte Gang ist als drehzahl- senkender Overdrive lang übersetzt und reduziert so den Verbrauch. Der Fahrer hat die Wahl zwischen zwei vollautomatischen Modi und dem manuellen Modus, in dem er die Gänge mittels der Schaltwippen am Lenkrad oder per Wählhebel wechselt. Zusätzlich bietet eine „Launch Control“ die nahezu perfekte Beschleunigung aus dem Stand heraus – mit geballter Turbo-Power und minimalem Reifenschlupf. Damit beschleunigt der TT RS mit S tronic noch rasanter als mit dem Handschalt- getriebe. Bereits in 4,3 Sekunden werden mit dem Coupé aus dem Stand 100 km/h erreicht. Die Höchstgeschwindigkeit ist bei 250 km/h elektronisch abgeregelt. Die Begrenzung kann auf Wunsch aufgehoben werden.

Der einzigartige 2,5-Liter TFSI 5-Zylinder-Motor im Audi TT RS wurde im Juni 2010 mit dem „International Engine of the Year Award“ ausgezeichnet. Mit den Audi- Kerntechnologien Turboaufladung und FSI-Direkteinspritzung ausgestattet, leistet das Kraftpaket bei 5.400 bis 6.500 U/min 250 kW (340 PS) und erreicht bei 1.600 bis 5.300 U/min ein maximales Drehmoment von 450 Nm. Der Fünfzylinder sorgt im Zusammenspiel mit dem permanenten Allradantrieb quattro und einem Hochleistungsfahrwerk für fulminante Fahrleistungen.

Die Auslieferung des TT RS mit S tronic beginnt im Oktober zum Preis von 58.300 Euro für das Coupé und 61.150 Euro für den Roadster.

Der Audi-Konzern hat im Jahr 2009 rund 950.000 Automobile der Marke Audi verkauft. Das Unternehmen erreichte bei einem Umsatz von € 29,8 Mrd. ein Operatives Ergebnis von € 1,6 Mrd. Audi produziert an den Standorten Ingolstadt, Neckarsulm, Győr (Ungarn), Changchun (China) und Brüssel (Belgien). Ende 2007 startete die CKD-Produktion des Audi A6 und Anfang Oktober 2008 die des Audi A4 in Aurangabad in Indien. Seit Mai 2010 läuft der neue Audi A1 im Werk Brüssel vom Band. Das Unternehmen ist in mehr als 100 Märkten weltweit tätig. 100-prozentige Töchter der AUDI AG sind unter anderem die AUDI HUNGARIA MOTOR Kft., die Automobili Lamborghini Holding S.p.A. (Sant’Agata Bolognese/Italien) und die quattro GmbH (Neckarsulm). Audi beschäftigt derzeit weltweit rund 58.000 Mitarbeiter, davon 45.400 in Deutschland. Um den „Vorsprung durch Technik“ nachhaltig zu sichern, plant die Marke mit den Vier Ringen von 2010 bis 2012 insgesamt € 5,5 Mrd. zu investieren, überwiegend in neue Produkte. Bis 2015 will Audi die Anzahl seiner Modelle auf 42 erweitern.

Audi nimmt seit langem auf vielen Ebenen seine gesellschaftliche Verantwortung wahr – im Sinne einer lebenswerten Zukunft für künftige Generationen. Umweltschutz, Ressourcenschonung, internationale Wettbewerbsfähigkeit und eine zukunftsfähige Personalpolitik bilden deshalb die Geschäftsgrundlage für den nachhaltigen Erfolg von Audi. Das umweltpolitische Engagement der AUDI AG manifestiert sich auch in der neu gegründeten Audi Stiftung für Umwelt.

• Hochleistungssportwagen von Audi mit leichtem Stoffverdeck
• Eigenständige Linienführung, Karosserieteile aus Carbon
• V10-Mittelmotor mit 386 kW (525 PS) und überragenden Fahrleistungen

Überragende Fahrleistungen und atemberaubende Dynamik, vereint mit dem intensiven Erlebnis des offenen Fahrens: Audi präsentiert den R8 Spyder 5.2 FSI quattro. Sein leichtes Stoffverdeck hat einen vollautomatischen Antrieb, einige Bereiche der Karosserie bestehen aus Kohlefaser-Verbundmaterial.

Der V10-Motor leistet 386 kW (525 PS), er katapultiert den offenen Zweisitzer in 4,1 Sekunden aus dem Stand auf 100 km/h und macht ihn 313 km/h schnell. Der R8 Spyder 5.2 FSI quattro bildet das neue Topmodell des Audi-Programms – mit Technologien wie der Audi Space Frame-Bauweise (ASF), dem permanenten Allradantrieb quattro, den Voll-LED-Scheinwerfern und dem innovativen optionalen Gurtmikrofon.

Der R8 Spyder 5.2 FSI quattro ist ein souveränes Statement. Seine Linienführung fasziniert mit ihrem skulpturalen Charakter, sie interpretiert die Dynamik und die Emotionalität des Hochleistungssportwagens auf eigene Art. Im Unterschied zum Coupé entfallen die sideblades hinter den Türen; die Seitenteile bestehen aus Kohlefaser-Verbundmaterial, ebenso wie der große Deckel über der Verdeckablage. Zwei gewölbte Hutzen, die sich bis zur Abrisskante ziehen und große Lüftungsöffnungen integrieren, verleihen dem Rücken des offenen Zweisitzers ein kraftvolles Profil.

Wie jeder offene Audi hat der R8 Spyder 5.2 FSI quattro ein Verdeck aus Stoff – eine konsequente Lösung für einen Hochleistungssportwagen. Das Softtop wiegt nur etwa 30 Kilogramm und hält so das Gesamtgewicht und den Fahrzeugschwerpunkt niedrig. Es nimmt in geöffnetem Zustand wenig Platz in Anspruch; geschlossen fügt es sich harmonisch in die Designlinie ein. Es läuft in zwei schlanken Finnen aus, die sich zum Heckabschluss ziehen, und dabei die gestreckte Silhouette betonen.

Das Softtop hat einen elektrohydraulischen Antrieb. Es öffnet und schließt sich binnen 19 Sekunden, auch in Fahrt bis maximal 50 km/h. Beim Öffnen faltet es sich Z-förmig in seine Ablage über dem V10-Motor, dabei bewegt sich die Abdeckklappe automatisch. Die beheizbare Glasscheibe ist, vom Verdeck getrennt, in die Schottwand versenkt. Sie lässt sich per Schalter separat ein- und ausfahren, bei geöffnetem wie geschlossenem Verdeck. Ein zusätzliches Windschott mit einer Netz-Struktur ist Serie; zwei Handgriffe genügen, um es in die Schottwand hinter den Sitzen einzuklinken.

Das Verdeck besteht aus einer Außenhaut aus dichtem Textilgewebe und dem Innenhimmel, es ist uneingeschränkt Highspeed-tauglich. Im geschlossenen R8 Spyder liegt das Geräuschniveau bei mittleren Geschwindigkeiten kaum höher als im Coupé. Die Schottwand integriert einen Überrollschutz, der aus zwei starken, von Federn vorgespannten Platten besteht. Kopf-/Thorax-Sidebags, in den Sitzlehnen untergebracht, schützen die Passagiere bei einem Seitencrash, bei einem Frontaufprall stehen Fullsize-Airbags auf Posten. Bei einem Heckcrash verringert das integrale Kopfstützensystem die Gefahr eines Schleudertraumas.

Der R8 Spyder 5.2 FSI quattro wiegt – in der Version mit Handschaltung – nur 1.720 Kilogramm. Er verdankt es in erster Linie seiner Aluminium-Karosserie, die der Audi Space Frame-Bauweise (ASF) folgt. Im Bereich der Schweller, des Mitteltunnels, der Rückwand, des Bodens und der A- und B-Säulen ist sie verstärkt – dennoch bringt sie nur 216 Kilogramm auf die Waage, gerade mal sechs Kilogramm mehr als beim R8 Coupé. Mit ihrer hohen Steifigkeit legt die ASF-Karosserie, die einen Motorrahmen aus ultraleichtem Magnesium integriert, die Basis für das dynamische Handling und für die souveräne Sicherheit. Liebe zum Detail: Das Design

Viele Details dokumentieren die Liebe, mit der die Audi-Designer den R8 Spyder 5.2 FSI quattro gestaltet haben. Die Lufteinlässe im Bug, die zur Anströmung der drei Wasserkühler dienen, und die Lippe der Frontschürze tragen hochglänzendes Schwarz. Die Streben im breiten, flachen Singleframe-Grill haben feine Chromauflagen. Die serienmäßigen Voll-LED-Scheinwerfer sind technische Kunstwerke. Ihre Reflektoren wirken wie geöffnete Muschelschalen; das Tagfahrlicht erscheint als homogenes Band, obwohl es aus 24 einzelnen LEDs besteht, die eine Kurve am unteren Rand des Scheinwerfers bilden.

Mit den Voll-LED-Scheinwerfern liegt Audi im internationalen Wettbewerb an der Spitze. Leuchtdioden erzeugen hier das Abblendlicht, das Fernlicht, das Tagfahrlicht und das Blinklicht. Das LED-Licht ist mit seiner Farbtemperatur von 6.000 Kelvin dem Tageslicht sehr ähnlich, deshalb schont es die Augen bei Nachtfahrten. Die exzellente Lichtverteilung, die hohe Lebensdauer und der extrem niedrige Energieverbrauch sind weitere Stärken.

Die Seitenschweller des R8 Spyder 5.2 FSI quattro sind breit und kantig geformt, V10-Badges auf den Flanken weisen auf die Power des Motors hin. Am Heck betont eine dunkle Fläche zwischen den Rückleuchten die Breite. Die Kammern der Leuchten sind dunkelrot eingefärbt; LEDs erzeugen ein dreidimensionales Lichtbild. Die Abgasanlage endet in zwei großen, ovalen Endrohren, und der voll verkleidete Unterboden mündet in einem hoch nach oben gezogenen Diffusor. Der Heckspoiler fährt bei höheren Geschwindigkeiten selbsttätig aus.

Audi liefert den R8 Spyder 5.2 FSI quattro mit drei Farben für das Verdeck aus. Bei der Karosserie stehen elf Lackierungen zur Wahl, Metallic- und Perleffektlackierungen sind bereits Serie. Der Frontscheibenrahmen trägt eine glänzende Auflage aus eloxiertem Aluminium.

Sportlicher Luxus: Der Innenraum

Im Innenraum bietet der offene Zweisitzer von Audi großzügige Platzverhältnisse. Das dreispeichige Multifunktions-Sportlederlenkrad hat einen unten abgeflachten Kranz, wie in einem Rennwagen, und die tief montierten, elektrisch einstellbaren Sitze führen und unterstützen den Körper perfekt.

Die Verarbeitung ist von höchster Qualität, die Bedienung klar und logisch strukturiert; in das serienmäßige Fahrerinformationssystem ist ein Laptimer zum Festhalten von Rundenzeiten integriert. Die Instrumente und der Schaltknauf tragen rote Ringe; die Pedale, die Fußstützen und die Schaltwippen der optionalen R tronic sind in Aluminiumoptik gehalten. Zu den Highlights der Serienausstattung zählen eine großzügige Volllederausstattung in der Qualität Feinnappa, ein exzellentes Soundsystem von Bang & Olufsen, eine Komfortklimaautomatik und beheizbare Sitze. Sechs Innenraumfarben stehen zur Wahl.

Viele weitere feine Features dokumentieren den Top-Status des Audi R8 Spyder

5.2 FSI quattro. Das Leder der Sitze trägt eine Farbpigmentierung, die den Infrarot-Anteil im Sonnenlicht reflektiert und so die Aufheizung um bis zu 20 Grad Celcius reduziert. Türeinstiegsleisten mit Aluminiumauflagen und Applikationen in schwarzem Seidenlack vermitteln eine Atmosphäre luxuriöser Sportlichkeit. In die hintere Schottwand ist eine Ablage integriert, die drei Staufächer bereithält, in einem davon findet der optionale CD-Wechsler oder das auf Wunsch erhältliche Audi music interface Platz. Im Fahrzeugbug kommen 100 Liter Gepäck unter.

Die neue Ausbaustufe des Navigationssystems plus mit MMI-Bedienlogik ist im R8 Spyder 5.2 FSI quattro ebenfalls Serie; sie besticht durch verbesserte Auflösung und besonders schnelle Routenberechnung. Ihre sichtbarste Neuerung ist der hochauflösende 6,5-Zoll-Bildschirm; in der topographischen Kartendarstellung kann man den gewählten Ausschnitt in alle Richtungen scrollen. Das System lässt sich optional mit einer Rückfahrkamera kombinieren, die als Einparkhilfe dient.

Auf Wunsch liefert Audi hochindividuelle Extras wie exklusive Lederpakete sowie spezielle Dekoreinlagen. Eine Weltneuheit ist das optionale Gurtmikrofon für die Freisprechanlage – es erlaubt, auch bei geöffnetem Verdeck auf der Autobahn zu telefonieren. Hier sind in beiden Gurtbändern je drei kleine, flache Mikrofone integriert; mindestens eines von ihnen befindet sich bei angelegtem Gurt in der idealen Position zum Sprecher. Ein viertes Mikrofon ist am Frontscheibenrahmen untergebracht.

Kompromisslose Power: Der Antrieb

Der Audi R8 Spyder 5.2 FSI quattro, der in Zusammenarbeit mit der quattro GmbH entwickelt wurde, fasziniert mit seiner kompromisslosen Performance. Der V10 mit dem Aluminium-Kurbelgehäuse, der in weiten Bereichen von Hand montiert wird, steht in der großen Motorsporttradition von Audi. Bei 6.500 Touren stemmt der Sauger 530 Nm Drehmoment; bei 8.000 1/min liegt die Höchstleistung von 386 kW (525 PS) an, und erst bei 8.700 1/min ist die Drehzahlgrenze erreicht. Die spezifische Leistung beträgt 100,9 PS pro Liter Hubraum, jedes PS muss nur 3,3 Kilogramm Gewicht bewegen.

Die Fahrleistungen umreißen das gewaltige Potenzial: 0 – 100 km/h in 4,1 Sekunden, 0 – 200 km/h in 12,7 Sekunden, Topspeed 313 km/h in der Version mit dem Sechsgang-Schaltgetriebe. Mit steigender Last und Drehzahl entwickelt der Motor den unverwechselbaren vollen Zehnzylinder-Sound von Audi, ein kraftvoll-kehliges Fauchen mit musikalischer Klangfarbe.

Der 5,2-Liter arbeitet als Direkteinspritzer nach dem FSI-Prinzip. Es ermöglicht eine Verdichtung von 12,5 : 1, die zur hohen Leistung und zur guten Effizienz im Umgang mit dem Kraftstoff beiträgt. Der R8 Spyder 5.2 FSI quattro mit Handschaltung verbraucht auf 100 km im Mittel 14,9 Liter (mit R tronic: 13,9 Liter) Kraftstoff – ein geringer Wert angesichts seiner Power. Die Trockensumpfschmierung, eine weitere Technologie aus dem Motorsport, sichert die Ölversorgung auch bei der maximal möglichen Querbeschleunigung von 1,2 g.

Auf Wunsch gibt Audi dem R8 Spyder 5.2 FSI ein automatisiertes Sechsganggetriebe mit. Die R tronic bietet ein Normal- und ein Sportprogramm sowie einen vollautomatischen und einen manuellen Modus – hier kann der Fahrer die Gänge über den Joystick auf dem Mitteltunnel oder mit den Wippen am Lenkrad blitzschnell wechseln. Zudem hat der offene Sportwagen die „Launch Control“ an Bord – ein Programm, das beim Start das volle Beschleunigungspotenzial ausschöpft, indem es das Einrücken der Kupplung perfekt managt.

Der permanente Allradantrieb quattro, der mit einer zentralen Visco-Kupplung arbeitet und stark heckbetont ausgelegt ist, leitet die Kräfte auf alle vier Räder. Im Zusammenspiel mit dem Sperrdifferenzial an der Hinterachse gewährt er das entscheidende Plus an Traktion, Stabilität, Kurvengeschwindigkeit und Präzision – er ist die überlegene Technologie gerade für einen Hochleistungssportwagen.

Faszinierende Performance: Das Fahrwerk

Der Audi R8 Spyder 5.2 FSI quattro weist einen Radstand von 2,65 Meter und eine Achslastverteilung von 43 zu 57 Prozent auf. Wie in einem Rennwagen führen doppelte Dreieckslenker aus Aluminium alle vier Räder, die hydraulische Zahnstangen-Servolenkung vermittelt hochpräzisen Fahrbahnkontakt.

Die Abstimmung gewährt guten Komfort, auch dank der serienmäßigen Technologie Audi magnetic ride. Sie nutzt Magnetfelder in den Stoßdämpfern, um deren Arbeitsweise innerhalb von Millisekunden den Anforderungen der Straße und dem Stil des Fahrers anzupassen.

Der Fahrer kann zwischen zwei Grund-Kennfeldern wählen. Auf Wunsch liefert Audi ein Sportfahrwerk mit konventionellen Dämpfern.

Der R8 Spyder 5.2 FSI quattro rollt auf 19-Zoll-Rädern im 10-Speichen-Y-Design. Die vorderen Felgen sind mit Reifen im Format 235/35 überzogen, an der Hinterachse beträgt die Größe 295/30 optional sind sogar Reifen in der Dimension 305/30 erhältlich. Die Bremsanlage liefert imposante Performance: Ihre vier Scheiben sind innen belüftet und gelocht, Achtkolben-Sättel nehmen die vorderen, Vierkolbensättel die hinteren Scheiben in die Zange. Auf Wunsch montiert Audi besonders große Scheiben aus Kohlefaser-Keramik, die extrem leicht, standfest und langlebig sind. Das Stabilisierungssystem ESP bringt einen Sportmodus mit und lässt sich auch ganz abschalten. An Steigungen erleichtert eine Assistenzfunktion in der Bremsanlage das Anfahren.

Der Audi R8 Spyder 5.2 FSI quattro entsteht in einer Manufaktur der quattro GmbH im Werk Neckarsulm; seine Fertigung vollzieht sich, auch im Bereich des ASF, zum großen Teil per Handarbeit. Der offene Zweisitzer geht im ersten Quartal 2010 in Deutschland an den Start, der Verkauf beginnt dieser Tage. Sein Grundpreis beträgt 156.400 Euro.

Komfortabel wie eine Limousine, elegant wie ein Coupé und beinahe so praktisch wie ein Avant – das sind die Stärken des neuen Audi A5 Sportback. Bei ABT Sportsline kommt noch ein vierter Punkt dazu: Dynamisch wie ein reinrassiger Sportwagen. Diese besonderen Eigenschaften verbinden sich zu einem harmonischen, fahraktiven Ganzen, das den Namen AS5 Sportback trägt. „Mit einer deutlichen Betonung des Wortes Sport’“, wie Christian Abt der für die technischen Belange des weltgrößten Veredlers von Fahrzeugen des Volkswagenkonzerns zuständige Geschäftsführer, feststellt. Der renommierte Motorsportler hat Leistung und Fahrwerkskomponenten wie ABT Federn und ABT Gewindesportfahrwerk auf die vielseitigen Anforderungen des Sportback-Konzeptes und seine Besitzer abgestimmt. Das Ergebnis bietet Fahrspaß ohne Kompromisse, aber auch volle Alltagstauglichkeit eines idealen Reiseautos.

Natürlich ist der ABT AS5 Sportback in jeder Situation ein überlegenes Fahrzeug. Dafür sorgen die optimierten Triebwerke. Speziell der bärenstarke 3.0 TDI zeichnet sich durch überlegene Kraft aus, ohne die Spritkosten in die Höhe zu treiben. Aus den serienmäßigen 240 PS (176 KW) werden mit ABT POWER 282 PS (207 kW). Mit ABT POWER S liegen sogar 310 PS (228 kW) an. Das reicht, um das schicke und praktische Coupé in 5,8 Sekunden aus dem Stand auf Tempo 100 km/h zu katapultieren. 610 Nm Drehmoment sorgen für kraftvollen Durchzug und dynamischen Vorwärtsdrang. Ein echter Allgäuer Athlet wird der AS5 Sportback auch mit dem 2.0 TFSI, der durch ABT POWER statt 180 PS (132 kW) stolze 275 PS (202 kW) leistet. Passend zum enormen Potential des schnellen Fahrzeugs hält der Veredler die ABT Bremsanlage mit 345 Millimeter Scheibendurchmesser oder die mächtige ABT Sportbremsanlage parat. Gewaltige 380 Millimeter Scheibendurchmesser und acht Kolbenbremssättel sorgen für optimale Verzögerungswerte.

Damit der vielseitige Sportler seine Herkunft auch zeigt, haben die äbte dem neuen Spross der AS5-Familie sehr edle Karosserie-Elemente spendiert: Frontschürze, Frontgrill, Kotflügelseinsätze und das Heckschürzenset lassen das Coupé aus jedem Blickwinkel noch kraftvoller wirken. Die Rückansicht mit dem typischen 4-Rohr-Endschalldämpfer, der sich in die Heckschürze auf machtvolle Art integriert, wird mit der „großen Klappe“ des Sportback zu einer Einheit. Die ABT Räder vom Typ AR oder BR in Größen von 18 bis 20 Zoll runden das Erscheinungsbild des AS5 Sportback ab. Selbstbewusst und schnell, so sieht die neueste Kreation aus dem Hause ABT Sportsline schon im Stand aus. Und auf der Straße fährt sie auch so.

The Morgan Aero 8 is the lightest V8 sports car in the world. 2008 sees the start of production of the new 4.8 litre V8 version. The latest BMW V8 engine takes Morgan performance to the next level.

The new engine adds 13% more power, raising output to 367Bhp, giving a power to weight ratio of over 315 Bhp/tonne, enough to propel the car from 0 – 60 mph in just 4.2 seconds and on to a top speed of 170 mph.
New for Morgan is an automatic gearbox option. ZF’s latest 6 HP26 six speed gives even better performance than a manual gearbox due to its special lock up clutch, low power loss design and instant change characteristic. The automatic is useable either as a full automatic for more relaxed driving or in sport manual mode when the bespoke gear lever will hold the engine revs up to the maximum in each gear, increase change speed and ‘blip’ the throttle to smooth down changes.
The efficiency of the new engine and gearbox combination deliver the extra power and performance with a reduction in CO2 emissions. Thanks to Morgan’s clever lightweight design and efficient engine/gearbox combination the European drive cycle emission level, at 260 g/km, proves supercar performance does not need to come at enormous cost to the environment.
New instrumentation, a repositioned fuel tank for better weight distribution and significantly increased luggage space and larger air intakes and exits on the wings distinguish the new model.
Over 600 Aero 8s have now left the Malvern factory. This year production combined with the AeroMax will add another 140 cars to the total. There is a flourishing Aero Eight Club offering Aero drivers the opportunity to take their cars onto European race tracks and to follow the fortunes of the three Aero 8’s competing in the International FIA GT3 Race series.

The 79th International Geneva Motor Show sees the introduction of the exciting new 2010 Model Year Lotus Exige S with a newly designed front end, a new rear wing and impressive emissions of just 199 g/km CO2.

The Lotus Exige is a renowned high performance coupe that has a well earned reputation of choice for drivers who demand uncompromised performance, both on the road and on the track.

Lotus has always pursued efficiency and fuel economy and for the 2010 Model Year Lotus Exige S, Lotus has reduced the emissions to only 199 g/km CO2 and increased the fuel economy to an impressive 8.5 litres/100 km on the Official European Combined Cycle and a frugal 6.5 litres/100 km on the Official European Extra Urban Cycle.

The 2010 Model Year also sees the introduction of a few key changes to the Exige to enhance the look and improve aerodynamic performance. A restyled front end and new larger, rear wing that not only reduces drag, but also gives a more muscular stance enhancing the lightweight shrink-wrapped look of the whole car.

The composite rear wing is based on the design from the Exige GT3 road car concept shown at the Geneva Motorshow in 2007. Compared to the 2009 Model Year Exige tailgate mounted wing it is 181 mm wider and mounted 46 mm higher and 61 mm further back. It is attached to the rear bodyshell clam via rear end plates which not only increases the stiffness of the whole structure but also ensures that as much of the airflow as possible passes over the rear wing. This careful airflow management increases stability, reduces drag and, most importantly, maintains the impressive downforce figures of 42 kg at 160 km/h.

The restyled front end includes a larger, more angular air intake mouth to help funnel more air through the radiator, to improve the efficiency of the engine system. Ahead of the front wheels on either side of the main aperture, two larger air intakes increase the airflow to the twin oil coolers. Horizontal vanes bisect these oil cooler air-intakes to stabilise the airflow to further increase the cooling efficiency.

Since the Exige S2 was launched in 2004, the power has increased from 190 hp through 220 hp to 240 hp in standard road form – more for the track centric Exige Cup 260 – and the new larger air intakes improve engine cooling for these current higher powered Exige variants.

Mounted below the three new air intakes is a new aerodynamic splitter for the 2010 Model Year Exige. Made from a lightweight composite, the splitter is now extended to wrap around the whole of the front end and chiseled side lips are raised to deflect air around the tyres to reduce drag.

Mike Kimberley, Chief Executive of Group Lotus plc said, “Over the years, the Lotus Exige has developed a hardcore fan base around the world and its popularity has placed it as one of the legendary sportscars of the 21st century. So far, over 5000 Exiges have been hand-built at our high-tech manufacturing facility making it a significant contributor to our global production. The lightweight Exige has one of the highest specific power outputs of any globally emissions certified car and 133 hp per litre is a perfect demonstration of Colin Chapman’s philosophy of performance through light weight and of Lotus’ relentless pursuit of efficiency. The same technology that makes a lightweight car a high performer also makes it efficient – how many cars have performance figures of 0 – 100 km/h in 4.77 secs but produce only 199 g/km CO2?”

Like all Lotus cars, the functional components of the car are also beautifully designed as Russell Carr, Chief of Lotus Design, explains, “For 2010 we have taken the already visually extreme Exige and given it even more visual drama. The changes we have integrated into the front and rear of the Exige signal an even clearer and purposeful intent. The purposeful rear wing is race inspired, the new angular air intakes and full width splitter gives a more hard-edged and aggressive look. Overall, the Exige appears more planted and gives the illusion that both the front and rear of the car are wider than they really are without losing its agile and lithe character.”

Roger Becker, Director of Vehicle Engineering said, “The changes we have made to the Exige for 2010 Model Year are quite subtle when taken individually, but taken as a complete package they make significant improvements to aerodynamics and the overall look of the car. The Exige is a classic fit-for-purpose performance machine, the design tweaks we have made have reduced the drag, cleaned up the airflow around the front and rear of the car, whilst retaining the impressive balanced downforce figures, to give an exciting high performance drive.”

The specification of the highly successful 2009 Model Year Exige Cup 260, unveiled at the Paris Motorshow in 2008 remains unchanged. The 2010 Exige in more detail: Driver and passenger airbags are standard on all models while an on-board Tyre Pressure Monitoring System is standard in the USA. The instrument pack in the Exige contains much more than just a pair of stylishly back-lit dials. It also features a high-definition LCD message panel that can display a scrolling text message with vehicle systems information. The instrument pack always displays the fuel gauge, engine temperature and odometer, however you can select to display the time, trip distance or a digital read-out of your speed in the opposite calibration to that of your speedometer dial – if your dial is in mph, the readout is in km/h.

Warning symbols are ‘secret until lit’, keeping the instrumentation free from visual clutter and distraction until necessary. Gearchange ‘shift’ lights similarly remain hidden until required. There are three shift up warning lights, cumulatively lighting when the driver is getting closer to the rev limiter and when all three are illuminated, they flash to indicate that you should have changed up a gear by now!

A “key” issue

The Exige has a “Thatcham approved” alarm/immobiliser system and the ignition key incorporates the controls for the alarm/immobiliser and central locking functions. This key features three buttons, the one which locks the doors and sets the alarm/immobiliser is stylishly crowned with the famous Lotus roundel. The second button unlocks the doors and de-actives the alarm/immobiliser, and the final button is a panic alarm button.

The contents of the Touring pack, for the Exige S includes:

• Full leather or Microfibre suede-effect interior
• Leather trimmed centre console
• Leather handbrake gaiter
• Sound system iPod* connection
• Full carpets, with embroidered logo
• Auxiliary driving lights (in markets where legally allowed)
• Sound insulation kit
• Cup holder

The Exige S Sport pack includes:

• Bilstein sports dampers
• Traction control
• Adjustable front anti-roll bar
• T45 roll bar, with integrated harness mounts

The Exige S Performance Pack – more punch, more ability for Exige S

• 308 mm front cross-drilled and vented discs with AP Racing four piston callipers
• Uprated front and rear brake pads
• Full length upsized roof scoop
• Variable slip traction control
• Uprated clutch plate and cover
• Uprated vehicle performance through enhanced power and torque delivery
• Launch control

With the Exige performance pack, the power is raised to 240 PS / 179 kW (minimum) at 8000 rpm courtesy of a Magnuson/Eaton M62 supercharger, new faster flowing injectors and higher torque clutch system and an upsized roof scoop to feed more air to the supercharger intercooler system. This hike in power, together with an increase in torque to 170 lbft / 230 Nm / 23.5 kgm at 5,500 rpm from the standard 158.6 lbft / 215 Nm / 22 kgm at 5500 rpm, helps whisk the Performance Pack Exige S from zero to 60mph in 4.5 secs and 0-100km/h in 4.77 secs, and on to 100mph in 11.97 secs. Top speed rises to 145 mph. The power and torque of the 240 PS engine is increased across the rev range giving even more flexibility. Despite these high levels of performance the fuel economy is impressive with a new combined figure of 8.5 litres / 100 km and 199 g/km CO2 – reduced from 9.1 litres / 100 km (combined) and 216 g/km CO2 for the 2009 Model Year Exige. Continuous engineering improvements over the last year including careful whole vehicle optimisation has enabled this sportscar to be even better for fuel economy and emissions.

Of course the increased power and straight-line performance are only a couple of elements of the Performance Pack option. The clutch is uprated and a clutch damper fitted; there are thicker, 308mm diameter cross-drilled and vented discs at the front clamped by AP Racing four-piston callipers; the standard brake pads are replaced by uprated pads. Keen to pass on lessons learned on the track with the Exige GT3 racing programme, Lotus Sport has contributed another important track specific technology to the Performance Pack – launch control combined with variable traction control.

From the driver’s seat the track orientated launch control allows you to determine the engine revs you wish to use during a standing start on the track. Having programmed that limit, it will not be exceeded when you then hold down the throttle and sidestep the clutch at departure from the line. The clutch damper cushions the severity of the clutch / transmission engagement to minimise the stresses to the drivetrain (noting that continuous abusive standing start applications will destroy the drivetrain components). The launch control also keeps wheelspin at bay until 6 mph, after which the traction control assumes its duties.

As with launch control, you can dial in the amount of traction control you require from the driver’s seats, altering it on the move to suit driving style and the characteristics of particular corners. The amount of traction control can be varied in over 30 increments from an optimum 7 percent tyre slip to completely off. The message display in the new instrument pack displays what degree of traction control you have currently dialled in. The beauty of all the packs is that they can be combined so a customer can have the additional interior and exterior equipment from the Touring pack with the sport focussed equipment from the Sport pack. Air conditioning, Lotus traction control and limited slip differential are available as stand-alone options.

Customers wanting to add further finishing touches to their Exige – such as specifying adjustable dampers and forged wheels can do so by ordering from an extensive range of accessories.

Colours

The Premium Colour Range has been designed to further enhance the choice for customers to individualise their cars. Most of the paints in this range require a more sophisticated application process and are from our paint supplier’s premium range. The paint colours in this range have been individually priced, and it is Lotus’ intention to extend and change this range at periodic intervals.

The 2010 Model Year Exige S will enter the EU markets in May 2009.
Exige S: 199 g/km CO2
8.5 litres/100 km (33.2 mpg) Combined Cycle
11.9 litres/100 km (23.7 mpg) Urban Cycle
6.5 litres/100 km (43.5 mpg) Extra Urban Cycle

With class leading driving dynamics, fuel economy and emissions of just 205 g/km of CO2, the new Lotus Evora raises the bar for world class high performing sportscars.

The first all-new Lotus since the iconic Elise roadster made its debut in 1995, the Evora enters the sports car market as the world’s only production mid- engined 2+2. The Evora provides a tremendously rewarding driving experience: the mid-engined layout gives exceptional agility and the Lotus engineered suspension ensures incredible ride and handling. Powered by a Lotus-tuned 3.5-litre V6 engine producing 280 PS, and weighing just 1350 kg (prototype specification)*, the Evora delivers an exhilarating experience true to the Lotus DNA characteristics.

With the zero to 100 km/h sprint taking place in just over 5 seconds, a top speed of over 260 km/h (prototype specification)* and an Official European Combined Cycle fuel economy just 8.7 litres / 100 km and emissions of just 205 g/km CO2 the Evora stays true to the ethos of performance through light weight. The other economy figures are equally impressive with Official European Urban Cycle of 12.4 litres / 100 km and 6.5 litres / 100 km for the Official European Extra Urban Cycle all combined with exceptional ride and handling.

Because one of the roles of the Evora is to attract new lifestyle customers, as well as performance aficionado’s to the Lotus brand, the Evora offers a more refined ownership experience than Lotus’ existing smaller four cylinder models. Its elegantly styled cabin is beautifully trimmed and its equipment list includes contemporary features such as an advanced touchscreen multi-media system and electric power-fold door mirrors. Careful attention has also been paid to its ease of use. with wider, taller door apertures, narrower sills and higher seating position making getting in and out of the cabin a less athletic undertaking than it is in Lotus’ smaller sports cars (Elise, Exige, Europa and 2-Eleven), whilst the design of the cabin itself will accommodate two 99th percentile (6ft 5in tall) American males in the front seats.

The ‘convenience factor’ of the Evora extends to all areas of the car. For instance, beneath the skin the entire front-end structure is a high tech aluminium “sacrificial” modular unit, with bolt on attachment to the main extruded aluminium tub. This modular unit is not only designed to deform for maximum safety, and to make the production assembly process more efficient, but also to reduce repair costs in the event of a frontal impact.

The Evora has been designed with global automotive regulations in mind, and future derivatives are planned, these including amongst others, a convertible at a later stage of the six year lifecycle span.

The Evora will be hand crafted and built on a dedicated new assembly line within Lotus’ advanced manufacturing facility at Hethel in the East of England; capacity limitations will restrict production to less than 2000 cars a year, thus ensuring this dynamic new sports car’s rarity and exclusivity.

Mike Kimberley, CEO of Group Lotus plc, has this to say about the exciting new model: “The Evora is the biggest “milestone” Lotus has achieved since the Elise was born 13 years ago and is the start of our bold five year strategic business plan. A plan which includes the introduction of three new cars and advanced new technologies to many more markets around the world. The Evora also represents Lotus core values of performance through light weight and efficiency, proving that you can have performance, fuel economy, elegant design and practicality all in a class leading mid-engine 2+2 sportscar, whilst also meeting all global safety and homologation standards” Mike Kimberley continues, “Looking to the future, we will continue to research, develop and produce lighter, more efficient vehicles which are linked to our extensive and well-regarded work on all aspects of future fuels, alternative engines and electric and hybrid vehicle propulsion system solutions. We all have an environmental responsibility to future generations and the Evora is another example where Lotus is seen to make significant steps towards improving the efficiency and sustainability of the motorcar, helping ‘UK Ltd’ to the forefront of high technology in the motor industry.”

THE EVORA IN DETAIL
Style or function? Have both…

Designed in-house by Lotus Design, the sleek and athletic form uses fluid forms and crisp surfaces to communicate velocity, agility and sophistication. Low and wide with modern cab forward proportions, muscular rear haunches and function optimised hip air intakes shows this is clearly a serious mid engined sportscar that skilfully hides the practicality of its two plus two accommodation.

Russell Carr, Head of Lotus Design, led the Evora’s design team with Steven Crijns, Design Manager responsible for the exterior and Anthony Bushell, Senior Designer, responsible for the interior.

“A cornerstone of the design’s success was working closely with the technical team and board to develop a package that allowed us to get the proportions correct,” says Head of Design Russell Carr, “The asymmetric wheel sizes, the short rear overhang, long front overhang and cab forward visor screen all contribute to giving the car visual movement and an agile stance. This is incredibly important to us because we want the car’s aesthetics to communicate its driving characteristics”

Lotus products have always embodied a perfect balance between form and function and the Evora successfully continues this heritage. “We never lost sight of the fact that, although this car must provide real world useability, sportscars are emotional purchases and that you have to seduce the customer through beguiling looks and exotic persona. We are, therefore, very proud that we have been able to use technical and user functionality to positively drive the design in key areas and create some of the car’s most distinctive features”, says Carr.

Ingress and egress, for example, dictated a minimal “step-over” to get into the Evora. We simply cut away the surface under the door and created a unique and dramatic piece of sculpture that enhances the stance of the car as well as its usability.

Elsewhere, aerodynamic considerations for drag, down force and cooling had significant but positive influence on the overall form and details such as air intakes. A desire to create balanced down force that increases cornering performance led to the adoption of the Lotus “signature” top exit radiator vent, race car inspired diffuser and “floating rear wing”. Drag limitation, drove the dramatic tear-dropped cabin layout and the curvaceous plan view has given the car a more muscular rear shoulder and conveys a level of sophistication appropriate to this market segment. “We believe that our designs should be honest as well as dramatic and so we are really pleased with the fact that these iconic features all do a real job” says Steven Crijns, Design Manager.

This inherent understanding of the relationship between the technical and the aesthetic paid dividends the first time a full-scale model of the Evora was windtunnel tested – only minimal adjustments were required to the car’s aerodynamic package to meet the targets for downforce and stability.

Steve Crijns continued, “Overall the design language shows a clear DNA link with its Lotus siblings, whilst establishing its own distinctive and contemporary theme. The undulating shoulder line is brilliantly mirrored in the lower part of the bodyside by the cut -away sill that creates a torseau-like muscularity.”

“The front three-quarter view is really powerful” Russell Carr continues, “Your eye is drawn effortlessly, from our signature oval mouth, rearward by fluid surfaces and fast lines that create a sense of speed even when the car is stationary. From this angle you can also see how dramatically the visor screen sweeps around the teardrop form of the cabin and the gently waisted plan shape perfectly accentuates the muscularity of the rear fender. This is unmistakeably mid engined language and the Evora is unmistakeably Lotus.”

The view from the rear three-quarters is just as striking. The tapered cabin, diffuser, floating wing, centrally mounted twin tailpipes and distinctive engine bay vents all combine to create a completely unique look.

Moving right inside…

The design language of the interior reflects that of the exterior – simple, fluid surfaces, soft forms and crisp feature lines wrap around the cabin cosseting the occupants. Unlike recent Lotus products that use a race car inspired, technical minimalism, the Evora employs a softer approach that utilises premium quality materials and finishes to create a contemporary but luxurious ambience that is unique to Lotus products, an elegance in its simplest form.

It is, according to Russell Carr, “A huge departure from what people might expect based on Lotus’ recent past. The CEO wanted the Evora’s cabin to feel very special and to be surprising as well as sporty. Precision engineered metal inserts and quality edge-lit switches are brilliantly juxtaposed against soft hand-stitched leather surfaces to give a modern interior with a classic twist.”

Russell Carr continues, “The flat bottomed steering wheel, figure hugging sports seats, contemporary instrumentation and ergonomically positioned controls provide an intuitive environment that instantly forms a connection between driver and car ensuring that it becomes an extension of his or her body.“

Anthony Bushell, Senior Designer, explained about the choice of materials in the Evora’s interior, “’Tactile’ quality is incredibly important within this segment so in the Evora interior we use honest premium materials. Much of the switchgear is bespoke, and every metallic component is, actually, metal.”

For the Premium Pack focused courtesy lighting is used throughout the interior, giving a spectacular illuminated feel to the sculpture design features of the cabin. The extensive use of handcrafted, premium leather differentiates the Evora from other Lotus products and such is its importance to the character of the car that an entire new trim shop has been built at the Lotus Headquarters in the UK, dedicated to its production.

Even the entry level versions of the Evora will feature leather seats together with, upper door trim panels and facia upholstered in leather, but it is expected that most customers will opt for the full hide treatment and accent lighting available in the Premium Pack. Along with a range of four leather colours available in the Premium Pack, customers will have the opportunity to personalise their Evora with a wide range of paints in the Metallic, Lifestyle and Premium pallets.

High-tech treats

Contemporary technology also features in the Evora’s cabin with the optional Tech Pack and further standalone options. Part of the Tech Pack is a newly developed Alpine multi-media system with a 7 inch touch-screen providing advanced audio, satellite navigation, video, Bluetooth** hands-free telephone and iPod*** connectivity functions, the screen also serves as a monitor for the Evora’s optional reversing camera. A secondary handheld satellite navigation element of the system is removable, allowing you to programme it from the comfort of your home, or take it with you to continue your journey in an unfamiliar pedestrian location.

The optional IMPRINT Alpine audio set-up is one of the most sophisticated automotive systems in the world. Using MultEQ sound enhancement technology, it is able to cancel out sound imbalances, caused by the cabin window glass, that creates echoes or carpets that suppress mid-range frequencies, resulting in amazingly crisp, clear, undistorted sound reproduction wherever you are seated in the car.

A bespoke air-conditioning system developed by Lotus and Bergstrom engineers is standard on all models, and has been designed for the hottest climate or the closest humidity to ensure maximum occupant comfort. Lotus traction control is standard fitment and onboard tyre pressure monitoring will also be available (except in Japan).

One size fits all

The front seats themselves are very supportive and leather clad with a lightweight manual mechanism for fore and aft and rake angle adjustment, designed to give a supported driving position.

The rear seats of 2+2 versions of the Evora are intended for children and smaller adults. There will also be a two-seater derivative with a luggage shelf in the back at a later date. To maximise comfort in the rear, there’s a decent amount of footroom under the seats in front, while both back seats feature ISOFIX mountings for secure child seat fitment.

When unoccupied, the rear seats provide a convenient stowage area, adding to the Evora’s appeal as an everyday car. The 160 litre boot, which ingeniously features a fresh air cooling system to reduce the effect of any heat ingress from the engine bay, will also accommodate a full set of golf clubs.

Easy in, easy out

With the Elise and its derivatives, the no-compromise character of the car makes getting in and out across a wide sill and through a comparatively narrow door/window aperture part of the charm of ownership. For the Evora and its remit for the serious daily driver, and to attract newcomers to the Lotus brand, greater convenience and practicality of ingress and egress is provided.

As a consequence the sill is now lower and slimmer (80mm wide compared with 100mm in the Elise), and the whole door aperture taller. The doors open wider than on the Elise and its siblings, while the height of the front seat is raised by 65mm.

But while The Evora is undeniably more ‘lifestyle’ in respect of its everyday practicality, once you’re seated behind its semi flat-bottomed steering wheel, it feels every bit as exotic and sporting as you would expect a Lotus to be.

Safely does it

In common with the Elise and its derivatives, the Evora’s bonded extruded aluminium chassis tub has incredible inherent strength, particularly in regard to front and side impacts. Additional torsional strength is given to the whole structure by the tubular steel seatbelt anchorage frame.

Deformable sacrificial aluminium front and steel rear subframe modules are attached to the tub using joints which are designed to minimise damage to the tub, protecting the main passenger cell in the event of an accident.

Driver and passenger airbags are standard. The airbag on the passenger side is cleverly engineered to deploy vertically and then be deflected rearwards by the windscreen, to provide protection for children as well as adults.

Anti-lock brakes are standard on all models, as is Lotus Traction Control (LTC); these systems have been specially developed as a collaboration between Lotus and Bosch engineers and enable up and coming drivers to consistently exploit the braking and performance capabilities of the Evora, whilst allowing skilled enthusiasts the freedom to enjoy the full Lotus driving experience.

The chassis: Production Low Volume Versatile Vehicle Architecture

The Evora’s chassis is a low investment cost evolution of the Versatile Vehicle Architecture (VVA) from the Lotus APX concept vehicle previously showcased at the Geneva Motorshow, and allows for the development of a range of vehicles up to a gross vehicle weight of 1,900 kg. This architecture has been designed to be more applicable to mid-volume applications by utilising our low capital investment manufacturing processes. The Evora structure progresses the Lotus ‘bonded and riveted’ technology used in the Elise family of vehicles with new and unique extrusions and folded panels, whilst providing production build modularity and lower cost repairs.

The low volume VVA chassis has been designed for scalability so that it can be extended in width, length and height. The strength and stiffness of the low volume VVA chassis can be modified cost effectively by varying the wall thickness of the extrusions, without altering the exterior dimensions. The ability to lengthen or shorten extrusions with the option to tailor the chassis stiffness, vastly increases the number of vehicles that can be developed from this vehicle architecture. Front and mid engine installations have been considered, as well as hybrid and Electric Vehicle (EV) applications.

The Lotus Evora employs a composite roof as a stressed structural member to give an exceptional vehicle stiffness of 26,000 Nm per degree. This impressive stiffness is also thanks in part to the seatbelt anchorage frame, and partly because the high-tech composite body panels are stressed items. However, despite this high stiffness, the complete chassis or tub and front and rear modules weight just 200 kg (prototype specification)*, helping to keep the weight of the whole car to just 1350 kg (prototype specification)*.

To deliver this high performance structure, bonded and riveted high grade aluminium extrusions and simple and elegant folded sheet elements are used in the lower structure, building upon award winning Lotus research projects in this field. Lotus pioneered the technology of bonded aluminium extrusions for use in road vehicles and has successfully developed high performance cars for other car companies around the world using these techniques.

The central tub is attached to an extruded aluminium subframe at the front and a lightweight welded steel subframe at the rear. These subframe modules also offer advantages in terms of convenience and low cost of repair, and during manufacturing can be brought to the production line fully assembled, ready to be attached thereby improving the overall efficiency of space and time of assembly.

The high technology Lotus Evora chassis is manufactured at the new Lotus Lightweight Structures Limited (LLS) facility in Worcester, UK. LLS employs 120 skilled engineers, technicians and sales staff and will manufacture all the Lotus aluminium structures, including those for the Elise, Exige, 2–Eleven and Europa and aluminium components for Lotus’ extensive global client base.

Suspended & animated

To achieve exceptionally high driving dynamics and great levels of driver involvement, Lotus has engineered and developed completely new suspension systems for use on the Evora.

The Evora suspension wishbones are forged from aluminium to reduce the unsprung mass. These are similar in weight to the steel items found on the much smaller Elise, Exige and Europa vehicles, but are stiffer and have a much increased vehicle weight capacity. They are attached to the front and rear modules via Lotus designed bushes. The Evora will use Bilstein high performance dampers and Eibach springs with unique dual path top mounts for optimised vehicle refinement. Hydraulically assisted power steering is provided by a Lotus tuned TRW steering rack to give renowned Lotus steering feel and precision to place the Evora exactly where you want it to be when cornering.

All in all, the Evora delivers exceptional performance. It has incredible Lotus handling and provides unsurpassable driving pleasure and confidence to drivers at all levels of skill. In fact, word from the ride and handling team is that the new car is likely to become a class standard-setter in respect to it’s “over the road speed and agility feel”.

Stop right now…

Vented brake discs are standard with cross-drilled brake discs forming part of the Sport Pack, (both are massive 350mm diameter discs on the front and 332mm diameter at the rear), which when combined with high performance bespoke Lotus AP Racing 4 pot callipers ensure impressive stopping power.

Everyone connected with the brake testing programme, conducted on the punishing corners, climbs and descents of the Nürburgring and Stelvio Pass, has described the brakes as ‘phenomenal’ with excellent thermal performance and outstanding feel even after extended sessions of extreme use.

Part of that testing programme was to finalise settings for the ABS system being developed in conjunction with Bosch. The system is tuned for performance driving and thus has very high thresholds and operates so progressively that drivers are often unaware that they have actually triggered the ABS.

Hydraulic Brake Assist (HBA) and Electronic Brake Distribution (EBD) are also fitted as standard. HBA detects an emergency braking situation and increases brake pressure up to ABS activation threshold which results in shorter emergency stopping distances.

Safe. Fun. Lotus Traction Control

The Switchable Lotus Traction Control (LTC) system has been developed simultaneously with the ABS and works through the engine management system to reduce power to the rear wheels when required to maintain traction. To maintain front end traction or to reduce understeer, the LTC will gently reduce engine torque to stabilise the Evora bringing the front wheels back into line – known as “Understeer Recognition”. Unlike many traction control systems, LTC has been tuned to complement the skills of the driver without taking over. The Lotus LTC is active above 5 mph (8 km/h) and operates much more quickly than many brake based systems. The system can be deactivated completely, giving no traction control intervention.

A Bosch Electronic Differential Lock (EDL) is fitted as standard to the Lotus Evora. This advanced technology controls the speed of individual rear wheels through the precise activation of the rear brakes, slowing an excessively spinning rear wheel to ensure that traction is maintained without causing detriment to the handling – often the case with a mechanical limited slip differential.

The Sport Pack option comprises of a switchable sports mode, sports diffuser, Titanium sports tail pipe, cross drilled brake discs, black callipers and an engine oil cooler. As with all Lotus cars, the Evora is very driver focussed and therefore all the electronic intervention systems can be completely overridden by the driver (apart from the ABS). In standard mode, all the systems above are in operation; pressing the sport button (Sport Pack option only) sharpens the throttle response and increases the engine rev limit. The sports mode traction control is adjusted to give increased slip and yaw angle before intervening, and also removes the understeer recognition.

Keeping a grip – 18 inch at the front, 19 inch at the rear.

Tyre choice is a vital component in the ride, handling and steering performance of every Lotus and for the Evora, Yokohama was chosen as the development partner. Lotus and Yokohama engineers developed bespoke tyres especially for the Evora – a 225/40 ZR18 at the front and larger diameter 255/35 ZR19 at the rear. Both have carcass construction and a rubber compound unique to Lotus and are identified by the letters ‘LTS’ on the sidewalls.

The V6 Engine – dual VVT-i (‘intelligent’ variable valve timing)

The exceptional working relationship that Lotus has enjoyed with Toyota over several decades, combined with the overwhelmingly enthusiastic reception for the company’s four-cylinder power units in the Elise and Exige, guaranteed the Japanese giant’s inclusion on the shortlist for the Evora engine supplier.

The final choice was Toyota’s all-alloy 2GR-FE 3.5-litre V6 DOHC, with dual VVT-i (‘intelligent’ variable valve timing). Lotus has painstakingly developed its own T6e engine management software for this engine to optimise its compatibility with the unique requirements of the Evora to give a peak power output of 280 PS at 6400 rpm, while boosting its maximum torque to 342 Nm at 4700 rpm (prototype specification)*.

Changes to the engine management and exhaust systems also allow the V6 to rev more freely and provide rapid throttle response; feedback from the development team shows that the strength of the engine’s mid-range torque means that gutsy performance will be easily accessible without having to thunder through to the redline. This makes the Lotus Evora a thoroughly satisfying car for everyday road use and a rewarding one when you just want to drive.

The 2GR-FE V6 engine is mated to a manual six-speed gearbox, again Toyota- sourced. A close-ratio version of this gearbox will be an option for the even more sport-focussed driver. Many Lotus owners enjoy the blend of unique performance and efficiency that the brand’s cars offer. True to the Lotus value of “performance through light weight” CO2 emissions are class leading at 205 g/km while fuel consumption on the combined cycle is 8.7 l/100 km. Fuel economy for the urban cycle is 12.4 l/100km with 6.5 l/100km on the extra urban cycle.

What’ll she do?

The zero to 100 km/h sprint takes place in just over 5 seconds with a top speed of over 260 km/h (prototype specification)*.

Test. Test. Then test some more

It’s a global car, so the Evora has been tested around the world. From the icy wastes of the Arctic to the heat of the Australian desert, the high altitude of the Alps as well as the country roads around the Hethel factory.

A cross functional team comprising of design, CAE and test and development engineers have been able to develop the Evora into a class leading vehicle in an exceptionally short space of time. It has spent hours howling around the Nürburgring and endlessly lapped Lotus’s test track at Hethel. By the time the Evora entered production in February 2009, prototypes had travelled for hundreds of thousands of miles along some of the worst public roads in the world and been tortured for as many miles on some of the toughest proving grounds the motor industry has to offer, including extreme pave tests.

It has been flung into barriers at low and high speeds, at a multitude of angles, it has even had its roof and doors compressed! By the time the Evora reaches the UK and Europe Lotus showrooms from May 2009, it will be the most thoroughly tested Lotus car in the history of Lotus. It will also be one of the company’s great milestones.

Lotus Evora: 205 g/km CO2
8.7 litres / 100 km (32.5 mpg) Combined Cycle
12.4 litres / 100 km (22.8 mpg) Urban Cycle
6.5 litres / 100 km (43.5 mpg) Extra Urban Cycle

* Figures quoted are based on the prototype development cars and may not be correct for production version of the Evora. Final figures for the production version will be available from www.grouplotus.com once confirmed.
** Bluetooth is a registered trademark of Bluetooth SIG, Inc. registered in the USA and other countries.
*** iPod is a registered trademark of Apple Inc. registered in the USA and other countries.

The 2009 Model Year Lotus Exige Cup 260

Extensive use of carbon fibre and lightweight components for the latest homologated-for-the-road Lotus Exige Cup 260

Front - Lotus Exige Cup 260

Lotus Cars Ltd, has unveiled the MY2009 Exige Cup 260. A direct development of the 2008 Exige Cup Car, this year’s car uses advanced light weight components and carbon fibre body material, to reduce the overall weight by 38 kg to a total mass less than 900 kg. Maximum power output of 257 hp (260 PS), remains the same as the 2008 car, but with careful attention to weight reduction detail, the 2009 Model Year Exige Cup 260 provides a more agile and dynamic track focused drive and is more than capable of taming Europe’s most challenging race circuits. Unusually for such a focused track and road machine, the 2009 Model Year Exige Cup 260 is fully homologated for road use in Europe and key markets in Asia – a must have for many race competition programmes where a road legal car has to be entered. The Lotus Exige Cup 260 is also eligible to compete in the newly announced 2009 Lotus Cup Europe race series organized and run by LoTRDC. The Exige Cup 260 exploits the Lotus philosophy of using weight reduction to increase performance and reduce emissions. Mike Kimberley, Chief Executive of Group Lotus commented, “Lotus is now recognised globally as one of the leaders in the green automotive revolution. Colin Chapman, the founder of Lotus is attributed as saying “Adding power makes you faster on the straights; adding lightness makes you faster everywhere” and this statement is more relevant today than it ever has been, as decreasing weight increases the car’s performance and most importantly efficiency.”

Back - Lotus Exige Cup 260

The Exige Cup 260 follows this philosophy closely – the weight saving programme has looked at all areas of the car where components can be replaced with a lighter version (without pushing the costs beyond the reach of the serious track day driver or clubman racer) or where components can be removed completely without detracting from the purity of the driving experience:

Carbon fibre (resulting in a weight saving of 12kg):
• Roof Panel
• FIA and HANS compliant Driver and Passenger Seats*
• One piece Carbon Fibre Dash Top Panel
• Rear Tailgate
• Front Access Panels
• Front Splitter
• Side air intake ducts
• Rear Spoiler

Lightweight components (resulting in a further weight saving of 22kg):
• Lightweight ‘Motorsport’ Battery
• Ultra-light 12 Spoke Forged Alloy Wheels
• Revised Rear Engine Subframe with lightweight Coating
• Lightweight Fly Wheel
• Lightweight composite bulkhead panel replaces rear window
• Alloy Supercharger U bend pipes
• Footwell Pads

Inside - Lotus Exige Cup 2600

Removing some other non essential components and equipment such as the interior and boot carpets, front mudflaps, battery cover, interior mirror, sunvisors, rear tailgate gas strut, results in a further weight saving of 4kg. However, should a customer wish, air conditioning and an interior noise reduction pack are available, together with the complete range of Lotus metallic, lifestyle and premium paint colours. The MY2009 Exige Cup 260 weighs in at just 890 kg, giving an impressive power to weight ratio of 288 hp / tonne (291 PS / tonne). But, of course, power to weight alone does not make a highly competitive race or track car, so in addition, the Exige Cup 260 has a formidable list of standard performance focused equipment, as follows:

Wheels and Tyres
Ultra lightweight wheels, that reduce the unsprung mass and contribute a weight saving of approximately 10 kg (22 lbs) over the already super light forged Exige wheels, are shod with Lotus specific LTS construction and compound Yokohama A048 LTS tyres to maximise grip and achieve the ride and handling targets set by Lotus Engineering.

Safety Equipment

Breaks - Lotus Exige Cup 260

Lotus Exige Cup 260 cars have the safety equipment expected of a race car, with FIA and HANS compliant carbon fibre lightweight sports seats*, normal 3-point “Webb Lock” harnesses (four or six point driver and passenger seat belt harnesses are available for track use only). (* The seats are FIA compliant when fitted in conjunction with fixed seat runners that are available as a track only dealer fit option). A high tensile steel roll over hoop is now fitted with a body coloured Lotus Sport A- Frame as standard and the chassis is already pre-drilled to fit a full front roll cage – a simple dealer fit process involving just the removal of the roof panel for access prior to fitting. Completing the additional safety equipment is a FIA compliant electronic ignition kill switch, with cockpit and external activation, and a FIA compliant plumbed electrically activated fire extinguisher system, again with cockpit and external switches. Like all current Lotus cars, the Exige Cup 260 is built around a very strong extruded and bonded aluminium chassis tub. Attached to the chassis is a sacrificial energy absorbing composite front structure designed to help absorb crash energy in the event of impact.

Lights - Lotus Exige Cup 260

Suspension
Eibach springs, one way adjustable Bilstein dampers and a stiffened and adjustable front anti-roll bar allows customers to tailor the handling characteristics of the car to their own requirements. As the Exige Cup 260 cars are equipped for track use, a double shear track control arm brace is provided to cope with the expected kerb abuse during racing or hard track day driving.

Brakes
The brake system includes large diameter 308 mm 2-piece aluminium belled cast iron cross-drilled and ventilated front discs and 282 mm cross-drilled and ventilated discs at the rear, upgraded Pagid RS14 sports brake pads set into the brake calipers (AP Racing two piece radially mounted, 4 piston at the front and Brembo sliding at the rear), and stainless steel braided brake hoses – all linked to the proven Lotus track tuned servo-assisted four-channel ABS system that enhances braking performance and minimizes stopping distance without taking over from the skill of the driver.

Performance, Economy and Emissions
The Exige Cup 260 is one of the quickest road cars around a circuit. Key to this incredible performance is the aerodynamic package, which produces over 40 kg of downforce at 160 kmh increasing grip and stability at higher speeds. With a top speed of circa 245 kmh (152 mph) and a zero to 160 kmh (100 mph) in circa 9.9 seconds, 0 to 100 kmh in circa 4.1 seconds (0 to 60 mph in circa 4 seconds), the MY2009 Exige Cup 260 is the perfect partner for the serious racer. Combined Fuel Consumption is 9.1 l/100km and the CO2 emissions 216 g/km.

Rear - Lotus Exige Cup 260

Engine
The supercharged and intercooled engine in the Exige Cup 260 has a maximum power output of 260 PS (257 hp) at 8000 rpm and a torque figure of 236 Nm (174 lbft) at 6000 rpm. This significant amount of extra power and torque now available together with the VVTL-i variable cam system ensures that there is a smooth and linear delivery of power from low engine speeds all the way to the maximum 8000 rpm (8500 rpm transient for 2 seconds). The Roots-type Eaton M62 supercharger (with a sealed-for-life internal mechanism meaning that it does not require the use of the engine’s oil) is run from the crankshaft and has an integral bypass valve for part load operation. Charge air (air under pressure from the supercharger) is cooled through an air-to-air intercooler (the air enters via the enhanced roof scoop) before being fed into the engine itself. All charge air ducting has been kept as short as possible with large diameter pipes to minimise restriction and maximise throttle response and efficiency. Four high capacity injectors and an uprated fuel pump add additional fuel under hard acceleration or continuous high speed driving. A lightweight flywheel is fitted (giving even greater flexibility and response to the gear change), a sports-type clutch plate and heavy duty clutch cover transfer the engine power and torque to the lightweight C64 six-speed gearbox (with an aluminium casing) – with the same perfectly spaced ratios as the Exige S. A torque-sensing limited slip differential is fitted as standard, with a plate type limited slip differential available as an option. An Accusump (engine oil accumulator unit) is included in the whole package as an oil reservoir back-up for extreme track use ensuring that, under those conditions, the engine oil pressure remains constant. Electrical supply is provided by a lightweight motorsport battery which saves a massive 5 kg of weight sitting behind the rear axle – again weight saving is not just the removal of mass but ensuring that this mass is removed where it most effects performance and handling.

Detail - Lotus Exige Cup 260

Lotus Launch Control and Lotus Traction Control
Keen to pass on lessons learned on the track with the Exige GT3 racing programme, Lotus Sport has contributed another important technology – launch control combined with variable traction control. This combination has already made its production debut with the track-oriented Lotus 2-Eleven. The launch control allows the driver to determine the number of revs they wish to use during a standing start. Having programmed that limit, the driver then holds their foot down fully on the throttle pedal and sidesteps the clutch pedal for a very quick departure from the line. The clutch damper cushions the severity of the clutch to transmission engagement to minimise the stresses to the drivetrain. The launch control also keeps wheel-spin at bay until 6 mph, after which the traction control assumes its duties. As with launch control, the driver can control the amount of traction control you require from the driver’s seat, altering it on the move to suit the characteristics of particular corners. The amount of traction control can be varied in over 30 increments from an optimum 7 percent tyre slip to completely off. The message display in the new instrument pack displays what degree of traction control you have currently dialled in.

Air - Lotus Exige Cup 260

Power and torque curves

Roof Scoop
For 2009, the Lotus Sport Exige Cup 260 now has a high flow, full-length carbon roof scoop as part of the lightweight carbon roof panel, which not only saves 4 kg but also ensures efficient cooling through the intercooler, which in turn allows the Exige Cup 260 to gain a higher charge density in the cylinders.

Specification
The standard specification Lotus Exige Cup 260 is road legal within the European Union, and can be registered for road use. The Exige Cup 260 is available now for sale in mainland Europe. Individual recommended retail prices for some major European markets are listed below:

Retail prices for the UK (MSRP)
Recommended retail price (including VAT) is £45,995, (an additional £950 is charged for on the road costs. These include delivery, PDI, first service, number plates, first registration fee, valet, 12 months Road Fund Licence and a full tank of fuel.

Recommended retail prices for the following markets (MSRP) (including transport, delivery, local taxes and first service (but excluding registration, license plates and or a full tank of fuel):
Belgium EUR 68,650
France 67,950
Germany 67,600
Italy 68,650
Netherlands 91,800
Switzerland CHF 100,000

Recommended retail prices for the following markets (MSRP) (excluding transport, delivery, local taxes, first service, registration, license plates and full tank of fuel):
Luxembourg 56,034
Spain 56,034
Austria 56,034
Greece 56,034

For recommended retail prices for the following markets (MSRP): Cyprus, Denmark, Estonia, Russia, Sweden please contact a member of the PR Team.

Warranty
The Lotus Exige Cup 260 will have a limited manufacturer’s warranty unless used for competition or timed runs. Any type of timed or competitive vehicle use requires that a suitably qualified specialist applies expert levels of vehicle preparation, servicing and maintenance. The purchaser’s statutory rights are not affected.

More information at: http://www.lotuscars.co.uk

Tesla - New US Electro Car

Last Wednesday the Financial Times ran a piece indicating that Tesla was now formally setting its sights on Europe. This is the first of what will be an increasing effort on our part to build the Tesla brand on the European continent with the anticipation of delivering cars to customers starting in the middle of 2009.

The idea that Tesla would expand internationally is nothing new – that has been our intention all along. There are many reasons why Europe is a very attractive market, outlined below. The thing that is new here is the timing of our expansion plans.

While issues of global warming and sustainability have become part of the mainstream progressive thinking in the United States in the past couple of years, Europeans have been passionate about them for a while now.

This is evidenced in part by high gas prices (due to gas taxes) and vehicle registration fees that have been established in many European countries to drive consumers to greener transportation alternatives such as public transport and alternative fuel vehicle technologies.

Tesla Electro Car

An enviable consequence of this is a very robust rail system and a thriving market for small displacement, high efficiency vehicles. About half of the passenger cars in Europe are diesels, with the latest models sporting similar MPG ratings to the best hybrid alternatives such as the Prius. The goals that have been set for CO2 emissions for auto manufacturers in Europe are more aggressive than even the recently strengthened CAFE standards in the US.

Related to these efforts to drive consumers to green alternatives are significant tax preferences for EVs in certain countries, such as Norway, where a similar vehicle to the Tesla Roadster powered by an internal combustion engine would carry a 100% registration tax, whereas the Tesla owner will pay no registration tax.

Last, but certainly not least, is the exchange rate between the Dollar and the Euro (or Pound Sterling). Over the last two years, the value of the dollar has fallen significantly against that of the Euro and Pound (see this chart). This simultaneously puts pressure on US pricing and makes Euro sales more attractive. Remember that a sizable portion of our car parts and labor are paid in Euros or Pounds.

Tesla Silver

Back to the timing of this effort – under prior rules and regulations, homologating a new car for sale across Europe would have been complex and resource intensive. Recently, the situation changed for the better – new rules will be introduced in April 2009 that simplify the homologation of Electric Vehicles across the EU, including special provisions for low volume manufacturers. This simplifies the effort for Tesla Motors to introduce the Tesla Roadster into Europe as a special limited edition in 2009, ahead of our original schedule.

Porsche erweitert Modellangebot bei Mittelmotor-Sportwagen

Stuttgart. Mit zwei Modellneuheiten rundet die Dr. Ing. h.c. F. Porsche AG, Stuttgart, ihr sportliches Mittelmotor-Programm nach oben ab. Die beiden Neuheiten, der Porsche Boxster S Porsche Design Edition 2 und der Cayman S Sport, leisten mit 303 PS (223 kW) aus 3,4 Liter Hubraum nun acht PS mehr als die jeweiligen S-Versionen. Beide Modelle verfügen über exklusive Ausstattungsumfänge, die durch ein markantes Fahrzeugdesign betont werden, und sind ab Anfang September im Handel erhältlich.

Da die Sonderserien Cayman S Porsche Design Edition 1 und Boxster RS 60 Spyder inzwischen ausverkauft sind, legt Porsche neue Modelle auf Kiel. Als Basis dienen die mehrfach ausgezeichneten Boxster S und Cayman S. Der Roadster wurde gerade vor wenigen Wochen bei der Leserwahl der Fachzeitschrift „sport auto“ in seiner Klasse der sportlichsten Cabriolets bis 80.000 Euro auf Platz eins gewählt. In einer repräsentativen Kundenbefragung des amerikanischen Marktforschungsinstituts J.D. Power schnitt der Porsche Boxster ebenfalls als Bester in seiner Kategorie ab.

Der Boxster S Porsche Design Edition 2 setzt neue Akzente. Die Serienfarbe Carraraweiß, seit langem Bestandteil der Farbpalette von Porsche, wird im neuen Boxster noch stärker betont: Die Felgensterne der serienmäßigen 19-Zoll-SportDesign-Räder, die seitlichen Lufteinlässe, die Mittelkonsole sowie die Zifferblätter der drei Rundinstrumente sind ebenfalls weiß lackiert. Sportlich-graue Längsstreifen auf der Karosserie akzentuieren deren strahlendes Weiß ebenso nobel wie die roten Heckleuchten. Auch das einzigartige Accessoire ist eine Hommage an das Weiß in Tourenzähler und Tachometer: Die Porsche Design-Herren-Armbanduhr „Edition 2 Chronograph“ aus der Dashboard-Kollektion verfügt über ein weißes Zifferblatt und wurde speziell für diesen Boxster entwickelt. Ganz klassisch dagegen die Farben von Verdeck und serienmäßiger Lederausstattung: steingrau und schwarz.

Bunter präsentiert sich der Cayman S Sport: Er ist serienmäßig in den GT3-Farben Orange und Grün mit der Modellbezeichnung an den Flanken erhältlich; auch in Schwarz, Indischrot, Speedgelb und Carraraweiß sowie gegen Aufpreis in Arktissilbermetallic. Wie beim GT3 bilden schwarze Felgen, Außenrückspiegel und Lufteinlassgitter einen sportlichen Kontrast, der mittels schwarzem Interieur-Design-Paket und den Rundinstrumenten ohne Hutze auch den Innenraum prägt. Neben dem 303 PS starken Sechszylinder-Boxer-Triebwerk sorgen vor allem das serienmäßige Porsche Active Suspension Management (PASM) mit um zehn Millimeter tiefergelegtem Fahrwerk sowie die Fünf-Millimeter-Distanzscheiben hinter den 19-Zoll-SportDesign-Rädern für eine beeindruckende Fahrdynamik.

Serienmäßige Bi-Xenon-Scheinwerfer, das Sport-Chrono-Paket und Sportsitze vervollständigen ein bewusst sportliches Auftreten im „GT3-Look“, das sowohl eine Sportabgasanlage samt zweiflutigem Auspuff-Doppelendrohr als auch Alcantara-Bezüge für Schalthebel, Hand-bremse und Kranz des GT3-Lenkrades umfasst.

Diese Aufwertung von Boxster S und Cayman S ist auf eine exklusive Serie beschränkt, sichtbar jeweils an der Limitierungsplakette auf dem Handschuhkasten. Nach den Erfahrungen mit Cayman S Porsche Design Edition 1 und Boxster RS 60 Spyder darf eine große Nachfrage erwartet werden. Vom Boxster S Porsche Design Edition 2 werden 500 Einheiten zum Preis von 65.539 Euro (inklusive 19 Prozent Mehrwertsteuer sowie länderspezifischer Ausstattung) aufgelegt. Der Cayman S Sport wird in 700 Einheiten gebaut, zum Preis von jeweils 69.942 Euro (inklusive 19 Prozent Mehrwertsteuer sowie länderspezifischer Ausstattung).