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

With its stunning visual impact, exhilarating all-round dynamic performance, innovative chassis technology and high levels of luxury, packaging and convenience, the Evora heralds an exciting new era for Lotus.

The first all-new Lotus since the iconic Elise made its debut in 1995, The Evora enters the sports car market as currently the world’s only mid-engined 2+2. Powered by a Lotus-tuned 3.5-litre V6 engine producing 280 PS, and weighing just 1350 kg (prototype specification), the Evora promises breathtaking performance. During preliminary testing around the famous Nürburgring, the Lotus chassis engineers report that it is extremely agile and great fun to drive – even when clad with the full development disguise that hid the beautiful lines from the prying motor-industry paparazzi.

In addition to its excellent performance and exemplary handling, the Evora offers a more refined ownership experience than Lotus’s existing smaller four- cylinder models. Its elegantly styled cabin is elegantly trimmed and its equipment list includes contemporary features such as an advanced touch- screen multi-media system and electric power-fold door mirrors.

Because one of the roles of the Evora is to attract new customers to the Lotus brand, much attention has been paid to its ease of use. Wider, taller door apertures and narrower sills make getting in and out of the cabin a less athletic undertaking than it is in Lotus’s smaller sports cars (the Elise, Exige, Europa and 2-Eleven), while 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 less obvious areas of the car. For instance, beneath the skin the entire front-end structure is a high tech aluminium sacrificial modular unit, attached to the main extruded aluminium tub. This modular unit is designed to deform for maximum safety, and 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 planed, these including amongst others, a convertible.

The Evora will be hand crafted and built on a dedicated new assembly line within Lotus’s advanced manufacturing facility at Hethel in the east of England; capacity limitations will restrict production to approximately 2000 cars a year, ensuring the 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 part of our bold five year strategic plan, which includes the introduction of new cars and technologies to many more markets around the world. The Evora also represents Lotus core values of performance through light weight and efficiency and proves that you can have phenomenal performance, fuel efficiency elegant design and practicality all in a class leading mid-engine 2+2 sportscar, which will meet 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 solutions for the future. 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 keeping Britain at the forefront of the high technology 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 this is clearly a serious mid engined sportscar that skilfully hides the practicality of its two plus two capability.

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 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 useability.

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 now, “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 wind- tunnel 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 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 a Lotus.”

The view from the rear three-quarters is just as striking and the one that many will become familiar with as the car passes them on the road. 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.

It is, according to Head of Lotus Design Russell Carr, “A huge departure from what people might expect based on Lotus’s recent past. We wanted the Evora’s cabin to feel 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 seat, 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 and so we wanted the interior to use honest premium materials. Much of the switchgear is bespoke, and every metallic component is actually metal.”

Focused courtesy lighting is used throughout the interior, giving a spectacular illuminated feel to the sculpture design feature 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-upholstered seats, upper door trim panels and facia, but it is expected that most customers will opt for the full hide treatment. With a range of leather colours available, customers will have the opportunity to personalise their Evora.

High-tech treats

Contemporary technology also features in the Evora’s cabin. A newly developed Alpine multi-media system with a 7 inch touch-screen provides 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. The 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 Alpine audio set-up is one of the most sophisticated automotive systems in the world. Called IMPRINT and using MultEQ sound enhancement technology, it is able to cancel out sound imbalances, caused by the cabin window glass, for instance, creating echoes, while carpets 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 Bergstrom is standard on all models, and has been designed for the hottest climate or the closest humidity to help provide maximum occupant comfort. Lotus traction control and on- board tyre pressure monitoring will also be available.

One size fits all

The front seats themselves are very supportive and leather clad with a lightweight manual adjustment mechanism for fore and aft, rake and lumbar, 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. To maximise comfort in the rear, there’s a decent amount of foot- room 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 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 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 side impacts. Additional torsional strength is given to the whole structure by the tubular steel seatbelt anchorage frame that also acts as a rollover structure.

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 in co-operation with Bosch and enable up and coming drivers to consistently exploit the braking and acceleration 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 an 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 unique extrusions and folded panels, whilst providing contemporary ease of ingress/egress, build modularity and improved, lower cost repairs.

The Low Volume VVA architecture has been designed 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, thanks in part to the seatbelt anchorage frame’s secondary function as a roll over structure, and partly because the high-tech composite body panels are stressed items. However, despite this high stiffness, the complete chassis and modules weight just 200 kg (prototype weight), helping to keep the weight of the whole car to just 1350 kg (prototype weight).

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 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.

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.

The high technology Lotus Evora chassis will be manufactured at the new Lotus Lightweight Structures 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 and composite structures and components for Lotus’s extensive global client base.

Suspended & animated

The Evora suspension wishbones are forged from aluminium to reduce the unsprung mass. These are similar in weight, and stiffer than the steel items found on the much smaller Elise, Exige and Europa vehicles, and have a far higher vehicle weight capacity. They are attached to the front and rear modules via bespoke 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.

All in all, the Evora delivers. It has incredible Lotus handling and provides unsurpassable driving pleasure. In fact, word from the ride and handling team is that the new car is likely to become a class standard-setter for speed and agility.

Stop right now…

Vented and cross-drilled brake discs – massive 350mm items on the front and 332mm at the rear – and 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, 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 set to very high thresholds and operates so progressively that drivers are often unaware that they have actually triggered the ABS.

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 when required to maintain traction. 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.

Keeping a grip – 18 inch at the front, 19 inch at the rear. Tyre choice is a vital component in the handling performance of every Lotus and for the Evora, Yokohama was chosen as development partner.

Lotus’s long-term relationship with Yokohama was swiftly rewarded during development when initially the front tyre size did not generate the Lotus required lateral grip, the Japanese grip gurus went away and 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 to 280 PS at 6400 rpm, while boosting its maximum torque to 342 Nm at 4700 rpm (prototype figures).

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 suggests 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 is also currently under development 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 expected to be a class leading sub-225 g/km (prototype figures) while testers report fuel consumption in the region of 30+ mpg (pending formal homologation testing).

What’ll she do?

At the time of its unveiling, full performance figures have yet to be compiled on a production specification Lotus Evora, Lotus has another 6 months development to conduct.

While for Lotus top speed is of less importance than stability at speed, early indications suggest a maximum speed of 160 mph; the 0-60 mph sprint from standstill is estimated at sub 5 seconds (prototype figures).

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 desert, the high altitude of the Alps as well as the country roads around the Hethel factory.

It has spent hours howling around the Nürburgring and endlessly lapped Lotus’s test track at Hethel. By the time the Evora enters production, prototypes will have 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, to Australia and even the Arizona outback.

It has been flung into barriers at low and high speeds, at a multitude of angles, including head-on; it has even had its roof compressed!

By the time the Evora reaches the Lotus showrooms from Spring 2009 onwards, 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. The order book is now open in the UK and across continental Europe, with markets around the world to start taking orders in due course. Final specifications, options and prices of the production Lotus Evora will be published closer to the sale date in the many Lotus markets around the world.

Mike Kimberley, Chief Executive of Group Lotus plc sums up, “This year Lotus celebrates its 60th anniversary and it is fitting that 2008 is also the birth of the Lotus Evora, a fantastic addition to the Lotus range. The Lotus Evora represents Group Lotus, a company that is at the forefront of the automotive industry, in a changing world where priorities of efficiency, economy and environmental impact go hand in hand with performance, design and individuality. I think Colin Chapman would have approved.”

Latest Track Car From Lotus Offers ‘Straight Out Of The Box’ Thrills

Model Year 2008 Lotus Sport Exige Cup 260

Lotus Sport, the motor sport division of Lotus Cars Ltd, has unveiled the MY2008 Lotus Sport Exige Cup 260. A direct development of the 2007 Exige Cup Car, this year’s car has a revised engine management system to take the maximum power output to 257 hp (260 PS), up by nearly 5 hp (5 PS) over last year. Bespoke performance enhancements created to offer a car with even greater levels of handling and acceleration capable of taming Europe’s most challenging race circuits. The Exige Cup 260, once again represents Lotus’ most radical version of the Exige, with the track environment being its home and for 2008, the Lotus Sport Exige Cup 260 has full European homologation for road use (a must have for some competitive environments where a road legal car has to be entered). There are further product changes: all Lotus Sport Exige Cup 260 cars now have a number of the 2008 Model year improvements from the road versions of the Elise and Exige, namely:

• Instrument pack with new graphic design and expanded functionality
• New alarm/immobiliser + single integrated function key
• Variable Lotus Traction Control
• Variable Lotus Launch Control

In traditional Lotus style, weight saving is paramount. Weighing in at just 928 kg, the power to weight ratio is an impressive 271 hp / tonne (273 PS / tonne). Such a fantastic power to weight ratio alone of course does not make a superlative track car, so the Exige Cup 260 has a formidable list of standard equipment that includes Lotus specific LTS compound Yokohama A048R tyres, 4-piston AP Racing front brake calipers, adjustable dampers and anti-roll bar, the latest FIA 6-point roll cage and sports driver and passenger seats. The car can also be ordered as a Track version for track use only. The Track Version comes pre- fitted with an FIA approved 6-point roll cage, and 4-point harnesses. In addition, a wide range of motorsport specific options are also available with this version.

• 70 litre fuel cell (FIA approved)
• Yokohama A005 racing slick tyres with Hi-Power silver 5-spoke ultra lightweight
• forged alloy wheels
• C64 6-speed gearbox with dog engagement and revised ratios
• 1.5-way adjustable plate-type limited slip differential
• Race specification battery with battery tray
• De-cat pipe
• Level 2 stainless steel sports exhaust – 104.0 dB(A)
• Black race seat – driver only (FIA approved)
• Black 6-point harnesses – driver only (FIA approved)

The Lotus Sport Exige Cup 260 is one of the quickest 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 247 kmh (147 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 MY2008 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. The Exige Cup 260 is available now for sale in mainland Europe at 56,034, exclusive of local taxes and on the road charges. You will find the individual retail prices for some major European markets in a separate list at the end of this release.

Mike J Kimberley, Chief Executive Officer Group Lotus plc said:

“In keeping with our racing and high performance sports car heritage, we are very pleased to launch this exceptionally exciting, phenomenal-handling Lotus Sport Exige Cup 260. This is yet another example of how Lotus Cars and high-tech engineering with Lotus Sport, can transform an already brilliant road car into an exceptionally high performance product for the track.”

Further details about the Lotus Sport 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 surge 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 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 Torsen type limited slip differential is fitted as standard, with a plate type limited slip differential available as an option. 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 combo has already made its production debut with the track-oriented Lotus 2-Eleven.

From the driver’s seat the launch control allows you to determine the number of revs you wish to use during a standing start. Having programmed that limit, you then hold your foot down hard on the throttle and sidestep the clutch at departure from the line time. The clutch damper cushions the severity of the clutch / transmission engagement to minimise the stresses to the drivetrain (noting that abusive/ continuous 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 control the amount of traction control you require from the driver’s seats, 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.

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.

More than just new dials

The new instrument pack fitted to the whole of the MY2008 Exige and Elise range is also carried over to the Sport Exige Cup 260. It is more than just a fresh 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 new 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 and vice-versa.

Warning symbols are ‘secret until lit’, keeping the instrumentation free from visual clutter and distraction until absolutely necessary. New gearchange ‘shift’ lights similarly remain hidden until required. There are three shift up 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’re almost on the rev limiter so time to change up a gear!

A “key” issue

In response to forthcoming legislation, the Exige Cup 260 has a new “Thatcham approved” alarm/immobiliser system. This, in turn, has enabled the new Lotus design of key that incorporates the controls for the alarm/immobiliser and central locking functions. This upmarket key fob 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 button.

Roof Scoop

The Lotus Sport Exige Cup 260 retains the full length roof scoop from the outgoing Sport Exige Cup 255, which improves the intake ambient air flow rate, so allowing the Exige Cup 260 to gain a higher charge density in the cylinders.

Wheels and Tyres

16-spoke cast wheels are shod with Lotus specific LTS compound Yokohama A048R tyres to maximise grip and achieve the ride and handling targets set by Lotus.

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), high grade silicone brake fluid 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.

Suspension

Adjustable 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 Lotus Sport 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.

Safety Equipment

Lotus Sport Exige Cup 260 cars have the safety equipment expected of a race car, with sports seats, 3-point “Webb Lock” harnesses (4-point driver and passenger seat belt harnesses are provided for track use only). The 6-point roll cage is FIA approved and is provided with the vehicle as a no-cost option for dealer fit after delivery. Completing the additional safety equipment is An electronic ignition kill switch with cockpit and external activation and a plumbed electrically activated fire extinguisher system, again with cockpit and external panic switches.

Specification

The standard specification Lotus Sport Exige Cup 260 is road legal within the European Union, and can be registered for road use. The vehicle is supplied with a separate FIA approved 6- point roll cage and 4-point harnesses. These are for track use only and can be installed by an authorized Lotus dealer at the request of the customer. Other track options are available from Lotus Sport that can be fitted during production. Vehicles fitted with these parts cannot be road registered.

Options (all subject to local taxation rates)

• FIA approved 70 litre fuel cell (track use only)
• Lotus Sport limited slip differential (plate type)
• Air conditioning
• Metallic paint
• Lifestyle paint
• Race battery and holder

Other more hardcore track options are available – prices on application (ie ‘Level Two’ exhaust with de-cat pipe, dog gearbox, Recaro/Lotus Sport driver’s seat with 6-point harness etc).

Prices

Sources: Lotus

January 13, 2008 – Detroit, MI – The engineers and designers at Lexus continue to use their groundbreaking LF-A premium sports car concept as a medium for expressing their ideas about what a high-performance sporting vehicle not only can be, but should be. In this latest expression of the LF-A, they have removed the car’s top to create a high-performance roadster. The LF-A Roadster is based on the sturdy yet lightweight carbon-fiber and aluminum body used for the LF-A coupe, which helps maintain the structure’s strength and rigidity even without a top.

Like its coupe counterpart, the LF-A Roadster is powered by a high-revving V10 engine that approaches 5.0 liters in displacement. The V10, capable of more than 500 horsepower and test-track speeds greater than 200 mph, is mounted in front of the passenger compartment but behind the frontaxle centerline in what the LF-A’s engineers refer to as a “front-mid” configuration.

The engine is connected via a torque tube and propeller shaft to a transaxle that is controlled by paddle shifters. The torque tube is a structural member that adds rigidity to the drivetrain and chassis while also reducing vibration.

Styling is rooted in the Lexus L-Finesse design philosophy, conferring the LF-A Roadster’s front end with a compact, low-profile, aerodynamic shape. Like its coupe counterpart, the LF-A Roadster stands just 48 inches tall, but the Roadster configuration adds a speed adaptive rear wing.

The rear is marked by a pair of wrap-around, arrowhead-shaped taillights that bracket a pair of large grilles. These grilles vent the heated air from the car’s two rear-mounted radiators into the LF-A Roadster’s aerodynamic wake. The radiators are fed cool air by two large intake ducts mounted just above the rear wheel wells. This aft radiator positioning not only allowed the designers to keep the car’s front profile low and tight but also aided the LF-A’s chassis engineers in their search for optimal weight distribution.

Helping to provide balance and scale to the design, which features an overall length of 175.6 inches and a wheelbase of 102.6 inches, are high-performance tires on turbine-styled alloy wheels. The front tires are 265/35R20s, while the rears are 305/30R20s. Like the LF-A coupe, the brakes consist of 14.2-inch cross-drilled, vented discs up front, and 13.6-inch cross-drilled, vented discs at the rear. The front brake calipers are six-piston units and the rear calipers use four pistons each.

An “F” logo, located on each front fender of the Roadster, indicates the vehicle’s status as a part of the new “F” marque. The name is derived from the original “F” designation for the first Lexus LS prototype. That vehicle was internally coded “Circle-F,” with the “F” standing for “flagship.” The Circle-F designation further evolved into the code name Flagship One, or F1, and the first F1 concept developed into Lexus’ first vehicle, the LS. Since then, the “F” code has come to signify a special vehicle program within Lexus that falls outside the normal engineering and development process. In addition, Fuji Speedway is the IS F’s home circuit, and the shape of the F-logo was inspired by many of the track’s turns. The all-new Lexus IS F sport sedan is the first production vehicle to carry the F marque.

Lexus LF-A Roadster Concept Preliminary Specifications

Body Type: Two seat roadster

Powertrain

Type: Front-mid-engine, rear-mid-transaxle
Engine: V10 (under 5.0-liters)
Transmission: SMT (sequential manual transmission)
Horsepower: More than 500
Top Speed: More than 200 mph

Tire Size
Front: 265/35R20
Rear: 305/30R20

Dimensions (inches)
Overall Length: 175.6
Overall Width: 74.6
Overall Height: 48.0
Wheelbase: 102.6

Sources: Lexus

Provided by gh consulting – gordian hense

Konzept, Anspruch und Eigenschaften

Ein Traum vieler Boxer-Fans wird wahr: BMW Motorrad stellt mit der neuen BMW HP2 Sport den sportlichsten, stärksten und zugleich leichtesten Serien-Boxer aller Zeiten auf die Räder. Das nunmehr dritte Modell der HP Modellreihe wurde für den ambitionierten Sportfahrer konzipiert und fasziniert durch zahlreiche exklusive Details, die bislang nur im Rennsport Verwendung fanden und zum Teil erstmals Einzug in den Serienfahrzeugbau halten.
Beispiele dafür sind die selbsttragenden, komplett aus CFK gefertigten und aerodynamisch optimierten Verkleidungsteile, der Schaltassistent, ein Dashboard, wie es in der Moto-GP verwendet wird, die geschmiedeten Aluminiumräder und die Rennbremsanlage mit radial verschraubten Sätteln. Wohin die Augen des Betrachters auch blicken, treffen sie auf pure Rennsporttechnik, die jeden Enthusiasten begeistert. Es ist unverkennbar ein athletisches Fahrzeug, das sowohl auf der Landstraße als auch auf der Rennstrecke begeistert.
Ungeachtet der prinzipbedingten Grenzen für die Motorleistung und der Nachteile hinsichtlich der Aerodynamik durch die Zylinderanordnung eines Boxers hat sich BMW Motorrad ganz bewusst dazu entschieden, dieses traditionsreiche Motorkonzept für einen Straßensportler mit Rennstreckeneignung weiter zu entwickeln. Die motorischen Eckdaten können sich sehen lassen: über 96 kW/130 PS bei 8750 min–1 leistet das gegenüber der BMW R 1200 S deutlich modifizierte Triebwerk. Das maximale Drehmoment liegt bei 115 Nm bei 6000 min–1, die Höchstdrehzahl des Motors erreicht mit 9 500 min–1 einen Spitzenwert.

Die BMW HP2 Sport baut technisch auf der BMW R 1200 S auf. Bis ins Detail maßgeschneidert auf die Bedürfnisse des ambitionierten Sportfahrers ist die BMW HP2 Sport aber ein völlig eigenständiges und absolut außergewöhnliches Motorrad. Viele Detaillösungen basieren auf den Erfahrungen, die im Langstrecken-Renneinsatz gewonnen wurden.
Die markanteste Ableitung vom Endurance-Rennboxer stellen bei der BMW HP2 Sport die komplett neuen Zylinderköpfe dar: Je zwei oben liegende Nockenwellen (DOHC) betätigen per Schlepphebel die gegenüber der BMW R 1200 S vergrößerten Ventile. Weitere Modifikationen wie strömungsoptimierte Ein- und Auslasskanäle, neue Schmiedekolben und angepasste Pleuel verhelfen dem Triebwerk zu der entsprechenden Mehrleistung gegenüber dem Basistriebwerk.

Die neue Edelstahl-Auspuffanlage ist erstmals unterhalb des Motors verlegt. Das Motorrad baut dadurch im unteren Bereich sehr schmal. Dies ermöglicht eine große Schräglagenfreiheit und die Montage eines aus CFK gefertigten, der Aerodynamik förderlichen Motorspoilers. Die Abgasanlage sorgt für einen unnachahmlichen Boxer-Sound in neuer Klangqualität und besticht optisch durch die markante Gestaltung des Endtopfes.
Ein weiteres exklusives Rennsport-Feature ist der Schaltassistent in Verbindung mit dem enger gestuften Sechsgang-Getriebe, der ein schnelles Hochschalten ohne Gaswegnahme und Kupplungsbetätigung erlaubt.

Diese Technik wird erstmals an einem Serienfahrzeug angeboten. Um bei Bedarf das Schaltschema für den Rennstreckeneinsatz umzudrehen, ist ein entsprechender Austausch-Drucksensor als Sonderzubehör erhältlich. Fahrwerkseitig kommen ein komplett einstellbares Öhlins-Sportfahrwerk sowie eine Brembo Monoblock-Bremsanlage, vorn mit radial verschraubten Vierkolben-Festsätteln, zum Einsatz.
Für eine optimale Ergonomie sorgen die verstellbare Fußrastenanlage, aus Aluminium geschmiedete, einstellbare Lenkerstummel sowie die Magura Radial-Handarmaturen.
Wichtige Informationen erhält der Pilot vom serienmäßigen Dashboard, das direkt aus dem Moto-GP-Sport stammt und neben den üblichen Anzeigen auch Rundenzeiten und weitere Rennsport relevante Daten liefern kann (vgl. Kap 3).
Bei allen Komponenten wurde auf konsequenten Leichtbau geachtet. Dies umfasst nicht nur die selbsttragende Frontverkleidung und das ebenfalls selbsttragende Heck aus Carbon oder die gewichtsoptimierten Schmiederäder, sondern auch unsichtbare Details wie die aus dem Rennsport stammende leichte Lichtmaschine. Dadurch gelang es, das Gewicht der nach DIN vollgetankten (90%), fahrfertigen HP2 Sport auf 199 Kilogramm zu reduzieren. Das Trockengewicht liegt bei nur 178 Kilogramm.
Das Zusammenspiel von variabler Ergonomiegestaltung, gesteigerter Motorleistung und dem günstigen Schwerpunkt des Boxers garantiert extrem spielerisches Handling und rennsportliches Potenzial.
Auch wenn die Rennsportfaszination bei der BMW HP2 Sport klar im Vordergrund steht, muss der Fahrer dennoch nicht auf das sicherheitsrelevante Ausstattungsmerkmal ABS verzichten. Das speziell auf die HP2 Sport abgestimmte, weiterentwickelte Antiblockier-System ist optional erhältlich und so ausgelegt, dass es bei Rennstreckenbetrieb abgeschaltet werden kann. Die Markteinführung der BMW HP2 Sport ist für das Jahr 2008 vorgesehen.

Modellbezeichnung und Markenname

„HP“ ist das Kürzel für „High Performance“, die „2“ in der Modellbezeichnung dieser äußerst sportlichen BMW kennzeichnet den Zweizylinder-Boxermotor. Der Begriff „High Performance“ oder „Hochleistung“ steht sinnbildlich für den sportlichen Leistungsgedanken, die Leistungsfähigkeit des gesamten Fahrzeugs. „High Performance“ – das ist die gekonnte Abstimmung aller Einzelkomponenten im Hinblick auf ein überzeugendes Ganzes, das mehr darstellt als die Summe einzelner Faktoren. Es ist das Synonym für eine durchdachte Gesamtkonzeption und Perfektion bis ins Detail, für allerbeste Fahreigenschaften und puren, ungetrübten Fahrspaß. „HP“ steht natürlich auch für das Prestige, das mit einem besonders hochwertigen, exklusiven Fahrzeug verbunden ist.
Die HP2 Sport ist nach der HP2 Enduro und der HP2 Megamoto die dritte Vertreterin einer eigenständigen Motorradkategorie von BMW, die mit dem traditionsreichen Boxermotor ausgestattet ist. Alle genannten HP2 Motorräder nutzen die technische Basis von Serienfahrzeugen, differenzieren sich aber klar durch eine kompromisslose Auslegung auf ihren jeweiligen Einsatzzweck, durch ihre deutliche und sehr konsequente Sportorientierung und exklusive Produktfeatures.

Diese besonderen Motorräder werden in kleinen Teams von Profis mit großer Leidenschaft entwickelt. Die spezielle Teamstruktur garantiert, dass die langjährige Erfahrung der Entwickler, ihr Gespür für das Wesentliche, ihr persönliches Knowhow und ihr „Feeling“ ungefiltert in das Produkt einfließen. Zugleich bedienen sich diese Ingenieure der modernsten Entwicklungs- und Simulationswerkzeuge sowie aller technischen Möglichkeiten, die BMW insgesamt zu bieten hat. Diese Symbiose aus Hightech und handwerklichem Gespür ist es, die den einzigartigen Reiz der HP Motorräder ausmacht.
High Performance Motorräder von BMW sind daher etwas ganz Besonderes, sie sind exklusiv und authentisch und werden vergleichsweise rar bleiben.

Entwicklung, Technik und Design

Die neue BMW HP2 Sport erweitert die HP Modellreihe von BMW Motorrad. In der Basis stammt sie von der BMW R 1200 S ab. Abgesehen von bewährten Konzepten wie BMW Motorrad Telelever und EVO-Paralever sowie Kardanantrieb wurden jedoch nahezu alle Komponenten neu entwickelt oder zumindest weitgehend modifiziert. Gewichtsersparnis, Leistungssteigerung sowie die kompromisslos sportliche Auslegung standen für die Entwickler ganz vorne im Lastenheft.
Ein eingeschworenes Spezialistenteam aus routinierten Rennfahrern, Ingenieuren und Mechanikern, deren Herz für den Boxer schlägt und die sich auch privat dem Motorsport verschrieben haben, entwickelten dieses neue Modell bei BMW Motorrad. Dabei flossen auch die Erfahrungen ein, die das Team BMW Motorrad Motorsport mit dem Rennboxer unter anderem im Rahmen einiger Rennen der Langstrecken-Weltmeisterschaft 2007 gesammelt hat. DOHC-Zylinderköpfe, Ventilbetätigung über Schlepphebel.
Um höhere Drehzahlen zu erreichen, wurden die Zylinderköpfe des Boxers komplett neu gestaltet und neben den üblichen Tests zusätzlich im Langstreckeneinsatz ausgiebig erprobt. Zwei oben liegende, kettengetriebene Nockenwellen (DOHC) und über sehr leichte Schlepphebel betätigte Ventile ermöglichen nun eine Höchstdrehzahl von 9 500 min–1. Die vier radial angeordneten Ventile sorgen jeweils für sehr kompakte Brennräume, so dass auf die zweite Zündkerze, wie sie bei den R-Modellen bislang zum Einsatz kommt, verzichtet werden kann. Das Verdichtungsverhältnis beträgt 12,5:1.
Als Kraftstoff für die optimale Performance empfiehlt sich Super Plus mit 98 ROZ; das Motorrad kann jedoch auch mit Super 95 ROZ betrieben werden.
Die horizontale Anordnung der Nockenwellen bedingt zwei Besonderheiten: Jede der Wellen steuert ein Ein- und ein Auslassventil und die Nocken sind konisch geschliffen. Um einen höheren Gasdurchsatz zu erreichen, wurde der Ventilteller-Durchmesser von 36 auf 39 Millimeter (Einlass) beziehungsweise von 31 auf 33 Millimeter (Auslass) vergrößert. Die Einlasskanäle wurden maschinell optimiert. Der Ventilspielausgleich erfolgt wie bei den K 1200-Motoren über Shims. Die Zylinderkopfhauben sind aus Karbon gefertigt und mit leicht austauschbaren Schleifpads aus PA6 Hartkunststoff bestückt.

Hochfeste und leichtgewichtige Schmiedekolben

Das Bohrungs- und Hubverhältnis ist beim HP2-Boxer unverändert. Neu sind die hochfesten, gewichtsreduzierten Schmiedekolben und die entsprechend angepassten Pleuel. Im Zusammenspiel mit der neuen Saugrohranlage, die über kurze Ansauglufttrichter verfügt, entwickelt das Triebwerk eine Spitzenleistung von über 96 kW/130 PS bei 8.750 min–1 und ein Drehmoment-Maximum von 115 Nm bei 6.000 min–1. Zwei parallel durchströmte und hintereinander geschaltete Ölkühler. Damit der Sport-Boxer unter allen Bedingungen thermisch gesund arbeitet, kommen zwei hintereinander positionierte und parallel durchströmte Ölkühler zum Einsatz. Die BMW Niere in der Frontverkleidung wurde im Windkanal optimiert und sorgt für eine effektive Anströmung des Doppelölkühlers.

Edelstahl-Auspuffanlage mit aktiver Abgasklappe

Die komplett aus Edelstahl gefertigte 2-in-1 Auspuffanlage ist erstmals unter der Ölwanne verlegt. Diese Konfiguration gewährleistet im Fahrbetrieb maximale Schräglagen. Eine Abgasklappe vor dem Doppelendrohrschalldämpfer im Heck, die von einem elektronisch gesteuerten Servomotor via Seilzug betätigt wird, sorgt für einen fülligeren Drehmomentverlauf. Die Reduzierung der Abgas-Emissionen ermöglicht ein geregelter Katalysator. Sauerstoff-Sensoren in beiden Krümmerrohren überwachen den Lambda-Wert und stellen über den gesamten Drehzahlbereich eine optimale Gemischzusammensetzung sicher. Ein Beispiel für die große Liebe zum Detail, die sowohl Entwicklung als auch Fertigung der BMW HP2 Sport prägt, sind die Auspuffaufnahmen am einteiligen, selbsttragenden Carbon-Heck. Diese sind hitzeentkoppelt und kompensieren zugleich die Längenänderung der Abgasanlage bei Erwärmung und Abkühlung. Der Höcker weist zudem ausgeklügelte Lüftungsöffnungen auf, damit die Hitze vom Underseat-Auspuff effektiv abgeleitet werden kann. Weitere Merkmale der Auspuffanlage sind das überaus attraktive Design sowie der beeindruckende Boxer-Sound, der dem großvolumigen Schalldämpfer entweicht.

Enger gestuftes Sechsgang-Getriebe

Im Vergleich zum Getriebe der BMW R 1200 S sind der erste und zweite Gang länger übersetzt, so dass die Gangspreizung geringer ausfällt. Dies hat einen kleineren Drehzahlabfall nach dem Hochschalten zur Folge. Auch diese Auslegung ist ein typisches Rennsport-Feature, von dem die fahrdynamischen Eigenschaften profitieren.

Direkt aus dem Rennsport: Schaltassistent

Ein weiteres reinrassiges Rennsport-Detail ist der serienmäßige Schaltassistent der BMW HP2 Sport, der auch als Schaltautomat bezeichnet wird. Das System erlaubt ein schnelles Hochschalten ohne Gaswegnahme oder Kupplungseinsatz. Betätigt der Fahrer den Schalthebel, nimmt die elektronische Motorsteuerung den Zündwinkel zurück und blendet die Einspritzung aus. Damit wird der Antriebsstrang für den Gangwechsel „lastarm“ und es wird ein schnelles Schalten ohne Kupplungsbetätigung möglich. Der Schaltassistent arbeitet sowohl bei normalem, als auch bei für den Renneinsatz auf Wunsch umgekehrtem Schaltschema (Drucksensor als Sonderzubehör). Betätigt der Pilot hingegen die Kupplung, bleibt das System inaktiv. Die Entscheidung, ob der Schaltassistent eingesetzt wird, überlässt die BMW HP2 Sport folglich immer dem Fahrer.

Modifizierte Rahmenkonstruktion

Der Stahlrohr-Mittelrahmen stammt von der BMW R 1200 S, wurde aber im Bereich der Aufnahmepunkte an das neue einteilige und selbsttragende CFK-Heck angepasst.
Telelever mit Öhlins-Sportfederbein. Die Vorderradführung wird von der bewährten und stabilen Telelever-Konstruktion übernommen. Deren Längslenker stützt sich über ein speziell abgestimmtes Öhlins-Sportfederbein mit Ausgleichsbehälter ab, das in Zug- und Druckstufendämpfung sowie in der Federvorspannung einstellbar ist. Über die erweiterte Fläche im Bereich der Tauchrohr-Klemmung in der unteren Gabelbrücke ist zudem eine Fahrzeughöhen-Feinabstimmung möglich.

Edle Komponenten aus gefrästem Aluminium

Die obere Gabelbrücke sowie die beiden in der Kröpfung verstellbaren, angeflanschten Lenkerstummel sind edle, geschmiedete und überfräste Aluminium-Teile. Hier finden sich auch der Hauptbremszylinder und der Kupplungsgeberzylinder mit radialer Pumpenanlenkung, die, wie im Rennsport üblich, über schnell lösbare Klemmfäuste fixiert sind.

EVO-Paralever mit Öhlins-Sportfederbein

Auch die Paralever-Hinterradführung stammt aus der BMW R 1200 S, verfügt in der BMW HP2 Sport jedoch über ein in allen Belangen einstellbares Öhlins-Sportfederbein mit Ausgleichsbehälter. Dank der ins Federbein integrierten Längenverstellung lässt sich die Fahrzeughöhe auch hinten variieren. Somit kann die Fahrwerksgeometrie der BMW HP2 Sport individuell für verschiedene Rennstrecken optimiert werden. Jede BMW HP2 Sport verfügt serienmäßig über einen exklusiven Werkzeugsatz, mit dem sämtliche Einstellungen an den Fahrwerkskomponenten vorgenommen werden können.

Exklusive Schmiederäder und Rennsportbereifung

Die BMW HP2 Sport rollt auf eigens entwickelten, gewichts- und festigkeitsoptimierten sowie überfrästen Schmiederädern der Dimension 3,5 x 17“ beziehungsweise 6,0 x 17“. Diese sind wesentlich leichter als konventionelle Gussräder, besitzen aber eine vergleichbar hohe Stabilität. Von den geringeren rotierenden Massen profitieren die Handling-Eigenschaften enorm. Der Sport-Boxer lässt sich extrem leicht in Kurven einlenken und erlaubt überaus schnelle Richtungswechsel. Die Schmiederäder sind serienmäßig mit Sportreifen im Format 120/70 ZR17 vorn und 190/55 ZR17 hinten bestückt. Diese gemeinhin ausschließlich auf Rennstrecken – beispielsweise im Rahmen der Supersport-Meisterschaft –eingesetzten Pneus namhafter Hersteller sind für den Straßenbetrieb homologiert. Die Ingenieure entschieden sich für einen 55er Reifenquerschnitt, da dieser in den Gesamteigenschaften bei Tests die besten Ergebnisse erreichte.
Brembo Monoblock-Rennbremsanlage. Kompromisslos sportlich präsentiert sich auch die Bremsanlage der neuen BMW HP2 Sport. Vorn kommen einteilige, radial montierte Vierkolben-Bremssättel von Brembo zum Einsatz, die die beiden 320 Millimeter großen Scheiben kraftvoll in die Zange nehmen. Die Radialverschraubung erfolgt über einen neuen Gussfuß am Telelever-Unterteil. Das Hinterrad wird von einem Doppelkolben-Schwimmsattel verzögert. Selbstverständlich erfolgt die hydraulische Ansteuerung der Bremszangen über hochwertige, stahlarmierte Bremsleitungen.

Modifiziertes, abschaltbares BMW Motorrad ABS auf Wunsch

Optional bietet BMW Motorrad ein an den sportlichen Einsatz angepasstes ABS an. Das System wurde bezüglich seiner Funktion gegen das Abheben des Hinterrades optimiert. Ein zusätzlicher Drucksensor im vorderen Bremskreis ermöglicht eine feinfühligere Regelung des Systems und verhindert, dass das Steuergerät die Vorderradbremse bei stark entlastetem Hinterrad allzu früh öffnet. Gleichwohl kann das ABS für den Rennstreckeneinsatz abgeschaltet werden.

Rennsportliche Ergonomie

Schon zu Beginn der Entwicklung stand die Sitzposition im Fokus der Ingenieure. Im Vergleich zur BMW R 1200 S rückte der Fahrer näher an den Lenker, so dass sich eine deutlich versammelte, in Richtung Vorderrad orientierte Sitzhaltung hinter der schmalen Verkleidung ergibt. Die extrem schlanke Gestaltung im Tankbereich begünstigt zudem die Gewichtsverlagerung (Hanging-off) beim Einsatz auf der Rennstrecke.

Der BMW HP2 Sport kommen auch hier die Erfahrungen aus dem Langstrecken-Sport zugute, wo es nicht nur auf Speed, sondern auch auf Durchhaltevermögen ankommt. Da der Pilot einen renntauglichen, aber vergleichsweise entspannten Arbeitsplatz vorfindet, bietet der neue BMW Sport-Boxer echte Endurance-Qualitäten.
Verstellbare Fußrastenanlage. Zu den edlen Rennsport-Komponenten zählt die verstellbare Fußrastenanlage aus gefrästem, hochfestem Aluminium. Über einen Exzenter lassen sich die Fußrasten in der Höhe sowie nach vorn oder hinten verstellen. Raststufen sorgen dafür, dass auf beiden Seiten eine identische Einstellung möglich ist. Daneben erlauben die ebenfalls voll einstellbaren Brems- und Schalthebel eine optimale Positionierung der Bedienelemente.

Verstellbare Lenkerstummel und Magura Handarmaturen

Auch die Lenkerstummel aus gefrästem Schmiedealuminium sind ideal positioniert und lassen sich in der Kröpfung verstellen. Die Magura Radial-Handarmaturen ermöglichen eine Handhebel-Weiteneinstellung für Bremse und Kupplung.

Verkleidung komplett aus CFK

Sämtliche Verkleidungsteile der BMW HP2 Sport sind aus Carbon gefertigt, wobei das einteilige Heck sowie die Frontverkleidung als selbsttragende Elemente ausgeführt sind. Letztere baut deutlich schmaler als bei der BMW R 1200 S und beherbergt einen leichten und leuchtstarken Halogen-Doppelscheinwerfer mit Freiformflächen-Reflektoren. Zu den besonderen Details zählt der Kennzeichenträger der BMW HP2 Sport: Er lässt sich samt Heckleuchte und Blinker vor dem Rennstreckeneinsatz mit wenigen Handgriffen leicht entfernen.

Feinschliff im Windkanal

Wie jedes BMW Motorrad erhielt auch die neue BMW HP2 Sport ihren letzten Feinschliff im Windkanal. Dabei wurden nicht nur Komponenten wie die Verkleidungsscheibe und die neuen Rückspiegel in aerodynamischer Hinsicht optimiert. Besonderes Augenmerk legten die Ingenieure auf die Kühlluftströmung für den Motor. So leitet der Motorspoiler den Fahrtwind gezielt an die Auslass-Seite der Zylinderköpfe, während die BMW Niere in der Frontverkleidung eine effektive Anströmung des Doppelölkühlers gewährleistet. Ausgeklügelte Lüftungsöffnungen im Carbon-Heck sorgen schließlich dafür, dass die Hitze der Underseat-Auspuffanlage wirksam abgeleitet wird.

Rennsportliches Infozentrum: GP-Dashboard von 2D Systems

Ein echtes Highlight für alle Rennsport-Enthusiasten ist das serienmäßige Dashboard im Cockpit der BMW HP2 Sport. Es wurde im Zusammenarbeit mit der renommierten Firma 2D Systems entwickelt, die ihre Systeme zur Datenerfassung und -analyse auch im GP-Rennsport einsetzt. Das System verfügt über ein großes, gut ablesbares Digital-Display und arbeitet mit verschiedenen Modi. Die Bedienung erfolgt über zwei Schalter an der linken Lenkerarmatur. Im Road-Modus kann der Pilot typische Informationen wie Drehzahl, Geschwindigkeit, Uhrzeit, Kilometerstand, Restreichweite und Fahrzeit auf dem Display ablesen und erfährt unterstützende Informationen in der Warmlaufphase des Motors.
Im Race-Modus liefert der Bildschirm beispielsweise Angaben zu Rundenzeiten, Maximaldrehzahl, Topspeed oder Anzahl der Schaltvorgänge. Die gespeicherten Daten lassen sich auch mit einem Laptop auslesen. Zudem verfügt das Dashboard im oberen Bereich über acht frei programmierbare LEDs, die als Drehzahlanzeige oder Schaltblitz genutzt werden können. Neben weiteren Funktionen sind auch die Display-Anzeigen frei programmierbar.

Schließlich bietet das GP-Dashboard zahlreiche Erweiterungsmöglichkeiten

So können Laptimer mit Sende-/Empfangseinheit, GPS-Tracking oder Daten-logger über einen freien Eingang angeschlossen werden.

Anlehnung an BMW Motorrad Motorsport Design

Die Verkleidung der neuen HP2 Sport ist zum großen Teil in Sicht-Carbon ausgeführt und wurde durch weiße Lackierungen an Motorspoiler, Heck, Kotflügel und Seitencover an das BMW Motorrad Motorsport Design angelehnt. Der Motorspoiler trägt den zweifarbigen „HP2“-Schriftzug. Gitterrohrrahmen sowie Felgen sind in der Farbe BMW Motorrad Motorsport Blau lackiert.

Quelle: BMW

2008 CHEVROLET TAHOE: New Hybrid Delivers Up To 25 Percent Improved Fuel Economy With Uncompromised Capability

Chevrolet Tahoe is the industry’s best-selling full-size SUV. It was comprehensively redesigned for 2007, giving customers the capability expected of a full-size SUV with a sharper, more precise driving feel, more power with improved, segment-leading fuel economy, increased interior refinement and improved quietness.

Chevy takes another leap forward in the segment – and the world – for ’08 with the introduction of the Tahoe Hybrid. It features the world’s first production 2-Mode full hybrid propulsion system, which offers a 25-percent overall improvement in fuel economy. Better still, the fuel-saving advantages of the Tahoe Hybrid are balanced with a superior driving experience and uncompromised capability.

“The Chevrolet Tahoe Hybrid combines the functionality and comfort of a full-size SUV with a 2-Mode full hybrid system that optimizes fuel efficiency in both city and highway driving, the way most Americans use their vehicles,” said Tom Stephens, group vice president, GM Powertrain. “The Tahoe Hybrid offers great performance, 25-percent better overall fuel economy and legendary Tahoe utility.”

Indeed, the Tahoe Hybrid offers the utility and capability customers seek in a full-size SUV. The Hybrid can tow up to 6,000 pounds (2,721 kg). To maximize its efficiency, the 6.0L V-8 engine is equipped with GM’s Active Fuel Management™ technology, which switches between four- and eight-cylinder power in certain driving situations.

All Tahoe models are built on GM’s full-size SUV platform, which incorporates features such as a fully boxed frame, coil-over-shock front suspension, rack-and-pinion steering and a premium interior that bolsters the vehicle’s comfort, quality and capability. Wide front and rear tracks enhance handling and lower the center of gravity for a more confident road feel.

Tahoe is also designed with safety in mind. It delivers a 360-degree safety system of occupant protection and crash-avoidance technology, with features such as standard StabiliTrak stability control system with rollover mitigation technology. For 2008, Tahoe’s list of standard safety features is enhanced with the inclusion of head-curtain side impact air bags on all models. Previously, they were optional on some models.

The 2008 Tahoe is available in LS, LT, LTZ and Hybrid models (Hybrid with interim availability), with 2WD and 4WD. Tahoe’s standard powertrain (except base 2WD) includes an efficient 5.3L V-8 with Active Fuel Management technology that seamlessly switches from eight-cylinder to four-cylinder operation to save fuel.

Additional changes for ’08 are minor, reflecting customer preferences and enhancing Tahoe’s style. They include a change to a 40/20/40-split bench seat in LS models that provides convenient storage space in the center section; woodgrain trim added to the forward center console and brighter instrument pointers in the gauge cluster. There are also two new exterior colors: Blue Granite and Deep Ruby Metallic.

Returning for 2008 is the Tahoe’s popular Z71 Off Road appearance package. This optional package includes the Z71 Off Road suspension with high-pressure, gas-charged monotube shocks, 18-inch on/off-road tires, automatic-locking rear differential, front recovery hooks, a durable skid plate and a high-capacity air cleaner. Large, color-keyed fender flares, an aggressive front fascia, chrome tubular assist steps, chrome door handle centers, chrome mirror caps and chrome grille inserts provide a distinctive appearance. Inside, a brushed metal-look replaces wood grain accents for a more rugged appearance. Also included are leather-appointed bucket seats that are available in solid Ebony, Ebony with Light Titanium inserts and Ebony with Morocco Brown inserts.

Also available on Tahoe LTZ models is the Chrome Appearance Package, which includes a stainless steel exhaust tip, chrome recovery hooks and the choice of one of six 20-inch wheel designs.

Power articulating running boards are available. They blend smoothly with the vehicle’s design, but automatically move downward and outward when the doors are opened, providing a lower step-in height.

Tahoe Hybrid details

The Vortec V-8 powered Tahoe Hybrid is expected to deliver a composite fuel efficiency improvement of 25 percent when combined with Active Fuel Management cylinder deactivation technology. The Tahoe Hybrid has a distinctive look befitting its unique powertrain; it is 10 mm lower in the front and has additional aerodynamic features compared to non-hybrid models. Special features, including prominent hybrid badges and a unique Glacier Gold exterior finish, complete the look.

GM, BMW and DaimlerChrysler have co-developed the 2-Mode full hybrid system that will leverage automatic transmission technology and electronic controls in an integrated, powerful and compact system that can be used with both gas and diesel engines. GM’s 2-Mode full hybrid system in transit buses has been established as the starting point for the GM-BMW-DaimlerChrysler collaboration. The design integrates proven automatic transmission technology with a patented hybrid-electric drive system to deliver the world’s first 2-Mode full hybrid.

The 2-Mode is patented hybrid technology with two modes optimized for city and highway driving. In the first mode, at low speed and light loads, the vehicle can operate in three ways: electric power only, engine power only or in any combination of engine and electric power. When operating with electric power only, it provides all the fuel savings benefits of a full hybrid system. Leaving the engine shut off for extended periods of time and moving under electric power at low speed is key to reducing fuel consumption in heavy stop and go traffic.

The second mode is used primarily at highway speeds. In addition to electric assist, the second mode provides full eight-cylinder engine power when conditions demand it, such as when passing, pulling a trailer or climbing a steep grade. The second mode integrates sophisticated electronic controls, such as Active Fuel Management, cam phasing, and late-intake valve closure, allowing even more efficient engine operation.

2-Mode system innovations allow for more efficient packaging because its compact and powerful electric motors are designed to fit within the approximate space of a conventional automatic transmission – an efficiency advantage compared with today’s typical single-mode systems that rely on much larger electric motors.

A sophisticated controller determines when the vehicle should operate in either mode of the 2-Mode drive system. Input from the controller determines the necessary torque for the driving conditions and sends a corresponding command to the engine and electric motors. The engine and electric motors transfer torque to a series of gears in the transmission, which multiply torque similar to a conventional automatic transmission to propel the vehicle. Unlike conventional continuously variable transmissions, however, the 2-Mode full hybrid’s electrically controlled system uses no mechanical belts or bands. Shifts between the two modes are synchronous, which means no engine speed changes are necessary for the mode shift to occur, resulting in ultra smooth accelerations.

The 300-volt battery pack provides electric power for the system, and while it is larger than a typical automotive battery, it is designed to fit in the vehicle without compromising passenger space. Special converters located under the vehicle’s hood convert the motors’ AC output to DC current and power conventional 12-volt accessories, such as interior lighting, climate control and the radio. The vehicle’s internal combustion engine provides power to charge the battery pack, so the vehicle doesn’t have to be plugged in to keep the battery pack maintained.

Because the architecture can be scaled to fit multiple vehicles and adapted to gasoline or diesel engines, the 2-Mode full hybrid can be applied globally. In Europe, for example, where diesel engines are common in passenger vehicles, it can provide a significant reduction in fuel consumption, which would help automakers meet the region’s ever-stringent carbon dioxide emissions standard.

To maximize efficiency, the front of the Chevrolet Tahoe Hybrid is lowered 10 mm compared, which provides additional aerodynamic benefits as well as a smoother and sleeker appearance. The hood and liftgate are made of aluminum to trim weight, and the leading edges of the hood have been streamlined.

The Tahoe Hybrid retains Chevy’s trademark dual-port grille with Chevy bowtie, but with a larger intake to accommodate the hybrid powertrain’s higher airflow requirement for cooling. The fascias are tuned at the corners and air dam, and the running boards are flared in front in an effort to guide airflow around the wheel openings. Hybrid badging appears on the C-pillar, on the rear liftgate and on the hitch cover.

Other aerodynamic refinements include sharpening of the D-pillar rearward, including the taillamps, a CHMSL appliqué detail spoiler over the rear hatch and a closeout panel under the back of the vehicle to facilitate airflow.

Lightweight, aero-efficient wheels with the lowest rolling-resistance tires available for full-size trucks further trim fuel use, and are complemented with a tuned ride to provide the ride and handling performance and attention to detail that customers expect from a totally integrated vehicle.

Strength and quietness

Tahoe features a stiff, fully boxed frame, which reduces vibrations transmitted to the passenger cabin. The strength and accuracy of the frame also enable more precise mounting and tuning of chassis and suspension components, which also helps reduce vibration. Even the tires on the large, 17-inch standard and 20-inch available wheels were designed to reduce noise.

Noise-reducing components and materials are used throughout the body structure, including the headliner material, door seals and front-of-dash area. The engine also features a quiet-tuned alternator and an acoustically tuned engine cover that dramatically reduces engine noise heard inside the vehicle. Specific door seals help reduce seal “pull away” at highway speeds, which can cause wind noise. Also, Tahoe’s more slippery shape, thanks to improved aerodynamics, streamlined exterior mirrors and roof rack, and tighter body gap tolerances, makes Tahoe quieter as it slices through the air.

Tahoe’s quietness and smoothness are complemented by the Autoride suspension system, which is standard on LTZ. This segment-exclusive bi-state, real-time damping system provides an extremely refined ride with greatly reduced body motion. The system consists of a semi-active, two-position damping control system that responds in real time to road and driving conditions, based on body and wheel motion sensors.

Tahoe’s quietness and smoothness are complemented by its full-size SUV capabilities. Tahoe 4WD models offer up to 8,200 pounds (3,720 kg) of towing capability. Features such as articulated running boards and the popular Z71 Off Road appearance package are available, enhancing the Tahoe’s levels of convenience and personalization.

Efficient V-8 family

A small-block V-8 family powers the Tahoe lineup. Fuel-saving Active Fuel Managementtechnology also enables better fuel economy. When combined with other vehicle-wide features, including improved aerodynamics, the small-block V-8 helps give the Tahoe the segment’s best fuel economy.

A Vortec 5.3L V-8 with 320 horsepower (239 kW)* and 340 lb.-ft. of torque (461 Nm)* offering Active Fuel Management technology and E85 capability is standard in 4WD models and Hybrid. E85 is a renewable fuel made of 85 percent ethanol and 15 percent gasoline. GM vehicles with E85 capability can run on 100 percent gasoline or on E85 or any combination of the two. A Vortec 4.8L V-8 is standard on Tahoe 2WD base models.

Tahoe’s steeply raked windshield and smoother roofline improve its aerodynamics, resulting in a best-in-class 0.363 cd and enhanced highway fuel economy. Additional contributors to efficiency include a lower, wider front air dam, tighter tolerances and gaps between the fascias, lamps and grille openings, and improved front-end sealing that nearly eliminates air leak paths. These features contribute to enhanced fuel economy and improved driving quietness, compared to previous models.

Tahoe design

Redesigned in ’07, the Tahoe’s design is lean and agile looking, with large wheels and a wide track enhancing Tahoe’s powerful, capable stance. Sleek aerodynamics also contribute to the look, with a more steeply raked windshield and smoother roofline accentuating the exterior length.

Tahoe features the new face of Chevrolet with a large Chevy gold bowtie, centered on a twin-port horizontal grille. The body-colored grille surround is inset with an argent texture or available chrome mesh. Fog lamps and headlamps feature jewel-like optics. The lower fascia, incorporating the front license plate holder and integrated recovery hooks, is aggressively styled with a skid plate look that enhances Tahoe’s rugged, off-road appearance.

Tahoe’s front end reflects its sporty, outdoor character. It includes the fast-rake windshield; a bulging power dome hood; a prominent new fender design with integrated wheel flares; a distinctive new grille and headlamps; and a full-wrap fascia. The wraparound fascia, which eliminates the conventional bumper-to-body gap, is one of the numerous attributes that give the Tahoe a more refined look, while also enhancing aerodynamics.

Also complementing Tahoe’s sporty appearance is an assortment of 17-inch and 20-inch wheels. Seventeen-inch wheels and tires are standard, with 20-inch factory-installed wheels available (standard on LTZ). The larger wheels give the vehicle a more confident stance.

Tahoe also offers power articulated running boards. They blend smoothly with the vehicle’s design, but automatically move downward and outward when the doors are opened, providing a lower step-in height.

Interior refinement

The ’08 Tahoe is available in three trim levels: LS, LT and LTZ, with the high-volume LT trim level offered with LT-1, LT-2 and LT-3 equipment groups. Two-wheel drive and four-wheel drive models are available. All models come well equipped with enhanced safety, comfort and convenience features. Available features include:

• Power-release fold-and-tumble second-row seat
• Remote vehicle starting system
• First- and second-row heated seats
• Ultrasonic Rear Parking Assist
• Rearview camera system
• Touch-screen navigation system
• DVD rear-seat entertainment system with larger, eight-inch screen and enhanced features

Refinements throughout Tahoe’s spacious interior create an environment that exudes quality and precision, as well as comfort. A two-tone color scheme offers softer and low-gloss materials for the instrument panel and other trim pieces. Additional details include LED backlighting for the instruments and chrome accents on instruments and vents. Flush-mounted accessories and controls, such as the climate control/radio center stack, create a seamless, “single unit” appearance. Also, there are almost no exposed metal hardware or latches, as all models feature enclosing “close-outs” around the seat bottoms and door sill trim plates.

Safety and security

The Tahoe features a 360-degree perimeter safety system of occupant protection and crash avoidance technologies. Standard features include head curtain side air bags with rollover protection for all seating rows and front-seat safety belt pretensioners that are linked to the vehicle’s sensing system to provide segment-exclusive deployment in rear-end crashes.

The roof-mounted head curtain air bags include design features that provide increased rollover protection and occupant containment. These head curtain side air bags stay inflated longer than air bags developed only for side impacts, since rollover incidents can last longer. The deployment duration and other design features of the air bags combine to provide increased occupant protection and the ability to help keep occupants inside the vehicle. Sensors located at the front of the vehicle, in the side doors and within the occupant compartment provide increased and more immediate crash detection.

Crash avoidance is bolstered through enhanced design and driver control dynamics, such as wider front and rear tracks, as well as more responsive suspensions – including a new coil-over-shock front suspension design and new rack-and-pinion steering. The vehicles are built on a stronger and stiffer, fully boxed frame that contributes to enhanced crash energy management. The front frame section has been designed to optimize crush progression, resulting in improved energy absorption efficiency. The improved crush performance, enabled by hydroformed frame rails and efficient chassis component packaging, also comprehends design provisions for improved vehicle-to-vehicle compatibility in the event of a frontal impact with a smaller vehicle.

Additional safety and security features include:

• Standard StabiliTrak stability control system with rollover mitigation technology
• Standard dual-stage driver’s front air bag
• Standard dual-stage outboard-front passenger air bag with Passenger Sensing System
• Standard front seat safety belt pretensioners with rear-impact deployment capability
• Standard tire pressure monitoring system
• Available rain-sensing wiper system
• Available Ultrasonic Rear Parking Assist that can detect certain stationary objects in the rearward path of the vehicle and send an audible warning sound and display via three LEDs on the right D-pillar
• Available rearview camera system designed to provide the driver with a view of people or objects in the rearward path of the vehicle
• Standard pull-up/push-down power window switches

All models come with the OnStar system. The system includes the General Motors Advanced Automatic Crash Notification (AACN) system, making crash data available to emergency services to potentially dispatch the appropriate life-saving personnel and equipment to crash scenes faster. If the vehicle is in a crash that activates an air bag, the OnStar system automatically notifies an OnStar advisor, who will check on the occupants or summon emergency help if necessary. OnStar also can assist authorities in locating a vehicle if it is reported stolen (ability to locate stolen vehicles varies with conditions). All ’08 Tahoe LT and LTZ models feature OnStar’s Directions & Connections package, which includes Turn-By-Turn Navigation.

*SAE certified.

Quelle: GM

Here starts the future : the future of kart sport. ROTAX proudly presents a revolutionary package for the racetrack : the RM1 kart, homologated by CIK-FIA

Based on the powerful and reliable FR 125 MAX kart engine ROTAX engineers have further refined this power-pack. The result : The RM1 kart – the complete kart for the ambitious kart enthusiast.

For the first time in karting, engine, gearbox, brakes, chassis, tires, bodywork are brought together in a finely tuned system. With this new package ROTAX will redefine the standards regarding performance, safety and low maintenance.

Highest priority : Maximum fun.

new age karting !

The first time: You step into the kart, start the engine, drive out of pit lane on to the track, give a quick burst on the accelerator, a stab on the brakes, steer into the first corner … you realise : ROTAX RM1 has a limit – your limit.

The acceleration and response of the ROTAX 125 MAX DD2 engine is incredible. At 12.200 rpm it is time to shift gears. A red LED flash shows the optimal time to shift, the ESA (electronic shifting assistance) enables you to shift into 2nd gear in less than 0,06 sec. with full power.
Another burst on the throttle and the RM1 is storming towards the next corner. Now braking precisely, down-shifting, applying pressure to the brakes the excellent feedback gives you smooth controlled braking via the MAGURA 4 disk brake system. The well balanced weight distribution and the low point of gravity enables you to explore your limits.
Accelerating out of corners the RM1 keeps perfectly on line. A quick and easy gear change with the shifter paddle on the steering wheel and off to the next corner …

http://www.rm1-kart.com