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.

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.”

Volkswagen präsentierte die Deutschlandpremiere von „Das Bourne Ultimatum“ in Berlin

Hauptdarsteller Matt Damon, Julia Stiles und Edgar Ramirez fuhren in Touareg vor

Wolfsburg/Berlin, den 22. August 2007 – Als am Potsdamer Platz Matt Damon, Julia Stiles und Edgar Ramirez die mit Spannung erwartete Deutschlandpremiere des dritten Teils der „Bourne“-Reihe feierten, durfte Volkswagen natürlich nicht fehlen. In „Das Bourne Ultimatum“ mit zwei Modellen vertreten, unterstützte Volkswagen die Premiere unter anderem mit VIP-Fahrservice. Außerdem setzte Volkswagen den „Bourne“-Golf auf dem roten Teppich und den Original-Film-Touareg in einer Actionsequenz auf der Premierenfeier in Szene.

Mit großem Staraufgebot feierten Universal Pictures International (UPI) und Volkswagen gestern Abend die Deutschlandpremiere von „Das Bourne Ultimatum“. Neben Hauptdarsteller Matt Damon waren auch Julia Stiles und Edgar Ramirez anwesend. Stiles spielt im dritten Teil des Thrillers die weibliche Hauptrolle und flieht mit Jason Bourne in ihrem Golf GT von Madrid nach Tanger. Edgar Ramirez verfolgt Bourne als hartnäckiger Widersacher Paz im Touareg – bis zum großen Finale in New York.

Für die Premiere stellte Volkswagen den geladenen Gästen eine Fahrzeugflotte aus stunterprobten Touareg und umweltfreundlichen Passat BlueMotion zur Verfügung. Neben den Hollywood-Stars begrüßten Universal und Volkswagen zahlreiche bekannte deutsche Filmfans wie Eva Padberg, Katarina Witt, Gedeon Burkhart und Gerit Kling. Bei der exklusiven Premierenfeier im China Club stießen unter anderem Dennenesch Zoudé, Michael Ballhaus, Max Herre, Oliver Korritke, Carlo Rola, Til Schweiger, US-Schauspieler John Goodman sowie Bourne- Produzent Paul Sandberg auf die Premiere des in Amerika bereits sehr erfolgreich gestarteten Actionthrillers an.

Zusätzlich zu seinem umfangreichen Premierenengagement verlost Volkswagen in Kooperation mit UPI Germany und der Programm- zeitschrift „TV Movie“ das Original-Filmfahrzeug aus „Das Bourne Ultimatum“, den Golf GT. Der silbergraue Flitzer überzeugt mit sportlichem 140-PS-Dieselmotor und innovativem DSG-Getriebe. „Bourne“-Fans können unter http://www.support-bourne.de an dem Gewinnspiel teilnehmen.

Der neue Mercedes-Benz C 63 AMG – eine C-Klasse wie noch nie

Affalterbach – In der DTM sorgt die neue AMG C-Klasse für spannenden Motorsport auf Top-Niveau, jetzt feiert das straßentaugliche Schwester-modell seine Premiere: der neue C 63 AMG. Sein AMG 6,3-Liter-V8-Motor bietet eine Höchstleistung 336 kW/457 PS und ein maximales Drehmoment von 600 Newtonmetern – konkurrenzlose Werte in diesem Segment. Damit beschleunigt der C 63 AMG von Null auf 100 km/h in 4,5 Sekunden; die Höchstgeschwindigkeit ist elektronisch auf 250 km/h limitiert. Das AMG Sportfahrwerk sorgt in Verbindung mit der komplett neu entwickelten Vorderachse, der AMG Sport-Parameterlenkung und dem neuen 3-Stufen-ESP für höchsten Fahrspaß und ausgeprägte Fahrdynamik. In Kombination mit seinem expressivem Design, dem konsequent sportlichen Interieur und der hohen Alltagstauglichkeit ist der C 63 AMG ein einzigartiges High-Performance Fahrzeug. Die Markteinführung startet Anfang 2008.
Mit dem neuen C 63 AMG setzt die Mercedes-AMG GmbH zum 40. Geburtstag des Unternehmens ein selbstbewusstes Statement. Das neue V8-Topmodell ist bereits die fünfte Generation der AMG C-Klasse. Der Stammbaum reicht bis zum C 36 AMG von 1993 zurück – dem allerersten gemeinsam entwickelten Fahrzeug aus der Kooperation von Daimler-Benz und AMG.

Bereits optisch ist der C 63 AMG eine starke Erscheinung: Tief geduckt und breit steht die Limousine auf den Rädern. Unter der neuen Motorhaube mit den eindrucksvollen Powerdomes arbeitet der eigenständig entwickelte AMG 6,3-Liter-V8-Motor. Aus einem Hubvolumen von 6208 Kubikzentimetern resultieren überlegene 336 kW/457 PS bei 6800/min. Damit kommt der C 63 AMG dem rund 470 PS starken AMG C-Klasse Renntourenwagen aus der DTM sehr nahe. Von der hohen Kraft profitiert auch das Leistungsgewicht: es liegt bei sehr günstigen 3,6 kg/PS. Das Drehmomentangebot des AMG 6,3-Liter-V8-Motors muss ebenso wenig einen Vergleich scheuen: So markiert nicht nur das Maximum von 600 Newtonmetern bei 5000/min die absolute Spitze im Wettbewerbsvergleich, auch der Verlauf der Drehmomentkurve verdient Beachtung: Von 2000 bis 6250 Umdrehungen stehen dem Fahrer immer über 500 Newtonmeter zur Verfügung – ideale Voraussetzungen für eine kraftvolle Beschleunigung in jedem Drehzahlbereich.

V8 mit reinrassiger Motorsport-Technik und neu komponiertem Sound

Das 2005 präsentierte V8-Triebwerk kommt in zahlreichen AMG Hochleistungs-Fahrzeugen zum Einsatz und beeindruckt mit reinrassiger Motorsport-Technik. Perfekte Füllung der acht Zylinder garantieren die senkrechte Anordnung der Ein- und Auslasskanäle sowie das Magnesium-Schaltsaugrohr mit zwei integrierten Drosselklappen. Weitere Hightech-Merkmale sind die variable Nockenwellenverstellung, Vierventiltechnik mit Tassenstößel, das besonders steife Aluminium-Kurbelgehäuse in Closed-Deck-Ausführung und die reibungsarme LDS-Beschicht-ung der Zylinderlaufbahnen. Zu den besonderen Stärken des AMG V8-Motors gehören die ausgeprägte Drehfreude und die hohe Durchzugskraft – schließlich bietet der Achtzylinder aufgrund seines Hubraumplus über 30 Prozent mehr Drehmoment als vergleichbare Motoren dieser Leistungsklasse. Die begeisternde Agilität und die spontanen Reaktionen auf Gaspedalbewegungen haben ihren Ursprung auch in der elektronisch geregelten Kraftstoffversorgung. Mit seinem sportlichen AMG Sound, der in aufwendigen Versuchsreihen neu gestaltet wurde, bietet der Achtzylinder aus Affalterbach den einzigartigen Reiz eines Hochdrehzahl-Saugmotors – unmissverständlich hör- und fühlbar bei niedrigen, mittleren und hohen Drehzahlen.

Die wichtigsten Daten des C 63 AMG im Überblick:

Im Sinne optimaler Standfestigkeit verfügt der C 63 AMG über eine besonders leistungsfähige Wasserkühlung sowie groß dimensionierte Motor- und Getriebeölkühler. Angeordnet hinter den großen Öffnungen der AMG Frontschürze, garantieren die Kühler allzeit unkritische Betriebstemperaturen – selbst unter härtester Belastung beim Rennstreckeneinsatz.

Wie alle AMG Hochleistungstriebwerke wird auch der AMG 6,3-Liter-V8 in der AMG Motorenmanufaktur nach der traditionellen Philosophie „Ein Mann, ein Motor“ gefertigt. Jeweils ein Techniker montiert von Hand unter Einhaltung strengster Qualitätsstandards ein komplettes V8-Triebwerk – sichtbar an seiner Unterschrift auf der AMG Motorenplakette.

AMG SPEEDSHIFT PLUS 7G-TRONIC mit Zwischengas-Funktion

Der leistungs- und drehmomentstarke Achtzylindermotor findet in der AMG SPEEDSHIFT PLUS 7G-TRONIC einen perfekten Partner. Ausgestattet mit AMG Lenkrad-Schaltpaddles und drei Fahrprogrammen, ermöglicht die Siebengang-Automatik je nach Geschmack eine betont sportliche oder eher komfortorientierte Fahrweise. Die Modi „S“ (Sport), „C“ (Comfort) und „M“ (Manuell) unterscheiden sich in Schaltcharakteristik und -geschwindigkeit voneinander: So erfolgen die Gangwechsel in „S“ um rund 30 Prozent schneller als in „C“ – in „M“ sogar um rund 50 Prozent. Ein einfacher Tastendruck genügt, um das gewünschte Fahr-programm zu aktivieren.

Als erstes AMG Fahrzeug überhaupt verfügt der neue C 63 AMG über eine automatische Zwischengas-Funktion beim Herunterschalten. Davon profitiert nicht nur das emotionale Erlebnis des Fahrers – der nahezu lastfreie Rückschaltvorgang führt auch zu einer Verringerung der Lastwechselreaktionen, was sich
besonders beim Anbremsen vor Kurven auf Rennstrecken sehr positiv auswirkt.

Neu konzipierte Vorderachse mit 35 Millimetern mehr Spurweite

Sein hohes fahrdynamisches Talent verdankt der C 63 AMG dem neu entwickelten AMG Sportfahrwerk und der völlig neu konzipierten Dreilenker-Vorderachse. Straff abgestimmte Federn und Gasdruckdämpfer sorgen für optimalen Fahrbahn-kontakt und geringe Karosseriebewegungen in schnellen Wechselkurven. Die neue Vorderachse verfügt über 35 Millimeter mehr Spurweite – sichtbar an den breiter ausgestellten Kotflügeln – und garantiert somit eine Verringerung der dynamischen Radlasten bei Kurvenfahrt. Eine Reihe von Maßnahmen sorgt für deutlich mehr Stabilität und Präzision in sämtlichen Fahrsituationen: Die neu konstruierte Radführung an der Vorderachse ist zu 100 Prozent steifer, was zu einer wesentlich höheren Lenkpräzision führt. Ein weiterer Vorteil ist beim Bremsen spürbar, denn die neue Radführung garantiert auch bei hoch dynamischer Beanspruchung ein verzögerungsfreies Ansprechen.

In Verbindung mit der komplett neu abgestimmten Elastokinematik ermöglicht die neue Radführung eine optimierte Querdynamik, sodass der Fahrer des C 63 AMG von deutlich höheren Kurvengeschwindigkeiten profitiert. Ein stärker dimensionierter Drehstab-Stabilisator, neue Kopflager sowie Dämpfer mit Zuganschlagfedern unterstützen die Maßnahmen in puncto Stabilität und Präzision. Von den neuen Kinematikwerten profitiert auch das Lenkgefühl. Die AMG Sportparameterlenkung verfügt ebenfalls über eine Übersetzung von 13.5 : 1, präsentiert sich jedoch durch die Verschiebung des so genannten Momentanzentrums an der Vorderachse insgesamt direkter. Eine straffere Hardyscheibe in der Lenksäule und die geänderte Lenkungskennlinie steigern die Präzision zusätzlich. Auch die Raumlenker-Hinterachse präsentiert sich grundlegend überarbeitet: Eine um zwölf Millimeter breitere Spur sowie mehr Sturz führen zu einer höheren Kurvenperformance. Verstärkte Antriebswellen und Gelenke dienen der Steigerung der Standfestigkeit und runden die Maßnahmen an der Hinterachse des C 63 AMG ab.

Das komplett neu entwickelte AMG Sportfahrwerk verbindet Fahrdynamik auf höchstem Niveau mit Mercedes-typischer Langstreckentauglichkeit – damit bietet auch der C 63 AMG die charakteristischen Tugenden eines echten AMG.

18 Zoll AMG Leichtmetallräder, 19 Zoll Rad/Reifen-Kombination auf Wunsch

Passend hierzu rollt der C 63 AMG auf neuen 18 Zoll AMG Leichtmetallrädern im Fünfspeichendesign. Die titangrau lackierten und glanzgedrehten Felgen im Format 8,0 x 18 bzw. 8,5 x 18 sind mit Breitreifen der Größe 235/40 R 18 (vorn) und 255/35 R 18 (hinten) bestückt. Eine weitere Steigerung der Fahrdynamik erlauben die optional erhältlichen 19 Zoll AMG Leichtmetallräder im Vielspeichendesign. Auf der Vorderachse sind auf 8,0 x 19 breiten Felgen 235/35er Reifen montiert, an der Hinterachse lautet das Format 9,0 x 19 und 255/30 R 19.

Groß dimensionierte AMG Hochleistungs-Bremsanlage

Hinter den Speichen der AMG Räder entdeckt man innen belüftete und gelochte Scheibenbremsen rundum. An der Vorderachse kommen Scheiben im Format
360 x 36 Millimeter mit Sechskolben-Festsätteln zum Einsatz; an der Hinterachse übernehmen 330 x 26 Millimeter große Scheiben und Vierkolben-Festsättel die Verzögerungsarbeit. Perfekte Dosierbarkeit und hohe Standfestigkeit zeichnen
die AMG Hochleistungs-Bremsanlage aus.

3-Stufen-ESP mit Sport-Funktion als Neuheit im C 63 AMG

Speziell auf die hohe Fahrdynamik zugeschnitten präsentiert sich das Elektronische Stabilitäts-Programm ESP. Der C 63 AMG verfügt als erstes AMG Modell über das neue 3-Stufen-ESP mit Sport-Funktion. Dieses System bietet drei verschiedene Regeleinstellungen und ist die konsequente Weiterentwicklung der AMG ESP-Philosophie. Über den ESP-Taster in der Mittelkonsole kann der Fahrer zwischen den Stufen „ESP ON“, „ESP SPORT“ und „ESP OFF“ wählen – der jeweils aktivierte Zustand wird im Zentral-Display des AMG Kombi-Instruments angezeigt.

In „ESP ON“ erfolgt bei beginnendem instabilem Fahrzustand ein Bremseneingriff an einem oder mehreren Rädern sowie eine Rücknahme des Motormoments. Wenn die ESP-Taste kurz gedrückt wird, ist „ESP SPORT“ aktiv. In diesem Modus erlauben die Über- bzw. Untersteuereingriffe sowie die flankierenden Motormomenten-Eingriffe höhere fahrdynamische Zustände, so etwa entsprechende Driftwinkel – der Fahrer des C 63 AMG profitiert von deutlich mehr Fahrspaß. Beim Betätigen des Bremspedals steht ESP wieder im vollen Umfang zur Verfügung.
Ein langer Druck auf die ESP-Taste aktiviert „ESP OFF“. Hier erfolgen keinerlei fahrdynamischen Eingriffe mehr, und das Motormoment wird generell nicht mehr reduziert – somit wird der Fahrspaß weiter gesteigert. „ESP OFF“ sollte nur von versierten Fahrern auf abgesperrten Rennstrecken genutzt werden. Auch in diesem Modus stehen beim Betätigen des Bremspedals wieder alle Funktionen des ESP zur Verfügung.

In allen drei ESP-Modi ist die Traktionslogik aktiv. Bei beginnendem Durchdrehen eines Antriebsrades wird durch den gezielten Bremseneingriff die Wirkung eines mechanischen Sperrdifferenzials erzielt. Somit kann die Motorleistung bestmöglich auf die Straße übertragen werden.

Exterieur-Design mit mehr Eigenständigkeit als je zuvor

Nicht nur technologisch, auch optisch unterscheidet sich der neue C 63 AMG deutlicher von der Serien-C-Klasse als je zuvor. Die Frontansicht dominieren die neue Motorhaube mit den zwei ausgeprägten Powerdomes sowie der eigenständige AMG Kühlergrill mit Zentralstern und zwei Lamellen mit Chromauflage. Die Waben im Kühlergrill finden sich auch in den großen Kühlluftöffnungen der neuen, athletisch geformten Frontschürze des AMG Stylings wieder. Weit nach außen gerückte Nebelscheinwerfer mit Chromeinfassung betonen die Breite des Fahrzeugs ebenso wie die ausgestellten vorderen Kotflügel – besonders der markante Übergang von der Frontschürze zu den Kotflügeln bleibt in Erinnerung. Über die seitlichen Luftauslässe in der Frontschürze wird die heiße Luft von den Ölkühlern abgeführt. Mit den Wunschausstattungen Bi-Xenonscheinwerfer oder Intelligent Light System verfügt der C 63 AMG über abgedunkelte Frontscheinwerfer.

In der Seitenansicht dienen die 18 Zoll AMG Leichtmetallrädern, der formschön integrierte „6.3 AMG“-Schriftzug am Kotflügel sowie die AMG Seitenschweller als Blickfang. Von hinten setzen die serienmäßigen LED-Heckleuchten, die AMG Heckschürze mit schwarzem Diffusoreinsatz und drei ausgeprägten Diffusorfinnen sowie die AMG Sport-Abgasanlage mit zwei verchromten Doppelendrohren Markentypische Akzente. Die AMG Abrisskante auf dem Kofferraumdeckel reduziert den Auftrieb und sorgt für mehr Fahrstabilität im Hochgeschwindigkeitsbereich.

AMG Interieur mit neuen Sportsitzen und Performance-Lenkrad

Die konsequent sportliche Linie setzt sich im Interieur fort. So bietet der C 63 AMG vorne erstmals eigenständige AMG Sportsitze mit integrierten Kopfstützen. Die Sitze verfügen nicht nur über ein neues Querpfeifendesign und AMG Schriftzüge, sondern auch über eine adaptive Lehne mit Verstellmöglichkeiten für die Seitenwangen und die Lordosenunterstützung. Die serienmäßige Polsterung in Ledernachbildung ARTICO/Stoff AMG steht in Schwarz und Riffgrau zur Wahl – optional lässt sich das Interieur auch mit einer besonders hochwertigen Nappaleder-Ausstattung in Schwarz, Riffgrau oder Schwarz/Saharabeige weiter aufwerten. Perfekte Fahrzeugbeherrschung ermöglicht das neue AMG Performance-Lenkrad im Dreispeichendesign mit unten abgeflachtem, 365 Millimeter kleinem Lenkradkranz. Der Griffbereich ist mit perforiertem Leder bezogen, zwei silberne AMG Schaltpaddles aus Aluminium ermöglichen die manuelle Gangwahl.

AMG Hauptmenü mit vielfältigen Anzeigemöglichkeiten

Das eigenständige AMG Kombi-Instrument im Tubendesign präsentiert sich mit neu gestalteten Zifferblättern, spezifischem Schriftbild und neuem Nachtdesign. Die 320-km/h-Tachoanzeige zieht die Blicke ebenso an wie der AMG Schriftzug, die roten Zeiger und das „6.3 V8“-Logo im Drehzahlmesser. Im Zentraldisplay bietet das neue AMG Hauptmenü zahlreiche Einstellmöglichkeiten: Aktivierbar über die Tasten im AMG Performance-Lenkrad, stehen die Modi „Warm Up“,
„Set Up“ und „RACE“ zur Verfügung. „Warm Up“ signalisiert die Motoröl- und Kühlwassertemperatur, „Set Up“ informiert über den momentanen ESP-Modus und das Getriebe-Fahrprogramm „S“, „C“ oder „M“. In „RACE“ steht der RACETIMER parat; hiermit kann der Fahrer Rundenzeiten auf einer abgesperrten Rennstrecke ermitteln.

Entwicklung und Design des C 63 AMG

Die Entstehung eines neuen Automobils – eine komplexe Aufgabe. So auch beim neuen Mercedes-Benz C 63 AMG, dessen Konzeptphase 2004 startete. Zu Beginn standen grundsätzliche Untersuchungen, das so genannte Packaging. Der neue
C 63 AMG wurde als digitales Modell aufgebaut; Motor, Kühlung, Kraftstoffsystem, Antriebsstrang, Achsen wurden mit der Karosserie „verheiratet“, um die Machbarkeit untersuchen zu können. Im Frühjahr 2005 wurden nicht nur die ersten Designmodelle im Maßstab 1 : 4 auf Basis von Zeichnungen und Computerbildern erstellt, sondern auch die ersten Aggregateträger gebaut, also Entwicklungsfahrzeuge auf Basis des Vorgängers C 55 AMG. In ihnen konnten wichtige Komponenten wie Antrieb, Bremse oder Achsen erprobt werden. Modernste Messtechnik in den Fahrzeugen lieferte wertvolle Daten, etwa die Temperaturen von Motoröl, Kühlwasser und Bremsscheiben – von Interesse waren jedoch auch Rundenzeiten etwa auf der Nürburgring-Nordschleife sowie messbare und exakt definierte Fahrdynamikmanöver, um verschiedene Achskinematik-Varianten miteinander vergleichen zu können. Parallel wurde die Karosserie des C 63 AMG umfangreichen Aerodynamiktests unterzogen – erst danach konnte das endgültige Design verabschiedet werden.

Nach erfolgter Konzeptfreigabe im Herbst 2005 wurden die ersten echten
C 63 AMG Prototypen auf die Räder gestellt. Gleichzeitig entstand die High-Performance Limousine auch als Digitaler Prototyp. Mithilfe von Computer-simulationen erreichte man, dass die „echten“ Entwicklungsträger beim ersten Rollout einen sehr hohen Reifegrad hatten. Die Simulation erstreckte sich dabei auf die wichtigsten Fahrzeugfunktionen wie Fahrdynamik, Motor und Antriebsstrang, Betriebsfestigkeit Karosserie, Betriebsfestigkeit Fahrwerk, passive Sicherheit, thermische Absicherung Motor sowie Fahrleistungs- und Verbrauchswerte.

Von Affalterbach in alle Klimazonen der Erde

Das standardisierte und aufwendige AMG Entwicklungs- und Erprobungsprogramm für den C 63 AMG begann im Sommer 2005. Rund 20 Fahrzeuge verließen in den folgenden Jahren Mercedes-AMG GmbH in Affalterbach. Das Ziel:
Versuchsfahrten in allen Klimazonen der Erde.

Testen, Analysieren, Optimieren – so das Credo der AMG Fachleute, um die im Lastenheft definierten Ziele zu erreichen. Entscheidend war dabei auch der permanente Dialog zwischen Design und Entwicklung, um eventuell notwendige technische Änderungen auch gestalterisch umsetzen zu können.

Die wichtigsten Erprobungsschritte im Überblick:

Entwicklungsumfänge Motor, Getriebe und Antriebsstrang

• Höhenerprobung in Denver, Colorado (USA), Lesotho (Südafrika), Mont Ventoux (Frankreich) und Granada (Spanien)
• Heißerprobung im Death Valley, Kalifornien (USA), in Upington (Südafrika), Testgelände Idiada (Spanien) und Phoenix, Arizona (USA)
• Fahrerprobung in Los Angeles, Kalifornien (USA)
• Kälteerprobung Arctic Falls (Schweden)

Entwicklungsumfänge Kühlung und Kraftstoffsystem

• Verschiedene Erprobungsfahrten auf den Hochgeschwindigkeitskursen in Nardo (Italien) und Papenburg
• Erprobung in Upington (Südafrika) und im Death Valley, Kalifornien (USA)
• Erprobung im DaimlerChrysler-Windkanal

Entwicklungsumfänge Bremse und Regelsysteme

• Erprobung Bremsanlage auf Hochgeschwindigkeitskurs Nardo (Italien) und Passstraße Großglockner (Österreich)
• Erprobung Fahrdynamikregelsysteme Testgelände Idiada (Spanien), Arjeplog (Schweden) und Testgelände Boxberg

Zusätzlich mussten verschiedene Dauerläufe absolviert werden, mit dem Ziel ein Fahrzeugleben unter härtesten Bedingungen im Zeitraffer darzustellen:

• Nürburgring-Nordschleife: Auf der anspruchsvollsten Rennstrecke der Welt werden das Fahrzeug sowie Antriebstrang, Fahrwerk, Radführungselemente, Fahrdynamikregelsysteme, Reifen und Bremsen erprobt.
• Gemischter Straßendauerlauf: Erprobung aller Komponenten und Systeme im Zusammenspiel im Alltagsgebrauch. Die bis zum zulässigen Gesamtgewicht beladenen Testfahrzeuge spulen ein exakt definiertes Programm auf Landstraßen, Autobahnen sowie im Stadtverkehr ab.
• Belastungsdauerlauf auf dem DaimlerChrysler-Testgelände Papenburg: Extreme Beschleunigungs- und Verzögerungsprofile mit hohem Volllastanteil, hohe Belastung für Kühlung und Kraftstoffversorgung.
• Schwäbische-Alb-Dauerlauf: Die Fahrzeuge sind beladen bis zum zulässigen Gesamtgewicht. Das Streckenprofil über Landstraßen mit zahlreichen Steigungs- und Gefällstrecken stellt eine hohe Belastung für Getriebe und Antriebstrang dar.
• Heide-Dauerlauf: Extremer Belastungstest über 2000 Kilometer auf der Teststrecke oder auf modernen Prüfständen. Im Fokus der Entwickler stehen die Betriebsfestigkeit der Fahrwerkkomponenten, der gesamten Karosserie sowie des Integralträgers, an dem Vorderachse, Lenkung und Motor befestigt sind. Die Testfahrzeuge sind bis zum zulässigen Gesamtgewicht beladen.

Hinzu kommen umfangreiche Crashsimulationen und reale Crashtests, mithilfe deren alle länderspezifischen Zertifizierungen nachgewiesen werden müssen; ohne ist keine Zulassung möglich. Am Ende steht die Gesamtfahrzeugfreigabe – und der C 63 AMG rollt an den Start.

After the Canadian Grand Prix, the Formula One community was buzzing with two subjects which were both centered on Formula One rookie drivers. One of which is the win posted by rookie Lewis Hamilton who was driving for McLaren. The young British racing driver set another record for extending his streak of podium finishes in his first season to six while taking his maiden win.

The other issue being talked about on Formula One circles is the unfortunate fate of BMW Sauber�s rookie driver Robert Kubica. While the Polish driver started his tour of duty for BMW Sauber last year replacing Jacques Villeneuve, this year marks his first full season as a Formula One driver.

The season though will not be complete for the first Polish national to drive for a Formula One team since doctors did not give him permission to drive at the United States Grand Prix. The disapproval came even after Kubica insisted that he is alert, clear-minded and ready to drive his Formula One car.

The extent of injuries that Kubica sustained is surprisingly little compared to the fate of his Formula One car. The car was totaled which no BMW repair manual can put back together. After the crash, what was left of the car is only the cockpit that Kubica occupied.

The crash came after Kubica clipped Jarno Trulli�s Toyota Formula One car. The impact forced Kubica�s car into the grass on the side of the tracks where the car�s front was elevated thus making Kubica unable to steer or brake. His car then slammed into the barrier after the hairpin curve of the track and then he barrel-rolled across the track and was once again slamming into the barricade.

For the seriousness of his accident, Kubica seemed to be making light of it at times when he joked that �I have seen it live when I was there.� His safety was assured after he was released out of the hospital less than 24 hours after the accident. He only suffered a minor concussion and a sprained ankle.

The Polish driver pointed out that he is fine and would be able to drive for the United States Grand Prix saying: �I have bit of pain in ankle first day, but now it’s 100 percent OK. So no headache, nothing like that. We have to wait for the doctors of FIA and Indy here to give me OK. But I feel like nothing happened.�

After the decision that he could not participate at the United States Grand Prix, Kubica has this to say: �I felt absolutely ready to race. I respect the decision. It was made because there is too much risk to let me race in this Grand Prix in case I have an impact so soon after Montreal. I will go home now.�

Taking Kubica�s place at the United States Grand Prix is the 19-year old Sebastian Vettel who will be making his first appearance driving in a Formula One race. The German Formula One test driver has the unfortunate distinction of being the youngest driver to be fined in a Formula One car. For the upcoming race, he has this to say: �Of course, I am looking forward to my first F1 race, but I wish it had come under different circumstances. It’s never nice if a teammate can’t drive because he had an accident.�

–About–
Anthony Fontanelle is a 35-year-old automotive buff who grew up in the Windy City. He does freelance work for an automotive magazine when he is not busy customizing cars in his shop.