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) and ETCS-i – Electronic Throttle

Control System – intelligent. 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 276 hp /

280PS/ 206 kW at 6400 rpm, while boosting its maximum torque to 256lbft

(350 Nm) at 4700 rpm.

In addition to the changes to the engine management system, Lotus has

designed a bespoke exhaust system, a Lotus designed AP Racing flywheel

and AP Racing clutch to allow the V6 to rev more freely and provide rapid

throttle response. 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. An optional sports ratio gearbox offers even more driver

involvement. Many Lotus owners enjoy the blend of unique performance and

efficiency that the brand's cars offer and 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 32.5 mpg (8.7 litres /

100 km). Fuel economy for the urban cycle is 22.8 mpg (12.4 litres / 100 km)

with 43.5 mpg (6.5 litres / 100km) on the extra urban cycle.

Lotus Evora: 205 g/km CO2

32.5 mpg (8.7 litres / 100 km) - Combined Cycle

22.8 mpg (12.4 litres / 100 km) - Urban Cycle

43.5 mpg (6.5 litres / 100 km) - Extra Urban Cycle

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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.

The Lotus Evora employs a composite roof as a stressed structural member to

give an exceptional vehicle stiffness of 26,600 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 206 kg, helping to keep the weight of the whole car to just

1382 kg.

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

over 100 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.

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 (80 mm wide compared

with 100 mm 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 65 mm.

Lotus Evora: 205 g/km CO2

32.5 mpg (8.7 litres / 100 km) - Combined Cycle

22.8 mpg (12.4 litres / 100 km) - Urban Cycle

43.5 mpg (6.5 litres / 100 km) - Extra Urban Cycle

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by John Vigar, (Continuous Improvement Manager for Lotus Cars)

The Evora assembly process is the most advanced ever undertaken by Lotus

and is probably also one of the most sophisticated for low volume niche car

production in the world.

The manufacturing process for Evora actually started life alongside its initial

design programme back in late 2006. We had to ensure that the car could be

manufactured and assembled to a high specification, to budget and on time.

Manufacturing feasibility has been extremely important to us right from the

start.

Even before Evora's final design and engineering had been completed, we

knew exactly how to build it and how its dedicated assembly lines would look.

We also needed to get all our suppliers fully on board ready to work with us to

ensure that we met the aggressive delivery target for 'start of production.'

The heart of the Lotus Evora is its special extruded aluminium chassis. This is

manufactured at our new Lotus Lightweight Structures facility, which is based

in Worcester, UK.

The following represents the sequence of how we build the car within our

General Assembly and Final operations at Lotus:

The Evora starts to take shape as it is processed through the General

Assembly part of the Lotus Production System. Superlatively painted body

panels (using specially developed environmentally friendly water based paints)

leave the Paint Shop and are decanted and distributed to their respective

'point of fit' workstations within the production lines. The first part of the

assembly production system for Evora (the Factory 5 chassis line) focuses its

efforts to assemble Evora's unique modular structure. It is here that Evora

presents Lotus with a new way of building cars.

Whereas current Lotus cars have their rear sub-frame and front-end structures

gradually built up in situ (on the chassis to form a single unit); the Evora is very

different. The whole of the chassis structure is made up in three modules i.e.

the front-end structure, the main 'centre body' section and the rear end

section. Each of these sections are pre-assembled separately and as the

main 'centre body' section progresses along the Factory 5 production line, the

other two modules are added as complete sub-assemblies. This takes place at

strategic locations, which allow the sections to be 'married up' to form the

overall support structure of the car. The roof is also assembled and bonded.

This modular approach provides greater flexibility and efficiency. It makes

access far easier to assemble (or replace) parts, and it better facilitate

engineering updates and new model year changes. Evora's modular structure

also offers several advantages in improving ergonomics for the production

team member.

However, that is not to say that assembling Evora isn't complex. There are

over 30 possible option combinations for the rear engine module alone and at

least another 24 combinations for the car's front-end. These represent a range

of customer options e.g. left-hand or right-hand drive steering, painted or nonpainted

callipers, brake discs, different oil cooler options – and this is before

we get to talk about Evora's high-quality interior. This means that each module

can be specified to meet the customer's exact requirements.

Also, within Factory 5, the car's doors, windscreen, bulkhead, roof and body

sides are assembled. All the body panels are imported from France. The

tools that produce these parts are made with chromed steel surfaces. This

ensures that the quality and desired finish of the panels is extremely high.

On leaving Factory 5, the car is then transferred, somewhat counter-intuitively,

to Factory 4 (the numbering of each of Lotus's factory reflects the way the site

has developed over the decades - rather than its sequence in the process

today). Here, the first few stages are laid out as a carousel line, which is

equipped to dispense various fluids (as oils, coolants and brake fluid) into the

car. Evora then progresses through the main trim assembly production line.

A large number of Evora trim components are manufactured on site at Hethel.

We have invested in state-of-the-art cutting facilities, which allows exacting

standards to be replicated and meet our sophisticated CAD interior trim

designs. All leather for the Evora is cut and trimmed using this technology

which also allows for the most cost-effective arrangement of pattern shapes to

be cut whilst simultaneously, minimising 'off-cut' waste from each leather hide.

The trim assembly line, like the chassis line, utilises a 'lean racking' which has

been introduced to house our line-side "Kanban" parts delivery system. This

tubular framed system makes efficient use of line-side space, which also

presents materials in an optimum and ergonomically friendly state. Team

leaders and members have also used its simple construction to create 'tailormade'

sub-assembly benches, parts trolleys and visual control stands. This

flexible system allows for an effective and efficient organisation of the

workplace to support the people who assemble the car.

Lotus has also developed its own 'Visual Process Control' systems for the

Evora line. These help to ensure that the car is built to the highest quality

standards and also track Quality, Costs and Delivery (QCD) performance

measures. Visual Process Control is an important feature of the Lotus

production system. It helps supervisors and team leaders to focus their efforts

on producing Right First Time quality within each work stage.

Evora becomes instantly recognisable once its front and rear 'Clam-shells' are

fitted. These are assembled in Factory 4 where all interior parts are also

installed (including special Recaro seats). Either cast or forged alloy wheels

(optional) are assembled towards the end of that line to conclude this phase of

the production process. The car then receives a standardised Quality

Inspection Process (QIP) audit before it is routed to the next factory (Factory

8) for 'cosmetic' processing and verification.

Factory 8 houses a rolling road test but before the car can be 'passed to sales'

an independent team of quality inspectors inspects it very thoroughly. Every

aspect of the car is checked, which will confirm that it totally meets the

expected quality standards.

There has been considerable pressure on us to make sure that we have all the

relevant parts to cater for all the different global markets. Fortunately, by

having a dedicated assembly line for Evora, we have been able to uphold the

mantra for ensuring 'right part, right place, right time' delivery.

At 27 months, the Evora introduction programme has been a challenge. The

timing plan has been very aggressive for an all new vehicle of such high

quality. However, being fast-to-market required a tight programme. Despite

very short lead times we have done it and its creation is a credit to our

designers, engineers and the whole manufacturing team.

Lotus Evora: 205 g/km CO2

32.5 mpg (8.7 litres / 100 km) - Combined Cycle

22.8 mpg (12.4 litres / 100 km) - Urban Cycle

43.5 mpg (6.5 litres / 100 km) - Extra Urban Cycle

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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".

Tyres: 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, Pirelli P-Zeros were chosen to

meet these performance requirements. The Pirelli P-Zero tyres (225/40 ZR18

at the front and larger diameter 255/35 ZR19 at the rear) provide the perfect

balance of ride, handling, grip, durability and safety required by the Evora

project team.

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

Related images are here:

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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 as are pyrotechnic seat belts for

the front two occupants. The airbag on the passenger side is cleverly

engineered to deploy vertically and then be deflected rearwards by the

windscreen, to provide protection.

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 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 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.

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.

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.

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

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Headline figures

Max Power 280PS @ 6400 rpm

C02 emissions 205 g/km

Weight 1382 kg

0-60 mph 4.9 seconds

0-100 km/h 5.1 seconds

Top speed 162 mph /261 km/h

Fuel economy 32.5 mpg - 8.7 l/100km (combined cycle)

Vehicle Description Technical Specifications

Engine Mid-mounted, transverse, 3456 cc, DOHC Dual VVTi

Engine management Lotus T6e engine control unit

Swept volume (Bore x

Stroke)

94 x 83 mm

Compression ratio 10:1

Max Power 280PS/ 206 kW/ 276 hp @ 6400 rpm

Max Torque 350Nm/ 258 lbft @ 4700rpm

Specific power output

(PS/ litre)

81

Cylinder head material Aluminium

Engine block material Aluminium

Number of crankshaft

bearings

4

Number of camshafts 4

Fuel supply system Returnless Fuel injection

Idle running speed 600-680 rpm (variable)

Ignition 1 spark plug per cylinder

Steering Lotus tuned power steering

Turn radius 10.14 m

Steering lock to lock 2.86

Service interval 9000 miles

Warranty 3 year 100,000km (60,000 miles) whole vehicle warranty with

8 years chassis perforation warranty for EU markets

Fuel Petrol 95 RON

Performance Figures

Maximum speed 162 mph

Maximum speed 261 km/h

0-60 mph 4.9 seconds

0-100 mph 12.3 seconds

0-100 km/h 5.1 seconds

0-160 km/h 12.2 seconds

60-0 mph 33.6 meters – 2.4 seconds

100-0 mph 88.6 meters – 3.9 seconds

100-0 km/h 36.8 meters – 2.5 seconds

160-0 km/h 89.5 meters – 3.9 seconds

Transmission

Gearbox 6 speed manual

Clutch Single plate

Differential Open type

Transmission ratio Sports Standard

1st 3.538 3.538

2nd 1.913 1.913

3rd 1.407 1.218

4th 1.091 0.86

5th 0.9697 0.79

6th 0.8611 0.638

Reverse gear 3.831 3.831

Final drive 1st - 4th 3.777 3.777

Final drive 5th- 6th 3.238 3.238

Emissions

Emissions Euro 4 compliant

C02 emissions 205 g/km

Fuel economy Combined 32.5 mpg – 8.7 litres / 100km

Fuel economy Urban 22.8 mpg – 12.4 litres / 100km

Fuel economy Extra

Urban

43.5 mpg – 6.5 litres / 100km

Fuel tank capacity 60 litres usable volume

Fuel system Stainless steel fuel tank with Onboard Refuelling Vapour

Recovery to capture hydro-carbon vapour given off during

refuelling

Exterior Dimensions

Overhang Front 993 mm

Overhang Rear 774 mm

Ground clearance 120 mm

Overall length 4342 mm

Overall height - 1223 mm

Overall width 1848 mm

Wheelbase 2575 mm

Track Front at ground 1567 mm

Track Rear at ground 1575 mm

Design front ground

clearance

125 mm

Design rear ground

clearance

147 mm

Chassis

Power to weight (PS/

1000 kg)

203

Chassis

Lotus designed VVA (modular lightweight bonded Aluminium

structure)

Vehicle torsional stiffness 26 600 Nm per degree

Front suspension

Double wishbone suspension, antiroll bar, Eibach springs and

Bilstein dampers

Rear suspension

Double wishbone suspension, antiroll bar, Eibach springs and

Bilstein dampers

Wheels

Cast wheels - Silver or Stealth Grey (option) – 18" x 8" front &

19" x 9.5" rear

Forged wheels (option) –Silver or Anthracite – 18" x 8" front &

19" x 9.5" rear - (3.2 kg lighter)

Front tyres 225/40 ZR18 Pirelli P-Zero

Rear tyres 255/35 ZR19 Pirelli P-Zero

Total chassis weight 206 kg

Front module 25 kg

Rear module 58 kg

Chassis tub 100 kg

Seatbelt anchorage frame 23 kg

Weight distribution 39% Front - 61% Rear

GVW 1782 kg

Vehicle mass 1382 kg

Brakes

Operation Servo assisted brakes

Anti lock brakes Lotus tuned Bosch ABS system

Brake technology Hydraulic Brake Assist, Electronic Differential Lock and

Electronic Brake Distribution

Brake calipers AP-Racing four-piston calipers (front and rear)

Front discs 350 mm ventilated (cross drilled optional)

Rear discs 332 mm ventilated (cross drilled optional)

Hand brake Drum in hat

Aero

Drag (Cd) 0.33

Drag (Cd.A) 0.627

Front downforce 3 kg at 100 mph (160 km/h)

Rear downforce 5 kg at 100 mph (160 km/h)

Aero package features Rear diffuser, splitter, flat underbody and floating rear wing

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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 at the start of 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 pavé 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 showrooms, 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

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Lotus Engineering starts the New Year strongly, announcing significant new contracts and welcoming a new Director of Lotus Engineering.

Major new projects with three Chinese clients ensure an excellent start to 2010 for Lotus Engineering, the automotive consultancy and technology division of Lotus Cars Limited. These projects result in a fourth consecutive year of growth in new orders for Lotus Engineering's global third party consultancy work, with a quarter of the financial year still to go.

To continue to build on the success of both the Lotus Engineering and Lotus Cars divisions, Lotus has also made changes to the senior management structure. Dr Robert Hentschel joins Lotus as Director of Lotus Engineering. Dr Hentschel's task will be to lead the expansion of Lotus Engineering's third party consultancy work and to further develop its position of technology leadership in lightweight architectures, driving dynamics, efficient performance and electrical/electronics. Dr Hentschel will have full responsibility for Lotus Engineering worldwide, reporting to Dany Bahar, CEO of Group Lotus plc. Dr Hentschel brings a wealth of experience from the automotive industry and engineering services sector, most recently from positions at EDAG as Chief Operating Officer for North American operations and previously as Head of the Electrical/Electronics Business Unit.

Paul Newsome, previously Managing Director of Lotus Engineering, takes up a new role as Director of Product Engineering for Lotus Cars to develop an exciting range of new Lotus cars.

Dr Hentschel commented: "This is a fantastic opportunity for me to contribute to the continued success of this outstanding business which boasts talented engineers and an iconic brand. Lotus Engineering has an exceptional heritage with an exciting array of future products, technologies and services that will further enhance its position as a pioneer in the new automotive era. Our key areas of expertise allow us to deliver exciting vehicles and sustainable transport solutions that are exactly aligned to the needs of the global automotive industry."

The Lotus Exige S Type

72 celebrates the most successful F1 car

of all time, the Lotus Type 72 Formula One

car, which achieved 20 Grand Prix victories

between 1970 and 1975.

The Lotus Type 72 was

driven by such Lotus greats as Jochen Rindt,

Emerson Fittipaldi, Ronnie Peterson and Jacky

Ickx and won three Formula One Constructors'

Championships (1970, 1972 and 1973) and two

Drivers' World Championships (the first

being won by Jochen Rindt in 1970 and the

second by Emerson Fittipaldi in 1972).The colour scheme of

the Exige S Type 72 commemorates the famous

and easily recognisable black and gold Lotus

Type 72 livery and is finished by the same

sign writer who painted racing cars for Team

Lotus.

Performance through light

weight has long been a Lotus philosophy.

The 935kg Exige S Type 72 sprints to 60 mph

in just 4.5 seconds and to 100 km/h in 4.7

seconds, before reaching a top speed of 145

mph, 233 km/h. The Exige S Type 72 also offers

class leading fuel economy and emissions,

with fuel economy of 6.5 litres/100 km (43.5

mpg) on the Extra Urban Cycle and CO2 emissions

of 199 g/km.

The Exige S Type 72 is

a powerful supercharged mid-engined sportscar

that is equally at home on the racetrack

or open road. The intercooled engine has

VVTL-i technology ensuring impressive performance

all the way to the rev limiter at 8500 rpm.

The Sport Pack comes as standard

on the Exige S Type 72 which has a bespoke

high quality interior, including black micro

fibre ProBax sports seats with gold stitching.

Each car comes with a special build plate

commemorating one of the F1 car's 20

Grand Prix victories. The exterior of the

Exige S Type 72 features unique black and

gold light weight wheels and is finished

with hand-painted gold Type 72 and Exige

S logos, (the Sport Pack also includes a

T45 steel main roll hoop, Lotus Traction

Control, twin oil coolers and an adjustable

front anti-roll bar).

All Lotus cars

offer outstanding handling and performance,

and the Exige is no exception offering excellent

dynamics and great driver involvement. Lotus

ride and handling gives an inspiring driving

experience and the mid-engined layout of

the Lotus Exige S Type 72 offers fantastic

balance and agility.

Luke Bennett, Operations

Director for Lotus Cars Limited stated, "The

Lotus Exige S Type 72 is an evocative sportscar,

combining cutting edge handling and performance

with the iconic Type 72 colour scheme, one

of the most famous racing liveries of all

time. The Exige provides an intense driving

experience either on road or track and this

limited edition is a worthy car to celebrate

such a legendary racing car."Clive Chapman, Director

of Classic Team Lotus said, "The Type

72 was a very significant car for Team Lotus

and indeed for the world of F1. It was a

revolutionary design that pioneered the use

of side mounted radiators to achieve its

distinctive 'wedge' profile,

which delivered a significant aerodynamic

advantage. Furthermore, by minimising unsprung

weight and using a torsion bar, rising rate

suspension, tyre performance was excellent.

The Lotus Type 72 design was so advanced

that it was competitive for an extraordinary

six years."

The Exige S Type

72 options include: Air Conditioning, Limited

Slip Differential and the Performance Pack,

which includes a power increase to 240 PS,

larger AP Racing brakes, enlarged roof scoop

(compared to the standard Exige S) and Lotus

variable traction control and Lotus launch

control.

To commemorate the impressive

number of Grand Prix wins the Type 72 achieved,

Lotus will be producing 20 of this special

edition for the UK, a further 20 cars for

mainland Europe and there will be a limited

run of cars in Japan and selected markets

around the world.

Lotus Exige S Type 72

prices:

UK Price: £35,995 MRSP,

excluding on the road costs of £950

Euro zone price: €40,332,

including delivery and other on the road

costs, excluding local country tax.Exige S: 199

g/km CO2

8.5 l/100 km (33.2 mpg)

Combined Cycle

11.9 l/100 km (23.7 mpg)

Urban Cycle6.5 litres/100 km (43.5

mpg) Extra Urban Cycle

A new decade begins with considerable changes at Group Lotus and CEO Dany Bahar is strengthening his executive team in order to take the Lotus brand to the next phase of its evolution and realise his ambitious plans for 2010 and beyond.

Lotus is pleased to announce Paul Newsome's appointment to Director of Product Engineering for Lotus Cars. Currently Managing Director of Lotus Engineering, Paul becomes Director of Product Engineering, responsible for the engineering behind all future Lotus cars and for ensuring that they drive and perform in the way that only a Lotus can.

On taking up the challenge of Director of Product Engineering, Paul Newsome said, "Lotus has, through its launch of the all new multi-award winning Lotus Evora, again demonstrated the capability of its engineering. I look forward to building on this tremendous success with the team and delivering the exciting next generation of products we have planned. These will continue to demonstrate Lotus' world leading attributes of performance and dynamics through light weight and take the Lotus brand into more segments of the sports car market."

Dany Bahar commented, "This year will see some very exciting developments to the Lotus product line-up and I have set the Lotus workforce quite a challenge! The success of the changes that I and my executive team look to make relies upon their support and I thank them for their dedication and commitment in joining us on this journey.

"The executive team I am building around me represent some of the industry's most innovative and passionate professionals and I look forward to working with Paul and the rest of the team to make Lotus the brand it has the potential to be."

Trade Days 14th & 15th January 2010

Public Days 16th & 17th January 2010.

announced as driver for Lotus F1 Racing in Malaysia made the trip to the home of

Lotus at Hethel in England, visiting where Lotus history was made.

It was an exciting day, with Jarno enjoying a visit to the

production facilities, meeting Lotus staff and driving the new Lotus Evora – the

first Lotus he has ever driven!

Jarno was also given a special tour of the Classic Team

Lotus workshops by Clive Chapman, son of Lotus founder Colin Chapman. During the

visit to Classic Team Lotus Jarno viewed some of the most successful and iconic

F1 racing cars of all time. The tour was steeped in Lotus heritage and included

some of the F1 cars that helped Lotus to achieve 79 GP wins, seven constructor's

titles and 6 drivers' championships, including, Emerson Fittipaldi's Type 72,

Graham Hill's Type 49 and Jim Clark's Type 25.

Dany Bahar, CEO of Group Lotus plc said, "The family gets

bigger with the arrival of Jarno. It was very special to host Jarno at Group

Lotus, he is an exceptional driving talent and we wish him and Lotus F1 Racing

every success for the 2010 F1 season."

Dany Bahar continued, "We take great pride in the sports

cars that we produce at Hethel and Jarno's visit provided a great opportunity to

show off the multi-award winning cars that we produce and the advanced niche

production facilities at Hethel."

Jarno had a fantastic time driving the Lotus Evora and

visiting the home of the iconic Lotus marque, commenting, "Gino Rosato and I

come from the same region of Italy, Abruzzo, we have been close friends for

years and it was always a dream of ours to work together. Claudio Berro and Dany

Bahar are also old friends and I honestly never thought that I would get the

opportunity to work with these great people."

He went on to say," It was a great occasion and I thoroughly

enjoyed seeing all the fantastic Classic Lotus F1 cars and new Lotus models. The

facilities at Group Lotus are very impressive and I was amazed at the dedication

and craftsmanship that goes into the production of Lotus cars. The Lotus Evora

lived up to all my expectations of what a Lotus would be like to drive. It is

clearly a very well engineered car that provides an exceptionally rewarding

drive and I am looking forward to Lotus' exciting future."

Head of Lotus Design, Russell Carr will continue to work on both Lotus products and third party design work, an area which is growing rapidly especially in the emerging Asian markets.

Dany Bahar, Chief Executive Officer of Group Lotus plc said, "The appointment of Donato Coco as the new Director of Design for Lotus puts even more prominence on design within Lotus and strengthens the already talented team. We have a very busy few years ahead of us as we are working on a new strategic business plan which will include the introduction of an all new range of Lotus cars and expansion of our third party design work."

Donato Coco is looking forward to the new challenge, "Lotus has a reputation for designing evocative sportscars and it is a great honour to take on these responsibilities and challenges. Russell Carr and the rest of the Lotus Design team have already elevated Lotus Design to a globally recognised level and the increase in our third party design work for clients around the world is proof of our capabilities. I am looking forward to building on these foundations to deliver beautiful and relevant Lotus cars designs whilst at the same time acknowledging the peerless heritage and core values of this wonderful British brand."

Donato Coco was previously Director of Design and Development – Ferrari where he worked on the Ferrari F430 Scuderia coupé and Spider 16M, Ferrari California, 599XX and the F458 Italia. Prior to Ferrari, Donato worked for Automobiles Citroën rising to the position of Chief Designer and was responsible for, amongst others, the Xsara, Picasso, C3, C3 Pluriel, C2, C1, ZX Paris Dakar and the Xsara WRC.

Donato Coco holds an MA in Automotive Design from the Royal College of Art, London, England. Whilst at the RCA, he was awarded first prize in a design competition, which was presented to him by Margaret Thatcher when she was Prime Minister of Great Britain.

Donato Coco is an Italian national. He will be based at the Lotus Headquarters in Hethel, England.

The detailed research has so far focused on lower speed and load conditions that represent a major proportion of an engine's operation in a real world environment. At 2000rpm and up to approximately 2.7 bar IMEP (Indicated Mean Effective Pressure), the ISFC (Indicated Specific Fuel Consumption) achieved is approximately 10% better than current spray-guided direct injection, spark ignition engines. Emissions results are an impressive 20 ppm NOx at less than 2.3 bar load and has four-stroke-equivalent hydrocarbons and carbon monoxide emissions.

Simon Wood, Technical Director of Lotus Engineering said: "These impressive results represent an important step-forward in Lotus Engineering's strategy of developing an array of more efficient multi-fuel combustion systems. Omnivore lays the foundations for a novel and pragmatic vision of a variable compression ratio engine concept suitable for production. A multi-cylinder version is practical for a wide variety of vehicles and offers greatest benefit to C and D class passenger cars which can take advantage of the low cost architecture and significantly improved fuel economy and emissions. We are continuing our discussions with other manufacturers and eagerly anticipate the development of multi-cylinder demonstrations of this revolutionary engine configuration."

The Omnivore engine concept achieves wide-range HCCI combustion and low CO2 emissions through the application of a simple wide-range variable compression ratio mechanism, itself facilitated by the adoption of the two-stroke operating cycle. Technologies combined in this package are all synergistic and provide a route to the efficient use of alternative fuels, accelerating the displacement of fossil fuels.

Jamie Turner, Chief Engineer of Powertrain Research at Lotus Engineering said: "The automotive industry, including Lotus Engineering, has quite rightly advocated engine downsizing for four-stroke engines. This is as a result of the dominance of the four-stroke cycle in the automotive world and its generation of throttling losses at part-load, where vehicles run most of the time. The two-stroke cycle, conversely, does not suffer from significant throttling losses and in many ways is a more natural fit for automotive use. With the thermodynamic disadvantages of throttling losses removed, the two-stroke engine is free to be sized according to its improved part-load fuel consumption. Downsizing therefore isn't vital and, due to the improved light-load efficiency and emissions performance we see with Omnivore, this technology approach and 'upsizing' could permit a more efficient engine."

The initial Omnivore programme has been in collaboration with Queen's University Belfast and Orbital Corporation Limited Australia, with sponsorship from DEFRA/DECC and DOE NI through the Renewables Materials LINK programme. Future work by Lotus Engineering will concentrate on further investigating the operation on gasoline and alternative renewable fuels such as ethanol and methanol, with more in-depth analysis of specific test points.

Technical Detail

Omnivore Summary

The Omnivore engine concept features an innovative variable compression ratio system and uses a two-stroke operating cycle with direct fuel injection. It is ideally suited to flex-fuel operation with a higher degree of optimisation than is possible with existing four-stroke engines.

The engine concept features a monoblock construction that blends the cylinder head and block together eliminating the need for a cylinder head gasket, improving durability and reducing weight. In this case, the application of a monoblock is facilitated by the absence of the requirement for poppet valves. A novel charge trapping valve in the exhaust port allows asymmetric timing of exhaust flow and continuous variation of the exhaust opening timing.

The Omnivore engine uses the Orbital FlexDI fuel injection system which produces fine in-cylinder fuel preparation irrespective of fuel type and, together with air pre-mixing, allows efficient two-stroke combustion and low-temperature starting, whilst offering singular opportunity for advanced HCCI control.

The variable compression ratio is achieved by the use of a puck at the top of the combustion chamber. This simple, yet effective system moves up and down effecting the change in geometric compression depending on the load demands on the engine.

Engine Concept Features

Monoblock

The monoblock incorporates the cylinder head, the cylinder barrel and the inlet ports, together with mounts for the variable compression ratio system and the charge trapping valve housing. It also contains the non-moving location of one of the two possible injector mounting positions provided for research purposes. The other injector position is in the variable compression ratio puck. The monoblock is mounted on the upper crankcase, which is a common component with all of Lotus' single-cylinder research engines. The engine carries a full primary and secondary balancer system. The monoblock is water-cooled by an electric water pump.

Computational fluid dynamics is used extensively to ensure effective cooling of the monoblock, a feature assisted by the removal of the cylinder head gasket, inherent in such architecture. The chief advantage of a monoblock construction in any engine, aside from the bill of materials and assembly benefits, is the reduction of bore distortion afforded by the removal of cylinder head bolts. This is especially important in piston-ported 2-stroke engines.

Variable Compression Ratio Mechanism

The primary component of the variable compression ratio mechanism is what is termed the 'puck', or a moveable junk piston in the cylinder head. In the case of the research engine, this puck is driven in and out by a double-eccentric mechanism itself comprising proprietary parts. The puck itself does not move at engine speed. In addition to the spark plug, the puck carries one of two possible injector positions. It is water-cooled and carries simple piston (or 'junk') rings for primary sealing, and an 'O'-ring towards the top for final sealing.

The variable compression ratio system is controlled by an electric motor and worm drive arrangement at the front of the engine. Because there are no poppet valves in the engine, it is clear that the puck could be of a large diameter and since there is no need for valve cut-outs in the piston crown, the minimum volume of the combustion chamber can be much smaller than has been the case in variable compression ratio engines shown to date. When the puck is in its innermost position, its surface is essentially coincident with that of the combustion chamber squish band and this yields the highest compression ratio of 40:1.

The combustion chamber geometry necessarily alters as the puck is moved to vary the compression ratio. The chamber geometry in Omnivore was therefore chosen on the basis of 2-stroke experience in spark ignition operation. Consequently, the puck is positioned in the cylinder head in such a way that the non-moving squish band directs cooling flow towards the spark plug. The puck is water-cooled from the main engine cooling circuit.

Charge Trapping Valve

The charge trapping valve is caused to oscillate by a short articulated connecting link from an engine-speed eccentric shaft itself rotated by a belt drive from the crankshaft. A simple charge trapping valve mechanism provides for asymmetric exhaust timing and hence a modification of the original piston-ported two-stroke operating cycle. Fitting an articulated link between the eccentric shaft and the trapping valve actuating arm affords the opportunity independently to vary the opening and/or closing point. In this 'variable' form, at light load, the charge trapping valve can be made to control exhaust port opening, to maximize expansion in the cylinder, and the blowdown period can be optimised. The position of the control arm is controlled by the engine management system. All charge trapping valve components and their configuration have been analysed kinematically, and since they operate with modified simple harmonic motion, they do not suffer from jerk stresses.

Other Components

The cranktrain of the engine comprises an 86 mm stroke crankshaft, a trunk piston of 86 mm bore and a connecting rod with 195.5 mm between centres. The piston carries four piston rings: two pegged half-keystone compression rings which traverse the ports in the upper section, and a Napier scraper ring and U-Flex oil control ring in separate grooves in the lower portion. These are not pegged since they do not have to traverse the ports. In this manner, the working chamber is completely sealed from the crankcase and hence wet-sump lubrication can be employed.

Since this is a research engine, it is cooled by an electric water pump with a separate electrically-driven oil pump used for lubrication. Scavenge air is provided externally. For convenience, air for the Orbital air-assist DI system is provided from the factory air supply regulated to 6.5 bar maximum air delivery pressure. Note that in any multi-cylinder application it is envisaged that all these subsystems would be incorporated into the engine in the normal manner.

Lotus to drive the award-winning Lotus Evora

Martin Brundle, one of

the most talked about legends in British

motorsport recently spent a day at the world-renowned

Group Lotus UK headquarters, sampling a piece

of Lotus heritage and driving the firm's

latest offering, the all new Lotus Evora.

Brundle called on Classic

Team Lotus where Clive Chapman (son of Lotus'

founder Colin Chapman) showcased some of

his Father's much loved Formula 1 projects.

Brundle also toured the state of the art

manufacturing facilities and sampled the

Lotus Evora for the first time around the

famous Lotus test track.

It was fantastic for

the Lotus workforce to see Brundle passing

through; regularly holding court with the

eager employees, happy to sign autographs

and answer any questions posed. Dany Bahar,

CEO of Group Lotus said: "It is an

honour for Lotus to host Martin Brundle,

one of the most respected and popular names

in motor sport. It was an incredible opportunity

to demonstrate our exciting array of vehicles

and the work of our talented employees to

one of the most esteemed analysts in the

automotive arena and I am delighted with

his positive responses." Brundle was joined by

his son Alex, one of the rising stars of

the Formula Two Championship, proudly following

in his fathers motor sport footsteps and

dreaming of a future in Formula 1. Martin

Brundle thoroughly enjoyed his visit to one

of the world's most iconic automotive

marques, commenting: "I remember first

visiting Hethel in the 1960s, when my Father

drove a Lotus Cortina. I am equally impressed

now as I was then and as a Norfolk man, I

am delighted Lotus is performing so well.

I was pleased to see my old friend Gino Rosato

and after hearing more about the future plans

from Dany Bahar and his team, I am looking

forward to the forthcoming products to come

out of Hethel."

Brundle was further impressed

with the new Lotus Evora: "I was especially

keen to drive the Evora after reading so

many positive magazine reports. On a wet

track, the cornering grip and particularly

the braking performance deeply impressed

me. It's a quality sports car."

by Top Gear magazine and online teams as

the best Sports Car of the last 12 months.

The Top Gear Awards,

now in their 10th year, searched for the

most exciting and innovative sports car of

this year. The awards are not only well established,

but are also truly global, running across

24 international editions and Top Gear websites

in the UK, US and Australia.Conor McNicholas, Editor

of BBC Top Gear magazine commented "It's

pretty, quintessentially British, fast and

handles like a dream. Evora takes Lotus to

a new place in terms of quality but more

importantly delivers a sports car rush that

puts other marques to shame."

Dany Bahar, CEO of Group Lotus plc said,

"I am delighted that the Evora has won

the Top Gear award for Sports Car of the

Year 2009. Top Gear is very well regarded

around the world and it is a fantastic achievement

for all who have worked on the Evora to win

such a prestigious award."Dany continued, "I

am particularly pleased that the Top Gear

team commented on the huge improvements in

quality at Lotus, confirming that the Evora

is an exciting supercar that can also be

used for every day driving."

This accolade adds to

the awards haul for the Evora, which includes:

• Autocar magazine

– Britain's Best Driver's

Car 2009

• Car magazine –

Performance Car of the Year 2009

• European Aluminium

Awards 2008 - Overall Jury Prize - Lotus

Evora Aluminium Structure

• EVO magazine –

Car of the Year 2009

• iMotor - Overall

Winner - Most Rated Car of 2008 Lotus Evora: 205 g/km CO2

32.5 mpg (8.7 litres

/ 100 km) - Combined Cycle 22.8 mpg (12.4

litres / 100 km) - Urban Cycle 43.5

mpg (6.5 litres / 100 km) - Extra Urban Cycle

Lotus Scoops EVO Car of the Year Double

The Lotus Evora takes the title of 'EVO Car of the Year

2009', with the Lotus 2-Eleven winning the prestigious 'EVO Track Car of the

Year 2009' competition.

For the 'EVO Car of the Year 2009' test EVO

Magazine took a fleet of the world's most desirable driving machines to the

sensational roads of the Isle of Skye in Scotland, to evaluate the cars over a

three day and 1000 mile test route.

The Lotus Evora, along with cars from manufacturers

including Lamborghini, Ferrari, Porsche and Aston Martin were put through their

paces on the challenging and technical roads by the EVO team. In the Car of the Year test, the group of 13

cars were whittled down to the top 5 and then scored out of 100, with the Lotus

Evora beating all other entrants

with an impressive score of 96.0. John

Barker, Motoring Editor said of the Evora "It's a magical thing across the

ground, deft like an Elise, with exceptional poise and feel. What was telling

for me was that, getting into it after any of the other finalists, it was even

better than I remembered: a bit smoother, a bit quicker and even sweeter

dynamically, too. It's a beguiling car."

David Vivian, Contributing Editor, commented, "A quite

brilliant car and worthy winner."

The 'EVO Track Car of the Year 2009' event swapped the

dramatic scenery and challenging gradients for the more familiar, but fast and

demanding West Circuit at the Bedford Autodrome.

The Lotus 2-Eleven along with eleven other cars competed for

the title of 'EVO Track Car of the Year 2009'. The test group contained some of

the most exciting track cars on sale today, including hot hatches, track focused

supercars and exotic track machines.

In the Track Car of the Year competition the cars were each

timed around the West Circuit and compared subjectively to find a winner.

On the way to winning the competition the 2-Eleven posted

the second fastest time and closely matched the criteria set by the judges of

providing entertainment, being rewarding and a challenge to drive.

Roger Green, Track Test Editor, when commenting on the

2-Eleven said "Every single judge described (the 2-Eleven) as 'superb' in their

assessment notes."

Henry Catchpole, Road Test Editor, stated that "It's

fabulous. It takes the habitability, finish and dimensions of the road car and

adds the dynamics and awesome gearbox of a race car."

Luke Bennett, Operations Director of Lotus Cars Limited said

that "I am delighted that the Evora took the title of "EVO Car of the Year 2009"

and it is made even better that at the same time the 2-Eleven has won the Track

Car of the Year competition. The Evora and 2-Eleven offer very different

ownership propositions; however both have the same Lotus DNA and each reward the

driver with a great Lotus driving experience."

Luke went on to say "It is a great endorsement for Lotus

cars that the most refined car in the product line up is picking up awards at

the same time as the most extreme car in the range, illustrating the great

wealth of engineering and manufacturing expertise at Lotus."

Lotus Evora: 205 g/km CO2

32.5 mpg (8.7 litres / 100 km) - Combined

Cycle

22.8 mpg (12.4 litres / 100 km) - Urban Cycle

43.5 mpg (6.5 litres / 100 km) - Extra Urban

Cycle

The iconic British sports car manufacturer opens its doors for an exclusive behind the scenes tour of the site and a virtual drive around the famous Lotus Test Track.

Lotus invited Google to record a testing session of selected Lotus cars and to give fans of the legendary British sports car brand a chance to look around normally hidden areas of the Lotus Headquarters in Hethel, Norfolk. On the Lotus test track, sharp eyed Street View users will spot the Lotus 2-Eleven being driven quickly and enthusiastically (just as it is intended to be!), a research and development Lotus Exige 265E which is fuelled by sustainable, environmentally friendly ethanol and a number of prototypes of the new Lotus Evora.

Nigel Marshall, Head of Facilities Management for Lotus said, "We decided to give Street View users an opportunity to look around part of the Lotus HQ and to virtually drive the Hethel Test Track. Only a select number of drivers have driven the Lotus circuit over the years, but now anyone can get a closer look at where some of the most iconic British sports and racing cars have been tested and developed. To see some dynamic track driving of the Lotus 2-Eleven just check out the North Hairpin!"

Matthew Prestopino, Google's Head of Street View Operations in Europe said, "Being invited to come and drive alongside some of the UK's coolest cars was a real treat. This is the first ever circuit in the UK to be photographed for Street View and car fans are going to love taking a virtual tour and locating their favourite Lotus cars in action on the track".

The Street View of the Lotus Headquarters can be viewed here: http://3.ly/LotusCar...oogleStreetView

Users can access street-level imagery of the Lotus site by zooming into the lowest level on Google Maps, or by dragging the orange "Pegman" icon on the left-hand side of the map onto a blue highlighted road such as the Lotus test track.

During a recent trip to catch-up with old friends Villeneuve spent a day at Group Lotus' UK head quarters where the 1997 Formula 1 World Champion was presented with a chronicle of Lotus' rich history, from its founding years with a tour of Colin Chapman's first workshops, to a session in the firm's latest offering, the award winning Evora, on Lotus' own test track.

It was a rare chance for Clive Chapman (son of Lotus' founder Colin Chapman) to share with Villeneuve some of his father's much loved projects and the two exchanged stories of the days they respectively shared with their fathers when they were competing in Formula 1.

It was a great moment for the Lotus workforce to see Villeneuve passing through the manufacturing facility often stopping to take in the detail of the process and to pose for photos and autographs. Recently appointed CEO of Group Lotus, Dany Bahar, was keen to stress the importance of this exciting visit to boost morale saying, "Jacques' visit is an honour for Lotus and Lotus is a team. Our people are a blend of talent and expertise combined with passion for our brand. Our highlights are theirs, so this is a special day for us all."

Villeneuve was delighted to have spent the day at the home of one of Britain's most revered motorsport marques and commented, "It has been a great day for me to catch-up with my friend Gino Rosato in his new role at Lotus and to see where the magic of Lotus comes from. My first toy car as a child was a replica model of Emerson Fittipaldi's Lotus 72, I could say his name before I could say my dad's! I really enjoyed watching them racing when I was a boy. It has been a really fun trip for me, to see the people working to build the Evora was particularly nice."

Following Villeneuve's drive of the Evora he passed comment to the engineering team responsible for developing the car. Villeneuve, impressed with the performance of the car, concluded "It's a really nice car, fun and comfortable to drive".

Lotus Engineering and Harman International have developed technologies to synthesise external sound on electric and hybrid vehicles to counteract the growing concern these 'quiet' vehicles pose to pedestrians and cyclists. A simulation of a real engine sound is used on the 'HALOsonic' Hybrid technology demonstrator vehicle, making it instantly recognisable that the vehicle is in motion.

Electric and hybrid vehicles, a favourite choice of the environmentally conscientious have recently come in for criticism from blind and partially sighted people. Due to the almost silent operation of hybrid vehicles at slower speed when running on electric power, the independent travel of the blind and partially sighted may be put at risk as they cannot hear these quiet vehicles as they approach, making crossing a road or walking through a car park hazardous.

The Solution

The 'HALOsonic' Hybrid technology demonstrator uses a standard Toyota Prius, one of the highest volume and most advanced hybrid vehicles to demonstrate the sound synthesis application and compensate for the lack of engine noise emitted by the vehicle when running on an electric motor. What has resulted is the same environmentally conscious hybrid vehicle, without the potential risk to pedestrians and cyclists.

The solution that Lotus has devised is a novel reapplication and development of its Electronic Sound Synthesis technology. This is a part of the Lotus suite of patented active noise technologies which comprise three main systems, Active Road Noise Cancellation, Engine Order Cancellation and Electronic Sound Synthesis.

The Technology

External Electronic Sound Synthesis provides specified electronic sound models which can be applied to an external speaker system to improve pedestrian safety. This is especially important for electric and hybrid vehicles which can be difficult to hear at lower speeds due to their drive mechanism. A synthesised sound, dependant on speed, is projected from speakers at the front and rear of the vehicle, making it instantly recognisable that the vehicle is in motion.

To synthesise the engine sound, a road speed signal is taken from the vehicle and a waterproof loudspeaker system is positioned behind the grille allowing the sound to emanate from the front of the vehicle. The sound can also be synthesised from the rear of the vehicle in the same way, allowing warning when the vehicle is reversing. When a car is operating on the electric motor only, throttle and speed dependent synthesised sound projects an engine sound in front of the vehicle. The technology was designed around the behaviour of a conventional engine, using an existing engine sound which makes it instantly recognisable with the pitch and frequency helping to identify vehicle distance and speed.

If the hybrid's engine starts operating, at higher speeds or throttle demands or lower battery levels, the control system automatically stops the external synthesis. When the powertrain control system switches the car back to running on the electric motor only, the synthesis controller instantaneously sets the system running again. It is all completely automatic and the driver hears almost none of the additional sound. In order to generate a realistic engine sound, recordings of a suitable donor engine are made and analysed to establish the characteristic frequencies at different engine speeds. These frequencies are then entered into the synthesis controller in the form of a 'voice' which outputs the sound through an amplifier and out through the loudspeakers. Alternatively, more futuristic sounds for electric vehicles can be created using sampled sounds and generated waveforms.

HALOsonic

The HALOsonic suite of patented noise management solutions comprises three main systems, each of which can be used individually or in combination.

The first two systems are Active Road Noise Cancellation (ARNC) and Engine Order Cancellation (EOC). Both of these look to reduce noise levels in the cabin, particularly at frequencies that are audibly unpleasant. In the case of road noise, the system reduces broadband noise levels at frequencies below 250Hz whereas EOC tackles harmonic frequencies generated by ignition events in the engine.

Input signals from the engine (for EOC) or sensors mounted to the suspension system (for ARNC) are fed into the electronic controller, as are sound signals, measured by microphones located in the cabin. The software algorithms of the controller then calculate what sound is needed to provide cancellation and the speakers of the in-car entertainment system are used to put this into the cabin. All this takes just a few hundredths of a second and repeats and adapts constantly through the complex control system, seamlessly and instantaneously adapting to changes in speed or road condition. The cancellation system operates on the input signals so other noise in the vehicle such as the audio system and speech are not interfered with or cancelled. The result is a quieter, more pleasant cabin.

The third system is electronic sound synthesis, the purpose of which is to enhance the sound in the cabin, or enhance the sound at the front of the vehicle to increase pedestrian safety. The control system uses engine speed signal, a throttle position sensor and the in-car entertainment system to add sound. In this way a car could be made to sound sportier or be given the pleasing sound characters of, say, a flat 6 or V8 engine. Coupled with EOC and ARNC, the interior sound in the cabin can be tuned to enhance the driving experience and match the brand attributes of the vehicle.

Images here:

http://www.midlandslotus.co.uk/forum/index...=sc&cat=174

The New Distinctive, Mid-engined,

2+2 Sportscar from Lotus

Eagerly anticipated and making its official global debut at the

British Motorshow in London on July 22nd, the first all-new

car from Lotus since the iconic Elise in 1995, will enter the

sportscar market as the only mid-engined 2+2 in production.

The new car, which is known only by its project name `Eagle', is a more

holistic offering than the Elise and Exige models that have been so massively

popular with track day enthusiasts. The car, the name for which will be

announced at the British Motorshow on 22

nd

July at an 11:30 press

conference, is designed for people who desire exotic sportscar characteristics

of stunning design, exclusivity, dramatic proportions and performance. Project

Eagle also offers real-world usability and a unique sense of occasion.

Powered by a 3.5-litre V6 producing 280 PS, the new car employs innovative

lightweight chassis technology to ensure visceral all-round dynamic

performance, in keeping with the great Lotus tradition. Even in the very early

stages of development testing, Lotus ride and handling engineers report that it

is considerably faster around the famously demanding Nürburgring circuit than

the Elise and more stable at speed than the Exige.

Inside, Project Eagle cocoons occupants with a sumptuous leather surfaces

juxtaposed with contemporary high-tech features. With driver focused

instrumentation the driver sits in cockpit-esque surroundings. A beautifully

appointed dash boasts tactile details such as flush-mounted controls that glow

with blue LED haloes and a stylised speedometer and rev counter ensuring

that controls are both attractive and accessible.

Styled in-house by Lotus Design, the Project Eagle's sleek, sophisticated and

attention-snaring lines brilliantly disguise its ability to accommodate

passengers in the rear of the cabin, giving the car the external characteristics

of a small, nimble sportscar whilst belying its internal space. As well as being

sold in a 2+2 configuration, the car will also be available as a purely two-

seater, the space in the rear being allocated to luggage storage. Other

derivatives are also planned for the future, including a convertible and an ultra-

high performance version.

Deliveries of Project Eagle will begin in Spring 2009, and with only 2000 of the

hand crafted cars planned each year, this exclusive and unique car is creating

a real stir with celebrity enthusiasts around the world. Hollywood actor and

car enthusiast Patrick Dempsey is just one of the high profile collectors who

are on the waiting list for a test drive.

Mike Kimberley, CEO of Group Lotus plc, had this to say about the new

model: "Project Eagle is the biggest milestone Lotus has achieved since the

Elise was born 13 years ago. We are currently working at broadening the

appeal of the Lotus brand through an aggressive 5-year model plan of which

this car represents the first exciting step."

Ends

Notes to Editors

Project Eagle in detail:

Project Eagle is the first of three new models included in the CEO's (Mike

Kimberley) five year strategic business plan initiated in October 2006 to

support Lotus' growth.

Design

Designed in-house by Lotus Design, Head of Design, Russell Carr, explains

"Project Eagle's dynamically sculptured form and dramatic proportions

communicate visual drama, speed and agility even when the car is standing

still. Sportscars are primarily an emotional rather than a rational purchase and

so the design must seduce with its beauty and distinctive character. However,

the modern customer also demands that the product offers real-world usability

as well as exotic imagery. Therefore every element of the car's exterior and

interior has been carefully designed to create a product that offers comfort and

convenience as well as traditional performance car attributes."

A design language of dynamic lines and fluid surfaces that flow from the `Lotus

­mouth' and over the length the cars toned form are unmistakably `modern

Lotus'. They instantly convey a sense of agility and athleticism that is intrinsic

to the car's driving persona. On Project Eagle they are complemented by the

distinctive wraparound visor screen but have been subtly tailored to suit the

more sophisticated character of the car, optimise high-speed aerodynamics

and artfully disguise the unique 2+2 layout. The cab forward proportion

combines with muscular haunches and optimised intake detailing to instantly

inform the viewer that this is a serious mid-engine sportscar. Elsewhere a

Lotus philosophy for combining function with beauty is evident in the

downforce generating, top exit radiator vent, rear diffuser and rear wing.

Inside the car the forms echo the exterior with fast moving surfaces that wrap

around the cockpit cosseting the occupants, the contrast colour band that

flows from the instrument cluster and sweeps around the cabin highlights this

theme. "We recognise that `touch' not only assists with driving enjoyment but

also conveys messages about quality and therefore great attention has been

paid to all the areas where the driver interfaces with the car." Carr explains.

Figure hugging adjustable sports seats and flat-bottomed steering wheel

instantly communicate the driving potential of the car. Project Eagle employs

premium quality material and finishes to create an exclusive, British

handcrafted ambience that is unique in this price segment. Modern, precision-

engineered aluminium inserts and hi-fi quality, edge-lit switches are brilliantly

juxtaposed against the traditional contrast stitched leather panels.

Everyday convenience is catered for through ergonomically located touch

screen SAT NAV, remote release glove box, storage bins and integrated "cup

holders".

Technology

In a world launch by partners Alpine, Project Eagle boasts a truly cutting edge

in-car entertainment and navigation system. The multi-media system features

a 7in touch-screen providing advanced audio, satellite navigation, Bluetooth

hands-free telephone and iPod® connectivity functions; the screen also serves

as a monitor for Project Eagle's optional reversing camera. The satellite

navigation element of the system has a removable hard-drive, allowing you to

programme it from the comfort of your home or use it as a roaming satellite

navigation unit and MP3 player.

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 imbalances in the sound caused by

different areas of the cabin ­ window glass, for instance, creates echoes,

while carpets suppress mid-range frequencies ­ resulting in amazingly crisp,

clear, undistorted sound reproduction wherever you are seated in the car.

A bespoke progressive air-conditioning system developed by Bergstrom is

standard on all models, while on-board tyre pressure monitoring will be either

standard or optional depending on model and market. And in deference to the

American market in particular, a module in the headlining will accommodate

automatic garage and gate opening remote controls.

Interior space and accommodation

The rear seats of 2+2 versions of Project Eagle are intended for children or

smaller adults on short journeys. To maximise comfort in the rear, there is

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 for

briefcases and jackets, adding to Project Eagle's appeal as an everyday car.

The boot, which ingeniously features a fresh air cooling system to reduce the

effect of heat ingress from the engine bay, will accommodate a set of golf

clubs.

A two-seater derivative of Project Eagle is planned and will have a luggage

shelf in the back replacing the two rear seats.

Safety

Lotus' Project Eagle conforms to all regulatory standards and in addition

boasts additional safety features; Lotus aluminium chassis technology applied

to Project Eagle's provides the car with immense inherent strength, particularly

in regard to side impacts and a tubular steel seatbelt anchorage frame that

also acts as a rollover structure.

Anti-lock brakes are standard on all models, as are traction and stability

controls; these systems have been specially developed in co-operation with

Bosch to provide enhanced safety features whilst maintaining performance

characteristics.

Under the bonnet

Lotus continues its excellent working relationship with Toyota, world leaders in

engine development and manufacture and Formular1 competitors. For Project

Eagle Lotus has modified Toyota's 3.5-litre V6, with dual VVT-i (`intelligent'

variable valve timing) for optimum performance.

Performance

At the time of unveiling, full performance figures for the new Lotus will not

have been compiled on a production specification car, however Lotus has a

further 6 months of development time to conduct these before Project Eagle is

available to test drive.

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).

Le Mans Bugatti race report

October - 24th-25th 2009

After an action packed season at the best circuits Europe has to offer, the Lotus Cup Europe finale took place at the Le Mans Bugatti circuit.

Colin Chapman vowed never to return after falling foul of the scrutineers for the 24 hour race; however we hope he'll forgive us this visit, scene of several class victories in the legendary event for the marque.

http://www.lotuscupe...ce-report7.html

Bennett, Operations Director of Lotus

Cars, at 15.45hrs on 15th September 2009

at the Frankfurt IAA:

Ladies and Gentlemen;

The Lotus brand is all about a performance technology lifestyle. We make

exciting sports cars and develop engineering innovation. Our brand stems

from our motor racing heritage – Lotus, of course, grew out of the disciplines

of motorsport - and we have more news later relating to Lotus' return to the

motorsport arena.

Our brand philosophies of lightweight, exciting aerodynamic styling, true high

performance and innovation are more relevant today than ever before in this

increasingly carbon-conscious world. Cars need to perform better, be more

focused on intelligent weight reduction and become simply more efficient for a

new age of motoring. But they also must not lose the key value of the

fundamental enjoyment of driving. Lotus has the experience and expertise to

achieve this aim.

Being green and being true to our principles are entirely consistent! Trends in

consumer preferences and the emergence of new technologies create an

enormous opportunity for Lotus to stand as a leading light in the automotive

industry, and expand both areas of our business. The future trend is clear and

Lotus intends to lead the change, not follow.

As an example, the new multi-award winning Lotus Evora sets new standards

for fuel efficiency in the high-performance sports car market with CO2

emissions of just 205 g/km.

The Evora is Lotus' first step to migrate from a single platform car company to

a three model range, a vital stage in our long term brand development and we

are delighted with the way the car has been received.

First customer deliveries of the Evora have already started and there is a

substantial order bank of five months' production, clearly demonstrating its

appeal to the 21st century sports car customer.

To cope with this demand, we have recruited 150 additional staff representing

a 30% increase which probably makes us unique at this time in recruiting staff

to meet global demand.

And our brand development continues, with €25m of investment earmarked for

product development this year on top of the €35m invested last year.

Similarly, Lotus Engineering is committed to driving forward with sustainable

low carbon technology derived from our ethos and expertise of reducing

vehicle weight.

Our engineering track record in technologies such as hybrid and electric

vehicles and sustainable fuels firmly places us as one of the world's leading

automotive consultancies for the new culture of transport.

And to illustrate that relevance to the industry and the value Lotus can bring, I

can report today that Lotus Engineering increased sales by 23% over the last

financial year, despite the global economic challenges.

The Lotus Range Extender engine that we are showing today is a great

example of this expertise. This 1.2 litre, 3 cylinder engine has been designed

and optimized specifically for series hybrids.

True to Lotus, it combines innovation and simplicity of design with its

aluminium monoblock construction which integrates the cylinder block, the

cylinder head and exhaust manifold in one casting, resulting in reduced mass,

assembly costs and package size as well as improvements in durability and

emissions.

It can run on gasoline or sustainable alcohol fuels and weighs just 56 kilos.

You may ask 'When will it be available?' Well, everything that you see on this

novel engine has been designed to offer a fast route to market for vehicle

manufacturers wanting to source a dedicated range extender for series hybrid

vehicles.

The Lotus Range Extender will be first showcased in the Limo Green project

which is funded by the UK Technology Strategy Board, targeting less than 120

g/km CO2 emissions in a large, executive saloon.

This engine and all the cars that we are revealing here today reflect our sense

of engineering creativity, our brand values and the demands of the market,

current and future.

And, because these brand values grew from motor racing, we are delighted to

announce today our return to the global motorsport arena.

Firstly, Lotus and F1. A Malaysian-led initiative, championed by Proton, is

entering the F1 arena. Details are still being finalised, with more

announcements to come, but we are all very excited by this news.

Secondly, Lotus will be competing in a number of global endurance racing

events in 2010/11. Endurance racing is the arena where the combination of

performance and efficiency really counts and another area where we know the

Lotus Evora will be a class leader.

Group Lotus is pleased to announce the appointment of Claudio Berro to the new role of Director of Motorsport for Lotus, reporting directly to Dany Bahar, Group Lotus CEO.

Prior to joining Lotus, Claudio Berro held the position of Operations Racing Director for the Speedcar Middle-East International Race Series. Before that, he spent 14 years at Ferrari, Maserati and Fiat where he held such positions as Formula One Team Manager, Director responsible for all sport activities for Ferrari and Maserati (excluding F1), General Manager Maserati Corse and Director of Fiat Group's Motorsport Activities, before becoming Racing Operations Director for Abarth.

Dany Bahar, Group Lotus CEO, welcomes Claudio Berro to Lotus, "I am delighted that Claudio is joining us as Director of Motorsport. He has a proven track record of not only setting up and managing the motorsport's divisions within sportscar brands but also winning championships in GT racing and rallying. His skills will be very valuable as we look to return Lotus to high level motorsport around the world. "

Claudio Berro is excited about his new role and challenges, "Lotus has a peerless motorsport heritage, not just in Formula One, but we have also won in sportscar racing, saloon car racing, world rally championships, Le Mans and the Indy 500. There is no other car company in the world which can lay claim to so many accolades and championships in such a wide variety of motorsport fields, and I am looking forward to re-introducing Lotus to high level motorsport to not only compete and win but also to demonstrate the shared technology between Lotus sportscars and future racing cars."

This isn't the first time that Claudio has been associated with Lotus, as early in his motorsport career, he was Rally Co-Driver for Peugeot Talbot Italia in a Talbot Sunbeam Lotus, twice becoming Italian Group 2 Rally Champion in 1981 and 1982.

Claudio Berro joins Lotus on the 2nd of November 2009.

Gramus International Co., Ltd to Retail Lotus Cars in Taiwan

Lotus Cars Limited, the sportscar subsidiary of Group Lotus plc, announces the appointment of Gramus International Co., Ltd for the retail of Lotus cars in Taiwan.

Luke Bennett, Operations Director for Lotus Cars Limited commented "I would like to welcome Gramus International Co., Ltd to the Lotus brand. We are delighted to have teamed up with an organisation that clearly understands high performance sportscars and the Lotus brand. We have a very exciting product line-up and all our sportscars, including the multi award winning Lotus Evora, the legendary Lotus Elise and the awesome Lotus Exige, deliver an exceptional driving experience for their market segment. When a customer buys into the Lotus brand they are buying into a globally recognised organisation with a coveted motorsport heritage led by high technology and innovative engineering."

Alex Chao, President of Gramus International. Co., Ltd said, "Gramus has been dedicating itself in the Taiwan super sports car segment for decades. Following the successful launch of Lamborghini Taipei, Gramus is honoured and excited to be appointed as exclusive Lotus dealer for Taiwan. Based on decades of experience in super sports cars, Gramus will provide Lotus customers with our recognised premium customer services to ensure that the Lotus experience is the best!"

Lotus cars will be sold by Gama Lotus in Taiwan, "Gama" represents the super sports and premium cars for Gramus International. Co., Ltd. Gama Lotus will include both sales and service facilities on the same site offering a superior customer experience in a central location. The new Lotus facilities are in line with corporate image and training standards set out by Lotus Cars and will be located at 1F., No.108, Sec. 3, Nangang Road, Nangang District, Taipei 115, Taiwan.

A limited first allocation of Lotus Cars, which include the excellent Lotus Elise SC and the thrilling Lotus Exige S, is on its way to Taiwan and will be available at the launch in January 2010; other models which include the Elise S, the Exige Cup 260 and the new Lotus Evora will also be available in Taiwan in the near future.

Elise S: 179 g/km CO2

7.6 l/100 km (37.2 mpg) Combined Cycle

10.6 l/100 km (26.6 mpg) Urban Cycle

5.8 l/100 km (48.7 mpg) Extra Urban Cycle

Elise R: 196 g/km CO2

8.2 l/100 km (34.4 mpg) Combined Cycle

11.6 l/100 km (24.4 mpg) Urban Cycle

6.2 l/100 km (45.6 mpg) Extra Urban Cycle

Elise SC: 199 g/km CO2

8.5 l/100 km (33.2 mpg) Combined Cycle

11.8 l/100 km (23.9 mpg) Urban Cycle

6.4 l/100 km (44.1 mpg) Extra Urban Cycle

Exige S: 199 g/km CO2

8.5 l/100 km (33.2 mpg) Combined Cycle

11.9 l/100 km (23.7 mpg) Urban Cycle

6.5 litres/100 km (43.5 mpg) Extra Urban Cycle

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

Ends

Notes:

About Lotus

The main operating subsidiary of Group Lotus plc is Lotus Cars Limited, which has two operating divisions - Lotus Engineering and Lotus Cars. Lotus Engineering is an internationally recognised automotive engineering consultancy based in Norfolk, UK. Global facilities include those in Michigan (USA), Kuala Lumpur (Malaysia), China and offices in Germany and Japan, with rapid expansion in new territories such as South East Asia.

Lotus Engineering provides comprehensive and versatile consultancy services to many of the world's OEMs and Tier 1 suppliers, offering a full engineering service from initial concept and project design through development and integration of the complete vehicle to meet all worldwide markets and customers to full production. This includes third party 'niche vehicle' engineering and manufacture worldwide.

Lotus Cars builds world class, prestige, high performance sports cars for sale in 37 countries. These include the iconic Lotus Elise, the Lotus Exige, Lotus Europa and the new Lotus Evora. Lotus is a global high-tech company, expanding rapidly and committed to driving forward technology for both Lotus Cars and its Engineering clients, spearheading research into such areas as hybrids, electric vehicles and renewable fuels.

For more information about Lotus please contact:

PR Department; Group Lotus plc,

Potash Lane, Hethel, Norfolk, UK, NR14 8EZ

Tel: +44(0)1953 608264;

Email: pr@lotuscars.co.uk

Information from Gramus International Co., Ltd

Gramus International Co., Ltd., originated from Gama Tuning starting in 1989 and has since then, been the leading company in supplying super sports cars in Taiwan and accounts for over 50% of the market. In Taiwan, "Gama" represents the super sports and premium cars.

Furthermore, Gramus has a state of the art and air conditioned workshop equipped with most advanced facilities and well trained certified technicians. Both hardware facilities and software investment will be constantly carried out; not only implementing Lotus Cars' highest standard procedure but also serving its customers with the highest satisfaction.

In 2009, Gramus was recognized by Automobili Lamborghini and was appointed as Taiwan exclusive dealer.

For more information about Gramus International Co., Ltd please contact:

George Su

1F, No.221 Chongyang Rd.,

Nangang District,

Taipei 115,

Taiwan.

Tel: +886-2-2652-1122

Fax:+886-2-2651-0388

Email:george@gama-t.com