Yesterday we took a turn to the dark side, but the mystery of the turd-like Rot Rod Miata was easily unraveled - you all deduced the owner to be a freak, and feted his freakdom with a 85% Crack Pipe vote. Good work people, get yourselves a Scooby snack.

Today we're going over the river and through the woods to grandma's house, and Granny's 1986 AMC Eagle will make that trip all the easier.

The Concord-based Eagle arrived in 1979 as a 1980 model, and took the honor of being the first full-time all wheel drive production car (discounting the 320 Jensen FFs built), providing AMC with a stay of execution. The Eagle uses a single-speed transfer case with a viscous coupling to smoothly shift power to the end with the most traction. The rear end is a live axle with a 2.73 final drive, and the front is a novel independent setup where the differential is bolted to the engine and half shafts carry power to the wheels via double cardans. Engine choices included the AMC 2.5-litre four, their 4.2-litre straight six, and for a time, GMs craptacular Iron Duke 151-cid wheezer. The most common trnsmission choice was the Chrysler's A998-based 3-speed automatic, but manuals could be had as well.

It would unlikely to expect grandma to row her own, so, as the seller of this '86 Eagle Wagon notes that he is selling it for his Maw-Maw, it comes as no surprise that it's sporting only two pedals. Fortunately, it also has the 4.2-litre six, which is good for 110-ponies. In 1986, AMC dropped the lock-up torque converter from the car, and added an open differential transfer case. There were 6,943 wagons built that year. A common problem with the Eagle is right-rear axle failures, but they're easy and cheap to fix.

Aside from the radio, this Eagle scouts out as complete and functional. The 97,000 miles under its tires look like they've been gentle ones, and that's not too many for a 23 year old car. Then there's that price. It's possible grandma is still living in the past, and that works to the buyer's favor as the asking price is from a bygone era as well. At $2,700, this car is in the realm of an impulse purchase. Not only that but there's at least three Jalopnikadians here whose eyes have bugged out, and whose jaws have dropped on their keyboards just at the sight of the car. But, is it really a deal?

What do you think about $2,700 for a 23 year old Eagle? Does that price fill you with all the warmth of a grandma's hug? Or, does that make you think that granny's on crack?

You decide!


Johnny Knoxville Craigslist or go here if the ad disappears. Fedora tilt to theallpowerfulme for the tip!

Help me out with NPOCP. Click here to send a me a tip, and remember to include your commenter handle.

Of course, we all know now that you pretty much need AWD to negotiate your typical shopping mall parking lot, so maybe Chrysler made a mistake by killing off the Eagle soon after gobbling up AMC in 1987. Could Chrysler have beat Subaru at its own game, had they only kept developing the Eagle?

There's a good cross-section of Kenosha advertising style here, from the 60s muscle cars and penny-pinching economy sedans to the Malaise Era favorites and into the Members Only 80s. When you're done here, you might enjoy our favorite VW ads, then continue your car-advertising overdose with the Datsun, Toyota, Renault, General Motors, British Leyland, Ford/Lincoln/Mercury, Honda, Citroën, and Chevrolet ads.

1979 Jeep Cherokee	1983 Jeep CJ-7	1987 Jeep Comanche
1976 Jeep CJ-5 Levis	1975 AMC Pacer	1969 AMC Rambler Rebel
1967 AMC Rebel	1967 AMC Ambassador Wagon	1981 AMC Eagle
1969 AMC Javelin	1969 AMC Ambassador	1969 AMC AMX
1973 AMC Gremlin	1979 AMC Spirit

Known variously as the Iron Duke, Pontiac 2.5, and Tech IV, this pushrod four was an available powerplant in just about every car and small truck built by Pontiac, Chevrolet, Buick, and Oldsmobile during the Late Malaise Era and beyond. From the Camaro to the Fiero, S-10 to Skyhawk; even some late AMCs got Iron Duke power. The Duke tended to be on the noisy side and was often derided for its behind-the-times cast-iron construction and pushrod valvetrain, but it was compact and reliable- in many cases, the most reliable component in the car- and got the job done.
[Wikipedia]

Actually, "remaking" probably isn't an appropriate term, maybe "reborn" would be better. See, while this vehicle was built on top of an original E-Type chassis and uses the original straight-six, the Speedster is actually a one-off contemporary design and that engine produces twice the power and torque of the original. Follow the images for details. [Eagle via CAR]

The custom-built windscreen is lowered and raked back with shaped wind-down side glass and hidden ‘A' posts.

This enhances the 'sleekness' of the overall shape and creates a driving 'cocoon'.

The deeper sills & lowered floor pan effortlessly increase the more muscular appearance of the all-aluminium bodyshell and lowers the drivers seating position.

This enhances the feeling of 'connection' with the road and stiffens the body even further.

The body colour sheet metal extends across the door tops and around the scallops further defining the essence of the Speedster concept.

The wheel track has been increased and the wheel arch width extended - in keeping with the 'muscular' lines of the bodyshell.

To suit USA registration plates and shorter UK numbers, the number plate aperture has been narrowed - working in harmony with the overall style.

These completely custom-designed aluminium rimmed wheels have been expertly made to enhance the visual aesthetic, road holding and grip. They are completed by the custom designed 3-eared wheel spinners.

From the first design sketches, we wanted this cockpit to be a fantastic place to be. It combines pure driving functionality with classic styling and luxury. It's pure E-Type - right down the authentic aluminium fascia.

The rear decking extends further centrally and drops into the cockpit creating a 'waterfall' console, mirroring the smooth external lines into the cockpit.

To keep the smooth lines flowing inside the cockpit, the handbrake lever has been completely concealed - under the Edelman hide cubby lid.

Underneath all the exterior beauty lies the heart of the beast - the Eagle 4.7 litre engine matched to our 5 speed gearbox and sports suspension.

The tuned Jaguar block develops 300bhp – a 50% increase over the standard E-type engine of the '60's – and 340lb ft of torque that comes in at around 1700rpm.

Overall weight is just 2,425 Lbs, which means the Speedster reaches 60 MPH in less than five seconds and tops out around 175 MPH.

Some say aerial warfare is all but over with the emergence of ever-advancing technological masterpieces like the F-22 Raptor and unmanned aerial drones, but thanks to this amazing clip we're reminded the air battles of time past are still alive and well. We just need to look to the sky and watch our predatory feathered friends.

In one of the most ambitious senior prank stories we've heard in a while, Fruita, Colorado seniors decided to use a long defunct AMC Eagle lying around someone's backyard as the centerpiece of their prank. They removed the rear door and cut a notch in the floor and roof then transported it on a covered trailer at night to the schools flagpole, where they slid the car around the pole, welded on a roof patch and reattached the door.

Since no property damage was done the seniors will be getting off scot-free as long as they agree to haul the car away eventually. We're pretty proud of these kids as our senior prank only involved a truck bed full of horse manure and the front entrance of the school. (Hat Tip to Ash78)
[GJ Sentinal]

The PRV V6 was manufactured for a quarter-century and powered some pretty cool machinery: the Volvo 262C Bertone, the De Lorean DMC-12, the Renault Alpine A310, the Peugeot 504, and the Citroën XM, among many others. Its development was full of dramatic plot twists; originally planned as a 90-degree SOHC V8, the 1973 Oil Crisis threw a big metric monkey wrench into that plan and led to the engine being hurriedly redesigned as an odd-fire V6 (sound familiar, Buick V6 fans?). Even-fire, 24-valve, and turbocharged versions followed. The PRV never established a great reputation for reliability, but it got the job done for a whole generation of European vehicles, inlcuding some 24 Hours Of Le Mans cars in the late 1980s.
[Douvrin PRV V6 Resource Center, Wikipedia]

It was truly a glorious weekend for Detroit at MSR; in addition to the Mustang domination of the race, a Saturn came in third. We also enjoyed the sight of such LeMons rarities as a Pontiac Grand Prix and an Eagle Talon.

Thanks to Myke Toman, Nick Pon, Zerin Dube and Speed:Sport:Life, Anna C of Bikini Racer, the Norwegian Slaabs, Saabs Gone Wild, Prison Break Racing, Team Beermer, LeMons Supreme Court Justice Lieberman, Jackson Williams, and others for their fine photographs. And now, the American cars of the 24 Hours Of LeMons Gator-O-Rama:

I know what you're all thinking; "What happened to my Jalopnik??" Don't worry, we're not a fully engaged Planelopnik just yet, but we had to show you this newest iteration of the F-15. It's a Jalopnik-esque story of a beat up and forgotten platform, that's been revamped and re-engineered to compete with the newest bad boys on the scene, the F-22 Raptor and F-35 Joint Strike Fighter.

Boeing is marketing the new F-15 Silent Eagle for the international set that want to get into the modern jet age, but don't have access to our newest, greatest ninja toys. The customers that Boeing has aimed its sights at are Israel, Japan, Singapore, Saudi Arabia and South Korea, which are all current F-15 customers.

Boeing has significantly re-worked the aeronautic design of the jet, though the overall profile remains familiar. Most noticeable are the new canted vertical V-tails that not only improve aerodynamic efficiency, but provide additional lift and critically reduce airframe weight. Also attributing to the improved aerodynamic profile is the Digital Flight Control System, which allows for much greater pilot control and feedback.

The ninja factor of the F-15 Silent Eagle is not anywhere near the stealth features designed into the F-22 or even the F-117 Nighthawk, but Boeing has improved certain design treatments as well as using a special coating on the jet's exterior to help deflect enemy radar. The single largest improvement to the F-15 Silent Eagle is the new conformal fuel tanks (CFT) that give the jet the capability to carry its air-to-air AIM-9 and AIM-120 missles and the air-to-ground weapons, Joint Direct Attack Munition (JDAM) and the Small Diameter Bomb (SDB) inside the tank, dramatically cleaning up the exterior radar signature. It can also carry the traditional F-15 armament attached to the wings and under belly, making the F-15 Silent Eagle a truly configurable jet. Boeing is planning an in-flight test launch of this system in 2010.

Boeing is not officially marketing the F-15 Silent Eagle to its largest customer, the U.S. Air Force; but has announced the ability to retrofit any existing F-15 with the new system. If you're buying new, Boeing is estimating that the total cost, including air frame, spare parts and training will run around $100 million per unit. You won't find us buzzing around in one of these, but while we're wooing "Maximum" Bob Lutz, we thought we'd bring this 'Countach of the Sky' to his (and your) attention.

And now, back to your regularly scheduled Jalopnik.

Boeing Press Release:

ST. LOUIS, March 17, 2009 — The Boeing Company [NYSE: BA] today in St. Louis unveiled the F-15 Silent Eagle (F-15SE), a new F-15 configuration designed to meet the future needs of international customers.

"The F-15 Silent Eagle is designed to meet our international customers' anticipated need for cost-effective stealth technologies, as well as for large and diverse weapons payloads," said Mark Bass, F-15 Program vice president for Boeing. "The innovative Silent Eagle is a balanced, affordable approach designed to meet future survivability needs."

Improvements in stealth include coatings and treatments on the aircraft. With the added advantage of redesigned conformal fuel tanks (CFTs) that allow for internal weapons carriage, the Silent Eagle becomes a very attractive fighter for Boeing's international customers.

Depending on the specific mission, the customer can use the CFTs that are designed for internal carriage or change back to the traditional CFTs for optimum fuel capacity and external weapons carriage. The Silent Eagle will be able to internally carry air-to-air missiles such as the AIM-9 and AIM-120 and air-to-ground weapons such as the Joint Direct Attack Munition (JDAM) and Small Diameter Bomb (SDB). The standard weapons load used on current versions of the F-15 is available with the traditional CFTs installed.

The aircraft's canted vertical tails improve aerodynamic efficiency, provide lift, and reduce airframe weight. Another aerodynamic improvement is the Digital Flight Control System, which improves the aircraft's reliability and reduces airframe weight.

Survivability improvements include a BAES Digital Electronic Warfare System (DEWS) working in concert with the Raytheon Advanced Electronic Scanning Array (AESA) radar.

Boeing has completed a conceptual prototype of the CFT internal-carriage concept, and plans to flight-test a prototype by the first quarter of 2010, including a live missile launch.

The design, development, and test of this internal carriage system are available as a collaborative project with an international aerospace partner.

[via Boeing, FlightGlobal, YouTube]

It would even have held the all-time lap record until lap six of the race, when Dan Gurney in his Eagle broke it with a time of 8 minutes and 18.2 seconds.

The 1967 season was fast, wicked and violent even by the standards of early Formula 1. The cars had just come back into power the year before, when regulations increased maximum engine size from a sewing machine 1.5 liters to a healthy three, and this was the first year when the entire field was made up of 3-liter cars. Speeds were increasing race by race, the cars ran on hard rubber, had no wings, and the tracks they raced on were designed and built in the 1920s.

Add to this the utter madness of the most famous of those tracks: the old Nürburgring Nordschleife. Where trees lined a thin strip of tarmac and these slender aluminum tubes with no downforce skirted right up to the edge on every lap. One would imagine it was not only the Eagle’s exhaust manifolds which were made of titanium but Gurney’s balls as well.

The cars took an incredible beating and the Grand Prix turned into a race of attrition. Gurney, who would go on to break the lap record again with a time of 8:15.1, had to retire from first position with a broken halfshaft. Denny Hulme in the unremarkable but reliable Brabham-Repco won the race and went on to become World Champion.

And yes, the cars took to the air on every lap at the very appropriately named Flugplatz.

New York real-estate developer Steve Green has been collecting classic 1960s and 1970s AMCs for quite a while, amassing a stunning assortment of Gremlins, Ambassadors, Javelins, and the like. Health problems have forced him to sell off some of his cars, and the auction takes place on April 3. Looking for a "one of one" Oleg Cassini Matador or the lowest-mileage '74 Javelin on the face of the earth? Get to Lowe's Motor Speedway in Charlotte next month!
[Tom Mack Classics, thanks to Goatrope for the tip!]

Eagle initially offered the Eagle Medallion and Premier models through co-branded Jeep-Eagle dealerships. The Medallion, a rebadged Renault sold in four-door and wagon body styles, was practically orphaned at its introduction and disappeared after just two years. The full-size front-drive Premier soldiered on through 1992 along with its Dodge Monaco cousin, in part due to a contract Chrysler had with Renault to purchase 260,000 V6 engines for the cars. In the end, Chrysler broke the contract and paid Renault for the 121,000 engines it never needed, after selling just 139,000 Premier/Monaco models.

Eagle made enough of a contribution to Chrysler's bottom line to continue the brand with rebadged Chrysler products after the French influence was exorcised. The Mitsubishi Mirage/Dodge Colt begat the Eagle Summit, the Mitsubishi Eclipse/Plymouth Laser produced the Eagle Talon and the Dodge Intrepid resulted in the Eagle Vision. Eagle never really developed a brand identity, however, and Chrysler allowed the nameplate to die off after 1998.

Enter 2008. The weakest domestic automaker, this time Chrysler, is being shopped around, with Renault and General Motors both expressing different degrees of interest. Ironically, reports have Nissan/Renault interested solely in Jeep, though any deal would result in redundant brands. A new marque isn't in the cards, as it was with Eagle, but at least one will almost certainly die. [The Garage Blog; Image courtesy Eagle Premier Home Page]

Jalopnik Snap Judgment: Okay, so its a bit on the porky side for a lotus, but it's still less than 3,000 lbs and can theoretically carry four people, if two of them are small. It was really upon learning that in addition to the fancy interior and high end audio system, power folding rear view mirror are standard and rear-view camera is optional. What kind of madness is this? And then we saw it — a press release titled "The vital accessory for the modern woman is the new, seductive sportscar from Lotus." NOOOO. Not only that, but in the detailed press release we saw another heart stabber "lifestyle." After a hyperventilation session, we calmed down and reasoned with each other that yes, it would probably still be a screamer on the track, but now it just feels so... tainted.

Knife in Heart Press Release

The vital accessory for the modern woman is the new, seductive sportscar from Lotus.
The Lotus Evora is sleek, sophisticated and socially aware. Coupling stunning looks and agile performance its impressive green credentials, prove that Evora is a cool and eco-friendly alternative to gas-guzzling 4x4's. Emissions for the brand-new sportscar are on target to beat the 225 grams of CO2 per kilometre threshold above which UK road tax rapidly increases.

Presenting the best of British design, the Evora is a masterpiece of craftsmanship. Combining 60 years of sportscar expertise and beautifully crafted with fluid lines, the Evora has both power under the bonnet and looks to kill. This combination is fast positioning the Evora as a must have item, but you won't be able to get your hands on one until spring 2009 when the car goes on sale in the UK.

Each car is hand built in Norfolk, UK and with Lotus's anticipated production of only 2000 Evora's each year the exclusive and unique nature of this stunning car is rousing extraordinary interest with many A-listers lining-up to drive the car, including Kelly Rowland and Charlotte Church.

Inside the Evora the new Lotus is both stunning and luxurious and provides drivers with high quality tactile materials and thoughtful details. Its elegantly styled cabin is sumptuously trimmed with rich leather and features contemporary brushed aluminium surfaces, whilst the latest in-car entertainment equipment adds comfort to style for optimum driver indulgence. A 2+2 passenger configuration, children can sit comfortably in the rear of the Evora and the boot is large enough for the weekly shop or a couple of overnight bags perfect for a business trip or a weekend away at the latest boutique hotel.

The Evora is not just a practical, ecological, stunning car - it's a true sportscar with power and speed. It's a car for girls who want to have serious, sophisticated fun and the instant antidote to the stresses everyday life throws at today's professional, stylish woman. Driving this car gives you an instant and addictive buzz, the commute has never been so much fun!
Notes to Editors

Lotus Evora in detail:

Lotus Evora 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 "Evora'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 Evora 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. Evora 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, Evora 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 Evora'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 Evora 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 Evora'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 Evora is planned and will have a luggage shelf in the back replacing the two rear seats.
Safety
Lotus' Evora conforms to all regulatory standards and in addition boasts additional safety features; Lotus aluminium chassis technology applied to the Evora 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 Formula 1 competitors. For Evora, 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 Evora 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).

Details Press release

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."Notes For Editors:

About Group Lotus plc:
The main operating subsidiary of Group Lotus plc is Lotus Cars Ltd, 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 and the Gulf States.

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, and the Exige and Europa. Lotus is a global high-tech company, expanding 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.

Keeping things tight in the corners is a combination of Eibach springs and Bilstein dampers controlling the motions of a forged-aluminum double-wishbone suspension. Slowing down comes courtesy of a set of ABS-enhanced vented and cross-drilled rotors, 13.8" up front, 13" in the back. With 18" wheels up front and 19" at the back, those brakes will probably do a respectable job.

And yet, surprisingly, in that tiny package, there's room for two seats up front and seats/shelves in the back (allegedly — we still haven't gotten a good look at them), a whopping 5.6 cubic feet of storage behind the engine (shaped to take golf clubs - natch) and many of the amenities we've come to expect in non-Lotus cars. Take, for instance, the Alpine multimedia system with 7-inch touch screen, sat-nav, DVD capability, and iPod connectivity. Heck, you can even do Bluetooth phone calls. And let's talk a minute about that gauge cluster. Awfully red isn't it? With red back-lighting on the buttons and red information screens, it makes quite a statement.

What that statement is we don't really know. Indeed, the Evora is certainly a lot more car than Lotus traditionally builds. We're not sure how Colin Chapman would feel about all of this, but it is fast-looking, and pretty. We'll just have to stand by for Lotus to tell us what it does on the track. [Source: Lotus]

Powertrain: As we expected, it's a 280 HP 3.5-liter Toyota-sourced V6. However, Lotus has breathed on the electronic engine controls to make it more suitable for its new home powering a sportscar that weighs around 3,000 lb (less than 1400kg). The Eagle also uses a Toyota 6-speed manual transmission, but features a Lotus-engineered clutch and gearchange. All this should give it a top speed somewhere between 165 and 170 MPH, a 0-to-60 time somewhere in the low five second range and track ability that will more than likely eclipse rivals like the 2010 Porsche Cayman S.

There's even talk of a future high performance model and hints that it'll achieve that increased performance using a supercharger.

Frame: Holding the car together is a an Elise-like bonded and riveted aluminum chassis that in addition to being exceptionally light, is also exceptionally strong, allegedly lending the Eagle crash test performance that far exceeds expectations for a vehicle of this size. Unlike the Elise, the Eagle uses a 3-part chassis; the rear supports the engine and double wishbone suspension, while the front part bolts on and off for relatively easy replacement after a crash. It holds the double wishbone front suspension and is designed to deform in an impact.

Dimensions: The Eagle's overall length is just 171 inches, 3 inches shorter than a Porsche 911. Compared to the Elise, that gives the driver's seat an additional 3 inches of travel and leaves room in the rear for passengers up to 5-feet tall. A 2-seat model will be available that swaps out those rear seats for more luggage space. Lotus claims there's room in the "boot" for a set of golf clubs.

Name: The first Eagle should reach its buyer in May 2009, but more than likely won't be called an Eagle at all. Right now Lotus calls this the "Eagle Project," but we're not expecting that name to stick. Rather, we're told it will be some other 'E' name that won't be decided until the very last minute. We have no idea why they can't just crack open the dictionary now, it's not like there's any surprises left. Lotus hasn't confirmed US sales, but bizarrely and strongly hints that Dr. McDreamy himself, Patrick Dempsey, will be getting one of the first vehicles, so we do expect to see the vehicle come stateside, whatever they end up calling it.

The Future: Lotus plans to keep the vehicle around for 8 years, in that time launching several derivatives that will include the aforementioned high performance model and convertible. Knowing Lotus, we fully expect there to be up to a dozen inexplicable models with the Eagle range. Production will take place at Hethel alongside the Elise and Exige to the tune of 2,000 units a year; bringing total Lotus production up to 5,000 vehicles yearly and giving the diminutive company much needed financial liquidity. For some reason, the company thinks that keeping the Eagle's real 'E' name under wraps until next Tuesday lends the model some air of mystery. Regardless of what they call it, we know that we want one.

Oh, yeah, here's the press release:

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 22nd 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 Formula 1 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).

As expected, the 2+2 features styling borrowed liberally from the Lotus Elise while taking a more grown-up spin on the Lotus design theme. A Toyota V6 lurks in the back, good for 276 HP and somewhere north of 250 lb-ft of torque. The whoa on the other side of the go is a set of 13.7 inch AP Rotors with four piston calipers and the whole enchilada rides on Eibach springs and Bilstein shocks. Those back seats seem to be designed with kids in mind and adults for very short trips, thankfully they (the seats not the adults) can be removed with the check of an option box. What can't be removed is the Alpine sound system with Bluetooth and iPod connections, standard air, traction control, ABS and leather cladding. Wonder how Mr. Chapman would feel about that? [CarMagazine]

While we already know what some of the suspension looked like, we're also able to see there might be some funky geometry going on with the roof, or it could just be folds in the fabric. Other than that? Well — there's those fog lights and rear view mirrors sticking out... and... umm... there's not much more to see. We guess we'll just have to wait for someone to leak all the other pictures the British Motor Show starting July 22nd. [Carnoise]

Dan Gurney's Eagle taking flight during the 1967 German Grand Prix at the Nurburgring. Who says us Americans are new to this place?
[source]