July 1st my dad and I bailed out of a visiting with my grandmother in Kansas and flew out to San Francisco to buy my dream car - a Lotus Europa. I had been lusting over these cars for about a year and half. Race car suspension? Check. Extreme light weight? Check. Racing history? Check. Lots of personality? Oh my yes! Good price? Well, a little higher than I wanted to pay ($8500) but I figured it was the perfect time to do it in my life. The one we were picking up was in ok condition - actually mechanically it was in very good condition, but aesthetically it was not that great - even by Europa standards. Oh, and by 'picking it up' we were actually driving it 2700 miles most of the way across the country to Huntsville, AL! David, who I bought the car from, was great in coordinating everything with me and also did a lot of prep work to get it ready for the trip - he even gave us a full tank of gas! We got to his house about 2:30pm Tuesday and he spent a couple of hours getting me familiar with the car, this would be the first time I had ever driven a Europa. So at about 4:30 we left from San Francisco.

The drive through rush hour San Francisco traffic was a bit nerve racking to say the least. This car is low, real low. From our vantage point Ford Foci looked like towering Expeditions. We also found out real early that bumps that an ordinary car wouldn't even notice were like hitting huge potholes that sent shudders all throughout the car. It also lacked power brakes so I had to get use to the long pedal travel and high effort. The shifter in this car was good but different; most cars you can just push the gearshift up to shift into third, in this car you had to deliberately move the shifter to the right a few inches. The cable operated clutch was something to get used to too.

We did eventually get across the Golden Gate and took a break at the park there. What a spectacular view! I couldn't believe how many bicyclists were there too (I love bicycling). Our goal for the first day was to camp at South Lake Tahoe which was approximately 240miles from David's house. Unfortunately we got a late start and found ourselves driving in the dark - not fun in the Europa. I could barely see where I was going and worse was that I could tell that the road was nice and curvy - so I was missing out on all the fun. About 30 miles from Lake Tahoe we decided we couldn't take anymore and found an entrance to a National Forest where we wondered around for a while looking for a campground until we couldn't take that anymore so we just camped on the side of the road. Compromises in packing for this trip saw no room for a tent so we were sleeping under the stars - somehow I slept better that night than I typically do at home.

The next day we had the goal of getting to Zion National park - some 600miles away. One of the funnier events on the trip was when my dad was getting back in to drive after stopping at an overlook for Mono Lake. The overlook was slightly sloped towards a guardrail. He got in, put it in neutral, took the parking brake off, and let it roll right into the guardrail while frantically searching for the brake pedal! The pedals in these cars are extremely close together, I actually bought a really narrow pair of shoes but they were still not narrow enough so I drove most of the way bare foot. Because the pedals are so close together it's easy to put your foot on the clutch thinking it's the brake because in a normal car the clutch is about where the brake would be. I started laughing after he did it, he was pretty embarrassed I think. Luckily it didn't do hardly any damage (those bumpers actually do something!).

Onwards from Mono Lake, where I got to test out the Europa's dirt road ability (it really hated the washboards), we made it to Zion National park at about 7-8pm. Zion probably used to be a great place, it's still nice, but there are way too many people there. We actually camped in a designated campground that night but once again without a tent. The next morning we spent a few hours hiking at the park before heading out. The roads the previous day were actually a lot of fun, but the third day was mostly straight desert roads in the hot of the Summer. Right outside of Zion we also made an adjustment to the car that we should have made at the beginning - remember all that crashing over the bumps? That was mostly caused by the 12 way adjustable shocks being put on their lowest setting for comfort. Bad idea, we put them on setting 6 and it improved things dramatically.

Desert driving also caused the car to run rather hot especially when driving uphill. If you have ever driven through the northern parts of Arizona you know there are a lot of slow climbs up to the summits....and then back down. Luckily the car didn't get hot enough to cause problems so we didn't lose any time. Around 6pm we finally made it out of the desert, both of us extremely tired of seeing rock formations, and got into the mountains of Colorado. The car did really well here too, even at about 2 miles high it wasn't struggling although if you floored the throttle it was obvious it wasn't getting all the air it wanted. After supper we found ourselves driving in the dark once again, but we figured something out - nobody cared if we used the brights all the time! We could actually see with the brights on so it made night driving 20 times better. We found a campsite somewhere in between South Fork and Alamosa.

The next day's goal was to make it to Kingman, KS - about 400 miles away - where we could rendezvous with my mom who was taking care of her mom. We made good time and got there around 2pm on Friday - I was finally able to take my first shower since Tuesday! After visiting with my grandmother, my uncle and my cousin for a while we left with me driving the Europa following my mom and dad in their car. The intent was making it as far as we could without falling asleep. Unfortunately we only made it to about Tulsa, OK before I hit this particularly nasty bridge transition at 70+mph in the dark. The car absolutely launched in the air and I knew I heard the sound of pieces falling off. I immediately pulled over to the shoulder and checked for missing pieces or bent suspension - no problems found! But it scrambled the electrics quite a bit (insert Lucas joke/reference here) - one of the headlights went out, and the turn signals wouldn't work but the lighted turn signal indicators on the dash were on solid when ever the lights were on! A policeman pulled over and offered any assistance and showed interest in the car. Everything was road worthy except the headlight so we drove to the nearest hotel.

The next day was just about making the best time possible to Huntsville. The car made it without any more problems - in other words, for a British car (especially a Lotus) - it did really well. It leaked about a quart of oil every 600 miles, and averaged above 35mpg - I got 41mpg the last time I filled it up! The car, in my opinion, was really comfortable to drive - no back aches or sore muscles. The last day my ears started ringing a bit. There were a few people that were pretty interested in the car, and it was fun watching people coming the other direction turn their head probably wondering what in the world it was. It was really an incredible trip, one I hope to do again in another unique car but hopefully then I can do it over 2 weeks rather than 5 days so I can actually take my time and enjoy the scenery. I also probably won't do it right in the middle of the summer either. In conclusion, I used to think all those cool cars I wanted being in California was a terrible burden, now I think it's a plus!

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.

Jalopnik Snap Judgement: Despite Lotus producing the Evora in a mere 21 months and they're expanding operations globally, given the size of Lotus operations under the guidance of Proton, this three-platform plan seems extremely ambitious. But the real news is still that new mid-engined supercar. Given the existing lineup, starting with a four-banger in the smallest chassis, and now the six-cylinder Evora, a V8 seems the logical next step, and a Toyota V8 at that (Toyota 4.7-liter, anyone?). Despite our fervent wishes to see the return of the Esprit, we think it's probably unlikely they'll drink from the fountain of retro, so expect yet another new "E" name to remember.

Photo credit to Autogaleria

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]

5. Less Congestion
Higher gas prices mean fewer people driving and more people taking public transit or telecommuting. The most obvious benefit for the real driver is that it opens up the road to those who travel for fun by removing those who merely commute out of necessity. This results in less traffic and, not surprisingly, fewer traffic fatalities, thanks in part to people keeping their Suburbans in the garage. Safer, emptier roads are something all drivers want, but real drivers need.

4. Better Cars
After years of racing to see who could build the largest vehicles, automakers are finally looking to see who can build more efficient vehicles. The technologically advanced Fisker Karma could only exist in the land of expensive gas, and the same is true for the beautiful and powerful Audi R8 diesel. The new Eco Elise not only gets better mileage that a stock Elise, it's also faster. Those are only a couple of examples. There's more on the way, if what Wert had to say at Popular Mechanics a couple months ago is any indication.

3. Better Roads
Owls aren't the only thing in danger of extinction. Cheap energy has meant more driving road-gutting sprawl, which leads to more stoplights and four-lane freeways. Most drivers have had the experience of pulling up to their favorite stretch of asphalt only to find a CVS and a lighted intersection suddenly under construction. Thankfully, the price of commuting is pushing families to move back into the cities and encouraging developers to focus on density with their new projects and leaving the remainder of great driving roads alone and safe from earth movers.

2. Cheaper Insurance
Assuming you become one of those people that takes the train or bus to work, you can adjust your insurance classification to "pleasure driver," which has the dual benefits of sounding awesome and saving you money. Depending upon your current insurance level, you could end up saving 10% to 15% on your premium. That's more money you could put into gas, tires, oil and everything else you need to enjoy the newly emptied roads.

1. Fewer Fatties
According to one economist's doctoral thesis, a $1 increase in the price of gas equates to a 10% decrease in the obesity rate, as people dine out less and walk/bike more. While this has a few boring side effects — fewer health-related deaths and lower health care costs, for example — the benefit to the driver is that your co-pilot is less likely to add sprung weight to your car. We're pretty sure it's the same reason Colin Chapman became a vegan and John DeLorean made sure all his women were coked-out anorexics.

For the social driver, a 2+2 offers the chance to kindly offer a ride to two more friends, though the lack of space means they'll almost certainly not take you up on it. Examples range from the cute MGB-GT to the sexy Lamborghini Urraco.

Some would include the Maserati Gran Turismo S, but we think that's on the GT side of the 2+2/GT divide. If an adult can survive more than one hour in the backseat it's probably a GT. It goes without saying that it'll be hard to top the Subaru Brat, which is the only Camino-ized 2+2. But what's the best?

[Photo: Lambo Blog]

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]

Was in Dawson City, central Yukon last week and came across these Astons and the Lotus Elan on a Panama to Anchorage rally. Sorry for poor photos but they're beautiful cars and I thought you'd appreciate the extreme "downstreetness" of these.

We know the real reason that you cut the weight was to improve the Elise's 0-to-62 MPH time. Sub-six seconds and gas-drinking can't be green! We all know performance and good looks kill spotted owls. Why do you think the Toyota Prius is so slow and ugly? And by using hemp and sisal in your body panels, seats and interior fabrics, we know you're just secretly planning to cut down the rain forest to build your cars.

And solar panels used to power the A/C? We've got you beat there too you filthy capitalists. The new Solar Toyota Prius is getting solar panels as a "symbolic gesture." Everyone knows that being green is about appearances, jeeze.

Oh and a light that tells you when to shift for maximum economy. Sheesh, we're starting to pity you. Don't you know real environmentalists let their transmissions do the shifting for them? How else would we drive while drinking our free trade coffee? We bet you don't even drink free trade coffee. And don't even get us started on the 36 MPG highway figure that the stock car gets. The Tesla Roadster doesn't even use gallons, and it totally exists in reality, too — so stop trying to copy their styling cues with such seeming ease it's like your cut from the same cloth. Nice try Lotus, but you're not going to kill Mother Gaia on our watch. [via World Car Fans]

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]

Editor-in-Chief

It took a bit of poking and prodding, but we managed to round up four "green" track cars for the Grassroots Motorsports Ultimate Track Car Challenge on Sunday. We have two Jetta TDIs—the Chili Pepper Racing TDI and the Kerma TDI. We'll also have the AC Propulsion eBox, which currently holds the 1/8th mile record with the National Electric Drag Racing Association for a street conversion. And finally, we have the Organic Racing Lotus 7 replica (an E85-powered WCM Ultralite S2K). These four will compete to see who's the fastest, and who's the greenest. Stay tuned for full coverage of Sunday's event at Buttonwillow.

Well, if you're trying to fit an adult in the boot, no. Maybe if you chop the body up, but at that point you're probably not able to pull the rip cord. So clearly, the only people the emergency escape system is back there for, are small children. Yes, because we're sure child-snatchers drive Exiges. That bright orange is perfect if you're trying to be inconspicuous too.
[bewbews.com via TCL]

You want to get into some serious GT Touring action at the next vintage racing event in your area? Good thinking! Of course, you'll need to roll up in some Italian steel, and said steel needs to be incredibly rare if you're going to make the right impression. Say, this 1960 Lancia Flaminia, which is "in an advanced phase of restoration" (what are you going to believe, the photograph of a total beat-to-shit basket case diamond in the rough or the seller's description?) and which once "belonged to an elderly man." Powered by a 2.5 liter V6 (before the V6 design was fashionable), the Lancia Flaminia was stylish, fast, and built in dauntingly small numbers. It's just £12,500 (plus shipping costs from the UK), and you get "complete front end and rear end extra" (whatever that means). Don't be intimidated by the fact that you'll need to hire machinists and fabricators to make the smallest missing component from scratch for this project, because it will all be worth it when you're out there on the track with that V6 roaring!

You'd have fun with a big Italian machine, all right, but how would you cope with the envy you'd have for the guys in the high-strung little British cars? We've got the solution! Just get on the horn and call "Vladimir," a man so trustworthy his name must be surrounded by a bodyguard of quote marks, and tell him you'll pay whatever it takes to buy this 1964 Lotus Elan (go here if the ad disappears). Check out that twin-cam Cosworth-ized Lotus-Ford engine! You know it's going to be the best-sounding thing you've ever heard! Oh, and don't fret about the ominous statement "while waiting for his destiny to improve,
the owner has become too old to finish this profect," because you'll manage to get this project done before you, too, wake up one morning and realize you've spent 45 years and the thing still isn't done. It's got a limited-slip differential, some expensive-sounding suspension bits, and some (mercifully unspecified) work remaining to do before you can go out and blow away some Ferraris. Come on, how hard could it be? Slam-dunk project, for sure!

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The two companies have also signed a Design and Engineering agreement, meaning Lotus will have a hand in how Spyker designs vehicles based on Lotus's platforms.

The two firms were already collaborating on the Aileron supercar and D8 super SUV. [via Autocar]

I took some pics of these 2 sweet lotuses and some other cool stuff in my area - Burnaby just outside vancouver BC .. There is a mazda eunos and 2 honda beats at that one guys house.. He must do some importing I guess.

With lithium polymer batteries holding enough juice for 124 miles, it's a little on the chunky side for a se7en, tipping the scales at 1,664 lbs. We're betting with all that torque available at zero RPM it will be a hoot on the track — if you can find a class for it. No word on the acceleration figures yet, and also no explaination as to why it seems to prefer hanging out in remote fields of grass. [Carscoop]

Can you get a Ferrari project for just $5,500? As anyone who has gone car shopping on any Craigslist site from Florida to Texas for the last year can tell you: Yes, you sure can! I've been running across the infamous Eddy, Texas Ferrari (go here if the ad disappears) for as long as I've been doing Project Car Hell, because the seller just won't give up! Many readers have sent in tips on this one, and now- finally!- I'm using it. So, why can't the seller unload this genuine Ferrari 308 for even as much as a Fiero-based "Ferrari" sells for? Sad to say, this car has been "toasted." Actually, I'd say "damn near completely consum