nicogiraldi

in realtà autodelta si chiude eccome..... per rischio bird strike!!

dubito si chiami jota, quella sigla è storica di una versione , non un modello . tra l'altro non è un nome di toro.... cmq sembra bella, anche il secondo finestrino ricorda un pò quello dell'indimenticata diablo...

un configurazione simile all'arrow l'aveva pure l'A5 vigilante della north american. Poi alla fine venne usatocome aereo da comint da us navy. Le puzzole della lockheed fecerodegli aerei incredibili veramente (50 anni fà poi...)

sono basito, un pò di cv in più , qualche modifica qui e li ,un nome importante 70000 euro in più ... ma quello che mi lascia vermanete perplesso è il fatto che siano tutte vendute! 599 pezzi di linea V12 sono tanti , non conosco i numeri di vendita 2009 di 599 ,ma ipotizzando circa 6600 vetture/anno (in linea col 2009) significherebbe quasi un 10% !! Qualcuno dispone delle vendite modello su moedldo , anno su anno di ferrari?

mah... chissà cosa costa di listino (250 ? 300 ? ) e hanno pure il coraggio di chiedere 480 euro per il sistema che disattiva l'airbag per montare i seggiolini?? Mettelo optional gratuito... ps adesso tutti ne parlenna come il non plus ultra, ma ritengo che una macchina del genere, dopo la presentazione dellal mclaren mp (pure meno costosa ndr) , sia semplicmente sorpassata con il suo telaio in alluminio. E' ora di passare al carbonio anche sulle auto "normali" di maranello!

vista anche sul brennero, proseguono i test evidentemente.

1300kg....

un articolo di autoblog.it con tanto di immgine photoshoppata Alfa Romeo 4C: a Pebble Beach verrà presentata l'auto del centenario? 50000 euro??

c'è il video tutta la parte sopra i fari posteriori fà da alettone mobile. Splendida, ci trovo della 917 ma anche della 550 spyder. E mi piace molto la forma del vetro laterale, tipicamente spyder.

A Ginevra è stato ufficializzato l'accordo di collaborazione tra le due case. COsworth curerà per lotus la produzione dei motori da gara (evora cup) e curerà anche lo sviluppo dei propulsori stradali , sempre partendo dalla base toyota. Ricordo che il team Lotus F1 monta motori cosworth. di seguito il cs tratto da lotuscars.co.uk Two of Britain’s most renowned automotive names to become closely associated through a strategic partnership looking at the opportunity to develop high performance engines for Lotus road and race cars The new partnership includes the supply by Cosworth of high performance engines based upon existing Toyota engines for future Lotus cars and the assembly by Cosworth of racing engines for all motorsport activities which are based on Toyota powertrains. The first application of these race engines will be for the V6 engine in the new Lotus Evora Cup racing car. Dany Bahar CEO of Group Lotus commented, “The ties between Lotus and Cosworth are, of course, already historical ones but our new strategic relationship is based purely on Cosworth’s competencies, brand and race engine development capabilities. This new strategic partnership will align two of the most renowned names in the automotive world and will be of huge benefit for both organisations.” Tim Routsis, CEO & Managing Director of Cosworth Group said, “I am delighted that the Cosworth name is once again linked to Lotus through this new strategic partnership and these new high performance engines. Our mutual history over many decades resulted in a great number of racing successes and I expect to see further triumphs not only on the racetrack but also in the competitive high performance sportscar market, where Lotus is already acknowledged as a world leader.”

transpisizione nel restyling , della precedente superleggera. Bella , ma vrei preferito si osasse mantenere il /2 della Balboni... E la storia dei 550/560/570 cv mi sà vermanete troppo id marketing!

solo perchè è un mio concittadino.. ma questa auto è splendida, degna rievocazione delle mitiche spyder tedesche. Ecco non mi piace il tunnel nell'abitacolo "alto" style carrera gt. Tra l'altro curisoo notare come ha tre pedali, ma non vedo la leva del cambio. Prevedo cappotina "lightweight" stile boxster spyder.

togliendo qualche elemento da supercar, la trovo perfetta, vera reincarnazione delle mitiche spyder!! ma perchè non fanno uno spyderino duro e puro , motore tfsi 4 cil da 280cv , peso contenuto a 1100kg , venderebbero tantissimo , andando a pescare nel mercato lotus elise etc etc Ps leggo ora che è l'erede della carrera gt , cacchio non me la potrò mai permettere

anche a me, anche le due gobbe me la fanno ricordare.

cos'è davis mountain?

The 80th International Geneva Motor Show sees Lotus Engineering unveil the Lotus Evora 414E Hybrid concept, a high performance technology demonstrator with a plug-in series hybrid drive system and new technologies for enhanced driver involvement. 0-60 mph/97 kph in under 4 seconds Total hybrid range of over 300 miles/483 kilometres Eco mode or Sports mode featuring realistic 7 speed paddle shift with energy recuperation HALOsonic Internal and External Electronic Sound Synthesis Torque vectoring for improved dynamic stability Integrated glass roof and engine cover and interior concept from Lotus Design The Lotus Evora 414E Hybrid, so-named because this latest environmentally-focused technology demonstrator from Lotus Engineering produces 414 PS (306 kW) of power, promises breathtaking performance from a highly efficient propulsion system. The concept showcases new developments in plug-in, range-extended electric propulsion, new electronic technologies to enhance driver involvement, the adaptability of the Lotus Versatile Vehicle Architecture (VVA) that underpins the Evora 414E Hybrid and a dramatic new roof system and interior concept from Lotus Design. Through all of these aspects it ultimately demonstrates the exceptional ability of Lotus Engineering to integrate and develop advanced technologies for exciting, efficient, high performance niche vehicles. The range extended electric drive of the Evora 414E Hybrid consists of two electric motors driving each of the rear wheels independently via single speed geartrain, integrated into a common transmission housing, thus enabling torque vectoring for stability control of the vehicle. Electrical power is stored in a lithium polymer battery pack optimised for energy density, efficiency and high power demand, mounted in the centre of the vehicle for stability and safety. Additional range is provided by the Lotus Range Extender engine, an optimised 1.2 litre, three-cylinder engine, designed specifically for series hybrid vehicles. The drivetrain is designed to combine astonishing performance with efficient, low emissions driving. Driver involvement is enhanced by the incorporation of HALOsonic Internal and External Electronic Sound Synthesis technologies from Lotus and Harman International, which provide sound contouring within the cabin and improve pedestrian safety outside the vehicle. Integrated with the HALOsonic technology, the Evora 414E Hybrid also showcases a brand new technology from Lotus Engineering, a sports mode that simulates a 7 speed, paddle shift transmission that combines exceptional driver involvement for a hybrid sports car and optimised energy recuperation. The Evora 414E Hybrid has been designed to highlight Lotus’ innovative electric and hybrid vehicle technology without distracting from the pure sportscar character of the Evora. The solution is innovative, instantly recognizable, beautiful and sporty. It demonstrates Lotus DNA. Dr Robert Hentschel, Director of Lotus Engineering said: “Innovation has always been at the heart of Lotus and is needed now more than ever. The Evora 414E Hybrid is the perfect demonstration of Lotus Engineering’s core competencies: lightweight architectures, efficient performance, electrical and electronics integration and driving dynamics. The technology demonstrator represents an encapsulation of the advanced technologies that Lotus Engineering continues to develop to overcome the current environmental challenges facing the automotive industry and showcases the future direction that the sector is taking and why Lotus Engineering is perfectly placed to lead the technological development in this area.” The Drivetrain For the Lotus Evora 414E Hybrid, Lotus Engineering has developed a highly efficient, high performance drivetrain system consisting of twin motors each limited to providing 152 kW (207 PS/204 hp) of power and 400 Nm (295 lbft) of torque to each wheel via independent, single speed, reduction transmissions integrated into a single housing, enabling torque vectoring dynamic control of the vehicle. The vehicle energy storage system is made up of the latest Lithium Polymer battery chemistry providing 17 kWH energy storage capacity. The battery pack is optimised for energy density, efficiency and high power demand, with over 100 kW discharge capability. The Lotus Range Extender engine provides 35 kW (48 PS/47 hp) of power at 3,500 rpm via the integrated electrical generator and features an innovative architecture comprising an aluminium monoblock construction, integrating the cylinder block, cylinder head and exhaust manifold in one casting. This results in reduced engine mass, assembly costs, package size and improved emissions and engine durability. The engine uses an optimised two-valve, port-fuel injection combustion system to reduce cost and mass and can be operated on alcohol-based fuels and/or gasoline. The generator converts mechanical energy to electrical energy to replenish the battery pack charge and provides additional vehicle range in a small light weight package. The generator is also used as a motor to start the range extender engine. The low mass of the range extender unit (85 kg) and compact package makes it ideal for the series hybrid drivetrain in the Evora 414E Hybird. All the operation and management of the range extender engine, the power management of the batteries and motor control are controlled by Lotus’ electronic control units and software systems. Full energy management of all the operating systems is the key to maximising performance and operation while minimising energy consumption and CO2 emissions. For everyday commuting journeys, up to 35 miles can be travelled using battery power. The battery can be charged overnight using a conventional domestic mains supply through a socket concealed by the rear number plate. This permits the vehicle to operate with zero tailpipe emissions. For longer journeys, exceeding the battery capacity, the highly efficient range extender engine is used as a generator to supply the motor with electrical power and top up the battery. Lotus has used its own vehicle simulation tools to determine the size, capacity, power and performance of all the components in the drivetrain system to optimise the system operation. Overall this is far more energy efficient, weight efficient and cost effective than fitting the vehicle with a larger and more expensive battery, which for the majority of short journeys is a redundant weight, which increases energy requirements. With regard to the total lifetime CO2 emissions of the vehicle, including the energy required to manufacture and run it, the range extender solution has a lower overall CO2 footprint than a fully electric car of comparable performance and operating range running with a larger battery. The Package The Lotus Evora 414E Hybrid structure is the same award-winning, versatile vehicle architecture used on the Lotus Evora. The low volume architecture was designed with the upmost flexibility in mind. The Evora 414E Hybrid is a perfect example of how to integrate a compact packaged drivetrain, with excellent performance and range, while using this underpinning. The complete chassis has remained unchanged from the Evora which maintains the structural integrity and strength performance of the original car. The structure progresses the Lotus ‘bonded and riveted’ technology with new and unique extrusions and folded panels, whilst providing production build modularity and lower cost repairs. The chassis has been designed for scalability so that it can be extended in width, length and height. The strength and stiffness of the low volume VVA chassis can be modified cost effectively by varying the wall thickness of the extrusions, without altering the exterior dimensions. The ability to lengthen or shorten extrusions with the option to tailor the chassis stiffness vastly increases the number of vehicles that can be developed from this vehicle architecture. Driving Dynamics The Lotus Evora 414E Hybrid offers exhilarating, all-round dynamic performance and takes advantage of Lotus developed torque vectoring dynamics. Torque vectoring, which is the capacity to generate different torques at each of the driving wheels, is particularly suited to electric vehicles and significantly reduces the conflict between stability and response. A key benefit of separate motors to drive each rear wheel individually is that this facilitates a much higher level of vehicle dynamics control. Driving the wheels with different levels of torque can not only generate all the capabilities of a conventional ESP system using energy regeneration as opposed to brake application, but it can also actively drive each wheel forward at different rates, producing a turning moment at the rear of the vehicle in addition to the steering input. This can be used to enhance low speed manoeuvrability and ease of parking but can also be used to produce a much greater level of straight line high speed stability. Incorporating lateral sensors the system also provides stability control capabilities and levels of steering response normally only associated with heavy and expensive rear steer systems. This can provide automatic correction of both understeer and oversteer characteristics. In addition, the standard method to provide high speed stability of designing the rear wheels to toe-in is not required as the torque vectoring system automatically provides this stability control, with toe-in increasing rolling resistance, lowering fuel economy and increasing tyre wear. Lotus‘ long history of active suspension control provides the core capability to develop this technology and provides extraordinary driving pleasure on the Evora 414E Hybrid. Driver Interaction The Evora 414E Hybrid provides less of a psychological step change for people familiar with high performance cars compared to other electric and hybrid sports cars. The car has a simulated paddle shift gear change offering ultra quick gear changes reminiscent of a dual clutch transmission, while actually single speed. This enhances the driver interaction with the vehicle and provides a driving experience similar to current internal combustion engine high performance sports cars. The Evora 414E Hybrid uses a column mounted paddle shift to simulate the gear change and a synthesised engine sound changes frequency with virtual gear selection. The drive torque is also modulated to simulate a physical feeling of a gearshift jolt. The virtual gearshift simulation, like a conventional gearbox, is used to change the driving characteristics and response of the vehicle. The most significant aspect that this offers the driver is the ability to control the vehicle deceleration by simulating engine braking through a virtual downshift in gears. Unlike true engine braking, the Lotus system does not dissipate the energy of the moving vehicle through internal engine friction but uses the electric motors to regenerate the energy back into the battery. While many electric and hybrid vehicles provide engine braking, this is generally at a fixed rate or preselected rate. In some driving situations this can either be too aggressive, slowing the vehicle unnecessarily, or too light, requiring additional braking application. The Lotus system effectively allows the driver to select the appropriate level of regeneration by simulating stepping down by one, two or even three gears. The simulation of engine braking through both the gear noise change and the retardation of the vehicle is fully intuitive to a driver familiar with a conventional gearbox. The simulated gearchange capability can be selected for greater driving involvement or switched off for more relaxed driving. The Evora 414E Hybrid uses the Lotus Engineering and Harman International developed HALOsonic suite of noise solutions. The first of which is Electronic Sound Synthesis. This generates engine sounds inside the vehicle through the audio system where it provides an exciting sports sound in line with the brand and nature of the vehicle together with a high level of driver feedback in an intuitive manner. In addition, it also generates sound on the outside of the vehicle through speakers mounted at the front and rear to provide a warning to increase pedestrian safety, which is especially important for electric and hybrid vehicles which can be difficult to hear at slower speeds. There are four driver selectable engine sounds currently on the vehicle, two of which have been designed to have characteristics of a multi-cylinder conventional V6 and V12 engine. There is also a futuristic sound and a combination of a conventional engine and a futuristic sound, enhancing the brand identity of the vehicle as a step forward in electric vehicle design. The addition of this Lotus patented simulated gearshift concept not only provides for an exciting and involving driving experience that customers would expect from a Lotus, but also enhances the driver’s control of the vehicle while providing the capability for more efficient operation through a greater use of energy regeneration. The Design The distinctive colour scheme and ‘floating’ roof have been carefully designed to accent the cars electric vehicle technology whilst complementing the iconic lines of the Evora. Copper, a colour often associated with electrical systems, has been chosen for the car’s exterior and interior. A contemporary satin finish paint is complemented by electrical circuit inspired graphics that highlight the car’s key feature lines and the unique glazed roof panel. The newly extended glazed zone integrates seamlessly with the existing forms of the Evora whilst showcasing the key components behind the hybrid and electric vehicle technology. The signature copper theme is consistently carried throughout the car from the dramatic seat stripes and instrument panel inserts to the copper callipers that nestle behind the carbon grey forged wheels. Inside the cabin a sense of quality and richness has been created by carefully juxtaposing the different tactile qualities intrinsic to leather, Alcantara and metal. fonte lotuscars.co.uk

Immagine di confronto tra una maquette del my2011 e una elise my2010.

identico il telaio, gli interni credo siano identici al my08 (cruscotto nero + 2 airbag di serie). prezzi a fine marzo

Il fatto è che la S1 (duetto è improprio per l'elise utilizzare il termine Mark II). quando fù presentata , ormai 15 anni fà era -avanti tecnicamente (freni mmc,telaio in alluminio,mozzi in allumnio) - aveva soluzione vermanete sportive (boot bag, nessun lusso interno) - costava relativamente poco (ricordo veniva circa un 20% in più dell'omologa mg F) E su pista/strada montana, andava forte anche solo col 120cv. Ora io ho avuto modo di salire sulla R da 192cv, e a caua dei rapporti lunghi non ti dà la stessa libidine alla guida, considerando poi che in curva/frenata ci sono 200 kg (il 25% in più ndr) di peso da tenere a bada. E vi assicuro che si sente. DOvrebbero ritornare ad una ELise francescana , questo motore 1.6 (della avensis mi pare) potrebbe andare bene , ma 875 kg col pieno sono ancora troppi, vorrei una versione senza vermanete nulla , il tutot per stare almeno attorno ai 780 kg. Li si che rivivrebbe la leggenda dell's1. cosi no.

Vedremo i prezzi ufficiali, in Italia e in Uk. Perchè in questi mesi molti italiani hanno comprato da concessionari Uk , auto specifica LHD. Il tutto per sfruttare la sterlina debole. Cmq alla fine un elise s clubracer (la 136 v preedente) veniva sui 35000 euro.

adesso non esageriamo... personalmente permuterei la mia, solo per un s1 ... hondizzata!! per tutto il resto c'è il Gt3

comunicato lotus The new Lotus Elise probably has the lowest CO2 for its performance for any gasoline high performance sportscar in the world The Lotus Elise revolutionised the sportscar market 14 years ago when the small lightweight agile 2-seat mid engine sportscar was introduced. By ensuring that the Elise stuck rigidly to Lotus’ core values of performance through light weight, the Elise was able to produce supercar performance with city car economy. Making its debut at the 80th International Geneva Motorshow, the 2011 model year Lotus Elise introduces a number of changes and improvements to maintain its class leading position. For the 2011 model year, the Elise range will consist of the following variants: • Lotus Elise – 136 PS, less than 155 g of CO2 /km – new 1.6 litre engine * • Lotus Elise R - 192 PS, 196 g of CO2 /km - 1.8 litre engine • Lotus Elise SC – 220 PS, 199 g of CO2 /km - 1.8 litre supercharged engine Key changes and improvements to the whole of the 2011 model year Elise range • New evolution body design incorporating new front clamshell, rear bumper and engine cover • New all in one integrated headlights including LED day light running lights and LED direction indicators • Improved aerodynamics with a reduction in Cd by 4%, resulting in better fuel economy • New cast and forged wheels • Vehicle warranty increased from 2 years to 3 years and 36, 000 miles Additional changes for the 2011 model year entry level Lotus Elise • New high technology 1ZR-FAE 1.6 litre engine with Valvematic and Dual VVT-I technology to optimise the performance and efficiency of the engine • Less than 155 g of CO2 per km (an improvement of over 13% compared to the 2010 Elise S)* • Combined fuel consumption 6.14 litres / 100 km (46 mpg)* • New 6 speed close ratio gearbox • Cruise control available as part of the Touring pack The body – an evolution The new 2011 model year Elise range is on sale now and will be in showrooms from April 2010. The body of the new 2011 model year Elise is an evolution of the iconic Elise design, retaining the character and style, while offering a more planted, purposeful stance and a pure, contemporary look that links it to the Evora. As with all Lotus product the design is an exciting blend of dramatic style and functional efficiency The new Elise body has a fresh sculptured front, including a new bumper, front clam and access panel that combine to give the Elise a wider look with more road presence. At the rear of the car the new engine has been encased by a distinctive “twin-spine” engine cover whilst lower down a more aggressive diffuser is tightly wrapped by an elegant new bumper design that now includes the rear licence plate. New headlamp units with distinctively sculptured LED lighting guides (incorporating daytime running lamps and direction indicators) give a contemporary twist to this classic design. Elsewhere, the signature, Lotus “mouth” and familiar sculptured forms have been sensitively refined to give a crisper, more dynamic look. The repositioning of lamp functions has enabled the creation of broad clean surface between the fenders which combines with sleek corner intakes and prominent splitter detail to give a broader more planted stance. The theme of purity is carried through to the cooling apertures that are efficiently finished with a new lightweight aluminium mesh that gives the car a classically sporting character. The rear boot is now opened from the cockpit rather than via a separate key operation. The high quality feel of the Elise is continued throughout the car with the Elise graphic incorporated into the new side LED direction indicators, like those on the Evora. The driving position, from the perfectly positioned pedals and steering wheel, to the comfortable and supportive seats with ProBax** technology means that, like all Lotus cars, the driver becomes part of the car rather than being just a passenger. With the sleek new body the aerodynamics have improved giving a reduction in the coefficient of drag of 4%. Finally, a choice of two beautiful, light weight wheel designs are available; an incredibly light forged wheel and a new cast wheel completes the picture for this sensitive update of a Lotus Icon. Additional changes to the 2011 model year Lotus Elise The new 2011 model year Elise has a number of additional changes and improvements, with the installation of a new advanced 1.6 litre Valvematic engine meeting EURO 5 regulations. This new engine is 200cc smaller than the outgoing Elise S model and produces similar power (136 PS, 100 kW, 134 hp at 6800 rpm) with maximum torque of 160 Nm, 118 lbft at 4400 rpm, but offers a significant improvement to fuel economy of over 23%, to 6.14 litres / 100km (46 mpg)* and a reduction in CO2 emission by more than 13%*. This provides the new Lotus Elise with the lowest CO2 per performance for any gasoline high performance sportscar in the world. This high technology engine is mated to a new 6-speed manual gearbox, providing closer and more performance orientated ratios than the outgoing 5 speed box. The 1.6 litre engine is controlled via the bespoke Lotus T6 engine management system. Cruise control is available on the Elise for the first time with the controls present on a stalk located to the left of the steering column. New cast wheels have been designed specifically for the Elise and the new optional forged wheels weigh just 29.26 kg per set, 2.14 kg lighter than a set of lightweight cast versions. Both are available in silver or black colour. Dany Bahar, Chief Executive of Group Lotus said, “The Lotus Elise revolutionised the sportscar when it was launched 14 years ago and now the Lotus Elise has become greener, giving drivers access to class leading performance with less guilt.” Donato Coco, Director of Design said, “The Elise is an iconic sportscar and it was important that we did not complicate its design, so we made the car more pure in its look, improved the aerodynamics, and gave it a more contemporary look with high quality detailing.” Paul Newsome, Director of Lotus Product Engineering said, “We are always looking at ways of keeping the Elise ahead of its peers and for the 2011 model year we have improved efficiency without losing the innate fun that has made the Elise legendary.” Andreas Prillmann, Chief Commercial Officer for Lotus Cars said, “In its 14 years of production the Elise has accounted for 32% of all the 61 years of Lotus production, illustrating how significant to the brand and well loved it is. The 2011 model year Elise is greener, purer and more desirable, making it even more relevant to today’s marketplace. The new Elise underlines Lotus’ reputation as one of the most innovative sports car manufacturers in the world.” Performance Lotus Elise 0 – 60 mph 6.0 seconds* 0 – 100 km/h 6.7 seconds* Maximum speed 200 km/h (124 mph)* Lotus Elise R 0 – 60 mph 5.1 seconds 0 – 100 km/h 5.4 seconds Maximum speed 222 km/h (138 mph) Lotus Elise SC 0 – 60 mph 4.3 seconds 0 – 100 km/h 4.6 seconds Maximum speed 233 km/h (145 mph) The 2011 model year Elise in more detail. The Elise - the entry model Engine The Lotus Elise introduces the new 1598 cm3, 1ZR-FAE engine, provided by Toyota. The key to this engine’s performance and efficiency is the Valvematic system (a variable valve lift mechanism), which is combined with the dual VVT-i (Variable Valve Timing-intelligent). The engine continuously controls intake valve opening/closing timing and the intake valve lift to vary the volume of the intake airflow, giving significant improvements in efficiency and fuel economy. This ensures optimal performance based on the engines operational condition, thus helping the Elise achieve both high fuel efficiency and high performance. First of all, the maximum power output is achieved at near maximum revs (engine speed) of 6800 rpm and maximum torque (a respectable 160 Nm, 118 lb.ft) is reached at 4400 rpm. This gives a good combination of mid range pull but also encourages the driver to rev the engine to the maximum permitted engine speed of 7000 rpm (transient rev limit). Like all Elise sportscars, there are three shift up lights, on the binnacle cumulatively lighting when the driver is getting closer to the rev limiter and when all three are illuminated, they flash to indicate that the driver is almost on the rev limiter so time to change up a gear! The height of the engine cover has been raised by 34mm to accommodate the taller 1ZR engine compared to the previous 1ZZ engine from the outgoing model due, in part, to the additional Valvematic technology included on the new engine. This has given Lotus engineers an opportunity to subtly redesign the rear engine cover to match the design theme from the front and rear of the car. Chassis The Lotus Elise is built around the revolutionary and award winning extruded and bonded aluminium chassis, with a lightweight steel rear subframe. The chassis weighs 68 kg (150 lbs) and has a stiffness of 9,800 Nm per degree, giving a high level of control of the suspension. At the rear, and also acting as a rear energy absorbing crash structure, a lightweight steel subframe carries the engine and gearbox. At the front, the radiator and key ancillaries are mounted into a high tech composite energy absorbing crash structure that is both lightweight, compact and over three times more energy absorbing than the equivalent steel structure. Ride and handling The legendary Lotus ride and handling gives a superb high performance, sporty drive, combined with a compliant ride and progressive on limit handling, it makes the Elise a car that demands to be driven. The entry level Lotus Elise weighs 876 kg, making it one of the lightest fully homologated sportscars in the world. This low weight translates into efficient performance with minimal environmental impact in terms of emissions and fuel consumption. The efficiency of the Elise structure means that the 136 PS (100 kW, 134 hp) delivers phenomenal performance. Few cars can match the delicacy and accuracy of the steering, throttle and brakes of the Elise and all of these factors contribute to the excellent driving experience of the Elise. Safety The Elise has high performance AP Racing callipers at the front and Brembo callipers at the rear linked to 282 mm vented and cross-drilled cast iron discs to give excellent stopping power. The Elise comes as standard with a track tuned ABS system that is designed to be unobtrusive under normal driving conditions. This system is designed to be used on track and has a high threshold, only intervening in emergencies. The ABS system is linked to a lightweight pedal box with steel pedal arms and extruded aluminium pads. This unit also has an electronic (drive-by-wire) throttle for quick, smooth and more linear engine response. The impressive braking coupled with excellent handling gives good primary safety and the composite front crash structure and rear crash protection offers efficient secondary safety. Driver and passenger airbags and pre-tensioning seatbelt are standard on all Elise models. Prices will be announced in March 2010. ---------- Interessante il 1.6.

al di là dell'estetica... che è personale. interessante il cambio corto, non riesco a sapere se è un c64 modificato come penso o tutto nuovo. Il cruise control lasciamo perdere. La vera elise è sempre l's1 , pochi cv , poco costo, tanto divertimento.

oggi il mercato delle supercar è diverso. le vendite dei 5 anni di 430 sono state altissime, anche perchè non aveva la concorrenza interna di california.

Ma varriare la consistenza del pedale del freno elettronicamente , non può essere pericoloso in marcia? Presumo sia solo varriabile ad auto ferma. Il sistema valuta anche la temperatura del liquido? Poi si parla di freni da corsa, ma in Fiat utilizzeranno tubi in treccia metallica, liquidi idraulici dot 5.1 o comuque con boiling point elevato, e pastiglie racing? O è un idea del marketing?