As its name would suggest, the Lotus Evora Carbon Concept meshes premium materials inspired by both performance and luxury, swathed in carbon fibre and Alcantara.

Inside, the Lotus Evora Carbon concept boasts a combination of stylish carbon fibre, leather and Alcantara.

A grey Alcantara covers the footwell, dashboard and roof with perforated leather used on the seats and similar cabin elements, juxtaposed by the hard surfaces of the carbon fibre panels.

Donato Coco, Director of Lotus Design commented, “The design of the Evora Carbon Concept car features exotic, high tech materials that offer a good synergy with the Lotus brand image, expressing our motorsport heritage and history of stylish sports cars for which Lotus are renowned.”

The exterior has been augmented with the inclusion of a structural carbon fibre roof, Lotus Motorsport influenced carbon diffuser and carbon splitter.

The concept car is finished in an advanced water based pearlescent paint that contrasts with the exquisitely finished weave on the carbon fibre panels.

It sits on diamond cut forged 19-inch alloy wheels front and rear, shod with Pirelli P-Zero Corsa tyres (235/35 wide front and 285/30 wide rear).

Lotus has not yet expressed whether it would include the Lotus Evora Carbon concept as a version of the current Evora range.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The 414E Hybrid is built on the standard Evora platform and shares the range extending 1.2-litre three-cylinder petrol engine with the Italdesign Proton concept also set to debut at the Show.

But unlike the five-door city car, the Evora concept promises to combine efficiency with blistering performance.

Two electric motors drive the rear wheels to produce 304kW and a staggering 800Nm of torque, propelling the 414E Hybrid from 0-100km/h in less than 4.0 seconds. (FYI: the 414 nomenclature comes from the power output in PS of the electric motors, each creating 207 PS, or 414 combined.)

After an overnight charge from a standard power outlet, the Evora concept’s lithium-polymer battery pack will drive the hybrid in full-electric mode for up to 56km and cover almost 483km in extended range mode.

In what could be a sign of things to come, Lotus has fitted the 414E Hybrid with “noise solutions” technologies which give the impression that it is a fully-fledged natural racer. Drivers can select between four different engine notes including a V6, V12 and a futuristic thrust noise.

Despite operating with a single-speed transmission, Lotus has incorporated paddle-shifters which simulate the upshifts and downshifts of a seven-speed dual-clutch unit. The engine frequency changes with each virtual gear change and gearshift jolt is created via a modulation in the drive torque.

Lotus says the electronically enhanced Sport mode is for those who pursue greater driving enjoyment, while the system can be switched off for a more relaxed drive.

The Lotus Evora 414E Hybrid concept will be unveiled to the world at the Geneva Motor Show from March 2.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Italdesign Giugiaro chairman, Giorgetto Giugiaro, said the unnamed concept is the outcome of several years of development and study by the trio.

“Our aim was to offer the interior space of a medium-sized car while keeping the overall exterior dimensions of a small car.

“The solution allows interior spaciousness on par with that of a segment-D saloon despite maintaining the exterior dimensions of a segment-A car.

“You could say that it is a brand new type of car – a new automotive concept where looks are as important as function, ergonomics and comfort, not to mention environmental impact,” Mr Giugiaro said.

To be revealed in both three- and five-door hatchback variants, the baby Proton is powered by a Lotus-developed hybrid-drive system. It combines a 1.2-litre three-cylinder range-extending engine that helps recharge the batteries and powers the electric motor which drives the car (similar to Chevrolet’s Voltec system).

The floor is raised in the rear to house the batteries, but Italdesign Giugiaro says comfort, space and accessibility for both the driver and passengers has not been compromised, but enhanced.

“It is higher than other compact cars to make the best use of interior space. The seat H-point is at the same height as the passengers’ hips – you do not get down into your car as in a coupe, you do not climb up as in an SUV but you enter in a natural way.

“Rear seat comfort when you enter and leave the car is absolutely unprecedented, the distance from the front seat is comparable to that of an SUV,” Mr Giugiaro said.

So far there is no word on aspects like boot space or fuel economy, but the big claims from the little car will be put to the test when it debuts at the Geneva Motor Show from March 2.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Adopting the evolutionary Lotus design trends introduced with the Lotus Evora, the new Lotus Elise stamps its reputation as the most efficient high performance sportscar in the world.

The new front clamshell, rear bumper and engine cover inspired by the Lotus Evora flow seamlessly over to the Lotus Elise while also improving its drag coefficient by four per cent over the previous model.

At he front, newly designed headlamps feature integrated LED daytime running lamps and indicators while the Lotus “mouth” has been refined into a much crisper form, flanked by new air intakes.

The rear end changes are headlined by a distinctive “twin-spine” engine cover which became a necessity to fit the taller 1ZR engine, while a more aggressive rear diffuser has been wrapped under a restyled rear bumper with an integrated license plate holder.

A choice of two wheel options is also available, comprising incredibly light forged wheels which are 2.14kg lighter per set than the new cast wheels, finished in either black or silver.

The new entry model Lotus Elise uses a 1.6-litre ZR-FAE engine provided by Toyota which produces 100kW at 6800rpm and 160Nm, slotted through a new six speed close ratio transmission.

While this may not seem like a lot of power, with the car weighing in at only 876kg – making it one of the lightest fully homologated sportscars in the world – zero to 100km/h arrives in 6.7 seconds.

Impressively, the Lotus Elise emits less than 155 g of CO2 per km and combined fuel consumption is just 6.14 litres per 100km – an improvement of over 23 per cent compared to the previous entry level Lotus Elise.

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.”

Cruise control is also available on the Lotus Elise for the first time as part of the Touring pack.

The Lotus Elise boasts high performance AP Racing callipers at the front and Brembo callipers at the rear linked to 282 mm vented and cross-drilled rotors.

Combined with a performance tuned ABS system linked to a lightweight pedal box with an electronic (drive-by-wire) throttle, even the base Lotus Elise is a formidable track weapon straight from the showroom.

Performance

Lotus Elise
0 – 100 km/h 6.7 seconds
Maximum speed 200 km/h (124 mph)

Lotus Elise R
0 – 100 km/h 5.4 seconds
Maximum speed 222 km/h (138 mph)

Lotus Elise SC
0 – 100 km/h 4.6 seconds
Maximum speed 233 km/h (145 mph)

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Lotus is bringing just 10 of the Elise S-based Club Racers to Australia.

The performance numbers remain the same: 100kW 1.8-litre four-cylinder engine, 7.6 litres/100km, 179g/km CO2, 0-100km/h in 6.1 seconds, 860kg.

Sporting a retro design featuring four classic colour schemes from the 1960s – Elite Yellow, Carbon Grey, Sky Blue and Old English White – the exterior theme is carried over to the transmission tunnel and seat shells.

The seats themselves are lightweight and clad with microfibre pads, the minimalist approach extending to the 320mm diameter leather rimmed steering wheel and aluminium foot-well flooring.

Other uniquely Club Racer features include anodised gearknob and handbrake sleeve, “CR” embroidery on the seat headrests and badging on the body, and lightweight six-spoke anthracite anodised alloy wheels with Yokohama AD07 LTS rubber.

Director of Lotus Cars, Luke Bennett, said the Lotus Elise Club Racer was a unique and highly exclusive combination of modern packaging and classic styling.

“Special editions of the award winning Elise have always proved popular with our customers around the world, and I expect the Elise Club Racer to be no different.

“We have taken colour schemes from our past, used on the Elite and Elan in the 1960s, and cleverly brought them up to date with a modern feel to the interior.

“The whole design package is contemporary with a classic feel, which of course matches the peerless ride and handling of a Lotus and the convertible experience of the Elise perfectly.”

Recommended retail pricing of the Lotus Elise Club Racer is $72,990 plus dealer delivery, statutory government and on-road charges.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

There are currently only two Lotus Evoras in Australia, and I’m about to put 300 kilometres on the clock of what is one of the most talked about cars in years.

Problem is, I’ve drawn the shotgun position for the first 90-kilometre stint, but at least I’ll be able to squarely judge the ride and comfort qualities of the first new Lotus design in over a decade.

It doesn’t matter how many photos you might have seen on the web or in magazines, the Evora is a natural wall poster car, and there are simply no wrong angles from which to view this beautiful design, which just happens to be a 2+2, meaning enough room for the kids.

And get ready for even more eye candy from the maker of the worlds best handling sports cars, as Group Lotus beefs up their senior management with an All-Star team from Ferrari SpA.

Danny Bahar has been appointed CEO of Lotus from Ferrari, where he held the position of Senior Vice President Commercial and Brand, which means he was responsible for worldwide road car sales and after sales business, overall road car and Formula One marketing activities, licensing, and merchandising business. The whole box and dice if you will.

Ferrari design guru Donato Coco has also just started work at Lotus in the newly created position of director of design. While at Ferrari, Donato was director of design and development, which saw him work on the 458 Italia, the F430, the Ferrari Scuderia Spider 16M, the California and the 599XX.

Lotus Cars was founded by British engineering visionary Anthony Colin Bruce Chapman in 1928 on the back of motor racing, which is why Danny Bahar is so eager to return the company to the podium and to former motorsports glory in endurance racing and in Formula One.

After all, it was Lotus who revolutionised Formula One racing with the introduction of ‘ground effect’ and aerodynamic ‘downforce’ on board their unbeatable Type 72 racecar.

That said Claudio Berro is indeed the right choice to head motorsport activities for Lotus as its Director of Motorsport.

He has 14 years with Ferrari, Maserati and Fiat, and has been responsible for the Formula One team as well as director of all sports car activities for Ferrari and Maserati as well as countless other senior motorsport roles in the Fiat Group.

And it all starts with the Lotus Evora, a sports car that is set to go head-to-head with the likes of Porsche and in doing do, position the brand higher up the prestige ladder and to a wider group of buyers.

While Lotus has done well with their Lotus Elise family of near enough to 30 different variants, they are all pretty well regarded as raw-edged sports cars for genuine motoring enthusiasts.

The Evora is different, very different. Ingress and egress no longer requires you to possess the physical attributes of a Yoga master, or the body of an Ethiopian marathon runner. Simply open the door and sit down in what are superbly comfortable leather sports pews from Recaro.

And I can’t get over airspace between my head and the roof lining. The cabin design is such that the Evora is friendly to folks up to 196cm tall. At least that’s what the press kit says and at 176cm, who am I to question such detail.

While the exterior design is an evolution of the Elise family and unmistakably Lotus, the ride quality is something of a revolution. It’s unusually comfortable, so much so, that I find myself repeating the same lines over and over to my colleague at the wheel “you can’t feel the bumps” and “it doesn’t feel like a Lotus”.

He’s nodding in agreement, but he’s having far too much fun to utter a single syllable, as we head towards the Southern Highlands for the kind or roads where anything with a Lotus badge reins king.

Although I’m sitting fairly low in the Evora, its not quite as deep as you would in an Aston Martin Vantage or Porsche 911, but both driver and passenger have a commanding view of the road ahead without compromising that ‘in car’ driving position. Put that down to a clever cockpit layout and the wrap around windscreen design.

In a sudden, but expected departure from the Lotus models of the last 13 years, the Evora is equipped with significantly more grunt than the rest of its immediate family.

Transversely mid-mounted, is a naturally aspirated 3.5-litre V6 engine sourced from Toyota, but it doesn’t sound like any Toyota I’ve ever driven.

Lotus engineers have carefully modified the powerplant with their own ETCS-i Electronic Throttle Control System and Lotus designed and developed engine management system, which produces 206kW and 350Nm of torque, along with that special Lotus driving experience.

But it’s the exhaust note from the bespoke titanium tailpipe that will have you drooling like an infant, and wishing you had never bothered to switch on the high-end Alpine Imprint audio system.

As comfortable as it is riding shotgun in the Evora, and it is both comfortable and surprisingly roomy, the only place to be in a Lotus is behind the wheel.

At 1382 kilograms, it might be significantly heavier than any other Lotus in the stable, but in keeping with the Chapman edict of ‘performance through light weight’ the heart of Evora’s performance is its power to weight ratio.

That’s probably why I’m griping a beautifully forged super-light, flat-bottomed magnesium steering wheel, and why the entire three-piece aluminium chassis weighs just 200 kilos.

Steering response and accuracy is not quite as sharp as the stripped out Elise or Exige, due to the hydraulic power assistance (a first for the current Lotus stable) but the moment you come across a naturally made chicane, you know you’re driving a precision instrument capable of dissecting a winding road like no other 2+2 could ever hope to do.

From the outside, you would be hard pressed picking the Evora as a four seater. It has all the design hallmarks of a purpose built supercar. The fact is, you can also buy the car as a 2+0, which removes the rear seats and replaces them with a parcel shelf. I guess it comes down to kids or no kids.

I’m blasting through this snake like section and there’s almost no need to drop down from fifth gear, there’s just so much torque on tap in the higher gear ratios, meaning throttle response is instantaneous.

Point-to-point, the Evora is very quick and very agile. But when you factor in the car’s vice-like grip and stability through corners and at considerable pace, it feels considerably faster than its 0-100km/h published sprint time of 5.1 seconds.

Grip is maintained even when punching hard out of corners, due mostly to the Evora’s Electronic Differential Lock although; the traction control system on board this car, allows some mild rear wheel slip before the electronic nannies take charge.

I’m also astonished at how calmly the car copes with speed on rubbish roads, you can feel the extra stiffness in the chassis (that’s one and half times that of the Elise) but the forged aluminium double wishbones working in concert with the Lotus tuned Eibach springs and Bilstein dampers, offer nothing but a compliant ride, no matter hard you push the car.

The optional six-speed close ratio gearbox is a treat, and well worth the extra coin if you intend mixing it up with other like-minded enthusiasts during the occasional track day.

Once we hit the steep descents in the heart of the Southern Highlands, the Lotus AP Racing four-pot calipers and cross-drilled brake discs started working their magic with race car like stopping power and zero fade.

The other equally beneficial bi-product of effective power to weight management is fuel economy, and here is where the Evora should triumph over other sports car manufacturers.

Combined fuel consumption is said to be as low as 8.7l/100km (32.5 mpg) with highway cruising at 6.5l/100km.

The Evora is shod with Pirelli’s premium performance road going PZero tyres, despite the fact much of the car’s testing was on Yokohama Advans. Wheels are split sizes at 18-inch up front, and 19-inch down the back.

Driving back to Sydney on the freeway was more like riding in a sophisticated Grand Tourer than a highly capable sports car, and is testament to the quality of the engineering and the substantail development and testing schedule of this defining sports car.

The options list for the Evora is extensive although, several options packages including; the Sports Upgrade Pack, Premium Upgrade Pack, and Tech Upgrade Pack, bundle the individual features well enough.

The Evora will be available through the premium Lotus dealer network including, the Trivett Group in Sydney, Barbagallo Sport in Perth, Euromarque in Brisbane, Zagame Automotive Group in Melbourne, and Prestige Walkerville in Adelaide.

Lotus Evora prices:

• 2+0 Configuration: $149,990
• 2+2 Configuration: $156,990

The Lotus Evora is available in 20 superb exterior and four interior colour trim choices.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Our first winner, Thomas De Nardis had this to say about his day driving through Melbourne and the Mornington Peninsula:

On arrival to Octane’s holding garage we were presented with our fleet of Supercars that would be driven to the Portsea Pub and back.

Staring at the immaculate cars in the disbelief that you will actually be driving them (while enjoying a nice latte and muffin) was almost as exciting as driving them!

My first drive was in the R8, then the Lambo, DB9, F430 and it was all topped off with the Exige S.

After a massive drive swapping and changing  cars every so often, we were presented with a gourmet lunch in Portsea. Here we swapped stories and boasted about how well we drive while trying to not let the guys running the show hear about how fast we were going (not that anyone was told to “slow down!” the whole day).

The drive back is even better than the drive out there as you are full of confidence in a $300k+ car and really getting the most from them.

Just how awesome these cars are to drive cannot be explained with one of Jeremy Clarkson’s metaphors. You need to steer them yourself!

The greatest enjoyment came from driving the Ferrari F430 around the Arthur’s Seat hill climb.  Top down and the popping of a Ferrari engine through down shifts right behind you is something that cannot be explained in words.

I sincerely thank Car Advice for the prize as it is something I will remember forever and would not hesitate to pay the asking price to do again, and again, and again.

The second winner, Dion Knowles spent the day zipping around Brisbane and had this to say about the day:

Wow! I Had my drive day today in Brisbane. I’m still buzzing hours after it ended, so I thought I’d share my thoughts with you all.

The car lineup was:-

Lamborghini Gallardo manual
Ferrari F430 Spider F1 paddleshift
Aston Martin Vantage V8 manual
Audi R8 manual
Lotus Exige S manual

The Lambo & Fezza were incredible. I think the Lambo was a little quicker and more impressive ultimately, but the Ferrari was so easy to drive fast and the sound once the exhaust valves opened up was intoxicating. I could see myself driving it into a tree though, such is the fascination of the massive yellow tacho, the paddle shift and the steering wheel manettino settings. I thought I’d just leave it in ‘auto’ and focus on staying on the road but that lasted about a minute. The car loves to rev and the pop and crackle on overrun mean it’s much better to use the paddles and keep it a gear or two lower than the auto would have you in. I drove the F430 over Mt Glorious on some pretty wet and slippery roads, yet it never gave me any moments of fear at all. It was comfortably light to steer and the cornering and braking were excellent. Noticeably lighter than cars like the Vantage and Gallardo. I could imagine a good driver would be able to wring it’s neck on the track and it would take it in it’s stride. Amazing car. Did I mention the sound it makes?!

The Gallardo was quite simply a brutal car. I can only imagine what the Murcielago is like to drive. The 500hp Gallardo might be the baby Lambo, but driving it was an ‘event’. The controls are heavy and the ergonomics are extreme, but once you let it have it’s head, it all makes sense. At low-middling revs, it’s actually a bit of a chore to drive. I wouldn’t want to drive one everyday. The Audi and Ferrari were much ‘lighter’ and easier to toodle around at 5/10th’s in. However, the Lambo looks outrageous, sounds incredible on song and carries the biggest stick. What’s not to like?

The Audi R8 was the easiest to drive by miles. Plenty of power and a lovely exhaust rumble, but just so easy to drive. The shape of the thing is gorgeous and easily the most modern of the group. It’s the car to jump in and feel at home in straight away. It’s wonderfully German in it’s design and function. Everything works and feels right. If you can drive a VW, the R8 will feel familiar straight away. For a supercar that you could comfortably drive every day, this is a no brainer.

The Vantage was a very cool car. It’s arguably the best shape of the group and the one that’s the least ostentatious. Whilst it looks nuggety and nimble, it is actually pretty heavy and ‘masculine’ to drive. It felt like a much larger car to drive than it was. The Vantage had a wonderful deep exhaust note and plenty of mid-range pulling power. The interior of the Vantage was probably the most cossetting. The Vantage would be a very easy car to consume highway miles in. All class.

The Lotus Exige was just mental. It’s tiny, bum-on-the-ground low, rough, fidgety, noisy and hot to drive. But the harder you pressed on, the better it went. The supercharged 1.8 Toyota motor sounded like a blender crushing ice behind your ears, but it kept the ‘big boys’ honest. I suspect on a track, it would give the heavier supercars a hiding. I’m 6′2″ and 100kg and I was a bit concerned I wouldn’t get into the Exige. It took a bit of contorting, but once inside, there was plenty of legroom and headroom and the view of the road was fine. As a weekend toy, I can see why they’re so addictive. I think I’d have to get the soft top Elise though. The convertible roof would make it feel a bit less claustrophobic.

I had an awesome day and it was very hard to get back into my Fiesta for the drive home afterwards. I’ve been reading about these supercars in magazines and on the web for years. Many thanks to CarAdvice for giving me the chance to experience them first hand. I’m very grateful for the experience.

Thanks also to the crew at Octane Supercar Events and my guides Libby and Tony. For anyone thinking about treating themselves or someone they know, do it. It’s extremely memorable.

Keep an eye out for many of the great competitions CarsAdvice has coming for you in 2010. In the mean time, head to the Octane Supercar Events website and see what other supercar experiences are on offer or check out the drive day review by our very own Paul Maric.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Coco was replaced by Flavio Manzoni earlier this year and will join Lotus CEO and ex-Ferrari sales executive, Danny Bahar, from January 4.

“We have a very busy few years ahead of us as we are working on a new strategic business plan which will include the introduction of an all-new range of Lotus cars and expansion of our third party design work,” Bahar said.

Coco’s resume at Ferrari includes the 430 Scuderia coupe and Spider 16M, California, 599XX and the 458 Italia, while previous work as chief designer at Citroën saw him in charge of the Xsara, Picasso and C3 Pluriel among others.

The director of design position is a new one, overlooking the work of existing head of design, Russell Carr.

It is believed the two will collaborate on the new Elise and Exige models, as well as a convertible version of the Evora and a brand new Esprit.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The Esprit went out of production in 2004 but could be back on the roads by as early as next decade.

Set to be positioned above the Evora in terms of price, the Esprit has been described by at least one Lotus insider as an “essential brand image builder” and a “high-status purchase”.

Specification and technical details have not yet been revealed, though it is rumoured the supercar could share a version of the same 4.8-litre V8 engine as found in the recently launched Lexus LFA.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The Scura, translated as ‘dark’ from Italian, is so called due to its dramatic matt black and carbon fibre theme. The name ‘Scura’ reflects the stealth character of this already fierce looking Lotus and its stunning soft-feel matt black paint finish.

Limited to just 35 cars globally, this Exige evokes a desire to ‘indulge your dark side’. This is a serious looking car and enhancements to performance and a reduction in weight from the production level Exige S means that the Exige Scura demands to be driven by a serious driver.

Contrasting high gloss ‘Phantom Black’ triple stripes run the length of the car and offer a stunning distinction to the main matt black finish of the bodywork. A carbon fibre front splitter, oil cooler inlet vanes, side air-scoops and rear spoiler provide a weight saving and an aesthetic enhancement to the car.

“The Exige Scura is a strong and aggressive vehicle which offers an adrenaline fuelled experience and is a real head-turner!” said Luke Bennett, Director of Lotus Cars. “Our Exige customers choose Lotus because we deliver thrilling performance and dynamic design and this special edition fits the bill on both counts.”

Continuing the dark ‘Scura’ appearance into the interior, carbon fibre is used extensively to compliment the exterior theme and reduce weight. The seats and centre console are crafted from carbon fibre and the handbrake and gearknob have a special anodised treatment which leaves the metal with an anthracite colour finish. All carbon fibre components have been beautifully finished in high-gloss clear lacquer allowing the weave to remain exposed which gives the cabin a raw and racy ambiance.

Whilst there is no doubt that this is a visually stunning car, the Exige Scura is not just about its looks – it begs to be taken on track, and its racing character encompasses poise, power and technology to make it a serious contender. Equipped with the most powerful engine in the Exige range and generating 191kW, the Exige Scura achieves a top speed around 245km/h and reaches 0-100km/h in just 4.1 seconds.

Considering the performance on offer, the Exige Scura boasts impressive all around fuel economy with an Official European Combined Cycle figure of 8.5 litres/100 km and 6.5 litres/100km on the Official European Extra Urban Cycle and emissions of 199g/km of CO2.

The Lotus Exige Scura (known as Stealth in the Japanese market) is priced at $139,990* in Australia, plus dealer delivery and statutory government charges.

*Pricing is a guide as recommended to us by the manufacturer.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Translated as ‘dark’ from Italian, the aptly named Exige Scura boasts a dramatic matt black and carbon fibre theme reflecting the stealth character of this fierce Lotus.

Limited to just 35 cars worldwide, the Exige Scura features enhanced performance and a reduction in weight from the production level Exige S, delivering the ultimate in Lotus performance.

Contrasting high gloss stripes run the length of the car, while a carbon fibre front splitter, oil cooler inlet vanes, side airscoops and rear spoiler enhance the stunning distinction of the Exige Scura.

Luke Bennett, Director of Lotus Cars said, “The Exige Scura is a stunning vehicle which offers an adrenaline fuelled experience and is a real head-turner! Our Exige customers choose Lotus because we deliver thrilling performance and dynamic design and this special edition fits the bill on both counts.”

The dark theme continues in the cabin where carbon fibre has been used extensively to reduce weight, with the seats and centre console are crafted from carbon fibre and the handbrake and gear knob have a special anodized treatment which leaves the metal with an anthracite colour finish.

All carbon fibre components have been beautifully finished in high-gloss clear lacquer allowing the weave to remain exposed which gives the cabin a raw and racy ambiance, shedding 10kg overall.

The Exige Scura is still very much a track-focussed machine, equipped with the most powerful engine in the Exige range, developing 191kW at 8000rpm and peak torque of 236Nm at 6000rpm.

It will reach 100km/h in just 4.1 seconds from a standstill and on to 160km/h after 9.9 seconds where its ground effects package generates 42kg of downforce to increase grip and improve stability up until its top speed of 245km/h.

Despite its performance, the official fuel consumption figure from the 1.8-litre supercharged and intercooled engine is just 8.5 l/100km and the CO2 emissions 199 g/km.

Roger Becker, Vehicle Engineering Director, highlighted the performance of the Exige Scura, “There are very few cars in the world that turn in the performance of the Exige Scura without the penalty of very high fuel consumption and emissions. As with all Lotus sportscars we offer the best of both worlds – a zero to 100 km/h time of just over 4 seconds and a CO2 figure of 199 g/km; all this is down to light weight and a strict adherence to Lotus’ core brand values.”

Handling is assured by the Lotus badge alone, but just to be sure the Exige Scura borrows the suspension components from the Exige Cup 260 , including the lightweight flywheel and lightweight supercharger pipework. Coupled with Ohlins 2 way adjustable dampers and Eibach Springs with variable height spring platforms, unique matt black lightweight forged wheels and super sticky Yokohama A048 LTS tyres.

Orders for the ‘Lotus Exige Scura’ will be accepted from 21 October 2009 in Europe, South Korea, Australia, South Africa, Thailand, Taiwan, Hong Kong, Singapore, New Zealand, Indonesia and Malaysia.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The dealership is in Fortitude Valley just five minutes from the centre of Brisbane and only 15 minutes from the airport. It’s across the road from the Emporium retail and dining district exposing the brand to a larger group of the community which is a good move for Lotus.

This will be the only official sales and servicing outlet in Queensland for Lotus Cars Australia, joining the Australia-wide Lotus dealer network.

Lotus Cars Australia General Manager Sales & Marketing Jonathan Stretton welcomed Lotus Brisbane and Managing Director Greg Willims:

“In the lead-up to the major launch of the Evora, it is vitally important and highly encouraging to welcome a premium dealer such as Euromarque into our Lotus network.”

Euromarque and Lotus Brisbane Dealer Principal Greg Willims is equally enthused about the confirmed partnership:

“We are impressed with the current and future direction of Lotus; not only are we excited about the current range of Lotus performance cars but in the direction of Lotus cars in years to come.”

The Brisbane dealership will sell the entire range of Lotus cars including the Elise S, Exige S, Europa S and SE as well as the 2-Eleven. The new Lotus Evora will arrive in January 2010.

• Lotus Europa Review
• Lotus Exige S Review
• Lotus Elise S Review

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

From any angle, the Europa SE looks like a supercar.

Model Tested:

• 2009 Lotus Europa SE; 2.0-litre, four-cylinder, turbocharged petrol; six-speed manual; coupe – $109,990*

Very quick; huge grip; more comfortable than Elise
Some understeer on the ragged edge; no power mirrors

CarAdvice Rating:

I’m heading towards the outskirts of Sydney to collect the Lotus Europa SE, the so called luxury or GT model in the Elise family.

I’ve read the specs and they are impressive to say the least, 165 kilowatts and 300 Newton-metres in a super-light composite body; it should be quick.

What’s worrying me is the description in the media release, words such as, “…more appealing and accessible to a broader audience”, “…more equipment”, and “…designed to appeal to those who are more style conscious”.

While the heavy hitting Exige S and even the budget priced Elise S, will cause you to re-calibrate your perception of what constitutes fast cornering speeds and high grip levels, I’m concerned that despite the Lotus badge, the Europa SE might be a little too soft.

That’s the problem with perceptions they are so often wrong.

From an unusually early age my father indoctrinated my brother and I, with the belief that the Porsche 911 RS 2.7L was the Holy Grail, and nothing could out corner a Lotus.

These were sweeping statements for sure, but mostly, he was on the money.

With an astonishing seven Formula One Constructors’ titles and six Drivers’ Championships, Team Lotus remains one of the most successful Formula One teams of all time.

They also wrote the book on ground effects aerodynamics with their unbeatable Lotus 79, the first F1 car to feature venturi tunnels, and went on to decimate all other cars in the field, during the 1978 Formula One season.

Racecar like handling is what Lotus DNA is all about, what they learned on the track was to some degree, dialled in to their exceptional road cars.

The original Lotus Europa from 1966 was no exception. Its four-wheel independent suspension was so similar to Formula racing cars of that era, that motoring journalists at the time, described the car as the closest thing to a racing car for the road.

Nothing has changed Lotus is still building exceptional sports cars, which can out corner some purpose built race cars, and you still need to be youthfully agile to climb into the cockpit without regular chiropractic adjustments.

It might be trimmed in leather and have a slightly more compliant ride than its stripped out siblings, but the 2009 Lotus Europa SE is all Lotus underneath the luxury façade.

Let me be specific, the so-called GT Lotus has just annihilated 11-kilometres of tight, snake-like bends at racetrack-cornering speeds, without so much as a blip.

As you feel all 300Nm pulling hard at 4000 rpm through every shift, you quickly realise that this thing is a point-to-point weapon, despite its more conservative styling.

I say conservative but only in the company of the Elise and more extreme Exige. Park it next to most other sports cars including those from Porsche and Maserati, and it’s the Lotus that commands all the attention.

From any angle, the Europa SE looks like a supercar. From the integrated deep front splitter and side air intakes to the impossibly low stance with dual centred exhaust tips, it sends a warning to all other performance cars – don’t mess with me, especially in the twisty bits.

Take a look under the car, if you can get your head low enough on the tarmac, and you will see a completely flat bottom, as you would on only the world’s quickest supercars.

It’s not just the extra muscle from the larger 2.0-litre turbocharged powertrain that will put a grin on your face either, the short-throw shift allows for lightning fast gear changes with minimal effort.

Lotus claims zero-100km/h in 5.3 seconds and a top speed of 235km/h and without a track test, I for one, won’t be questioning the numbers.

But, it’s not just the straight-line acceleration that impresses, it’s the sheer speed the Europa can carry into and out of a corner that will forever change your perception of what a real sports car is capable of.

The grip levels are so extreme (although less than the Elise S), that on the run back up the hill climb, I found myself at full throttle more often than not, without ever needing to grab fifth, due to the increased torque this engine makes.

My only grumble is that the steering has fractionally too much play either side of dead centre, but beyond that, the usual race car like steering inputs and the extra pull, are enough to make you want to list that investment property, and at a discount if it will help get you into a Lotus quicker.

Mind you, the Europa SE shares the same steering rack as the Elise, so the difference might be the Goodyear F1 GSD tyres, which have been designed to provide slightly more compliance and less-road noise than the Yokohama’s on the other Elise based cars.

There’s also slight understeer on turn in, but only when you’re on the ragged edge, but that characteristic is easily controlled by simply backing off the throttle ever so slightly.

The extra weight of the mid-mounted 2.0-litre turbocharged engine from the Astra SRi Turbo, combined the light front end, is one reason for the gentle understeer, the other, is that Lotus have engineered the car’s geometry to do just that, it’s safer that way.

When you do need to jump on the brakes, there’s a set of AP-Racing four-piston alloy front brake calipers biting down on 308 millimetre discs, that will reign in the Europa faster than Dreamworld’s Tower of Terror ride. Brake fade was non-existent too with the Ferrodo DS52HP pads.

Back to luxury side of things, apart from the leather trim, which even includes the tailgate-inner and battery cover.

With lower side sills, you’ll have an easier time getting yourself into the car compared with the Elise, and believe me, that is a luxury, particularly if you’re wearing a dress.

The leather-clad Momo steering wheel (with airbag) is a simple art form with all the right contours although; it would be nice to see a flat-bottom version on this car.

The ProBax seats in the Europa look more like pure bred racing buckets, but I highly doubt you’ll be complaining about back pain, no matter how long you’re in the car.

These odd-looking pews were designed with input from several leading vascular surgeons, and the benefits listed in the brochure read like an excerpt from the British Medical Journal: Maintains correct curvature of the spine; Eliminates reverse pelvic tilt; Minimises pressure under the coccyx; Manages the ischial pressure points and is effective for 95 percent of the population.

The wooden gear knob looks strangely familiar to the one in the original Europa and there’s an Alpine audio unit, which I didn’t bother switching on.

The air-conditioning controls look like a retro-fit job from the ’70’s, but it worked well enough, even when the temperature in Sydney climbed to 30 degrees a couple of weeks ago.

The Europa SE is certainly less frenetic that the rest of the Elise/Exige stable, and with the additional torque output from the 2.0-litre engine, you have the option of sitting back and cruising in a taller gear ratio, if you so desire.

Peak hour madness is also more tolerable in the Europa SE than any other Lotus, and weekend getaways with more than a toothbrush are now possible, with enough room in the boot for a large size soft bag.

There’s also ample leg and headroom, which I put to the test with a well- fed mate, who is just shy of 185 centimetres and while it was only a short drive, it was comfortable enough for both of us.

One of the standout benefits of the Euorpa’s lightweight construction is its frugal fuel consumption even when you’re hard on the right pedal, as you frequently tend to be in a Lotus.

Even with a small 43.5 litre tank and driving with some serious intent, the published 9.8L/100km (combined) is achievable without highway kilometres.

The problem with driving a Lotus, any Lotus, is that it ruins you for life. No other affordable production car can provide that same race car like experience in a street legal car, which can double as your daily drive.

The Europa SE is just that little bit more refined.

Expect a full review of the new Lotus Evora in January.

Ratings:

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Specifications:

• Engine: 1998cc DOHC four-cylinder (16 valve)
• Power: 165kW @ 5700rpm
• Torque: 300Nm @ 4000rpm
• Induction: Multi-point & Turbocharged
  
• Transmission: Six-speed manual
• Driven Wheels: Rear
• Brakes: Discs with ABS
• Top Speed: 235km/h (Claimed)
• 0-100km/h: 5.3 seconds (Claimed)
• CO2 Emissions: 229 g/km
• Fuel Consumption: 9.8L/100km (ADR)
• Fuel Tank Capacity: 42.5L
• Fuel Type: 95-98RON Unleaded
• ANCAP Rating: N/A
  
• Airbags: Dual Front
• Safety: N/A
• Spare Wheel: Sealant Type
• Suspension: Wishbone (F) / Wishbone (R)
• Cargo Capacity: 154L
• Tow Capacity: N/A
• Turning Circle: TBC
• Warranty: Two Years / Unlimited Kilometre
• Weight: 995kg (Tare)
• Wheels: Alloy 17 x 7.0-inch (F) / 17 x 8.0-inch (R)

*Pricing is a guide as recommended to us by the manufacturer.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Well, now you can. In fact, you can drive five different supercars in one day.

- Photos by Jarrod Moore, JRM Photography.

Octane Supercar Events is giving regular Joes the chance to experience the life of a millionaire, jumping behind the wheel of exotica collectively worth well over $1.5-million.

CarAdvice was invited to attend the Melbourne drive day which saw yours truly steer the Ferrari F430 Spider, Lamborghini Gallardo, Audi R8, Aston Martin DB9 Volante, Lotus Exige S and the Maserati Quattroporte.

The day begins at the Supercar Club’s Richmond headquarters at 8:30AM. Coffee and a banquet of pastries are devoured before the charismatic National Operations Director, James Ward, runs the participants through the cars on offer, along with the drive route and some precautions.

A pre-built schedule is prepared before arrival on the day which allocates drivers to certain cars over certain legs of the journey. In addition, each car is coupled with a drive route and CB radio which allows communication in case drivers get lost.

The route sets off from the headquarters and down Chapel Street where mobile phone cameras snap away at the cavalcade of supercars. You become instantly attractive to the opposite sex and on occasion have numbers thrown at you from other moving vehicles – and who said money doesn’t buy you happiness?

After leaving the hustle and bustle of the city, it’s onward down Beach Road and through the amazing scenery the Mornington Peninsula has to offer.

Several driver and vehicle changes ensue on the way to lunch – included in the total price – which is held at the surprisingly elegant Portsea Pub. Fittingly, the supercars are lined up at the entrance demanding attention as the drivers come and go.

Lunch is a good chance for all drivers to sit down and have a chinwag about the way each car drives and whether it’s as exciting as they thought it would be on the outset.

This type of relaxed driving gives you a chance to experience of some of the world’s fastest cars, while also taking in the scenery of the surrounds. The flowing bends also give drivers the chance to listen to the car they’re coupled to and in the case of the Ferrari F430 and Lamborghini Gallardo, it’s absolute aural bliss.

The pre-structured drive route also means that you don’t need to spend time looking for roads to drive on. As for the style of driving, the big talkers are quickly put in their place when they realise driving a supercar isn’t as easy as it may seem. For most it’s quite daunting to be at the helm of a $500,000 vehicle which is capable of breaking the speed limit with only a mild tap of the throttle.

At $1650 per driver, it’s an absolute bargain when you take into account the type of cars you have access to. The well structured and organised day is full of driving, with only a short break for lunch.

The age restriction of 21+ makes it accessible to anyone on their open license.

If you’re interested in finding out more about the drive days on offer, head to http://www.octane-events.com.au or give Octane Supercar Events a call on 1300 798 900. Drive days operate out of Brisbane, Sydney and Melbourne.

Whether it’s through a gift certificate or your latest tax return, the Supercar Drive Day is an absolute must for any diehard motoring nut. If not for the attention the supercar convoy attracts, do it for the combined noise of five supercars at full flight, it’s the most fun you can have with your pants on, I guarantee it.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

After road testing Land Rover’s 2010 Range Rover and Discovery models, reviews of which, we will post later this week, it was time to fast track to Edinburgh and catch a plane to Frankfurt.

The Frankfurt International Motor Show has always been one of the largest in the world, but this year it is huge, with eleven halls it’s more a city within a city, if you will.

Mercedes-Benz and BMW have their own buildings, as does the Volkswagen group, which, includes Volkswagen, Audi, Seat, Skoda, Bentley, Lamborghini and Bugatti, which isn’t attending this year.

While CarAdvice has already posted a number of news articles on new releases at the show, we spent a good part of today, on the ground, taking as many photographs as possible in between face-to-face interviews with design directors and car company bosses.

Lotus has a stand directly opposite Land Rover, where we are based, and the new Evora caught our eye immediately.

While CarAdvice hasn’t driven the car as yet, overseas reports rate the car’s performance and handling, highly.

Powered by a common Toyota 3.5-litre V6, and weighing in at a paltry 1382 kilograms, the Evora is fast, 0-100km/h in 5.1 seconds kind of fast.

It’s also the world’s only mid-engine 2+2, which provides the car with typical super glue style grip, a core brand value of Lotus.

Although its small in stature, don’t let that fool you, the Evora can accommodate two adults up to 196cm tall.

Built at Hethel in England, you will be guaranteed of exclusivity, as only 2000 cars will be built each year. That said there is the potential to extend the Evora nameplate to other variants of the car.

Next to the purely road going version, sat the Evora Type 24 Endurance Racer, with a six-speed sequential paddle shift, AP Racing six-piston callipers and four-way adjustable dampers, this car will own the track.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The Lotus Evora Type 124 Endurance Racecar has been engineered to FIA regulations and safety standards, making this a great test of the Evora’s performance, efficiency and durability.

The inherited mid-engine layout, high-tech and super-stiff extruded and bonded aluminium chassis and very strong lightweight forged aluminium wishbones make the Type 124 a natural evolution from the road going Evora to a competitive endurance racecar.

“Every Lotus car is designed to be at home on the race track as well as the road, and the Evora is no different. Designed primarily as an everyday road car, the Evora’s lightweight and stiff structure, its aerodynamics and performance means that it is perfectly suited to taming race tracks around the world.” Roger Becker, Vehicle Engineering Director for Group Lotus Plc said.

It will use a race-tuned version of the Toyota V6 engine with power increased to over 294kW while weight has been reduced by some 200kg – bringing the overall mass to less than 1200kg.

Further changes include a six speed sequential paddle shift racing gearbox, full FIA specification roll cage, FIA-compliant 120 litre ATL fuel system, FIA fire extinguisher system, competition carbon fibre rear wing, diffuser and front splitter.

The racecar is fitted with AP Racing 6 piston callipers front and rear, with a race-tuned Bosch ABS system, 4-way adjustable dampers and adjustable anti-roll bars.

The body design remains predominantly unchanged from the road car, with the modifications being to the lower sections of the front and rear clamshells and the side sills.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The new Exige S also sees the introduction of a few key changes to enhance the look and improve aerodynamic performance.

A restyled front end and new larger, rear wing that not only reduces drag, but also gives a more muscular stance enhancing the lightweight shrink-wrapped look of the whole car.

“For 2010 we have taken the already extreme Exige and given it even more visual drama.,” explains Mr Russell Carr, Chief of Lotus Design.

“The changes we have integrated into the front and rear of the Exige signal an even clearer and purposeful intent. The new rear wing is race inspired, the new angular air intakes and full width splitter gives a more hard-edged and aggressive look.

“Overall, the Exige appears more planted and gives the illusion that both the front and rear of the car are wider than they really are without losing its agile and lithe character.”

The composite rear wing is based on the design from the Exige GT3 road car concept, shown at the Geneva Motorshow in 2007.

Compared to the 2009 Exige tailgate-mounted wing, it is 181mm wider, mounted 46mm higher and 61mm further back.

It is attached to the rear bodyshell clam via rear end plates, which not only increase the stiffness of the whole structure; it ensures maximum airflow over the rear wing.

This careful airflow management increases stability, reduces drag and, most importantly, maintains the impressive downforce figures of 42kg at 160km/h.

The restyled front end includes a larger, more angular air intake mouth to help funnel more air through the radiator, to improve the efficiency of the engine system.

On either side of the main aperture, two larger air intakes increase the airflow to the twin oil coolers, with bisecting horizontal vanes to stabilise the airflow for ultimate cooling efficiency.

Mounted below the three new air intakes is a new aerodynamic splitter. Made from a lightweight composite, the splitter is now extended to wrap around the whole of the front end and chiseled side lips are raised to deflect air around the tyres to reduce drag.

“Over the years, the Lotus Exige has developed a hardcore fan base around the world and its popularity has placed it as one of the legendary sports cars of the 21st century,” said Mr Jonathan Stretton, General Manager at Lotus Cars Australia.

“So far, over 5000 Exiges have been hand-built at our high-tech manufacturing facility making it a significant contributor to our global production.

“The lightweight Exige has one of the highest specific power outputs of any globally emissions certified car and 107kW/litre is a perfect demonstration of Colin Chapman’s philosophy of performance through light weight and of Lotus’ relentless pursuit of efficiency.

“The same technology that makes a lightweight car a high performer also makes it efficient – how many cars have performance figures of 0-100 km/h in 4.7 seconds but produce only 199g/km CO2?”

New fuel and emissions figures for the 2010 Exige S include:

• Combined cycle fuel economy returns of 8.5 litres per 100km
• Highway cycle fuel economy returns of 6.5 litres per 100km
• Low CO2 emissions of 199 grams per kilometre

Like all Lotus cars, the functional components of the car are also beautifully designed.

“Taken as a complete package the updates make significant improvements to aerodynamics and the overall look of the car,” says Mr Roger Becker, Director of Vehicle Engineering.

“The Exige is a classic fit-for-purpose performance machine, the design tweaks we have made have reduced the drag, cleaned up the airflow around the front and rear of the car, whilst retaining the impressive balanced downforce figures, to give an exciting high performance drive.”

The 2010 Exige S is available to order now through the Lotus Cars Australia. Pricing starts at $114,990 plus dealer delivery and on-road costs.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Called the “Range Extender”, this 1.2-litre unit, which can operate on petrol, ethanol or methanol, depending on its intended market, functions in two modes – both as a generator only – to allow for more efficient charging of the vehicle’s battery pack.

The first mode operates at a constant 1500rpm to develop a steady 15kW for charging during normal operation. The second sees the three-cylinder unit develop a maximum 35kW at 3500rpm, which is used for faster charging when required. At no time is the engine used to drive the wheels with that task left solely to an electric motor.

The engine weighs in at a mere 56 kilograms, thanks to its single cast aluminium construction, and in merging the engine block, cylinder head and exhaust manifold in to one piece has not only reduced manufacturing costs but also increased efficiency, improved durability and reduced servicing intervals.

“Most series hybrid vehicles that are currently being developed will use adaptations of existing, conventional engines which are therefore compromised in the efficiency that they can achieve, designed as they are for a wide range of operating conditions,” says Mr Simon Wood, Technical Director of Lotus Engineering.

“Designing the Lotus Range Extender purely for use in series hybrids has allowed us instead to develop an optimised engine that has high thermal efficiency, low fuel consumption, multi-fuel capability and a 35kW peak output from a 1.2-litre, low-cost architecture over the precise operating range required by a series hybrid drivetrain.”

Lotus intends to make this light, cheap, hybrid-specific engine available to any manufacturer that wants to buy it, but the first name on the list is Jaguar. The Range Extender has been created as part of a project known as “Limo-Green”, a collaboration involving Lotus, Jaguar, MIRA and Caparo Vehicle Technologies and funded by the UK Technology Strategy Board.

Through this project, the first application of the Range Extender will be in, of all things, a super-lightweight, low-drag Jaguar XJ sedan.

A prototype vehicle is expected to be up and running by the end of this year, and however ludicrous the idea of a 1.2-litre XJ may seem, preliminary figures from Lotus suggest that it will have a 0-100km/h time of 7.9 seconds, which is only 1.5 seconds less than that of a current XJ 3.0-litre diesel.

Lotus believes that the car will have a relatively low top speed of 180km/h, since no matter how light or sleek the car is there comes a point when such a small engine will be devoting all its energy to overcoming the aerodynamic drag of an XJ.

On the positive side, the car is expected to have a CO2 rating of under 120g/km, which in turn suggests combined fuel economy of well under 4.7 litres per 100km.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Based on the Elise S, the Elise Club Racer revives the classic colour schemes used by Lotus in the 1960s including Elite Yellow, Carbon Grey, Sky Blue and Old English White.

The interior has been enhanced by exlusive Club Racer design features such as lightweight microfibre comfort pads on the seats for optimised comfort with the minimal amount of weight.

Luke Bennett, Director of Lotus Cars said, “Special Editions of the award winning Elise have always proved popular with our customers around the world, and I expect the Elise Club Racer to be no different.”

The exterior colour is carried through to the transmission tunnel and combined with silver and black paint highlights.

Other defining features of the Elise Club Racer include the anthracite anodised gear knob and handbrake sleeve, the Club Racer (CR) logo hand embroidered on the seat headrest and the unique anodized aluminium flooring in the driver’s and passenger’s footwell.

“The whole design package is modern with a classic twist, which of course matches the peerless ride and handling of a Lotus and the convertible experience of the Elise perfectly.”

The lightweight six spoke alloy wheels, shod in bespoke Yokohama AD07 LTS tyres are also anthracite anodised, complementing the overall appearance of the Club Racer.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The order books for the new Evora are now full for the next five months and still growing such is the demand for Lotus’ award winning Evora. 

To meet demand an extra 150 new manufacturing staff have been recruited to support assembly operations. Full production is expected to reach the maximum rate by the end of November 2009.

“It is quite an emotional time to deliver the first Lotus Evora to Mr. Melling. The whole team has worked incredibly hard to design, engineer and produce such a stunning and high performing sportscar and it is a great feeling to hand over the keys to the first customer today,” said Luke Bennett, Director of Lotus Cars Limited. “The Evora has won many awards around the world already so we are not surprised that there is high demand for the car and I am sure that each customer who receives their car will be delighted with their purchase.”

“I was determined to be the first in the world to get my hands on an Evora so with Stratton Motor Company’s help, I laid down my deposit within seconds of the order books being opened last year,” said Matthew Melling, Evora’s first owner. “I have read all the press reviews of the Evora and am so excited about getting behind the wheel – what a great start to September!”

The Lotus Evora can be ordered now through the Lotus dealer network in Australia.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.