Lotus Excel Reviews

Toyota has bought a significant stake in Tesla, which plans to add a prestige family sedan soon to its Lotus Elise-based Roadster, in a deal which will also revive a dormant factory in the USA. The NUMMI factory in Fremont, California - its name stands for New United Motor Manufacturing, Incorporated - was originally set us as a joint venture between General Motors and Toyota. But, just like the shotgun marriage between Toyota and Holden in the 1980s in Australia, the deal fell apart and production at the factory ended this year. Now Toyota plans to assist Tesla to establish a giant new manufacturing operation at the NUMMI site as it taps into the American start-up company's expertise in electric-car technology.  It has bought a stake in Tesla costing more than $59 million and Toyota chief Akio Toyoda is bullish about the potential in the deal. "I’ve felt an infinite possibility about Tesla’s technology. Through this partnership, by working together with a venture business such as Tesla, Toyota would like to learn from the challenging spirit, quick decision-making, and flexibility that Tesla has," Toyoda says. "Decades ago, Toyota was also born as a venture business. By partnering with Tesla, my hope is that all Toyota employees will recall that ‘venture business spirit,’ and take on the challenges of the future." Tesla will build its upcoming Model S, although it is unlikely to approach the 500,000 cars-a-year production capacity at the factory.  The Model S was unveiled last year and has a target price in the USA of $49,900, a figure helped considerably by a government tax break, as well as a claimed range of 500 kilometres between re-charges. "The Tesla factory effectively leverages an ideal combination of hardcore Silicon Valley engineering talent, traditional automotive engineering talent and the proven Toyota production system," said Tesla CEO, Elon Musk.  "The new Tesla Factory will give us plenty of room to grow."  But Tesla is still in its infancy and has delivered less than 1000 of its Elise-based electric Roadster sports cars to date.

Called Eyesight, the idiot-proof high-tech safety system is currently being tested by Subaru Australia.  It is expected to be rolled out locally next year on high-end Liberty/Outback models. The Subaru device is similar to Volvo's City Safety in its ability to recognise potential road hazards and alert the driver.  However, unlike Volvo's system, Subaru uses two cameras located near the rear view mirror rather than a laser. "The reason it's called Eyesight is because the stereo cameras replicate human eyesight," according to Subaru Australia technical services manager, Derek Ashby.  Its inventors say the cameras are better able to recognise the complex road environment, from white lines, to barriers, people and bicycles. Eyesight can avoid frontal collisions, lane drifting and low-speed impacts.  It is currently available in Liberty, Outback and Exiga models in Japan for about $1200.  Like humans, the system requires clear weather to work properly. In rain or bright direct sunlight its performance is diminished.  "It needs clear vision just as people do," Ashby says. Subaru has been testing a third-generation version here for the past nine months to program more local driving conditions into it.  They have towed a caravan with it and driven the Outback test car extensively on dirt roads. Eyesight's two digital cameras feed information into a micro-processor above the windscreen.  It locks on to any vehicle in front and when used with the adaptive cruise control, will slow, stop or accelerate the car. Like City Safety, it will also apply the brakes in stop-start traffic to prevent crashing into the back of other vehicles.  Other party tricks include lane departure warning and sway warning.  It will also stop a driver from accidentally driving into a carpark wall if they accident hit the accelerator instead of the brake, even if a forward gear is engaged. The system will also beep at inattentive drivers to let them know the vehicle in front has moved away from traffic lights or an intersection.  A pre-crash function will brake the car to a complete stop below 30km/h to avoid low-speed collisions. Subaru also says it will also work at speeds above 30km/h and up to 50km/h with minimal damage.  Eyesight has been developed in conjunction with Hitachi.

When you're the sort of carmaker that goes 15 years without a fresh model line, then the wheels you eventually roll out are going to get a lot of scrutiny. So it is the Lotus Evora, which went on sale here in January. The Evora moves Lotus away from sole reliance on the Elise in all its guises, and means the British brand has something up-market and comfortable to offer.Unlike the tiny track-focused Elise (and hardtop Exige variant), the Evora is sufficiently civilised for the daily commute: a rival for the class benchmark, the Porsche 911, only more exclusive. Or at least that's the theory. The reality is a bit more complicated.The good news about the Evora is that it feels utterly like a Lotus. Unfortunately, the bad news is also that it feels utterly like a Lotus. The Evora is Lotus's first proper crack at a luxury model since the Esprit was finally deleted nearly a decade ago.I have never so much as sat in an Esprit, so I've no idea what the Lotus track record is like at the elite end of the market. However, it's immediately obvious that the Evora has the same non-mainstream feel that distinguishes the Elise. There are compromises here that volume carmakers have long since left behind.For example, in supercharged versions of the Elise and Exige, rear vision is almost nonexistent thanks to the engine plumbing. It can make life awkward, but oddly it's also part of the charm.I didn't expect to find a similar problem in the Evora, in which half the tiny rear window is obscured by the engine. At this level, that doesn't feel good enough. It adds a layer of difficulty to the usual problems of seeing out of a coupe which here, as usual, involve reflections off the dashboard on to the front glass.To solve the rear vision problem, the Evora can be fitted with a rear camera and parking sensors. These come bundled into one of the three options packs, and the test car -- in common with the first 1000 Launch Edition cars -- was fitted with the lot.On a normal Evora, that would nudge the price up to almost $200,000, where the alternatives for buyers get really interesting. Desirable performance cars from all the German brands would leave you with change.Of course, you could buy the Evora without all the trimmings. A stripped-out Elise is still an appealing prospect because it's essentially a toy. However, I couldn't imagine buying an Evora without most of the goodies. And then the problem becomes that some of the goodies aren't very good.Chief among them is the premium Alpine satnav and audio system, which looks after-market and has poorly resolved graphics, screen-saver aside. It's part touchscreen, part button-operated and simple things -- adjusting volume, for example -- are a pain. The buttons are minuscule and the system logic inscrutable. This $8200 option is bundled with cruise control, parking sensors and Bluetooth for the phone, all of which would be difficult to do without.Something I could probably do without are the rear seats, which cost another $7000. They are useless for adults or children larger than infants, and even then I wouldn't want the job of installing them. They work for luggage, although cargo space is what you get anyway if you don't tick the box.It's certainly handy to have space behind the seats because other storage options, boot included, are small. Supposedly, the boot has aircon channelled through it to prevent the engine cooking your shopping. Unfortunately, it doesn't work.The luxury option pack adds more leather to the cabin and it's offset by good-looking metal dash trim plus one or two classy ingredients, such as the gearstick. But many other bits, such as the pedals and vents, appear to have been carried over from the Elise and the quality of finish still trails the mainstream, with a poorly fitting passenger airbag cover in the car I drove.Unique to the Evora is a steering wheel that adjusts in two directions and aircon with settings other than hurricane and off. The seats adjust only for distance and backrest angle, but these Recaros are comfortable all day.The main driving position problem involves the pedals, which are offset towards the centre of the car in a way most makers can avoid these days. The clutch has a fairly strong spring, the gearshift action is mechanical and the brake pedal has extremely short travel. But they are nicely grouped and pleasing to use with a little familiarity.The steering wheel is suitably small and hydraulic assistance means that, unlike the Elise, the Evora doesn't have to be wrestled into a parking spot.However, the instruments are awkward to read, with speedo increments at 30km/h, 60km/h and so on, then a halfway mark between. Does this indicate 45km/h? Tiny red display panels on either side of the dials are difficult to see in any light conditions and the trip computer functions they display are rudimentary. Also irritating are windows that don't drop all the way into the doors, or auto-up.Getting into an Elise is impossible for many and, although the Evora sills are narrower, ingress will still be a challenge for some because it's so low to the ground.One big lift over the smaller Lotus cars involves interior refinement, with much less engine noise in the cabin. There's tyre roar and thump and occasional metallic thunks, but fewer of them and they're less noticeable.Ride is another advance, with a sophisticated feel that's on the acceptable side of brittle for a sports car.  Despite this, the Evora would be frustrating to live with day-to-day and the difference between it and an Elise is a matter of degree, rather than kind.Of course, that's also the good news. Take the Evora on a long country drive and you won't want to get out. On the right road at around the legal limit, the Evora comes alive.The chassis is gorgeous and seems to respond intuitively to small inputs from the throttle and steering. It quickly adopts a balanced stance for fizzing around bends without any effort from the driver.There's a delicacy to its movements that's every bit as engaging as an Elise, only the Evora has more poise and feels less frenetic.  The Evora is also less inclined to transfer kickback through the steering wheel or get bumped off line.The Evora's aluminium chassis is derived from the one developed for the Elise, and it also has double wishbone suspension all round.  The Evora is heavy by Lotus standards, at 1380kg, but light by the standards of everyone else, thanks to aluminium panels and a composite roof.The Evora continues Lotus's association with Toyota engines, only this time it's the 3.5-litre V6 from the Aurion and Kluger. It lacks the feistiness of the four-cylinder units supercharged by Lotus for the Elise/Exige, as well as some of their pace, with a 5.1 second time to 100km/h against low fours.However, the engine sounds really sweet when given its head and pulls in a nice linear fashion to a maximum speed of 261km/h, according to the company.  Opt for the sport pack, and there's a switchable sports mode that sharpens the throttle response, increases the rev limit and sets higher thresholds for the electronic intervention systems. It also brings sports tailpipes and an engine oil cooler, plus cross-drilled discs for the four-piston AP Racing calipers.The exterior design is pure Lotus, with Coke-bottle sides and a wraparound look to the glass. The rear is wide and houses 19-inch alloys against 18s at the front, giving the car a great road stance. It's unmistakeable. It will be much rarer than most of its rivals with a production run of 2000 a year and just 40 destined for Australia.  The Evora is too desirable to fail, but as a grand tourer it makes a great sportscar. Even by elite standards, it's a bit rich putting things such as power mirrors on the options list and some of the compromises, and letdowns, are unavoidable. Which makes a 911 the sensible choice. Only now, having driven the Evora, I'd have to have one of each.

Green is not just a theme at Geneva. Like chocolate and watches, the Swiss are turning an automotive fad into a phenomenon at this year’s Geneva Motor Show.It is one of the first international motor shows to dedicate a “green pavilion” that is allowing carmakers and specialist automotive environment companies to exhibit their wares under one roof.Production ready hybrids, electric concept cars, the electric Mini, the battery powered HydroGen 4 from Opel, a Kia hybrid electric and natural gas car and a city car powered by the latest generation batteries developed by Croatian company Doking are on display. Other companies and some Swiss universities are exhibiting high-tech refueling and recharging stations for tomorrow’s cars.It is the type of ingenuity that is attracting mainstream carmakers too.Two sportscars, the Twenty-4 Le Mans race developed by the same Swiss company, which built the GreenGT electric racer, and the 3.3-litre V6 Quaranta hybrid sportscar developed in 2008 by Italdesign-Giugiaro are also on show. The Twenty-4 Le Mans racer is powered by two electric motors with around 298kW and 2000Nm and weighs less than 900kg. It is expected to hit 100km/h in less than four seconds and has a top speed close to 300km/h.But the green theme is not isolated to one pavilion.Apart from its Quaranta, Italdesign Giugiaro has introduced a family of low environmental impact cars created with Malaysian carmaker Proton. The first Proton concept, uses a hybrid drive system. It is designed to maximise available interior space and ergonomics in a four-seater, five-door hatchback that is just 3.5m long.“This is the outcome of several years of study,” Italdesign chief Giorgetto Giugiaro says. “The solution allows interior spaciousness on a par with that of a D segment car despite maintaining the exterior dimensions of an A segment car.”Finnish electric carmaker Valmet is showing off its Eva 2+2, which it claims can travel up to 160km on one charge and Swiss specialist electric company, Protoscar has the Lampo 2 sportscar. Based on the General Motors Saturn Sky and Opel GT, the Lampo 2 uses two electric motors and a lithium-ion battery pack that deliver 300kW/640Nm that enable the light-weight two-seater to hit 100km/h in just 5 seconds and top speed of 200km/h. The car has a range of 200km.Apart from the Europeans, Japan is also showing off some quirky concepts.The Honda 3R-C is a revolutionary one-person battery electric vehicle concept that is making its world debut alongside the EV-N concept, being displayed for the first time in Europe. The three-wheeled 3R-C concept looks to a future when consumers want commuter vehicle for one with zero emissions. The 3R-C uses a battery electric drivetrain mounted low in the three-wheeled chassis. Honda says this allows a low centre of gravity and improved stability.It has a clear canopy that covers the driver’s seat while it is parked and not in use. On the road, the canopy becomes a wind-blocker to protect the driver. The design has a high sided safety shell that provides excellent crash safety as well as protection from the weather. In front of the driver is a lockable boot area, which gives significant secure storage for luggage or other items. The 3R-C study was created by European designers working at Honda’s Research and Design facility in Milan.Despite the green tinge to Geneva, petrol power still reins.Porsche’s new Cayenne made its world debut, along with a hybrid version boasting a V8 with the economy of a V6. The car has a parallel hybrid drive system that can deliver fuel economy of 8.2 litres/100km and CO2 emissions of 193g/km, making it the cleanest Porsche in history. Apart from the hybrid, the new petrol Cayennes are expected to be more than 20 per cent more fuel-efficient than the previous model.BMW and Lotus are also showing off hybrid models, the ActiveHybrid 5 hybrid  - essentially a very lightly disguised new 5-Series - and Evora 414E hybrid. The Evora shares its 1.2-litre three-cylinder engine with the Proton concept. The sportscar also gets two electric motors to drive the rear wheels, delivering 304kW and 800Nm via a single-speed transmission that can mimic upshifts and downshifts of a seven-speed dual clutch transmission. The BMW ActiveHybrid 5 is the third hybrid model unveiled. It follows the ActiveHybrid versions of the X6 and luxury 7 Series sedan.Opel, the European division of General Motors, is showing off its number one prototype of its version of the Chevrolet Volt, called the Opel Ampera.

Only 40-odd lucky Australian buyers will get the chance to slide into Lotus's most ambitious new model in years, the Evora 2+2.  Globally it will be the company's most desirable car, with just 2000 being built this year.Some cars already have names to them and Lotus Cars Australia general manager sales and marketing, Jonathan Stretton, says anyone ordering now will have a six-month wait.The newest Lotus, which flew by the codename of Project Eagle during its development, is the company's break-through car.  Its brief is to go head-to-head against some fancied German rivals, particularly the benchmark Porsche Cayman.Stretton wants the Evora to attract new customers to the brand.  "We're hoping to lure buyers across from other premium brands," he says.  The car's small production number is a key component important for the car's image, he says.  "It is a low-volume car so it is something that will stand out from the crowd," he says.  The cost of that exclusivity is $149,990 for the two-seater and $156,990 for the 2+2.Although the Evora is more than sum of its parts, some the pieces that go into the mid-engine sportscar are not so exclusive.  The engine is a Japanese 3.5-litre V6 that will be familiar to Toyota Aurion drivers.However, Lotus has tweaked the V6 so it now pumps out 206kW/350Nm with the help of a remapped engine management system, freer flowing exhaust and Lotus designed racing flywheel and AP Racing clutch.  Unlike the Aurion, the car gets a six-speed manual gearbox from a UK-model Toyota Avensis diesel.  A six-speed sequential automatic with paddle shifters is not due to arrive until later this year.Sourcing a well respected drivetrain has its advantages.  The car's light weight and composite bonded body panels helps deliver a combined fuel economy figure of 8.7 litres/100km from the V6.  Even the flat bottom steering wheel is made from forged magnesium to reduce weight and the interia of the wheel.As expected of a sportscar the suspension uses light-weight forged double wishbone suspension, Eibach springs and Bilstein dampers tuned by Lotus.  Engineers have also stuck with a hydraulically assisted power steering setup in favour of an electric system.Stretton says the Evora will also allow existing Lotus owners to upgrade into a bigger, more refined car.  "It will also help broaden the audience," he says.  Initial cars will come fully loaded in "launch edition" specification which includes tech pack, sports pack, bi-xenon headlights, premium audio system, reversing camera and electric mirrors.The tech pack is normally $8200 and the sports pack $3095.  Despite its compact dimensions - it's 559mm longer than an Elise - the mid-engine 3.5-litre V6 is a true 2+2, with rear seats large enough to accommodate smaller folk in the back and soft luggage in a 160 litre boot.  "It also has a proper boot and is more accommodating that some of its competitors," Stretton says.Visually the Evora takes some design cues from the Elise but at the front has a more modern take on the Lotus grille and headights.  Lotus executive engineer, Matthew Becker, admits there are elements of the famous Lancia Stratos rally cars in the Evora's design."One of the key elements was not to make the car too big," he says.  To ensure it has enough room for four, the Evora is 559mm longer, slightly wider and higher and sits on a 275mm longer wheelbase than the Elise.  The chassis uses the same structure as the Elise, which is extruded aluminium but is longer, wider stiffer and safer."The Elise chassis was designed 15 years ago," Becker says.  "So we've taken the good bits of that chassis and developed it."  The car is the first example to use Lotus's low volume versatile vehicle architecture and is expected to support more models in coming years.It uses removable front and rear subframes so they can be replace and repaired easily after an accident.  Three other new Lotus models, including the 2011 Esprit, are expected to use a similar platform over the next five years.Lotus has always held aspirations beyond just being a small niche sportscar carmaker. And while we love driving the Elise and Exige they will never crossover into the mainstream.  They are pure sportscars for hard-core enthusiasts. Weekend warriors.The Evora is a very different proposition.  It has been designed with comfort in mind without sacrificing the Lotus pedigree for performance and handling.  Every aspect that marks the Elise and Exige down for occupants has been addressed in the Evora.  The sills are lower and slimmer and the doors are taller and open wider, making entry and exits less of a contortionist's nightmare.It looks like a serious sportscar but Lotus recognises that to compete against the likes of a Porsche Boxster, it has to be more user friendly.  They have succeeded.  Slipping into the Evora is like putting on a well-tailored Armani suit. It fits very well yet in a snug, reassuring way.Once seated in the hip-hugging sports seats there is still plenty of leg and headroom without any sense of claustrophobia.  That's the first hurdle overcome.  The second hurdle is the hugely variable quality of past Lotuses and their "kit-car" reputation.  The Evora goes a long way to dispel such preconceptions.Design-wise it feels different to a thoroughly efficient and Germanic Boxster. Probably our only gripe about the interior is that some of the minor switchgear still feels as if it's come for a Toyota parts-bin.  But the quality is the best we've seen from the British carmaker for ages, from the headlining to the well-crafted leather seats.All is forgiven though when you turn the key and hit the road.  The steering is sharp, there is a good balance between ride and handling and the mid-engine V6 has a sweet note.  Like some of its rivals, the Evora gets a "sports" setting, which heightens driver involvement by limiting some of the in-built safety nannies.Lotus has wisely stuck with a hydraulic steering rack, rather than an electric system, for better feel and feedback.  Like the Elise, the Evora benefits from lightweight high-tech manufacturing technology, which is the key to the car's sparkling performance.At 1380kg the low-slung sportscar is on a par with average Japanese hatch, yet the worked over Toyota-sourced 3.5-litre six provides plenty of grunt.  The six is efficient and smooth, delivering seamless power and plenty of low-down urge that builds quickly once the revs go beyond 4000 revs.On full song, the engine has a wonderful note yet at highway speeds it is composed and quiet.  For some enthusiasts, the V6 might not have a big enough soundtrack to identify it as a car that hits 100km/h in 5.1 seconds or reach 261km/h but the crispness and urgency of the six's delivery is still impressive.Equally impressive are the massive brakes - 350mm front and 330mm rear - and grip from the Pirelli P-Zero tyres.  The V6 is mated to a Lotus-tweaked Toyota-sourced six-speed manual gearbox.  At first the gearshift feels a little notchy between first and second but familiarity helps smooths the changes.Once mastered, you can confidently push the Evora well beyond normal handling threshholds.  We didn't get anywhere near the car's very high dynamic limits.  Yet even without sports mode activated, it remains utterly entertaining.There is no doubt the Evora feels like a more grown up Elise.  It might just have enough cache to lure some performance buyers across from the more established German brands.  It is an every day Lotus you can finally live with.

The US-based Tesla, which uses lithium-ion batteries and the Lotus Elise as its donor vehicle, is the only producer of highway-capable electric cars in the North American and European markets.Mercedes-Benz parent, Daimler AG, says it bought the stake and will form a co-operative to make and develop battery systems, electric drivetrains and vehicles.Tesla provided technology to create the Daimler-owned electric Smart car.Daimler has 100 Smart electric cars on trial in London and later this year will start production of 1000 versions.This year Daimler is also starting small-series production of the Mercedes-Benz B-Class with a fuel-cell drive system.In 2010 it will introduce its first battery-powered Mercedes-Benz and from 2012, Daimler plans to equip all Smart and Mercedes-Benz electric vehicles with its inhouse-produced lithium-ion batteries.In 2004, Tesla began development of its first electric vehicle, the Roadster, which remains the only highway-capable EV for sale in North America or Europe.The Tesla Roadster is the first production battery electric vehicle to travel more than 320km per charge. It accelerates from zero to 100km/h in about in 4 seconds.Tesla will start making its four-door Model S in California in late 2011.

Exoto’s first models where of Lotus Formula 1 cars, closely followed by the Daytona Cobra pictured here. While the model is now almost 20 years old the quality and level of detail is still very high compared to contemporary models from manufacturers such as those from AutoArt or Minichamps.Some variations are still available but recently Exoto have started to discontinue some of their older models. Now is probably the time to grab one of these before they disappear for good. Once any Exoto model is discontinued from there product line, prices invariably increase on eBay.Overall shape, in typical Exoto fashion, is spot on – there is however some variation in colour between the model and the recently restored real example. You can compare the color in the gallery above to the real car in our Daytona Cobra: Car of the Week article here. make the bold text a linkBy today’s Exoto standard the engine bay detail is somewhat simplistic, however there is still enough there to put this model in the upper end of the collectors market.A highly recommended model and a piece of automobilia history as one of the early models by Exoto.This model is available on Getprice.com.au 

Venues like Amaroo Park and -- soon -- Oran Park are becoming distant fond memories in drivers minds.  So the launch of the Marulan Driver Training Centre (MDTC) is timely.Based 20 minutes from Goulburn, the MDTC gives drivers the chance to push their cars hard in a very inviting and safe setting. The track is so tight that you won’t get into the higher cogs… but if you think never getting out of second gear isn’t fun, you need to give this a try. The track is just one kilometer long, so the 12-minute sessions allow at least eight laps each … something unheard of at larger settings.  Not having to worry about changing gear so much also lets you concentrate on what you’re there for -- improving your driving.The track has just about every type of turn, angle, and run you will ever experience on a track or on the street.  Off-camber corners, sharp downhill turns, crests leading into double S-bends, a hairpin, and a main straight right in front of the pits.  Race driver instructors are on-hand all day to give you pointers.  Don’t want to take your own car?  A group of race-prepared MX5s are available for hire there. The design of the track is no accident.  Garry Willmington and his family built the facility, starting in 1991 and drawing on more than 30 years of race knowledge, including multiple Bathurst belt-notches to Willmington’s credit.  A final resurfacing allowed the venue to open in August last year.  Yes, close to 20 years since conception.  One can only shudder at the thought of all the red-tape Willmington went through… and the persistence and determination it requiredThe first event at the MDTC was organised by Circuit Club – a non-CAMs affiliated group that asks for no member fees.  The members are the drivers who turn up on the day.  No strings attached.  And this attitude allowed a variety of drivers to enjoy a particularly well organised day free of pressure.Drivers in a range of cars from stock-standard Astras to full race-spec Civics and Turbo MX5s put their skills to the test.  All up, the track saw a field of 60 different cars over the weekend. All the organisers served as marshals, keeping everyone safe and answering any questions.  I was also treated to a hot lap in Circuit Club director Narada Kudinar’s S2000, and a very nicely tuned Lotus Elise. An organization like this brings a level of experience and professionalism to first-time drivers, so Circuit Club has given me an experience that was out of my reach till now, and one that no one should be afraid of exploring.Being my first track day, my nerves were on edge.  It’s well know that motorsport has risks -- not only to the driver, but to the car.  And my beloved Nissan Skyline is a car I have worked on for the past two years, carefully preparing it for this day: its track baptism. With this in mind, the organisers gave me, and all the other novices, a helping hand through the day.  A slow and steady approach was encouraged to start with.By the end of the day my trusty steed had pulled through with flying colours, with my newly-installed suspension keeping me well planted on the road all day. By the fourth session a hunger hit me for just one thing...  grip.  Until you start pushing your car to the limit, you can’t grasp how much you still have to learn about driving and how poor your `performance’ tyres really are.  So it’s straight off to eBay for me, hunting down a nice set of semi-slicks for the next outing. Yes the track bug has bitten, and bitten hard.  Do yourself and your car a favour and head out to a Circuit Club event.  Trust me, its love at first drift. 

Lotus will give the new Evora flagship its southern hemisphere debut in Melbourne. Expected to go on sale here this year, the Evora has generated extensive interest — and orders — since it was unveiled at the British International Motor Show in July 2008. The mid-engined 2+2 sports car is designed to deliver 21st-century performance with practicality and economy. It will complement the existing four-model Lotus range of Elise, Exige, Europa and 2-Eleven, and embodies the traditional Lotus combination of light weight and high performance. The rear-drive Evora is powered by a Lotus-tuned all-alloy 3.5-litre V6 with variable valve timing mated to a six-speed manual transmission. The car’s aluminium chassis and powerful engine enable it to go from zero to 100km/h in five seconds, with a top speed of around 270km/h. The car is designed to be both a luxury coupe and a practical high-performance sports car. 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 it easier to get in and out of the cabin than it is in Lotus’s smaller sports cars like the Elise, Exige, Europa and 2-Eleven, while the design of the cabin itself will accommodate two tall adults in the front seats. The convenience factor of the Evora extends to less obvious areas of the car. Beneath the skin, the entire front-end structure is a hi-tech aluminium crash box 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 include plans for a convertible. It 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. Because of capacity limitations, Lotus only expects to build 2000 cars a year, which will ensure the car’s rarity and exclusivity. With 2+2 seating, small children can be put in the back. Lotus is not talking price just yet, but it is expected to rival the BMW Z4 and Porsche Boxster.   The 2009 Melbourne International Motor Show...  

And the show will go on. A battle over the future of Australian motoring shows has not affected plans for the 75th running of the Melbourne Motor Show in March. Lotus has already committed the first high-profile newcomer to the event and organisers have begun a search for a catalogue from the first show, which was run in 1925. The show will open on February 27 and organisers are expecting a strong event, despite the global new-car slowdown and decisions to cancel motor shows in Brisbane, Adelaide and Perth next year. “We are most definitely going ahead in 2009. We've got the majority of brands on the market,” says show organiser Russ Tyrie, of the VACC. The future of motor shows in Australia is likely to be decided by a joint taskforce set up by the Melbourne and Sydney organisers, who are aiming for a single event and perhaps a new shared date in the middle of the year. “We're just trying to get a result that works for both us and the motor industry,” Tyrie says. While planning for a single show alternating between Melbourne and Sydney continues, Tyrie and his team are pushing ahead on their 2009 plan. He has already locked-in the Lotus Evora for its Australian debut. It is a mid-engined, two-plus-two sports car that sits above the Elise and Exige, complete with a 3.5-litre V6 engine. The Evora has rakish looks and a list of available equipment which runs to driver-adjustable suspension and an active noise-cancellation system for the cabin. Lotus Cars Australia will reveal full details, including the car's price, on the opening day of the show. That is also when Tyrie hopes to have a copy of the catalogue from the original show. He is offering a reward package as he looks to complete the history display for the 75th show with a full spread of catalogues. “We have them for all but five of the 74 shows to date,” Tyrie says. The 2009 Melbourne Motor Show, at the Melbourne Exhibition Centre, will be run from Friday, February 27, to Monday, March 9.