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Best Motoring 2010-01 CAR OF THE YEAR BATTLE
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Originalmente Colocado por VSilva Ver PostGanhou o carro que eu esperava.
Mas o melhor piloto era seguramente o do Honda. Entrava bem melhor nas curvas, principalmente na 1.
Na última volta, ia mesmo com a faca nos dentes
Também ganhou o que eu pensava.
Acho que está num nível fantástico aquele carro
PS - não disse quem ganhou de propósito para que outras vejam o video sem saber o vencedor.
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Carbon fibre (resulting in a weight saving of 12kg):
Roof Panel
FIA and HANS compliant Driver and Passenger Seats
One piece Carbon Fibre Dash Top Panel
Rear Tailgate
Front Access Panels
Front Splitter
Side air intake ducts
Rear Spoiler
Lightweight components (resulting in a further weight saving of 22kg):
Lightweight 'Motorsport' Battery
Ultra-light 12 Spoke Forged Alloy Wheels
Revised Rear Engine Subframe with lightweight Coating
Lightweight Fly Wheel
Lightweight composite bulkhead panel replaces rear window
Alloy Supercharger U bend pipes
Footwell Pads
Removing some other non essential components and equipment such as the interior and boot carpets, front mudflaps, battery cover, interior mirror, sunvisors, rear tailgate gas strut, results in a further weight saving of 4kg.
However, should a customer wish, air conditioning and an interior noise reduction pack are available, together with the complete range of Lotus metallic, lifestyle and premium paint colours.
The MY 2009 Lotus Exige Cup 260 weighs in at just 890 kg, giving an impressive power to weight ratio of 288 hp / tonne (291 PS / tonne). But, of course, power to weight alone does not make a highly competitive race or track car, so in addition, the Lotus Exige Cup 260 has a formidable list of standard performance focused equipment.
Wheels and Tyres
Ultra lightweight wheels, that reduce the unsprung mass and contribute a weight saving of approximately 10 kg (22 lbs) over the already super light forged Exige wheels, are shod with Lotus specific LTS construction and compound Yokohama A048 LTS tyres to maximise grip and achieve the ride and handling targets set by Lotus Engineering.
Safety Equipment
Lotus Exige Cup 260 cars have the safety equipment expected of a race car, with FIA and HANS compliant carbon fibre lightweight sports seats*, normal 3-point 'Webb Lock' harnesses (four or six point driver and passenger seat belt harnesses are available for track use only).
A high tensile steel roll over hoop is now fitted with a body coloured Lotus Sport AFrame as standard and the chassis is already pre-drilled to fit a full front roll cage - a simple dealer fit process involving just the removal of the roof panel for access prior to fitting. Completing the additional safety equipment is a FIA compliant electronic ignition kill switch, with cockpit and external activation, and a FIA compliant plumbed electrically activated fire extinguisher system, again with cockpit and external switches.
Like all current Lotus cars, the Exige Cup 260 is built around a very strong extruded and bonded aluminium chassis tub. Attached to the chassis is a sacrificial energy absorbing composite front structure designed to help absorb crash energy in the event of impact.
Suspension
Eibach springs, one way adjustable Bilstein dampers and a stiffened and adjustable front anti-roll bar allows customers to tailor the handling characteristics of the car to their own requirements.
As the Lotus Exige Cup 260 cars are equipped for track use, a double shear track control arm brace is provided to cope with the expected kerb abuse during racing or hard track day driving.
Brakes
The brake system includes large diameter 308 mm 2-piece aluminium belled cast iron cross-drilled and ventilated front discs and 282 mm cross-drilled and ventilated discs at the rear, upgraded Pagid RS14 sports brake pads set into the brake calipers (AP Racing two piece radially mounted, 4 piston at the front and Brembo sliding at the rear), and stainless steel braided brake hoses - all linked to the proven Lotus track tuned servo-assisted four-channel ABS system that enhances braking performance and minimizes stopping distance without taking over from the skill of the driver.
Performance, Economy and Emissions
The Lotus Exige Cup 260 is one of the quickest road cars around a circuit. Key to this incredible performance is the aerodynamic package, which produces over 40 kg of downforce at 160 kmh increasing grip and stability at higher speeds. With a top speed of circa 245 kmh (152 mph) and a zero to 160 kmh (100 mph) in circa 9.9 seconds, 0 to 100 kmh in circa 4.1 seconds (0 to 60 mph in circa 4 seconds), the MY 2009 Lotus Exige Cup 260 is the perfect partner for the serious racer. Combined Fuel Consumption is 9.1 l/100km and the CO2 emissions 216 g/km.
Engine
The supercharged and intercooled engine in the Lotus Exige Cup 260 has a maximum power output of 260 PS (257 hp) at 8000 rpm and a torque figure of 236 Nm (174 lbft) at 6000 rpm. This significant amount of extra power and torque now available together with the VVTL-i variable cam system ensures that there is a smooth and linear delivery of power from low engine speeds all the way to the maximum 8000 rpm (8500 rpm transient for 2 seconds). The Roots-type Eaton M62 supercharger (with a sealed-for-life internal mechanism meaning that it does not require the use of the engine's oil) is run from the crankshaft and has an integral bypass valve for part load operation. Charge air (air under pressure from the supercharger) is cooled through an air-to-air intercooler (the air enters via the enhanced roof scoop) before being fed into the engine itself. All charge air ducting has been kept as short as possible with large diameter pipes to minimise restriction and maximise throttle response and efficiency. Four high capacity injectors and an uprated fuel pump add additional fuel under hard acceleration or continuous high speed driving. A lightweight flywheel is fitted (giving even greater flexibility and response to the gear change), a sports-type clutch plate and heavy duty clutch cover transfer the engine power and torque to the lightweight C64 six-speed gearbox (with an aluminium casing) - with the same perfectly spaced ratios as the Lotus Exige S. A torque-sensing limited slip differential is fitted as standard, with a plate type limited slip differential available as an option. An Accusump (engine oil accumulator unit) is included in the whole package as an oil reservoir back-up for extreme track use ensuring that, under those conditions, the engine oil pressure remains constant.
Electrical supply is provided by a lightweight motorsport battery which saves a massive 5 kg of weight sitting behind the rear axle - again weight saving is not just the removal of mass but ensuring that this mass is removed where it most effects performance and handling.
Lotus Launch Control and Lotus Traction Control
Keen to pass on lessons learned on the track with the Lotus Exige GT3 racing programme, Lotus Sport has contributed another important technology - launch control combined with variable traction control. This combination has already made its production debut with the track-oriented Lotus 2-Eleven.
The launch control allows the driver to determine the number of revs they wish to use during a standing start. Having programmed that limit, the driver then holds their foot down fully on the throttle pedal and sidesteps the clutch pedal for a very quick departure from the line. The clutch damper cushions the severity of the clutch to transmission engagement to minimise the stresses to the drivetrain. The launch control also keeps wheel-spin at bay until 6 mph, after which the traction control assumes its duties.
As with launch control, the driver can control the amount of traction control you require from the driver's seat, altering it on the move to suit the characteristics of particular corners. The amount of traction control can be varied in over 30 increments from an optimum 7 percent tyre slip to completely off. The message display in the new instrument pack displays what degree of traction control you have currently dialled in.
Roof Scoop
For 2009, the Lotus Sport Exige Cup 260 now has a high flow, full-length carbon roof scoop as part of the lightweight carbon roof panel, which not only saves 4 kg but also ensures efficient cooling through the intercooler, which in turn allows the Lotus Exige Cup 260 to gain a higher charge density in the cylinders.
Que máquina infernal.
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DiogoSilva
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Originalmente Colocado por BrunoPinto Ver PostFiquei parvo com o m3 a ser mais rápido que o cayman S. O exige tá uma máquina
para além disso há um comparativo entre o 135i e o Cayman S que o Cayman não fica muito à frente, O M3 sendo mais refinado que o 135i e com mais CV's é normal que ultrapasse o Cayman.
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Originalmente Colocado por JDEM Ver Posta diferença são +100cv.
para além disso há um comparativo entre o 135i e o Cayman S que o Cayman não fica muito à frente, O M3 sendo mais refinado que o 135i e com mais CV's é normal que ultrapasse o Cayman.
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Há arranques no 2.º grupo que não se entendem lá muito bem mas enfim..
Estamos a falar de um grupo de carros que, em aceleração pura, tÊm diferenças de décimas de segundo (pelo video dá a impressão que alguns têm nitro no arranque ou os outros se engasgaram solenemente).
De qualquer forma, o Lotus esteve muito bem.
Se não me engano, o circuito é o de Tsukuba:
track3.jpg
Se tiverem interesse, vejam os tempos (vários carros):
Tsukuba lap records - FastestLaps.com
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Originalmente Colocado por JDEM Ver Postnão percebi o que fez desistir o R8 V10, quanto ao GTR foi a caixa?
Quanto ao GTR, não sei o que aconteceu.
Penso que entrou em safe mode por alguma razão pois não passava das 3500rpm.
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Originalmente Colocado por pmv6 Ver PostHá arranques no 2.º grupo que não se entendem lá muito bem mas enfim..
Estamos a falar de um grupo de carros que, em aceleração pura, tÊm diferenças de décimas de segundo (pelo video dá a impressão que alguns têm nitro no arranque ou os outros se engasgaram solenemente).
De qualquer forma, o Lotus esteve muito bem.
Se não me engano, o circuito é o de Tsukuba:
[ATTACH]67498[/ATTACH]
Se tiverem interesse, vejam os tempos (vários carros):
Tsukuba lap records - FastestLaps.com
O Subaru foi o mais rápido, parecia um foguete, mas era um 4WD.
Todos os outros eram RWD com ajudas desligadas.
Os mais potentes tiveram problemas de tracção..
BTW, ninguém sabe porque é que o redline do M3 subiu repentinamente enquanto derrapava?
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Originalmente Colocado por BrunoPinto Ver PostAlguém me sabe dizer, qts cavalos tem esta versão do civic ? Em termos tecnológicos, é mt diferente, da versão de 5 portas que conheçemos por cá ?
O esquema de suspenção é diferente (independente às 4) e o motor debita 240cv.
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Originalmente Colocado por MadDragon Ver PostEu acho que o R8 teve algum problema momentâneo, mas depois ainda ficou em 3º.
Quanto ao GTR, não sei o que aconteceu.
Penso que entrou em safe mode por alguma razão pois não passava das 3500rpm.
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Originalmente Colocado por pmv6 Ver PostHá arranques no 2.º grupo que não se entendem lá muito bem mas enfim..
Estamos a falar de um grupo de carros que, em aceleração pura, tÊm diferenças de décimas de segundo (pelo video dá a impressão que alguns têm nitro no arranque ou os outros se engasgaram solenemente).
De qualquer forma, o Lotus esteve muito bem.
Se não me engano, o circuito é o de Tsukuba:
[ATTACH]67498[/ATTACH]
Se tiverem interesse, vejam os tempos (vários carros):
Tsukuba lap records - FastestLaps.com
Num circuito técnico como este me parece ser não dá hipótese aquele grupo.
Afinal o M3 tem + 125cv que o Cayman S que é a versão MKI com 295cv....
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Originalmente Colocado por leblanc Ver PostO que ficou em 3ª foi o Audi R8 V8 (branco) que obteve um tempo impressionante no time atack,o outro não completou a corrida.Faz pensar o que faria o mesmo piloto no R8 V10 mas com caixa manual.
Era capaz de jurar que os escapes do V8 não eram aqueles.
Vi novamente o video e de facto o V10 é o vermelho.
Tinha impressão que os escapes do V8 eram diferentes (4 saídas).
Pelos vistos levou um restyling.Editado pela última vez por MadDragon; 22 December 2009, 18:36.
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DiogoSilva
Originalmente Colocado por MadDragon Ver PostCurioso...
Era capaz de jurar que os escapes do V8 não eram aqueles.
Vi novamente o video e de facto o V10 é o vermelho.
Tinha impressão que os escapes do V8 eram diferentes (4 saídas).
Pelos vistos levou um restyling.
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