Larry's Lotus Photoblog #3

[xtn]

Thanks for the vid Larry. That's a good one!

[LARRY]

Lotus Evora v Porsche Cayman S v Farbio GTS350

Does the best mid-engined coupe still come from Germany? To find out we pitch Porsche’s Cayman S against two British-built rivals – the new Lotus Evora and the Farbio GTS350
Text: John Barker / Photos: Matt Howell
June 2009

"The Cayman is still a great car but the Evora, well, the Evora is irresistible. From the moment the Evora’s wheels start turning the signs are that it’s something special."

"Parked outside the entrance to the Cameron House hotel on the shores of Loch Lomond are a number of Lotus Evoras and, sticking out like a snowman in a sauna, a gleaming white Porsche Cayman S. We’ve been up-front with Lotus and told them we were bringing along the Evora’s arch rival, so it’s no surprise to them. And now, having had the benefit of an extensive and fascinating presentation from some of the Evora’s key architects, we’re ready to head off into the hills to see for ourselves what it’s all about.

First, though, we need to stow photographer Matt Howell’s camera case. The 2+2 Lotus’s tailgate pops open, revealing the styled cover of the mid-mounted V6 and a narrow but wide boot… into which Howell’s fat, square case won’t fit. ‘Behind the seat?’ I suggest, but already my colleague John Hayman has popped the Cayman’s bonnet and the chunky case drops straight in.

First blood to the Porsche, then, but the next it tastes might well be its own. The Evora has been a mere 27 months in the making and although it represents the biggest investment in Lotus’s history it’s mooted to have cost just a tenth of what a major car maker would have spent. However, from the moment its wheels start turning the signs are that it’s something really rather special. The quality of its steering and damping have made an impression, as has the car’s overall sense of refinement and quality, even before I’ve reached the end of the hotel driveway.

Clear your mind. Easier said than done, and in the same way you inevitably arrive at a car launch with hopes and maybe a fear or two. I was worried that with its Toyota-sourced V6 slung out back beyond its +2 seats the Evora might feel wheezy, sluggish and tail-heavy. Not a bit of it. A few miles up the road, right foot stretched and steering and brakes exercised a bit, it’s looking more and more like Lotus has created a truly remarkable car.

There’s a smooth, gutsy V6 behind yet dynamically the Evora feels light and responsive like an Elise. It’s some trick to pull off, endowing the car with the urge and silky soundtrack of a 3.5-litre V6 but mounting it and tuning the chassis set-up in such a way that its mass appears to be no greater than that of a four-cylinder engine.

We have plenty more miles to drive to get the full picture, and a bunch of rivals, not just the Cayman, along to measure the Lotus against, too. They’re all at our first rendezvous point, a spot up in the hills called ‘Rest and be Thankful’.

To be honest, we weren’t sure exactly what the Evora would be, which is why as well as the obvious Porsche, we’ve also brought along the not-so-obvious but intriguing Farbio GTS, the V6-powered, carbonfibre sports car built in Wiltshire. We’ll also be comparing the Evora with the Nissan GT-R (see page 70) – which is also a four-seat performance car and very close on price to the £58,460 launch-spec Evora – and to an Elise to find out just how different the Evora is.

Lotus says the Evora is unique in its sector of the sports-car market, being the only mid-engine 2+2. That’s true, but the 2+0 version (which will come on line after the 450 fully loaded 2+2 launch models have been built), is a remarkably close match for the Cayman S. It’s pretty much the same size, weighs 1382kg, just 32kg more, and its 3452cc V6 is a mere 16cc bigger than the Cayman’s flat-six. It is a little less potent though, delivering 276bhp versus 315bhp, and 258lb ft of torque versus 273, yet the Lotus is the more expensive car: the basic Evora 2+0 costs £47,500, almost £3500 more than the vanilla Cayman S.

If you want rear seats in the Evora you’ll pay an extra £2375. Like those of a 911, they’re rather upright and cramped, suitable only for small children or a single adult folded in for a short run. This particular Evora has them and just about everything else from the extensive options list, and it comes in at £60K.

The significant options are the ‘Tech Pack’ (£2495), which adds satnav, Bluetooth, cruise control and parking sensors, the ‘Premium Pack’ (another £2495), which covers most of the interior in leather and gets you a chrome ‘Evora’ badge for the facia, and the ‘Sport Pack’ (£950), which gets you a ‘Sport’ button. A press of this enhances throttle response, lifts the rev limit to over 7000rpm and allows more slip. You might also want to add the £1495 sports ratio pack, which shortens the top four gears, and the forged alloy wheels (£1495), which save 3kg per corner and are said to make the car’s responses even crisper.

This Cayman is also the result of an uninhibited romp through the options list and hits £61K, though as we shall discover, some of its fittings are of dubious value here.

At a basic level, this Farbio isn’t the closest match for the Lotus and Porsche. A 262bhp GTS (£59,925) would have been better but one wasn’t available, so what we have here is a £76,375 GTS350 with the 350bhp, supercharged version of the Ford V6. Farbio boss Chris Marsh doesn’t mind the comparison, though, because, he says, his customers appreciate that a car made from carbonfibre will be significantly more expensive. The payback is that it’s significantly lighter – just 1066kg, a huge 300kg less than the Lotus and Porsche – which should benefit performance and handling.

Heroically, Howell bags the cover shot before rain short circuits or mists up all of his camera gear and we head off in search of some corners. I trade the Lotus key for the Porsche’s and get a shock. I last drove a Cayman S just a couple of months ago and although it wasn’t as compelling as the 911 we were comparing it with, it was still a very polished and capable car. Yet straight after the Evora it feels odd, like it’s made of lead and its suspension is fashioned from blocks of rubber.

Porsches are noted for their steering feel and suspension control, yet having first tasted the Evora this morning, on this slow, twisting road the Cayman’s steering feels unnecessarily heavy and rather dull, contrived almost, while its ride feels stiff and bouncy. It’s clearly a firm set-up, even before the sport button is pressed to stiffen the dampers (PASM – Porsche Active Suspension Management – is an option), but while it’s taut both laterally and longitudinally, there seems to be some give in the suspension mounts or tyres, lending an unhelpful elastic feel that smudges its accuracy. I wasn’t expecting that.

The Cayman’s cockpit is very dark after the light and airy Evora cabin with its contrasting biscuit leather, but it’s solidly made, with not a creak or twitter. And although the Cayman feels heavier than the Evora, there’s no question that its flat-six, with its appealing gravelly edged mid-range growl, has the power to trouble the Lotus. Shame this particular Porsche has the optional PDK dual-clutch transmission fitted, because the snappy manual would show up the occasional baulkiness of the Evora gearbox, sourced, incidentally, from the diesel Avensis, there being no manual V6 in Toyota’s range.

It’s an unexpected start to what we all imagined would be a very close encounter. In fact, the stronger initial challenge comes from the Farbio, a car that’s making more of an impact outside the UK in the current climate and with the current exchange rate. The company is exporting everything it makes right now, this left-hand-drive 350GTS being kindly lent to us by Arabian Motors Group, Kuwait, to whom it will be shipped later this week.

The Farbio is a longer, lower, wider car than the others, and it feels it; you seem to perch on the excellent, deep-bolstered Sparco seat with the car diving away to a tapering point beyond the base of the windscreen and your feet. Its fittings may lack the polished design and detail finish of the Porsche and Lotus, but behind you, under a carpeted hump where the Evora’s tiny seats would be, is a V6 with a richness of character that makes the others’ engines seem synthetic. It’s not short of grunt, either.

There’s heftiness to the gearshift and steering that makes this car feel heaviest of all, but with the throttle pinned the Farbio flies. Helpfully, the throttle pedal is long and the build-up of supercharged torque wonderfully progressive, allowing you to meter it out precisely.

On the same narrow roads as the Porsche, it feels planted and biddable, and where the Cayman’s rear end, assisted by an optional limited-slip diff, judders as it fights for grip, the Farbio finds more drive and then slips into a gentle slide with well-telegraphed, confidence-inspiring ease. It’s then that I recall an anxious Chris Marsh asked us to bear in mind that the car was on brand new, still pimpled tyres. Impressive, considering there’s no slippy diff and the traction control on this car is not yet connected.

Ollie Marriage has just got out of the Evora. ‘Fifty yards. That’s all it took. Fifty yards after moving off I was convinced Lotus had done it,’ he says, enthusiastically. ‘Though initially it was the smoothness and refinement that impressed me – the totally silent idling engine and the ease with which the car moved away from a standstill, the quietness of the suspension.’

The Evora doesn’t have a full stability-control system. Instead, it uses steering-angle and yaw-rate sensors to calculate when it is understeering, at which point it will rein back engine power, while at the rear, traction control and an ‘electronic locking diff’ tame wheelspin and oversteer. I can’t say I ever noticed the understeer control, but perhaps that’s because the delicacy of the set-up makes it obvious when you’re driving in a ham-fisted fashion. More likely it’s because the Sport button was pushed most of the time, disabling understeer management. With everything off it’s possible to get the rear to edge out under power, and once there it feels comfortable, with no hint that there’s a fat V6 lump trying to swing it further, followed by an easy gather. Lotus’s Matthew Becker, whose fine handiwork the chassis set-up is, explained earlier that the oversteer balance point on the Elise was very close to maximum lock so an extra three degrees have been built into the Evora.

In search of fresh roads we head further north via Inverary, on fast, sweeping roads around tranquil lochs and through spectacular valleys with lofty peaks. Well, at least that’s what the map suggests is hiding behind the heavy rain and low mist.

On these roads the Cayman starts to assert itself and the Farbio starts to fall back a little. I’ve stuck with the GTS350, and while it’s clearly got the edge in terms of outright performance, it’s not as reassuring as it could be. The brakes are potent but the car feels just a fraction imprecise as the speed rises, the steering a little distracted and lacking in self-centring, the damping a tad floaty so that your enthusiasm – and consequently your speed – are tempered a little.

In contrast, the Porsche is in its element. It all seems to pull into focus, the damping and steering in tune with the road, inspiring confidence with their positive, slack-free responses. Through a series of sweeps you plan the ideal line in your mind and then guide the Cayman with inch-perfect precision, the suspension unfazed by imperfections, the engine strong and willing, the optional PCCB composite brakes right on it when you need them to be.

And then I climb back into the Evora and it’s as if I’ve taken off a 75lb rucksack. There’s such an amazing freshness and lightness about the Lotus, such delicate feel and effortless precision. It’s like layers of filtering have been removed from the steering (which you’d never imagine was power assisted); agility has been gained. Impromptu comparisons of performance tailing the Cayman suggest that there’s nothing in it despite the Porsche’s claimed power-to-weight ratio advantage.

The Farbio is essentially right but when compared with two cars of such high calibre, the need for some concerted fine-tuning is clear. It especially needs this in its dynamics, to tie down its damping and dial in a bit more straight-line positivity, but it’s a big-hearted car that’s not short of character.

In the end, though, this is Lotus versus Porsche, and even though they are both global cars and remarkably similar on paper, it seems they can’t help reflecting where they come from, the Lotus excelling on demanding, give-and-take roads, the Porsche coming into its own at speed.

The Lotus is an impressive achievement given the budget. It’s refined, it’s comfortable, it’s fast and it’s economical, just like the Cayman. But what Lotus has added is everything that’s good about an Elise – particularly the clarity of steering, the supple ride and the effortless agility and precision – and allowed them to headline in a bigger, higher-quality package. And suddenly the Porsche feels like its wheels are made of lead."

The Cayman is still a great car but the Evora, well, the Evora is irresistible."

[LARRY]

Two brand new cars announced at Villa D'Este in Italy on Lake Como...

The first is the Bertone Mantide.

[LARRY]

Two brand new cars announced at Villa D'Este in Italy on Lake Como...

This beauty is the Aston Martin One-77.

[LARRY]

Since this car was in the Evora challenge above, here's a little more about it...
the Farbio GTS350.

British-built coupe gains a supercharger and 90bhp
Text: Ollie Marriage / Photos: Matt Howell

Farbio, act two. Nearly a year ago we drove the first development car, powered by the entry-level 260bhp naturally aspirated 3-litre V6; now, with the eleventh production car currently in build, the narrative has moved on. Now the supercharged model steps into the limelight.

Unfamiliar with Farbio? Then a brief recap is probably in order. This car started out as the Farboud GTS in 2002, complete with in-board suspension and a twin-turbo Audi V6. In 2004 Chris Marsh (ex-Marcos and Invicta) got involved, and two years later he gathered together sufficient funds to take over completely, intent on reducing price and upping numbers.

Out went the race-derived suspension and costly 440bhp German powerplant, in came conventional double wishbones and the 260bhp 3-litre unit from Ford. And since we drove it last, said V6 has been bolstered by the fitment of a supercharger, bringing another 90bhp.

This is the very first GTS350. It’s only five days old, has covered fewer than 200 miles and is privately owned. Not that Dr Mark Kent is a typical owner. The prefix gives away his day job, but he’s also a partner in Trimar Sports Cars of Barnet. It’s the sort of low-key, friendly garage where people pop in for a coffee and a chat as much as to buy or sell a car. This GTS350 is Mark’s personal car, though, and he’s generously agreed to let us take it away for the morning as long as we’re back by lunch – there’s a potential customer coming to drive it in the afternoon.

Parked-up it’s an enticing-looking car – clean, uncluttered, pure, professional. It’s certainly got more visual pedigree than the pair of Nobles nearby, and up close your nose will be brushing the bodywork before you spot any weave in the carbonfibre through the lustrous paint.

The woven bodywork is this car’s USP, the one Farboud element that was retained. Chris Marsh, who’s along as our chaperone, is happy to extol the virtues of the material. ‘It has two chief benefits,’ he says. ‘Low weight compared to GRP and greater build precision, so you can make the panel gaps tighter. Also, carbon doesn’t warp or cure over time like GRP, it stays rigid.’

Chris goes on to explain that a glassfibre body would weigh roughly three times as much. No wonder the stand-out figure on the GTS350’s spec sheet is the 1066kg kerb weight, giving the car a power-to-weight ratio of 334bhp/ton (for reference, a basic 1415kg 911 has 245bhp/ton).

However, this particular car isn’t quite the full deal. Currently the Rotrex supercharger has a 110mm pulley, but this will be changed for a 95mm version. ‘Reducing the size means less inertia,’ Marsh explains, ‘so the blower can deliver a better response and higher pressures. At the moment we have 320bhp, but when we swap the pulley and remap the engine we should be up to the full 350bhp.’

We head out, with motoring ed John Barker driving first. He’s come along because he drove that first Farbio and Marsh wants his feedback on how the car has developed since. Thirty miles later we park-up in the Chilterns. ‘It’s a funny engine,’ says JB, ‘the power is there but the engine is somehow reluctant to give it up.’

We swap seats, accessing the cabin again through those long doors, hunching a shoulder under the A-pillar and then dropping down into the seats. As a first point of contact I find the Sparco Milanos rather firm, but otherwise there’s much to appreciate. The minimalist layout, with heating and sound controls outsourced to the central touch-screen, the tasteful carbonfibre, the way the fat of your thumb nestles neatly in the top of the gearlever and your littlest pinkies curl so easily into the chrome bands on the steering wheel. Practical considerations – often the downfall of cars like this – haven’t been overlooked either. The Farbio has a 220-litre boot, rear visibility that’s marred only by carbon reflections, and genuinely excellent fit and finish.

In fact, the weak link in this particular car is the engine – although I have a feeling we wouldn’t be saying that if the supercharger and ECU had been adjusted. In its interim tune the V6 is occassionally reluctant to idle, a trait exacerbated by an unfortunately sticky throttle pedal, while boost is too little, too late, the whole sensation of acceleration overwhelmed by the raucous sports exhaust of this car. It’s not necessarily a bad thing either, aside from a penetrating drone at around 4000rpm on medium throttle openings. Press harder and the note becomes tougher, more focused, yowling through the last 1500rpm. But always the exhaust dominates. ‘Altering the supercharger will improve that,’ claims Marsh, ‘as we’ll have 0.5bar of boost rather than 0.2bar.’

That will also fatten-up the torque curve, of course. At the moment the touchpaper isn’t really lit until the tacho needle sweeps past 4500rpm – up to that point I fear it would struggle to contain the Impreza STi 330S we have along as our camera car. Thereafter it’s genuinely rapid, but not 4sec-to-60mph fast, as is being promised for the final engine spec, and not quite as rapid as the carbonfibre body would lead you to expect. It’s altogether possible we’ll be eating our words after Marsh has done his tinkering.

The only other significant change since we last drove the car is the addition of electric power steering. It’s initially light and sluggish around the straight-ahead, but once into a corner it’s accurate and writhing with feedback, fully awake. As JB says, there’s much that’s good – the overall balance, the traction and progressive responses under power, and the perfectly judged front damping. But the extra pace works the rear harder and the damping feels a little soft now, while this car’s front geometry needs tweaking too; the nose is distracted by bumps. It doesn’t flow as well as it could, doesn’t feel fully finalised.

The Farbio is highly original, involving and entertaining to drive.

[Shawn C]

Wow! Thanks for the great blog! Amazing pics

[LARRY]

You are welcome!

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[LARRY]

"So the good news is that Bowler has decided to make a road version, the GT, with more refinement, comfy seats, an auto ’box option, air con and something called ‘infotainment’ (as I hold a race licence I have no idea what that means). The GT, currently at prototype stage, will give the sports-minded driver most of the ability of the race car in an accessible, easy to use package, ideal for weekend dune-bashing..."


Text: Ralph Hosier - EVO magazine/ Photos: Matt Howell
June 2009

The Bowler Nemesis, bred for the Dakar Rally, is the coolest 4x4 by far.

The Dakar rally. The most spectacular and gruelling motorsport event on earth. Competing vehicles have to ford rivers, scramble over rocks, wade through mud, jump metres in the air and race across billowing sand dunes, flat out, for days on end. Remarkably, one of the most successful manufacturers of these desert racers is based in a sleepy village in Derbyshire. Bowler Off- Road is the company behind the Nemesis, based very loosely on the Range Rover Sport, but with added warp drive.

We’ve brought this particular Nemesis to a disused quarry near Corby to see first-hand just what it’s capable of. It has already completed a number of events this year and the Twintex composite bodywork bears the battle-scars to prove it. Before the fun starts, the car shows its party trick of standing on one leg. The substantial sump-guard doubles as a quick jack – two hydraulic rams drop it down and the car is raised clear off the ground, perfectly balanced for very rapid wheel changes.

Despite its size, there’s no question this is a competition car. It exudes speed. The door is so light that opening it is like turning the page of a Sunday newspaper. I clamber over the side-beam of the hefty rollcage and fall into the deep racing bucket seat with all the grace of an octopus falling down a drain, but once installed I feel very comfortable if rather snug (since I’m over 6ft tall the fact that I fit at all is a pleasant surprise), and everything I need falls easily to hand or foot. The composite dash follows the approximate shape of the Land Rover item, but that’s where the similarities end. Both the driver and co-driver have a large LCD display for vital info: the driver gets a big rev-counter and a small digital speed readout plus a few other basics; the co-pilot gets all the critical data to worry about, leaving the driver to concentrate on winning the race.

Starting the 4.4-litre Jaguar V8 lets loose a savage bark from the race exhaust that echoes round the old quarry walls like the call of some primeval beast. The stiff, race-spec engine mounts transmit a tingling thrill of vibration through the car, heightening the sense of anticipation.

The Nemesis isn’t particularly tricky to drive, and being able to exercise it in something like its native environment is just the most fantastic fun. It thrusts forward with indecent speed, soaking up severe bumps and ruts as it charges over the moonlike terrain in a near deafening crescendo of mechanical aggression. It takes an off-camber jump with ease, firing the car seemingly straight up on a path to the stars before landing hard yet somehow gracefully on one corner, the long-travel suspension compressing with optimal control and allowing the power to be put down as soon as the car is on the ground again.

Turning hard into a corner, the Nemesis falls into understeer, but you can readily unsettle the rear and power out hard, flicking the back end out and steering on the throttle.

It’s clear though that this is a specialist tool for a very special job. It tackles everything the quarry can throw at it with overwhelming capability, drive optimised by the extremely trick differentials with viscous limited slip plus switchable air locking. The suspension is simply amazing, supple yet always in full control, allowing you to pick the exact line you want between the rocks.

This immense ability is testament to Bowler Off-Road’s exacting standards of engineering, honed over decades of working in the harsh world of competition. Indeed it’s been noticed by some of the world’s big movers and shakers, and a military version is on the cards with a machine-gun mount on top!

Never mind a military version, as I park the Nemesis it occurs to me that Land Rover’s great selling point is its everyday practicality, and as this car shares about 40 per cent of its DNA with a Range Rover Sport, I start to wonder how usable it might be as a road car. I bet no-one else thinks like me.

So I convince the chaps from Bowler that I need to take it on a run to the local shops. I suspect this is a first for them. Soon we’re heading out of the quarry onto some nice twisty B-roads, then into Corby town centre. On the road the car still feels absolutely wonderful, but in a different way: the Kumho race tyres are designed for grabbing lumps of the planet and throwing them rearwards; tarmac is not their preferred terrain, but they cope surprisingly well. In fact the car handles much like a sports car, the 40/60 front/rear torque split giving it a rear-wheel drive feel when powering out of roundabouts. There is less roll than I was expecting too, probably to do with the fairly low centre of gravity and the anti-roll bars helping the massive double wishbones. On mini roundabouts you can really feel the diffs working and on full steering lock the car shudders ever so slightly, though it might just be shuddering at the prospect of driving slowly up a high street rather than racing at full tilt through the dunes. The only tricky thing is the brakes, which are so powerful that at low speeds they can produce some accidental emergency stops, and the racing clutch, which combined with the lightweight flywheel makes it very easy to stall when queueing to get into the Asda car park. Well, that’s my excuse anyway.

I’m not sure if it’s the mud, the race livery, the sheer size of the thing or the exhaust sounding like the outbreak of war, but driving a full-on Dakar desert racer to a local supermarket certainly gets the attention of your fellow shoppers. Parking is straightforward enough, although reversing is made a little tricky by the lack of rear visibility since I have just the two door mirrors to work with and they’re covered in mud.

Unsurprisingly, people are staring as I open the door, twist the release buckle on the race harness and grapple my way out of the car. Now the next problem hits me; it’s a race car so it has no door locks. In fact it has no keys at all. Then again, the alien world inside the cabin would stop any casual thief. That and the fact that the chaps from Bowler have parked up next to it, so I nip into the shops to get a few essentials. On my return I ponder where to put my bags. As it turns out I’m spoiled for choice. There’s a parcel shelf, which usually houses the crew’s crash helmets and other race kit. The doors are hollow and normally used for storing documents and maps, plus the drinks and nibbles that are essential on desert rally stages which can last for hours. And for the weekly shop there’s the rear storage lockers, usually full of sand ladders, emergency tools and rescue equipment.

So there you have it, the surprisingly practical Bowler Nemesis. All it needs is an easier clutch and brakes, maybe an easier way of getting in and out, and probably some doorlocks, and I reckon it could make a seriously cool road car.

So the good news is that Bowler has decided to make a road version, the GT, with more refinement, comfy seats, an auto ’box option, air con and something called ‘infotainment’ (as I hold a race licence I have no idea what that means). The GT, currently at prototype stage, will give the sports-minded driver most of the ability of the race car in an accessible, easy to use package, ideal for weekend dune-bashing.

[LARRY]

Ferrari.

[LARRY]

On the way to the Lambo gathering and...

[LARRY]

At the Lambo gathering...

[LARRY]

It's not real, but what if there really was a new Enzo Ferrari SUV?

[LARRY]

Lamborghini Club L.A. - May, 2009

YouTube - Lamborghini Club LA May 2009 event - Final Cut

[LARRY]

Christen at the Overlook.

[LARRY]

On the track...

[LARRY]

On the track...part two.

[LARRY]

Another contribution from Agent XXX.

The lady's got taste...

[LARRY]

Happy Fourth of July!

Light 'em on fire!

[LARRY]

A tribute to Delobbo. Great photography.

[LARRY]

Delobbo 2.