Larry's Lotus Photoblog #5 - Page 8 - LotusTalk - The Lotus Cars Community
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post #141 of 6990 (permalink) Old 03-15-2011, 10:23 AM Thread Starter
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Dancing in the parking lot.
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post #142 of 6990 (permalink) Old 03-15-2011, 11:56 AM Thread Starter
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Got an interesting invitation for a an event this Friday, March 18th, in Houston, Texas...


"Some of the fastest street cars in the world will be in the Houston area later this week for the TX2K11 event. This event was started 11 years ago by my friend Peter Blach as a meet for Toyota Supras. Over the years it has evolved to include just about any kind of late-model performance car. Mostly street cars with a few dedicated race cars.

I would guess that there will be approx. 100 cars running around with 800+ rw hp and maybe 30 cars running over 1000 rw hp. Again, mostly street cars including: Supras, Lambos, Porsches, Corvettes, Vipers, GTR's and Ford GT's.

The event starts with a road race event this Thursday with a road racing event at Grand Sport Speedway. Then dyno day on Friday with drag racing on Saturday and Sunday - all held at our Lonestar Motorsports Park / Hennessey Performance campus west of Houston.

The dyno day on Friday is probably my favorite event and I will guess that there will be 1500-2000 people there along with some very powerful, interesting street cars.

I would like to invite all LotusTalk members and fans in the area to come out and check out this event. It is truly a one of a kind motorsports event. And I will guess that it is the single largest gathering of diverse, powerful / fast street cars, owners and enthusiasts all in one place for a few days.

If you are able to attend just 1-2 events, then I would suggest you come see the dyno day and then the drag race finals on Sunday.

Never Lift!"

John Hennessey
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post #143 of 6990 (permalink) Old 03-15-2011, 12:13 PM
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But if you can only attend one event, then I think the choice is fairly obvious.
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post #144 of 6990 (permalink) Old 03-15-2011, 12:22 PM Thread Starter
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True.

LotusTalk members!

Huge Orange County Autocross Event! April 2, 2011

April 2nd: Meet. Rally. Race. Party. SUPERSIZED EVENT w/ BBi Autosport & DC Motors.

We have a HUGE automotive event coming up being held in Orange County, CA on April 2nd.


Meet: at 8AM DC Motors
4530 E La Palma Ave
Anaheim Hills, CA 92807

We will offer a large breakfast spread as well as sign up all attendees for a track weekend giveaway provided by Chuckwalla Valley Raceway in nearby Palm Desert.

Rally: Leaves at 9AM from DC Motors to OCRC

Race: from 10AM-4PM private 1.5 mile autocross complete with competition, time and stats, lunch, refreshments and social venue

We will have single timed laps all morning and afternoon. We will also offer a tournament style competition towards the end of the afternoon. All lap times will be recorded. This is also an ideal event set up for great video and photography. If you choose not to drive, there will be plenty of entertainment to keep you occupied! We are expecting a big turnout from the Southern California community as well as neighboring states.

Party: Catered After-Party starts at 5PM in the famed garages of Bbi Autosport
17141 Palmdale Street
Huntington Beach, CA 92647

BBi is offering a unique party experience at their garage location in Huntington Beach, CA this is just a short drive from OCRC. If you have never been to their location it is a must see for anyone who appreciates the art form of automobiles. This will be a luxury catered event with food and drink. We will also have an award and gag award session, as well as giveaway the track weekend at Chuckwalla Valley Raceway.

Registration is open now.

Pre-registration is strongly encouraged so we have enough food and equipment to serve the attendees.

$75 per autocross participant covers all food, refreshments and equipment
$20 per guest covers entry, all food and refreshments

If you have helmets, please bring them. Otherwise we will provide enough helmets to be shared among the attendees.

Questions about the autocross? Call Nicole, DC Motors at 714-695-0102.

All Lotustalk members are invited.

Specialty Car Craft is the official L.A. meeting place for the event.

We'll meet up at the new SCC building at 1862 So. La Cienega Blvd. near Sawyer Street (just north of the 10 freeway) the morning of April 2nd. Go in the alley behind and pull into the big parking lot at 7 A.M. We'll leave at 7:30 A.M. sharp!

Please call the SCC office at 310.838,5551 or DC Motors at 714.695.0102 if you are planning to come or just show up!
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post #145 of 6990 (permalink) Old 03-15-2011, 12:24 PM Thread Starter
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2-Eleven.
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post #146 of 6990 (permalink) Old 03-15-2011, 02:51 PM Thread Starter
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I get letters from Canada...

"My Sunday! Novitech 16M & LP-750-SV.

Hey everyone!

Thought I'd share my latest outing with my local client, ZR Auto.

Zahir recently finished two cars for clients, the first being a Novitech 16M Scuderia, the second an LP-640. The LP-640 has had the motor rebuilt and modified to 750BHP by Edo Competition in Germany. It also has had an SV kit fitted, as well as various Reventon parts and new wheels to be installed in the near future.

We met bright and early at the ZR Auto shop to pull the LP-750 out... Car had some nice company in the shop as well. Then we went out to Banff, Alberta for a little drive to break the cars in and I snapped a few images that I thought I would share! =)"
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post #147 of 6990 (permalink) Old 03-16-2011, 07:51 AM Thread Starter
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Ultima Can-Am aka "Frog"

Photo taken in Irvine, California. Cars & Coffee event.
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post #148 of 6990 (permalink) Old 03-16-2011, 02:01 PM Thread Starter
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Two nice smiles.
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post #149 of 6990 (permalink) Old 03-16-2011, 02:47 PM Thread Starter
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How about if we drive the Lotus only on weekends? Please?
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post #150 of 6990 (permalink) Old 03-16-2011, 02:51 PM Thread Starter
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It was worth a try....
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post #151 of 6990 (permalink) Old 03-16-2011, 02:55 PM Thread Starter
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Ian McKellen - "Fresh Prince of Bel-Air"

(He doesn't look like Ian McKellen)


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post #152 of 6990 (permalink) Old 03-16-2011, 03:09 PM Thread Starter
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Yes, I get sent alot of funny stuff...

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post #153 of 6990 (permalink) Old 03-16-2011, 03:12 PM Thread Starter
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Lotus.
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post #154 of 6990 (permalink) Old 03-17-2011, 07:50 AM Thread Starter
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From The Perfect Exposure...

Cars & Coffee, Irvine, California 3/12/11 Feat Mclaren MP4-12C.

1. Mclaren MP4-C12 Supercar

2. Carbon Ceramic Brakes by AP Racing

3. Mclaren MP4-C12 Interior

4. Mclaren MP4-C12 Base Model, No Frills Edition. All you need is a chassis, engine, seat, and steering wheel right?

5. The car is powered by a 3.8 litre twin-turbo V8 Engine with a flat-plane crankshaft codenamed M838T. The engine produces 592 bhp (441 kW; 600 PS) and 443 lb·ft (601 N·m) of torque.
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post #155 of 6990 (permalink) Old 03-17-2011, 07:56 AM Thread Starter
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More From The Perfect Exposure...

Cars & Coffee 3/12/11 Saleen S7 Twin Turbo, Ferrari 599GTO, Ford GT 1000.

6. Saleen S7 Twin Turbo

7. Saleen S7 Twin Turbo Carbon Fiber Intake Manifold Seen Through the Glass

8. Ferrari 599 GTO

9. Ford GT1000 by Hennessey with 1000 horsepower
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post #156 of 6990 (permalink) Old 03-17-2011, 11:42 AM Thread Starter
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Gasolinephoto photography.

"I hope you guys like my shots..."

Part I.
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post #157 of 6990 (permalink) Old 03-17-2011, 11:47 AM Thread Starter
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Gasolinephoto photography.

Part II.
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post #158 of 6990 (permalink) Old 03-18-2011, 08:27 AM Thread Starter
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Mitsubishi Lancer Evo X is still alive! After internet rumours of its demise, Mitsubishi confirms that Lancer Evolution production continues.

By Stephen Dobie of evo magazine
17th March 2011


Mitsubishi Lancer Evolution X production continues. The company is keen to commit to its Subaru WRX STI-rivalling sports saloon, after widespread internet rumours of its demise. What is clear, though, is that the next generation Lancer Evolution (the Evo XI, we presume) will be a greener affair, with potentially an electric or hybrid powertrain.

With its 2.0-litre turbocharged four-pot engine producing between 290bhp and 354bhp, and emitting up to 328g/km of CO2 – that’s more than the Ferrari 458 Italia’s 562bhp V8 – it’s clear that the Evo X doesn’t slot in too neatly with Mitsubishi’s low-CO2 future and its commitment to plug-in hybrids and pure electric vehicles. And combined with the lack of a Mitsubishi in world rallying, it’s easy to see why many saw the end of Lancer Evolution production coming.

But Mitubishi’s statement of intent should be relief to many. Here’s what the company’s Global Chief Executive Osamu Masuko had to say: ‘Production of the current Lancer Evolution X continues as planned. As for its successor, regulations and market feedback will dictate its engineering package and architecture.

‘MMC has kept the Lancer Evolution sedan evolving as the brand’s highest performing model in the global market. However, as the markets needs and demands change, MMC is considering not advancing the Lancer Evolution concept in the same way as before, but to find a different direction for the Lancer Evolution model to evolve. The new direction, the technologies involved, and corresponding products will be disclosed in due course.’

We pressed Mitsubishi, but no further details are currently available. But we’d wager on plug-in hybrid technology for the next Evo, appearing by 2015. It’s a move that should initiate a sharp drop in CO2 emissions while still providing the necessary power and internal combustion interaction to cling onto its performance car status. Whether Subaru follows suit remains to be seen…
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post #159 of 6990 (permalink) Old 03-24-2011, 12:29 PM Thread Starter
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Team PNR/37signals IMSA Porsche GT3 Cup Car

The car will be driven by David Heinemeier Hansson in the IMSA GT3 Cup Challenge. While the PNR team is new to IMSA GT3 Cup, the personnel running the operation have decades of successful sports car racing experience. The effort is led by PNR Team Principal Ron Barnaba, winning Team Manager and Crew Chief Tim Olsen, and accomplished Race Engineer Marc Manning. Hansson is also working with top American Porsche driver Patrick Long as his driver coach for the second consecutive year.

The IMSA GT3 Cup Challenge by Yokohama features semi-professional and emerging drivers racing head to head in Porsche 911 GT3 Cup race cars. The series is broken into two classes, with the Platinum Cup class featuring newer and more powerful Porsche GT3s and the Gold Cup class for 2005½ to 2009 specification GT3s.

Following test and practice sessions today and Wednesday, Thursday features IMSA GT3 Cup qualifying at 12:15 p.m. and the first of the week’s two 45-minute sprints at 5:05 p.m. The second sprint race will close the IMSA GT3 Cup’s opening race week at 4:20 p.m. on Friday.

ABOUT 37signals: 37signals specializes in web-based collaboration apps and millions of entrepreneurs, freelancers, small businesses and departments inside big organizations rely on their products Basecamp, Highrise, Backpack and Campfire to increase productivity. 37signals is also behind the popular web-development framework Ruby on Rails – used by Twitter, Groupon and more – and the New York Times best-selling business book “REWORK”

ABOUT PORSCHE NAPLETON RACING (PNR): Porsche Napleton Racing (PNR) is the performance and competition division of the Chicago-area auto dealership Napleton Porsche of Westmont. Although the team joins driver David Heinemeier Hansson in their first full season in the IMSA GT3 Cup Challenge by Yokohama in 2011, PNR is an established and full-service racing division and prep shop specializing in amateur and beginner-level competition, on up to entry-level professional racing series. The PNR group is also one of the top teams in the Cayman Interseries, winning several races with Hansson in that championship last year. The performance-focused PNR operation is just one division within Napleton Porsche of Westmont, which is the Ed Napleton Automotive Group’s flagship Porsche dealership.
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post #160 of 6990 (permalink) Old 03-24-2011, 02:39 PM Thread Starter
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There are four videos, and in the fourth video they discuss the Lotus.

Click here:

2010 evo Track Car of the Year trackday test and videos | evo


We head to Cadwell Park with 2010's five best trackday specials. Lotus, Caterham, Ginetta, Westfield or Chevron: which is best?
Text: Roger Green / Photos: Matt Howell
February 2011
(Edited to fit)


The gods appear to be smiling on us. An eye-squintingly bright yellow blob has clambered its way above the horizon and the heavy overnight clouds have finally lifted to reveal a promisingly azure colour scheme. Long, autumnal shadows are now being thrown over Cadwell Park’s small upper paddock, and on this leaf-strewn tarmac strip a motley collection of transporters are slowly disgorging their contents.

The captivating mix of emerging shapes dispels any lingering sleepiness. Laid out in front of us are the best new trackday machines of the year, while the UK’s ‘mini Nürburgring’ is all ours until the sun completes its arc and the Wolds become cloaked in darkness once more. Welcome to Track Car of the Year 2010. This should be fun.

We won’t be setting any lap times today. Instead we’ll be judging the cars purely on how entertaining they are to drive. Despite their vast experience, both Andy and Phil are looking forward to getting stuck in as much as I am, and the Chevron GR8 catches Phil’s eye as it’s lowered on the tail-lift. At close quarters it’s smaller than I expected it to be – like it’s been built to 7/8ths scale – but it looks every inch the hardcore racer. It is perhaps the most extreme of our group, although the equally diminutive Ginetta G40 alongside could well have something to say about that, particularly as it can also be raced by anyone in the Ginetta Junior Championship. As long as you’re between 14 and 17 years of age, that is.

That pair look like they were designed with Cadwell’s narrow track in mind, and our third contender won’t have any problem with the lack of width either. The Lotus Exige is one of only two cars that were actually driven to the track this morning, and its highway useability is something we should exploit while we still can, for production of the Exige is about to come to an end (same goes for the Elise R and SC). Euro 5 emissions regulations are to blame. This Roger Becker special edition – named after the recently retired director of vehicle engineering who was instrumental in the development of the Exige and effectively defined the Lotus ride and handling we know and love today – is a final hurrah for the Series 2 car that has been part of these yearly tear-ups since 2004.

Lurking behind the Becker Special are two machines that have been winding up supercar owners since what seems like the dawn of time. Caterham has introduced R500 suspension and detailing to the R400, and since the 400 offers perhaps the best mix of power and handling of all the R cars, it should be in with a shot of top honours. Westfield may have something to say about that, however, and its latest contender, the Sport Turbo UK255, comes with turbocharged Vauxhall VXR power. Expect no punches to be pulled.

With the cars ready, it’s time to put a lid on. The track is drying, but it’s a slow process at this time of year and the greasy section under the shedding trees of Hall Bends and Barn looks particularly treacherous, so I plump for the only car here with ABS and traction control: the RB Exige. It’s also fitted with the fastest of the Toyota 1.8-litre options, the 257bhp supercharged 2ZZ unit, and comes fully specced-up with the Sport Pack, the Touring Pack and the Performance Pack (bringing, respectively, sharper handling, extra comfort and increased power), plus lightweight forged alloys and the structural shear panel fitted to the Cup car that increases the lateral stiffness of the rear subframe by 30 per cent.

I’ve made the right choice, for this Exige finds grip everywhere, even on the slippery bits. It’s just soft enough to find bite through Hall Bends but doesn’t roll or pitch excessively on the high-speed dry section of Coppice and Charlies. It’s an intimate experience, with a superb level of feedback that soon gives you the confidence to wind the adjustable traction control off completely and drive right up to (and over) the limits – even in the quick, scary sections. It’ll generally understeer first, but a well-timed lift will pivot the rear around the nose and then it can be balanced with a decent whack of supercharged power.

The real kick from the engine is towards the top end of the rev-range, but the power-band is wide enough to allow you to run a higher gear through a corner should you wish – a technique occasionally employed by Wallace. ‘The shift from second to third is a bit awkward,’ he says after his laps, ‘so in the end I left it in third for the tight stuff.’ Other than that he is mainly very impressed. ‘Despite being totally road-legal, with impressive fit and finish, it becomes a proper trackday car when you leave the pit lane,’ he says. ‘You can chuck it around and carry good speed into all the corners, and it’s easy to adjust your line if you get too greedy. It’s a shame the brake pedal is over-servoed, though.’

The Westfield Sport Turbo has also been designed predominantly for road use, with the odd trackday thrown in, so its set-up is a little softer than ideal, but perhaps surprisingly it still finds a friend in Phil – mainly because of the way its engine dominates proceedings. ‘The motor is very strong but still driveable,’ he says, ‘and the noise reminds me of an old BTCC RS500! It’d be great to drive at night because there are flames on the overrun.’

The Sport Turbo’s engine is a 1.6-litre Vauxhall VXR unit running 1.5bar of boost and producing 225bhp – enough to turn a 620kg machine into something of a dragster. You fly through the gears so fast you often have to enter a corner a gear higher than you would in anything else, because otherwise you’d run out of revs before the exit. Unfortunately those corners can’t be attacked quite as hard as you want, as the slack in the suspension has to be absorbed and the nose has to settle before you can get heavy with the throttle. Understeer is the order of the day, and getting aggressive with the power eventually results in an uncomfortably violent snap into oversteer. The set-up can be modified, though, because the car has fully independent, adjustable rose-jointed suspension, so it shouldn’t be dismissed.

The Sport 225 does a different job to its Caterham counterpart – it’s significantly cheaper and would leave the R400 for dead in a straight line. But not over a lap. The Caterham is another old-stager but it has never stopped evolving. Originally the 400 had a Rover K-series motor, but today it comes with a 2-litre Duratec lump with more power (210bhp) and plenty of guts all the way across the rev-range. It now gets a dry sump as standard too, and this car is even fitted with keyless ignition, proving that Caterham will go to any length to save a gram or two. It also has the carbon dash and, more significantly, the dampers from the R500. The R400 was the other car driven to the track, although the hardy crew did have a windscreen and doors for the trip. Those have now been left in the paddock and replaced by a small aero screen.

Perfecting the set-up is crucial on a Caterham as it’s so easy to alter the balance, and this one is just about spot-on. It means you can attack corners any way you like: fast and smooth, or for more fun just lob it into the turn and steer it on the ultra-keen throttle. Drive the R400 in a less outrageous manner and it’ll turn in with the usual crispness and sit there in a state of neutrality as if waiting for you to decide what you want to do next. The common trait of high-speed understeer is evident through Coppice, but with warm tyres and a slug of nerve this fifth-gear climbing left-hander can be taken completely flat-out.

Phil seems to spend whole laps sideways, but that doesn’t stop him finding some irritations. ‘The pedal box could do with some work,’ he reckons. ‘The throttle and brake pedals have to be perfect as with this high state of engine tune the initial stab in heel-and-toe downchanges can choke the motor.’ Andy didn’t find the R400 quite as fluid as the Exige and also observes that it ‘wouldn’t be much fun in the rain unless you like getting drenched!’ You’d be okay inside the Ginetta in the rain, although unless you’re pint-sized like Andy, clambering aboard the G40 is a tricky business. But it’s worth it. There’s a tangible sense of integrity that was missing from the earlier G20. Like the bigger, more powerful G50, it feels like a bona fide race machine.

The driving position is perfect, the detailing and ergonomics impressive, particularly for a ‘junior’ car. It has a large brake pedal that’s very firm underfoot, a sequential five-speed Quaife gearbox and is the only car of the group that arrived on slicks. At £29,400 as tested it’s good value, but it won’t be setting any outright lap records, for its motivational force comes from the ageing 1800cc Ford Zetec motor that’s good for only 150bhp. That in itself wouldn’t be a problem if the level of grip matched the power, but the Ginetta’s hold is merciless. You end up diving harder and harder into the corners until the car starts to move, and then things get interesting because, as Andy says, ‘without the power under your right foot you can get into a bit of a mess mid-corner if you need a stab of throttle to correct.’ And he should know: our three-time Daytona winner spun it!

I’m convinced there’s a very good chassis underneath it all, though. The overall balance is right, the steering is accurate and as a training tool it does a very good job – it’s an easy machine in which to perfect left-foot braking and it promotes smooth driving. However, as a trackday driver you feel restrained when you want to cut loose.

You can have it with more power (Ginetta reckons it can handle 300bhp), but as it is even novice track drivers would soon want more. If you don’t go for extra grunt, we’d recommend forgetting the slicks and fitting it with low-grip fuel-saving tyres instead.

The Chevron doesn’t have a power issue, for in the middle of its steel-tube frame sits a Cosworth-tuned 2-litre Duratec lump pushing out 255bhp through a five-speed sequential Hewland transaxle. Created by Vin Malkie, the aim with the GR8 was to produce a modern version of Chevron’s iconic B8, and sitting aboard this similar-scale machine I think he’s achieved it. I drove a B8 a few years back and from the driving seat the GR8 does feel very similar. Your backside is an inch from the deck and the view through the low-raked screen is almost identical. In fact the main difference is that your surroundings feel more substantial – where the delicate B8 felt about as robust as thin cardboard, the GR8 offers modern levels of security.

It’s very bare inside, with nothing that adds weight, not even air-con or a heater; you get the feeling they’d have done away with the steering wheel too if they could have found another way of turning the car. The GR8 is comfortably the quickest of our group but it’s also the most intense. You really are at the heart of the action – there’s no slack in anything it does – and while the engine doesn’t produce the most cultured soundtrack, it envelopes you in its angry, rip-snorting bark.

With a career built in Sportscars, Wallace feels at home in the GR8. ‘It’s very stable in the quick stuff,’ he says. ‘It feels like it’s producing some useful downforce and there’s good turn-in, excellent traction and it’s very stable under braking.’ Any negatives? ‘On the wish list would be a flat-shift sensor.’ (This would automatically ease the power on full-throttle clutchless upshifts for a smooth gearchange.)

Bennett concurs, but adds that the front end is so sharp that the rear occasionally has trouble keeping up. He’d prefer more linearity in the throttle travel too. These are things that can be tailored to suit each individual driver, and the fact that our judges are getting picky is a sure sign that they’re impressed.

It’s time to choose a winner. The overall view is that this is a strong group of cars offering markedly different ways of scratching that trackday itch. The Exige shades the Sport 225 because of the way it flows around a lap – its precision soon becomes addictive. However, if you want a cost-effective ballistic speed rush, look no further than the Westie. The Ginetta G40, meanwhile, is a frustrating experience, as a potentially great little car is being held back by a listless engine.

Up at the sharp end are the Caterham and the Chevron, and while the R400 is the definitive expression of front-engine rear-drive entertainment, it doesn’t offer anything new or significantly move the marque forward.

The Chevron does, though. It may be the most focused, the most expensive and perhaps a touch exuberant for trackdays, but the GR8 delivers on every level, from the way it looks to the way it sounds and goes. It’s individual and manages to mix ’60s retro with the demands of today’s trackday driver. It was the most compelling contender in this year’s test from the moment it was lowered onto the Cadwell tarmac, and it’s our Track Car of the Year.
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