^^What he said. You're talking maybe a couple of tenths each.Is it worth the power upgrade? How much quicker is it 0-60 and 1/4 mile?
Actually, the Sport 260s have wider wheels all around, 16x7 in front, 17x8 in back. Assuming you mean the Sport 260 and not one of the "final edition" S 260s. Anyways, I think the OP was wondering it it was worth upgrading a 220 S.^^What he said. You're talking maybe a couple of tenths each.
BUT, Car and Driver has run both in its annual Lightening Lap contest around VIR, and they were significantly quicker in the S220. Of course there are variables, but that's true of looking at any performance stat.
When the results of the S260 came out, it created all kinds of howls saying the S260 was an already flogged press car and had not been properly prepped. Of course, it is likely the S220 was a thoroughly flogged press car that had not been properly prepped.
Bench racing is fun.
Of course...the SC Elise was significantly slower than the normally aspirated Elise in the Lightening Lap, so all this stuff needs to be taken with a BIG grain of salt.
I think the S260's may have the narrower LSS wheels, thereby putting a slightly smaller contact patch down up front. May have an impact on cornering.
Or may not.
And upgraded subframe, brakes, launch control....What's the $$$ difference that you're looking at? Personally, I'm not a "keep it stock" kind of guy, so the cost of a 220 (or even an NA) plus a supercharger upgrade is way less than the price of a 260, and makes more power. Yes, the 260 has some nice CF bits, but they don't make a huge difference to me.
Possibly, it read to me like asking if the power upgrade represented in the S260 is worth the cost over an S220.Actually, the Sport 260s have wider wheels all around, 16x7 in front, 17x8 in back. Assuming you mean the Sport 260 and not one of the "final edition" S 260s. Anyways, I think the OP was wondering it it was worth upgrading a 220 S.
:no:Quite true. I don't know the performance benefits of the subframe, but the brakes are not overly expensive, and to me the launch control is just not a very useful addition.
That's all just my opinion.
I agree with you on the whole... but tell me how lotus has changed the transmission to handle the added power?To be truely effective, modifications tend to cause a domino effect. Once you upgrade one compenent, you will likely have to upgrade another. I have seen many on these forums who go out and buy the Gotham, Blade 300 or whatever and plug it in and boom - instant 'badder-than-a-factory-260' Exige. :no: Check back with them in a few months or years and see how their transmission is doing and how many they have had to replace.
The supercharged and intercooled engine in the 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 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.
The highlighted portion in red does NOT make the transmission stronger.From the 2009 Sport/Cup 260 press release (11/08). Highlighted in red...