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Lotus Evija

The world’s first fully electric British hypercar, the all-new Lotus Evija, has been revealed. With unparalleled performance and a target power output of 2,000 PS, it sets new standards in terms of advanced EV engineering. Quite simply, the Lotus Evija is the most powerful series production road car ever built.

Like all Lotus cars throughout the brand’s storied 71-year history, the Evija has been precision-engineered to deliver an outstanding driving experience both on the road and track. It is the most dynamically accomplished model ever built by the company, setting new standards for Lotus driving performance. Above all else, it is ‘For The Drivers’.

Lotus Evija

As a name, Evija (pronounced ‘E-vi-ya’) means ‘the first in existence’ or ‘the living one’. It is highly appropriate; Lotus has an unquestionable reputation for its pioneering approach in both automotive and motorsport.

The Evija marks the start of an exciting new chapter in the history of an iconic and much-loved British sports car brand. It is the first hypercar from Lotus, and the company’s first model with an electrified powertrain. As the first completely new car to be launched under the stewardship of Geely – the world’s fastest growing automotive group – its significance cannot be overstated.

Lotus Evija

Exclusivity and desirability go hand in hand in the world of hypercars, and the Evija is blessed with an abundance of both. Production is limited to not more than 130 examples, making it among the most exclusive cars ever launched. It’s a figure set in tribute to the car’s project code, Type 130. Lotus road and race cars throughout the brand’s seven decades of success have been assigned a Type number, and the Evija is no exception.

Hethel, close to the historic city of Norwich in the east of England, UK, has been the home of Lotus since 1966. The company has confirmed production of the Evija will begin there during 2020.

As well as tempting the world’s hypercar buyers, the car will act as a halo for the rest of the Lotus range – the renowned Elise, Exige and Evora. It will do the same for a range of eagerly anticipated new Lotus performance models to come.

Lotus Evija

Speaking at the unveiling in London, Lotus Cars CEO Phil Popham said: “The Lotus Evija is a car like no other. It will re-establish our brand in the hearts and minds of sports car fans and on the global automotive stage. It will also pave the way for further visionary models.”

He added: “This is another amazing moment in the history of our company. The Evija is a true Lotus in every sense – it has been developed with an unwavering passion to push boundaries, to explore new ways of thinking and to apply ground-breaking technologies.”

A stunning piece of contemporary automotive design, the Evija features a dramatic Venturi tunnel through each rear quarter, giving it a truly breath-taking presence.

Lotus Evija

Russell Carr, Design Director, Lotus Cars, said: “We studied how Le Mans race cars use air flow creatively to go over, under and around the vehicle, but also through it. This concept of ‘porosity’ is key to the Evija and has enabled us to create a timeless design with exceptional amounts of downforce.”

The Evija signals the start of a contemporary new design language for Lotus, which will evolve and reappear on future high-performance cars.

Illustrative of the innovative thinking and ingenuity which has always been part of the Lotus DNA, the Evija is a technical tour de force. It continues the legendary Lotus bloodline that’s rich in firsts and technical game-changers, both in the automotive and motorsport sectors. While it is a glimpse of the future from Lotus, it remains true to the company’s DNA and the guiding principles of founder Colin Chapman, who built the first Lotus in 1948.

The Evija is the first Lotus road car to feature a one-piece carbon fibre monocoque chassis. The cabin, from the fully adjustable race-style seats to the multi-function steering wheel, is the very pinnacle of motorsport-inspired road car design and technology.

At the heart of the Evija is an ultra-advanced all-electric powertrain. It has been developed by technical partner Williams Advanced Engineering, famed for success in motorsport, from Formula One to electrifying the first four seasons of Formula E. The battery pack is mid-mounted immediately behind the two seats and supplies energy directly to four powerful e-motors. This highly efficient system is the lightest, most energy dense, electric power package ever fitted to a road car. With a target weight of just 1,680 kg, it will be the lightest pure electric hypercar ever to go into series production.

Engineered for precise and sustained performance, the Evija has five driving modes – Range, City, Tour, Sport and Track. It can race from 0-62 mph (0-100 km/h) in under three seconds and accelerate to a top speed of more than 200 mph (0-320 km/h).

Matt Windle, Executive Director, Sports Car Engineering, Lotus Cars, said: “Every element of the Evija has been meticulously analysed and validated. Precision engineering is nothing without human engagement, and that’s why technology with soul is the benchmark for this and every Lotus.”

The Evija is priced from £1.5m-2m plus duties and taxes. A £250,000 refundable deposit secures a production slot. Order books are now open through www.lotuscars.com.

The Lotus Evija in Detail

At first known only by its Lotus Type number – Type 130 – the car has been christened the Lotus Evija (pronounced ‘E-vi-ya’). As a name it is derived from variations of Eve, and means ‘the first in existence’ or ‘the living one’. It is highly appropriate; Lotus has an unquestionable reputation for its pioneering approach in both automotive and motorsport.

As the first all-electric British hypercar, the Evija continues that story of innovation. It also signals the start of an exciting new chapter for Lotus under the stewardship of Geely, the fastest growing automotive group in the world.

Lotus Cars CEO Phil Popham said: “Evija is the perfect name for our new car because it is the first all-new car to come from Lotus as part of the wider Geely family. With Geely’s support we are set to create an incredible range of new cars which are true to the Lotus name and DNA.”

A stunning exterior inspired by nature

The most striking element of the Lotus Evija is its exterior. From every angle the full carbon fibre bodywork is stretched taut, appearing shrink-wrapped over the mechanical components. Crouching low to the ground, with a ride height of just 105 mm, the pronounced muscular haunches envelop the teardrop cabin that sinks between them.

Lotus Evija

Taking inspiration from the aeronautics industry, the exterior is a perfectly proportioned blend of fluid forms and crisp lines. This is clearly illustrated by the gently curved but sharp leading edge of the bonnet, which is reminiscent of so many classic Lotus road and race cars.

Cues for the Evija’s surface language was also taken from nature. Russell Carr, Design Director, Lotus Cars, commented: “During the initial design stage we spent many hours studying images of geological forms – rocks that had been carved by nature over the centuries. We believe we’ve captured these beautiful, intriguing and elemental lines within the Evija.”

True to Lotus founder Colin Chapman’s core belief that every component should serve multiple purposes, the exterior design is also exceptionally efficient on every level. The most obvious example of this – and unquestionably the most dramatic element of the exterior – is the Venturi tunnel which pierces each rear quarter. Inspired by Le Mans race cars, they optimise air flow by directing it through the bodyshell.

Aside from creating a breath-taking presence, this design concept – known as ‘porosity’ – aids the delivery of high-energy air flow to the rear of the car. This in turn increases the downward pressure over the wheels to reduce drag. Furthermore, the Venturi effect inside the tunnels pulls air through the rear wheel arch louvres, improving air quality as it enters the diffuser.

When viewed from the rear of the car, each tunnel is edged with a red LED to create a striking ribbon-style light signature. The result is a stunning visual effect that’s akin to the afterburners on a fighter jet, especially when seen at night. As an extra detail, an LED hidden within each tunnel illuminates its interior.

The directional indicators are incorporated into the corners of the ribbon, while the reversing light is provided by the illuminated ‘T’ of the ‘LOTUS’ wordmark above the integrated charging flap.

Another key feature of the Evija’s sophisticated aerodynamic system is the bi-plane front splitter. It’s another illustration of form and function working perfectly in tandem. Designed in three sections, the larger central area provides air to cool the battery pack – mid-mounted behind the two seats – while the air channelled through the two smaller outer sections cools the front e-axle. Lotus aficionados may notice a respectful nod to the iconic Type 72 Formula 1 car, with its square front central section and two side wings.

Active aerodynamics for exceptional downforce

The Evija is the first Lotus road car to ever feature a full carbon fibre chassis. Moulded as a single piece for exceptional strength, rigidity and safety, the full length of the underside is sculpted to optimise downforce. It includes an integrated air diffuser which extends from under the B-pillars to the rear.

Lotus Evija

Active aerodynamics are deployed in the form of a rear spoiler, which elevates from its resting position flush to the upper bodywork, and an F1-style Drag Reduction System (DRS). Both are deployed automatically in Track mode, though can be deployed manually in other modes.

Lotus Evija

The absence of traditional door mirrors plays a part in reducing drag. Cameras integrated into the front wings are electronically deployed on unlock, while another camera built into the roof provides a central view. Images are displayed on three interior screens.

Advanced pure EV powertrain means record-breaking power

With target figures of 2,000hp of power and 1,700Nm of torque, the Lotus Evija is the world’s most powerful production road car. Key to that exceptional power output is the 2,000kW lithium-ion battery, supplied with its management system by Williams Advanced Engineering (WAE) as part of a joint venture with Lotus to collaborate on advanced propulsion technologies. WAE won a 2018 Queen’s Award for Enterprise for translating its EV expertise from the race track to road-going vehicles.

The battery pack is mounted centrally behind the passenger compartment, and its cover is visible through the glass rear screen. This positioning delivers significant advantages in terms of styling, aerodynamics, packaging, weight distribution, occupant comfort and dynamic handling. It also supports fast and convenient servicing and maintenance. Furthermore, the set-up has been designed so that in the future alternative battery packs – for example, to optimise track performance – can be easily installed.

Power is fed from the battery pack to a bespoke in-line axial arrangement of two high-power density e-motors. These feature integrated silicon carbide inverters and epicyclic transmission on each axle of the four-wheel drive powertrain. The motors and inverters being supplied by Integral Powertrain Ltd.

Four exceptionally compact, extremely light and highly efficient single-speed, helical gear ground planetary gearboxes transfer power to each driveshaft. Supplied by Xtrac and measuring a mere 100mm in depth, each gearbox comes packaged with the e-motor and inverter as a single cylindrical Electrical Drive Unit (EDU). With a target power of 500hp per e-motor, this is the most efficient and elegant engineering solution to deploying so much power with precision.

Lotus Evija

Torque-vectoring, enabled by the four e-motors, provides exceptional dynamic response and agility on the road. This fully automatic, self-adjusting system can instantly distribute power to any combination of two, three or four wheels within a fraction of a second. In Track mode the ability to add more power to individual wheels enables the radius of corners to be tightened, potentially reducing lap times.

The Lotus Evija is equipped with ESP stability control to ensure safety in all road conditions, with further grip provided by the four-wheel drive system. A pure steering feel – a vital ingredient of every Lotus – is assured via an electro-hydraulic system.

The car is built on a one-piece motorsport-inspired carbon fibre monocoque chassis. It is supplied by CPC, the Modena, Italy-based world-leader in composite technology. Constructed from multiple carbon plies, the manufacturing process is identical to that of an F1 chassis, and ensures the lightest, stiffest, safest and most technically advanced Lotus road car platform ever built. Even with the front and rear subframe incorporated into the monocoque, total weight is a mere 129kg.

This chassis, coupled with innovative engineering and clever packaging throughout every element of the Evija’s powertrain, has contributed to the class-leading target weight of 1,680kg in its lightest specification.

Precision performance guaranteed

As with every Lotus, the Evija is For The Drivers and its searing pace is delivered in one seamless, sustained surge. The 0-62 mph (0-100 km/h) sprint is completed in under three seconds, while the top speed is in excess of 200 mph (340 km/h).

These headline statistics only tell part of the car’s performance story. Matt Windle, Executive Director, Sports Car Engineering, Lotus Cars, explained: “The Lotus Evija has astonishing acceleration at higher speeds. It takes less than nine seconds to reach 300 km/h which is better than any other direct competitor.”

Lotus Evija

Further performance figures include acceleration from 100-200 km/h in less than three seconds, and 200-300 km/h in less than four seconds.

Power can also be delivered over a sustained period. The car’s advanced aerodynamics and four-radiator cooling package keep the battery at an optimum temperature. It means that the Evija is capable of delivering full power with no derate for at least seven minutes in Track mode.

Matt Windle continued: “With the Lotus Evija we have an extremely efficient electric powertrain package, capable of delivering power to the road in a manner never seen before. Our battery, e-motors and transmission each operate at 98% efficiency. This sets new standards for engineering excellence.”

As part of the development and validation process, Lotus and Williams Advanced Engineering have conducted thousands of hours of virtual testing and digital analysis. This comprehensive program will ensure the car’s meets its performance targets and exceeds customers’ expectation.

As a pure EV the Evija will be ultra-quiet at low speeds. During this time regulations require that it emits a digitally created sound – transmitted via a front-mounted speaker – which will alert pedestrians to its presence.

While the flowing lines create a very organic look, Russell Carr, Design Director, Lotus Cars, believes that it is important that the car visually conveys its technical achievements. “When you look through the rear glass, you can see the battery pack cover and the in-board suspension. This link between the human and the precision engineering is essential for a Lotus. We want people to have the sense that they are engaging with the power and performance of the car. We refer to it as technology with soul.”

A revolution in charging

Not only does the Lotus Evija feature the world’s most powerful automotive drivetrain, it also boasts the world’s fastest charging battery. Thanks to the partnership with Williams Advanced Engineering, the battery has the ability to accept an 800kW charge. Although charging units capable of delivering this are not yet commercially available, when they are it will be possible to fully replenish the battery in just nine minutes.

Lotus Evija

Using existing charging technology – such as a 350kW unit, which is currently the most powerful available – the Evija’s charge time will be 12 mins to 80% and 18 mins to 100%. The car’s range is 250 miles (400 km) on the WLTP Combined Cycle, or 270 miles on the NEDC Combined Cycle. Lotus is in discussions with external suppliers on a charging solution for customers.

The CCS2 charging socket is hidden behind a vented flap at the rear of the car. In the same location is a small plaque, reminding customers of the Britishness of the Evija.

Motorsport-inspired interior is a technical tour de force

The interior of the Lotus Evija is as dramatic as the exterior. Inspired by the technical precision of race car engineering, the dominant characteristic of the cabin is the ‘floating wing’ dashboard which can be glimpsed from outside through the windscreen. The design also echoes the porosity of the exterior.

“The shape is inspired by the company’s prototype racing cars of the late Fifties and early Sixties,” explained Russell Carr, Design Director, Lotus Cars. “It has a beauty and an elegance to it, and represents a typically Lotus approach because it performs multiple functions. It houses the instrument panel and air ducts, and is also an integral structural support. It reinforces Colin Chapman’s cast-iron rule that no Lotus component goes along for a free ride.”

Access to the cabin is through the two dihedral doors. Handle-free to preserve the sculpted exterior, they’re operate via the key fob. It’s the first time Lotus has used such doors, and while they make for a moment of dramatic theatre they also provide maximum space for getting in and out.

Lotus Evija

An exceptional attention to detail – as people would expect from Lotus – is at the heart of the interior. For example, visible carbon fibre surfaces enhance the sense of light weight, while a thin metal band – engraved with the words ‘For The Drivers’ – runs centrally through the squab of both seats.

Once in the car, a switch in the roof console closes the doors. The location aids the minimalist layout of the main control panel and prevents them being activated accidentally. Russell Carr, Design Director, Lotus Cars, explained it’s in tribute one of the most iconic Lotus cars, commenting: “Versions of the Lotus Esprit Turbo featured a huge roof console in the late Seventies and early Eighties. It’s not something you might expect on a contemporary hypercar but Lotus fans will love the connection.”

Lotus Evija

Inside, the cabin strikes the perfect balance between the precise functionality of a track car and the comfort of a road car. The driving position is fully adjustable to accommodate the greatest range of occupants. The elegant carbon fibre shell seats are hand-trimmed with thick Alcantara-finished pads, and feature manual fore / aft adjustment plus electric back operation. The steering column is manually adjustable for both rake and reach. Three-point seatbelts are fitted as standard, with four-point harnesses an option. Built into the bodyshell, close to the occupants’ hip point, are two bespoke storage areas.

Lotus Evija

The design of the steering wheel, similar to that found in an LMP or F1 car, further reinforces the Evija’s sporting intentions. The outer ring is finished in Alcantara as standard with leather available as an option. Buttons are grouped in an intuitive manner and govern functions including phone use, cruise control and DRS deployment.

Lotus Evija

Mounted centrally at the base of the wheel’s hub is the mode controller. There are five modes – Range, City, Tour, Sport and Track – with various of the car’s performance features activated or deactivated depending on which is selected.

Ahead of the steering wheel is a state-of-the-art digital display, providing the driver with key information such as mode, battery charge and remaining range. It is the car’s only screen, putting all necessary information in one place. The screen displays essential functions only, with information appearing as required when the appropriate button is pushed, then fading when no longer needed.

Further controls are located on the floating ‘ski slope-style’ centre console, which features touch-sensitive haptic feedback buttons. Each is integrated in hexagonal recesses to help guide the driver’s fingers. As the light plays over the surface it creates an almost organic visual effect. The driver can also interact intuitively with the car’s technology via a control wheel. The honeycomb design of the buttons is replicated on indicator stalks and on the surface of the aluminium foot pedals.

The Evija’s cabin has been deliberately designed so that the occupants feel they are at one with the vehicle. “At the core of the appeal of any Lotus is that the driver is in sync with the car at all times and almost feels as if they are wearing it,” said Russell Carr, Design Director, Lotus Cars. “Looking out from behind the wheel, it’s a wonderfully emotional moment to be able to see the bodywork outside, both in front and behind you. That’s something we hope to enhance in future Lotus models.”

Dual-zone climate control and a premium infotainment system are fitted as standard. Customers can seamlessly integrate their smartphones via Apple CarPlay and Android Auto, accessing their own music and navigation.

Extreme track performance and on-road comfort

Calibrated to provide the optimum blend of extreme track performance and on-road comfort, the Evija’s motorsport-derived suspension features three adaptive spool-valve dampers for each axle. Two are corner dampers with a third to control heave. These are mounted in-board to optimise the aerodynamic performance. They are manufactured by Multimatic, which specialises in developing high-performance suspension technology for on-road, off-road and motorsport applications including Formula 1.

Lotus Evija

Magnesium wheels provide optimum lightness and strength, and are sized 20 and 21 inches at the front and rear respectively. They are shod with Pirelli Trofeo R tyres, developed specifically to achieve ultimate performance. To deal with the Evija’s extreme performance, the car is equipped with a forged aluminium AP Racing braking system with carbon ceramic discs front and rear

World-first laser lighting technology

The Lotus Evija is the first production road car in the world to feature laser lights for both main and dipped beams. Produced by Osram, the lighting modules are very compact and will provide an outstanding view of the road or track ahead. The strikingly thin vertical headlamps provide the perfect balance of crystal-like beauty and a highly technical design. Inside the lenses, unique ‘wing-like’ elements form the daytime running lights and directional indicators.

Connected to the cloud

The Evija is the first Lotus to provide drivers with a full suite of digital connected infotainment, which will benefit from over-the-air software updates. A powerful on-board modem enables communication to the cloud, and the driver can interact with that data through a Lotus smartphone app. The app will enable drivers to monitor their Evija from anywhere in the world, for example, to check the battery charge status and driving range. It will also support remote use of air-con, to heat or cool the cabin ahead of the next drive.

The Evija’s infotainment system includes a chronograph to allow the driver to record their lap times. Connection to the cloud means they can view their performance while at the track and recall previous sessions through the app.

Lotus Evija

The ultimate in personalisation

Lotus will offer Evija customers an unparalleled level of personalisation, enabling them to specify the car exactly as they wish. This will include the opportunity to select unique paint finishes, interior trims and detailing.

Marquetry-style badging will provide further bespoke opportunities. Lotus has developed the ability to inlay metal elements directly into the carbon fibre bodyshell, so that the badge sits completely flush with the bodywork. Currently the Evija carries a partial Union Flag badge on the C-pillar, signifying its status as a British-built hypercar. However, this could be another flag, a family crest or personal logo.

“This marquetry-style badging is similar to that associated with traditional cabinet-making, where you inlay different colours of wood,” explained Russell Carr, Design Director, Lotus Cars. “On the Evija it’s really is up to the customer to choose whatever materials and designs appeal to them.”

Lotus is also developing a comprehensive program of bespoke experiential activities for Evija owners. These will include VIP track days and other high-performance motorsport opportunities.

Putting the customer first

The Lotus Evija has been designed and engineered at Lotus’ historic home in Hethel, UK, and production will begin in a new dedicated on-site manufacturing facility during 2020.

A maximum of 130 examples will be built, guaranteeing exclusivity to match the stunning looks, ground-breaking technology and world-beating performance. They will be sold directly to customers by Lotus, with the global network of 220 retailers in support. Plans to service and maintain the car for each owner are currently in development.

The Lotus Evija is priced from £1.5m-2m plus duties and taxes. A £250,000 refundable deposit secures a production slot. Order books are now open through www.lotuscars.com

Built in Great Britain, great for Great Britain

The UK is already recognised as a world-leader in high-performance automotive production. Lotus has been at the heart of that success for 71 years. The Evija will further cement the global status and reputation of this important UK industry sector, and its associated and diverse supply chain.

However, as the first all-electric hypercar from a British car maker, the launch of the Evija sees Lotus deliver an opportunity for new and exciting expansion of the sector. Increasing consumer awareness and demand for the astonishing performance available through EV powertrains means new growth and new skills, and Lotus intends to be key player in that revolution.

Lotus Evija

A true Lotus in every sense

The Lotus Evija is faithful in concept and detail to the pioneering principles which company founder Colin Chapman used to build his first car in 1948. In common with every new Lotus, the Evija has been seen by members of the Chapman family. At a private viewing of the Evija, Hazel Chapman – Colin’s widow – commented: “It’s very beautiful and I can’t wait to see it on the road.”

As with every Lotus, the Evija features the initials ACBC (Anthony Colin Bruce Chapman) in its badge.  Chapman guided the company to astonishing levels of success on the road and track before his untimely death in 1982, aged just 54. Seven Formula One constructors’ championships and six Formula One drivers’ titles tell only a small part of the story. His pioneering approach to engineering led to an incredible range of world-first technical innovations.

• Type 14: the world’s first composite monocoque production road car (Elite, 1957)

• Type 25: the world’s first fully-stressed monocoque F1 car, and the first Lotus to win F1 world championship (1963)

• Type 72: the most successful F1 car of all time and the blueprint for F1 car design for many years (Championship winner in 1970, 1972 and 1973)

• Type 78: the world’s first ‘ground effect’ F1 car (1977)

• Type 88: the world’s first carbon fibre F1 car (1981)

• Type 92: the world’s first active suspension F1 car (1983)

• Type 111: the world’s first aluminium and bonded extrusion construction production car (Lotus Elise, 1995)

• Type 130: the Lotus Evija, the first fully electric British hypercar (2019)

Lotus Evija – did you know?

• With a target power output of 2,000hp, the Lotus Evija has more power at each wheel than the total power of any other Lotus road car ever produced.

• The Lotus Evija produces 1,700Nm of torque. In a tug-of-war, you could put four of the Lotus Evora Sport 410 at the other end of the rope and still not out-pull it.

• At the heart of the Lotus Evija is a 2,000 kW pure electric powertrain. That means it’s eight times more powerful than a Formula E race car. Put another way, it’s enough electricity to boil more than 16,000 kettles.

• The ‘mid-mounted’ positioning of the battery pack provides advantages in terms of aerodynamics and weight distribution to optimise handling. It also echoes the celebrated Lotus mid-engined sports car layout.

• The Lotus Evija has a Venturi tunnel through each rear quarter. These are named for the Venturi Effect, the reduction in air pressure which results when it flows through a constricted section of a pipe. It was discovered by Giovanni Venturi, an Italian physicist, in 1797 – exactly 222 years ago.

Source: 9tro.com

Posted in News

At the Suzuka 8 Hours, Pirelli wins the 2018/2019 FIM Endurance World Championship with the victorious Team SRC Kawasaki France

On the occasion of the last round of the Championship, the French team comprised of Jérémy Guarnoni, David Checa and Erwan Nigon, riding the Kawasaki ZX-10RR number 11, fitted with Pirelli DIABLO™ Superbike slick tyres in larger size and SCX compound, grad

On the occasion of the famous Suzuka 8 Hours endurance race, whose 42nd edition was held yesterday, Pirelli won the 2018/2019 FIM Endurance World Championship equipping, with DIABLO™ Superbike slick tyres in larger size and in the new SCX compound, Team SRC Kawasaki France.

Starting from the fourteenth position on the grid, the Kawasaki ZX-10RR number 11 ridden by Jérémy Guarnoni, David Checa and Erwan Nigon crossed the finish line of the last Championship race in twelfth position after making 209 laps and 8 pit stops in the 8 hours. That was enough to gain the world title thanks to the excellent performances obtained in the other events of the World Championship.

As usual in the FIM Superbike World Championship, Pirelli supported its teams participating in the FIM Endurance World Championship by offering them the latest technological solution developments. In this case, the DIABLO™ Superbike slick tyres in the larger sizes 200/65 rear and 125/70 front which, just this year, have joined the Pirelli range. In particular, in the five Championship races, the riders mostly used tyres from the larger range, SC1 at the front and SC0 at the rear, but at the Suzuka grand finale the new SCX compound solution also played a key role.Crucially for Pirelli these larger sized tyres in their debut year have earned two important accolades in the series, firstly winning the prestigious 24 Hours of Le Mans and then the FIM Endurance World Championship.

A season to be remembered for both Team SRC Kawasaki France together with Pirelli but certainly not without challenges and difficulties to overcome. In the first round, the Bol d’Or (which took place in September 2018), in qualifying the team obtained the pole position and the circuit lap record but in the race, after 22 hours in command and with four laps advantage, an electrical problem forced the riders in for several stops forcing them to finish the race only in seventh position. The result obtained in the 24 Hours of Le Mans last April was quite different and the win, with a decisive overtaking move less than fifteen minutes before the end of the race, was their sixth victory in the last ten years. At the 8 Hours Slovakia Ring in May bad luck returned to hit the French team which, after starting in fifth position, after an hour and a half race was forced to retire due to engine failure. Up to the penultimate race of the Championship, the 8 Hours of Oschersleben, where Team SRC Kawasaki France gained another splendid pole position and a second place in the race. Then finally a return to the head of the Championship and to lift the cup of the World Champions at the Suzuka 8 Hours race yesterday.

Over the five events the Pirelli-shod Kawasaki ZX-10RR number 11 logged some impressive numbers: over 10,000 kilometres ridden, 2078 laps raced, 73 pit stops, 2 pole positions, 1 victory, 1 second place and the icing on the cake , the world title!

Pirelli therefore celebrates the regained title of FIM Endurance World Champion and for the records, the Italian tyre company achieved another important success at the 8 Hours of Suzuka, namely the victory in the Superstock class with the BMW TONE RT SYNCEDGE 4413 team.

The next appointment is now for the opening round of the 2019/2020 FIM World Endurance Championship which will start on September 20, 2019 on the Paul Ricard Circuit of Le Castellet where the 83rd edition of Bol d’Or will take place.

Source: Pirelli

Posted in News

Schumacher Takes First Grand Prix Weekend Win On Pirelli P Zero Tyres in Formula 2

Mick Schumacher scored his first ever race win during a Formula 1 Grand Prix weekend with victory in the Formula 2 sprint race at the Hungaroring, going the distance on a set of medium Pirelli P Zero tyres.

Formula 2 also had the red-walled soft compound P Zero as a requirement for the feature race, which features a mandatory pit-stop, while Formula 3 utilised the medium compound tyre for the first time since its second round at Paul Ricard in June.

Formula 2Feature Race, the winning strategy: Nicholas Latifi won the F2 feature race for DAMS after getting ahead of Nyck de Vries, who claimed pole position in a wet qualifying session only to run wide at the first corner of the race. Starting on the soft tyre, Latifi went further into the race than de Vries before pitting for the medium tyres, but rejoined ahead in spite of his rival’s undercut attempt.

Nicholas Latifi: “The start was probably the race-defining moment, to get out into the lead, especially at this track. Then it was just about managing the opening stint really, which was a bit different to past races as we were starting on brand new tyres. The goal for me was always to try and extend it. It was a bit of a difficult strategy call of when to pit because we knew Nyck was going for the undercut, but at the same time I already had a big gap and I said ‘if I’m still pulling away relative to the others then let’s keep going’. Then it was just about managing traffic – there was a few guys on the other strategy – and managing the tyres which I was quite confident to do.”

Feature Race, alternative strategy: Jordan King (MP Motorsport) finished as the highest-placed driver to try the alternative strategy of starting on the medium tyre and switching to the soft. Taking the lead when the soft-starters pitted, King used his fresher and faster rubber late on to finish sixth, having started 10th.

Sprint Race, the winner: Mick Schumacher scored the first race victory at a grand prix weekend for a member of the Schumacher family since 2006 by winning the F2 sprint race. He resisted race-long pressure from Nobuharu Matsushita behind, with the Honda junior driver scoring the fastest lap of the race. All drivers went the distance on the same set of medium tyres, rather than attempt an alternate strategy of an optional pit-stop for softs.

Mick Schumacher: “I was always trying to keep [Matsushita] a bit behind, especially in the last sector, where mostly going into turn one is the easiest and most probable overtaking opportunity, so I tried to have a good exit out of the last corner every time which worked pretty well. He got pretty close when he had the DRS but in general I was trying to take care of my tyres, especially when those two [Matsushita and Sette Camara] were fighting. I tried to push to get away so I’d stay out of DRS but then also trying to look after the tyres so that if Nobuharu comes back, which was a matter of time, then I still had some tyre [life] left.”

Formula 3Race 1, the winner: Christian Lundgaard claimed his first F3 win with ART Grand Prix ahead of team-mate Max Fewtrell. Lundgaard led from pole position, maintaining the performance in his tyres until the very end of the race, when he posted the fastest lap of the race on the final lap.

Race 2, the winner: Prema Racing’s Marcus Armstrong became the seventh race winner this season, running away from Leo Pulcini after a brief elbows-out battle at turn two early on. But it was third-placed Jake Hughes who really made the P Zero tyres work to his advantage, climbing to third place as he’d done in race one and setting his fastest lap on the final tour of the circuit.

Pirelli QuotePirelli’s head of F1 and car racing Mario Isola: “Those drivers who learned to maximise the grip and durability of the P Zero slicks fared best at the Hungaroring. The undercut is often the most successful strategy option available but Nicolas Latifi made the softs work for longer than his chief rival and was rewarded. We were also very happy with the life of the medium tyre, especially with the best F3 drivers able to go as fast near the end of the race as at the start. Also, my congratulations to Mick Schumacher, Christian Lundgaard and Marcus Armstrong for their first wins in F2 and FIA F3 respectively.”

FIA Formula 2 CEO Bruno Michel: “The Pirelli tyres have played a key role in the closing laps of the F3 races this weekend to provide us with a great show. That’s what we want and what we like to see! This also provides the drivers with an extra challenge: whoever masters the degradation will shine at the finish line. This is something crucial in the learning curve towards the ultimate goal.”

Source: Pirelli

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We Test the 2020 Toyota Supra: Zero to 60 in 3.8 Seconds

Slide 34 of 57: 2020 Toyota Supra

  • The 2020 Toyota Supra achieved a 3.8-second zero-to-60-mph time in Car and Drivertesting.
  • The fifth-gen Supra also impressed with a 12.3-second quarter-mile time at 113 mph.
  • The trimmer dimensions and lack of a rear seat cut weight by 108 pounds compared with the mid-1990s, fourth-generation Supra.

We’re now able to quantify our recent positive tingles from our first time behind the wheel of a production 2020 Toyota Supra. We drove one back to our office from Toyota’s launch event at Summit Point Motorsports Park in West Virginia and have now had the chance to run our full gamut of performance tests on it.

In short, the fifth-generation Supra is quick-even quicker than anticipated, hauling to 60 mph in just 3.8 seconds and steamrolling through the quarter-mile in 12.3 seconds at 113 mph. Our best runs involved a light dollop of brake torquing to get engine revs off idle and then carefully applying the gas pedal to avoid excessive wheelspin. The launch-control program, which was inconsistent in its engagement, was considerably slower.

These acceleration times stack up favorably against some bigger, pricier guns, nearly hanging with a Chevy Corvette or a Porsche Cayman GTS through the quarter-mile and slightly outaccelerating the BMW M2 Competition and the Ford Mustang Shelby GT350. This doesn’t come as much of a surprise, given that it is based on BMW componentry, but the revived Supra follows in the BMW tradition of delivering far better performance than its claimed power, and thus power-to-weight ratio, would suggest. For example, at 10.1 pounds per horsepower, the Supra outaccelerates the Chevrolet Camaro SS 1LE, which has 120 more horsepower, each of which is only taxed with 8.2 pounds. It’s less a question of whether or not the Supra’s 335-hp inline-six is underrated, and more about how much. Unfortunately, we have yet to test a BMW Z4 M40i to see how close the Supra is to the more powerful, “382-hp” six-cylinder Z4.

a car parked in a parking lot: We perform our full battery of performance tests-acceleration, braking, and handling-on the 2020 Toyota Supra and find that Toyota's revived sports car brings the performance to back up the Supra lore.© Toyota We perform our full battery of performance tests-acceleration, braking, and handling-on the 2020 Toyota Supra and find that Toyota’s revived sports car brings the performance to back up the Supra lore.

Although the horsepower rating is only 15 hp higher, the new Supra is quite a bit quicker than the revered Mark IV Supra Turbo from the mid-1990s, and-shockingly in today’s world of almost always larger and heavier-108 pounds lighter, aided by its trimmer dimensions and lack of a rear seat. Our Renaissance Red test car weighed 3372 pounds, which is, impressively, a bit lighter than Toyota’s claimed curb weight despite the fact that ours was a loaded Premium model, which pushed the as-tested price to $56,115.

However, Toyota hasn’t divulged the coefficient of drag figure, and we’d guess by the way the Supra’s high-speed acceleration tapers off that it isn’t class-leading (all the fake vents probably don’t help, but they would hurt more if they were real). By 100 mph, the Supra falls behind the Camaro SS 1LE and the M2, and, by 150 mph, the Supra is trailing those two by 1.5 and 3.2 seconds, respectively.

Despite wearing modestly sized Michelin Pilot Super Sport tires-that, yes, are branded with BMW’s star (★) designation-the Supra averaged a heroic 1.07 g on the skidpad. That hangs with just about anything not wearing DOT-approved track tires like the Michelin Pilot Sport Cup 2 or Pirelli P Zero Corsas, and slightly better than the current top-dog Cayman GTS and BMW M2. Braking performance from 70 mph came in at a solidly impressive 148 feet, right in line with the front-engine competition, although the slightly front-biased Supra (51.5/48.5 percent front/rear) can’t hang with the rear-biased Porsche Cayman or Boxster.

Welcome back, Supra. You’ve been missed.

More pictures in source below.

Source. MSN Autosports 

 

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There’s a new Ferrari and it’s obviously Maranello’s best yet

Author: Dinesh Appavu

Ferrari has been hard at work on its latest flagship that would trump the LaFerrari for quite some time because it’s supposed to be the best yet. Now we’re finally privy to the most powerful, most advanced and fastest-accelerating road car out of Maranello; the SF90 Stradale.

It’s named after the scarlet team’s current Formula One machine, the SF90, and also pays tribute to the 90 years since Scuderia Ferrari came to be.

Ferrari’s own CEO; Louis Camilleri, describes the car as a “milestone in Ferrari’s history.” A lot of history is riding on the SF90 Stradale as it’s not only the newest flagship of the company but also the first series-production plug-in hybrid Ferrari. According to Louis, hypercar is the second of five new models to be launched in 2019.

The SF90 Stradale sits on a newly developed platform that is a first series-production multi-material chassis for the outfit made from aluminium and carbon fibre. All that exotica means it weighs less than a LaFerrari by 15kg; weighing in at a dry kerb weight of 1570kg, and having the best power-to-weight ratio of any Ferrari road car.

Ferrari claims a 40 per cent increase in torsional rigidity that in turn leads to improved dynamic performance, reduced noise, vibration and harshness.

Rumours have been rife about the car’s purported 1,000hp output over the last few years and it hasn’t strayed much from the number. The petrol engine makes 986hp; 36hp more than the LaFerrari, and obviously more than any other road-going Prancing Horse to date.

Central to all that is Ferrari’s award-winning narrow cylinder “F154” twin-turbo V8 found in the F8 Tributo. Here’ it’s been bored out from 3,902cc to 3,990cc. Of course, the engineers claim will sweat their mother’s lives on a complete redesign that comprises a new combustion, intake and exhaust system for mill that also includes a new 350-bar direct injection system.

It also incorporates a lower-mounted turbocharger and smaller flywheel that contributes to a lower centre of gravity. Inconel in the exhaust system instead of steel goes further to cut poundage.

Engine output alone is 769bhp and 800Nm of torque. It doesn’t stop there with a trip of electric motors with two driving the front and the third in the rear between the engine and transmission. That means all-wheel drive; something the LaFerrari made do without. Total horsepower is 986bhp.

A small 7.9kWh lithium ion battery gives the car 25.7km of pure-electric range; something else the LaFerrari did without. Although a hybrid, the LaFerrari’s electric motor was purely to supplement the engine’s performance and hence, never had the ability to propel the car purely on electricity.

However, the SF90 Stradale can run on electricity up to 135kph, with the battery being able to be charged by plugging in or the engine’s braking.

A brand new eight-speed dual-clutch automatic further reduces weight by checking in lighter than the outgoing seven-speed item.

It goes without saying that performance figures will make Albert Einstein roll in his grave. The century mark is dispatched in 2.5-seconds, a new record for Ferrari. It can also do 0-200kph in just 6.7-seconds; or the time it took you to read this paragraph.

eManettino is the new drive mode selector with four options. eDrive keeps the car running on the electric motor until it drains; Hybrid is the default setting, Performance ensures the engine is always charging the battery fully while Qualify keeps the electric motor running on maximum juice for a period of time to deliver maximum performance.

There’s a new brake-by-wire control that splits braking torque between the hydraulic system and the electric motors. This builds on the previous setup that saw the hydraulic system only supporting electric regeneration under hard braking.

Coupled with a new torque vectoring system that balances the front electric motors with the rear hybrid setup, the combo allows “a whole series of solutions to boost the SF90 Stradale’s lap times, while simultaneously guaranteeing that drivers of all kinds could make full use of the car’s potential and have fun behind the wheel.”

Aerodynamics is the most important bit of cutting through the air for quick times. The SF90 is no different Ferrari’s director of design, Flavio Manzoni, calling its development a real back-breaker. The SF90 Stradale’s exterior provides optimum balance between style, heritage and against advanced aerodynamics.

You can have the SF90 in two aero setups; the standard or Assetto Fiorano package. The latter is a more hardcore take that sacrifices comfort better track pace with more downforce and an interior with lesser creature comforts. The result is 30kg dropped. Rubbers also get upgraded to the default maximum performance items of Michelin Cup 2 with a bespoke compound over the standard Pirelli P Zero.

All in, Ferrari claims the SF90 is “the new benchmark for downforce and efficiency in high-performance road cars”. The numbers are 390kg of downforce generated at 250kph or 30kg more than the LaFerrari.

Even with all the weight reduction, Ferrari managed to integrate a push button door-opening system from the inside. A huge curved digital instrument cluster brings it into the future with all functions and infotainment controlled via the screen; or pretty much what Volvo has been doing for years. Ferrari’s put a lot of work into the steering wheel and swears that 80 per cent of the car’s functions can be controlled from it. Apparently, “eyes on the road, hands on the wheel” was a focus during development.

Still, it’s nice to see throwback touches such as the gear selections laid out in a H-gate style metal lever like Ferraris of yore.

Interestingly, the SF90 won’t be limited to a fixed number of units. Instead, production will be decided by the amount the carmaker can sell. On its debut, approximately 2,000 customers are lined up to see it and most have already ordered one. Those that place an order at the preview will have a long wait ahead of them.

On pricing, chief marketing and commercial officer Enrico Galliera said the SF90 will be cheaper than a LaFerrari but more than a 812 Superfast at between £500,000 and £750,000 (RM2.65 million to RM4 million).


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The Perfect Fit : Pirelli Perfect Fit

batch prova marcatura copy

Pirelli’s Perfect Fit tyres make sure no vehicles are left behind when it comes to optimal performance.

It’s been close to 40 years since Porsche owners were first acquainted with P Zero tyres – Pirelli’s custom-made, Original Equipment marked tyres made specially to help vehicles perform at their optimum.

In an effort to bring their tyres to more people around the world, Pirelli has linked up with several top car manufacturers – Bentley, Ferrari and Mercedes-Benz etc – to create the Perfect Fit.

Adhering to the concept, P Zero tyres put emphasis on the car’s performance, handling and safety, while enhancing all the vehicle benefits. Car owners will also sit easy knowing their tyres were specifically designed for the cars they are driving.

For Pirelli, an undertaking as precise as this took close to three years. The first three months were dedicated to design, the next two years to prototype development and the final half-year for industrialisation and production.

Besides appealing to drivers who want more from their cars, P Zero tyres contribute to a more balanced weight distribution, an increased compatibility with electronic systems, and better functionality across every type of vehicle.

With added noise cancellation technology, P Zero tyres with low rolling resistance can improve your everyday drive. It provides an exceptional grip for maximum safety that leads to a high level of stability and traction, even in cold weather and snow.

STORY Loo Hanwei
PHOTOS Pirelli

Source : Top Gear Singapore

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The Grand Giveaway!

This could be your chance to visit Tokyo ! Win 2 round-trip tickets to Tokyo and for every purchase , you’ll also be getting a Thank You gift plus a shopping voucher from us when you participate in our campaign. See  below our exclusive Thank You gifts for Pirelli!!

Voucher Entitlement :
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Step 2 : Like and Follow our IG @tyremart_brunei / FB @tyremart . Yes!
Step 3 : Share and tag any of your friends. Yes!

 

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Buy and Fly!

Stand a chance to win 2 round-trip tickets to the beautiful city of Seoul and in addition, for every purchase, we’ll also be giving away a Thank You Gift plus a $5 petrol voucher when you participate in our campaign. See below an array of our fabulous Thank You Gifts!!

Voucher Entitlement.
Step 1 : Minimum purchase of B$100. Yes!
Step 2 : Like and Follow our IG @tyremart_brunei / FB @Tyremart. Yes!
Step 3 : Share / Repost and tag any of your friends. Yes!

 

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Where New Racing Rubber Meets The Road

Pirelli shares their new 2019 tyres with F1 teams in a pre-season data-gathering speed fest in Abu Dhabi’ Yas Marina Circuit


 

Just 48 hours after Lewis Hamilton sprayed champagne over the final Formula One podium of 2018, teams were back in action at the Yas Marina Circuit on Tuesday for the Pirelli pre-season tyre test.

The purpose of the test was to give the 10 F1 teams running experience with Pirelli’s intended 2019 tyre compounds, comparing them to the known characteristics of the current 2018 tyres. Each team had a choice of sampling the 2019 range of different tyres, each one offering a specific amount of grip versus longevity.

With testing of this sort, comparisons between a team’s two drivers need to be taken with a “touch of salt” since the drivers are usually testing different performance aspects.  Each test demands specific driving profiles, such as qualifying speed opposed to long stint laps, or driving to a particular average speed to check for wear.

As such, comparing different teams is nearly impossible due to fuel loads, aero loads and camber settings. Nevertheless, a few observations are available following the last laps on the Yas Marina Circuit.

Charles Leclerc will immediately bolster Ferrari’s fortunes in 2019. The young recruit went faster than teammate Sebastian Vettel’s benchmark after just a few hours and quickly came to grips with Pirelli’s ‘Compound 5’ tyre – the 2019 Hypersoft – to end up on a 1m36.450s.

Vettel’s time from Tuesday was set on the 2018 Hypersoft. With new 2019 FIA-mandated front wings being developed for tighter closer racing and less buffeting for the following car, the new-spec of that compound will offer similar performance but has been improved to suffer less graining.

That time was 1.7s slower than Lewis Hamilton’s pole time for Sunday’s Abu Dhabi GP, at 1m34.794s, but that speed was gained through careful tuning, different track temperatures and a much lighter fuel load under competition settings (read – full PU power settings)

Another comparison could be made from Valtteri Bottas’ best testing time in the Mercedes entry, which was the fourth fastest after qualifying second just three days earlier. Rather than speed, Mercedes was looking at wear for the same new Compound 5 tyre as Leclerc over a long stint, and thus was driving to a particular speed profile recorded by sensors.

Over at Red Bull, 2019 title-hunter Max Verstappen was also driving to a set profile with the 2018-spec Ultrasoft (one grade harder than the Hypersoft) on Tuesday. Newly promoted from Toro Rosso, teammate Pierre Gasly was given the same task for the 2019 tyre and ended Wednesday testing as Leclerc’s closest challenger.

Since the 2019 Red Bull will sport an all-new Honda PU to replace the current Renault unit, the Dutchman was using his patented long-stint expertise to set a benchmark profile over 133 laps to compare to Pirelli’s 2019-spec rubber. That approach could also hint a Red Bull’s 2019 aero and suspension design direction with the new wings – giving 2018 downforce and grip on a bit harder tyre for longer stints and closer racing without graining.

You never know with designer-supreme Adrian Newey.

New faces were everywhere. Williams had both Robert Kubica and newly-crowned F2 champion George Russell sharing test duty on the new Compound 5 tyre. With Williams’ current 2018 car having known aero issues, it was just a familiarisation run for both drivers. Their 2019 car will need to be substantially improved to be competitive, so any running this week would be worthless data-wise.

Much the same at McLaren, where newly-signed Lando Norris teamed with Carlos Sainz to do long-stint work on the Compound 5/Hypersoft wear data. With their much-unloved chassis bound for the McLaren HQ museum, they will need to wait until simulation work on the clean-sheet 2019 car to feed their Abu Dhabi test data.

Still, with 286 laps between the two new teammates, they finished fifth fastest in the test. Count on both drivers being ready to make their mark with the “all-new” McLaren at Barcelona testing in February.

Lance Stroll tested both Tuesday and Wednesday with Racing Point Force India, as he awaits news of his contract. Teammate Sergio Perez joined him on Tuesday.

Renault’s newly-signed Daniel Ricciardo’s contract terms from his former Red Bull team prohibited any Renault testing until 2019, so Nico Hulkenberg, fresh from being upside-down on Sunday, carried the brunt of testing with Renault third-driver Artem Markelov.

Perhaps the most anticipated “debut” was that of Kimi Raikkonen, returning to Sauber just two days after his final race for Ferrari and 17 years on from his debut with the Swiss outfit in 2001.

The Finn was released from his Ferrari contract early ahead of his move to Sauber over this winter and completed 39 laps in the morning, and 102 laps overall on Compound 5 before his running was cut short on track at Turn 7 in the final hour, due to a technical (read – smoking halt) issue.

New team pilot Antonio Giovanazzi got a full taste of 2019 Pirelli rubber on Wednesday, putting in another 128 laps on the new Compound 5 for Sauber Alfa Romeo data mining.

Toro Rosso resigned Daniel Kvyat for 2019 after removing him from the Red Bull roster in 2018. He recorded 155 trouble-free laps on Wednesday, while Sean Galael stood in for newly-signed Alex Albon on Tuesday and contributed another 150 laps for study.

That left Haas with recruits Louis Delatraz and third-generation Pietro Fittipaldi to lay down test laps for data study.

The Pirelli tire tests coupled with F1’s 2019 rule changes give another hint that 2019 might offer better racing. With new quotes attributed to Liberty’s racing boss, Ross Brawn that the separation between the Big Three (Ferrari, Mercedes and Red Bull) and the midfield are not acceptable raises even more of a possibility that the days of wheel-to-wheel hammer and tongs racing remains a dream of the Liberty era.

Let’s see how much of that dream makes it through in 2019. We’ll find out in Barcelona testing starting Monday, February 18.

Source. Blackbird Automotive Journal

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2019 Hyundai Veloster N Performance Package

© Marc Urbano Second place

In price and straight-line performance, the 275-hp Veloster N Performance package squeezes into the space between the Honda Civic Si and the Type R. While this doesn’t make our jobs any easier, the roughly $30,000 N does carve out an intriguing niche. Keeping with the long-standing Hyundai tradition, the Veloster N packs big value into a tidy package, and this ability to punch above its weight class is why we put it up against the top-hole Civic. What’s different with this one, though, is the N’s very un-Hyundai-like driving experience.

Strip the Type R from the picture and the N’s track numbers are at the head of the front-drive hot-hatch class. The scramble to 60 mph takes just 5.2 seconds. With 235/35R-19 Pirelli P Zero PZ4 tires wrangling just 3077 pounds of Veloster, the N corners and stops deliberately. Grip registers at 0.97 g around the skidpad, and a stop from 70 mph requires but 154 feet.

The N steers clearly, turns in quickly, and balances nicely. The engine’s 260 pound-feet of torque, available from 1450 rpm, yanks the car off the line with an urgency that doesn’t abate until the 6750-rpm redline. A deep thrum emanates from the turbo four-cylinder in the same key as a VW GTI’s, while the active exhaust system turns any road into a firing range of pops and cracks.

© Marc Urbano

Compared with the Honda’s three driving modes, the Hyundai’s five-mode system offers authority over more variables and with greater bandwidth. The N Custom mode allows the driver to pick a just-right blend of throttle response, damping, steering weight, rev matching, stability control, and exhaust note. Our preferred winding-road setup dials in everything save for the suspension to its most aggressive position, but there’s just as much value in the ability to relax every option for a long highway run or the daily rush-hour slog.

Push the Veloster N outside its comfort zone, though, and you’ll find some rough edges. The steering occasionally unweights in tight corners at the limit. The light shifter doesn’t snap into position with the crispness expected of a hot hatch, feeling cheap and insubstantial compared with the Honda’s stick. The Veloster has less polish in its damping than the Civic, and its wheels are more prone to banging over potholes. Less body control also means the N is more likely to waver across mid-corner bumps. When the Triple Nickel (Ohio State Route 555) turns malevolent, the N can’t keep up with the fast camber changes, the scarred pavement, and the blind crests in the middle of a kink the way the Civic does.

We also observed significant brake-pad knock­back after hammering the Veloster around long interchange sweepers, a situation that presents the driver with a disconcertingly soft pedal the next time he needs the brakes.

© Marc Urbano The Veloster N’s sporty get-up may be considered understated only when compared with the Type R’s. Its interior is, er, cost-conscious.

Some might find the Veloster N easier to live with (and be seen in) on a daily basis than the Type R. The N’s wider, lightly bolstered front seats fit more body shapes and are easier to slide in and out of than the R’s. And Hyundai’s no-nonsense infotainment and climate controls are among the most intuitive in the business.

At 11.5 inches shorter than the Civic, the Veloster is snugger aft of the front seats. Adults can do short stints in the rear, but they won’t have the all-day comfort offered by the roomier Civic. And then there’s the matter of the three-door Veloster’s unusual apertures. Rear-seat occupants have to scuttle through the passenger’s-side rear door or else climb over the driver’s seatback, coupe style. To feed anything into the deep and wide cargo hold means you’ll first have to lift it through the tall and narrow hatch opening.

The Veloster N is a great hot hatch, and it marks an admirable freshman effort from Hyundai’s budding performance division. The notion of what a sporty Hyundai can and should be has come a long way from the Tiburon and the Genesis coupe. The work’s not done yet, though.

 

Source. MSN Philippines News

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