Lotus exige Cup 260
Modérateurs : Stew, blacksrookie, senior, Puff92
alanoo a écrit :Ce que t'oublies c'est que l'aéro de la 2-Eleven est spécialement étudiée pour ce facteur et tu ne montres pas aussi la partie la plus importante de ce système..
Le capot moteur de l'Exige est quand même ajouré. Même si c'est pas la même chose que la 2 Eleven, je pense qu'on peut s'approcher du résultat.
Sur d'autres forums, g vu des gens qui ont fabriqué un échangeur plus performant. Si on y rajoute des boas (qui viennent du font plat ou d'ailleurs) on doit quand meme avoir une nette amélioration du refroidissement.
ex Turbo 4944
Exige S 2008 Starlight Black - Pack Sport, Performance, LSD, Jantes Forgées - Carter cloisonné, Nitrons Track Days + Géométrie perso, Kit batterie TAT, buse carbone Sebcbien
Exige S 2008 Starlight Black - Pack Sport, Performance, LSD, Jantes Forgées - Carter cloisonné, Nitrons Track Days + Géométrie perso, Kit batterie TAT, buse carbone Sebcbien
alanoo a écrit :amélioration oui, nette je suis loin d'etre persuadé
(à part si tu l'isoles beaucoup beaucoup mieux du reste du compartiment moteur peut être)
Le principale c'est quand même de l'alimenter en air frais non ?
Peut être qu'on pourrait l'isoler du reste du moteur par une structure carbone (fabrication maison) qui pourrait aussi diriger l'air en sortie d'échangeur, directement à travers le capot moteur :-)
ex Turbo 4944
Exige S 2008 Starlight Black - Pack Sport, Performance, LSD, Jantes Forgées - Carter cloisonné, Nitrons Track Days + Géométrie perso, Kit batterie TAT, buse carbone Sebcbien
Exige S 2008 Starlight Black - Pack Sport, Performance, LSD, Jantes Forgées - Carter cloisonné, Nitrons Track Days + Géométrie perso, Kit batterie TAT, buse carbone Sebcbien
sa serait pas plus simple d'augmenter la taille des radiateurs et de la pompe? je veux dire, par exemple en informatique, en cas de chauffe anormale d'un composant, on préféré mettre un radiateur plus gros plutôt que augmenter le flux d'air. Bon il est clair que le mieux est de faire les 2, mais je pense qu'il est en premier lieu préférable d'augmenter la taille du radiateur... Après je dit peu être n importe quoi, vu que je me base sur l'informatique mais bon, voila 
yoh a écrit :sa serait pas plus simple d'augmenter la taille des radiateurs et de la pompe? je veux dire, par exemple en informatique, en cas de chauffe anormale d'un composant, on préféré mettre un radiateur plus gros plutôt que augmenter le flux d'air. Bon il est clair que le mieux est de faire les 2, mais je pense qu'il est en premier lieu préférable d'augmenter la taille du radiateur... Après je dit peu être n importe quoi, vu que je me base sur l'informatique mais bon, voila
Effectivement il faut essayer de faire les 2 en même temps. Mais c'est pas forcement plus utile d'avoir un échangeur plus gros si il n'y a pas plus d'air pour l'alimenter.
ex Turbo 4944
Exige S 2008 Starlight Black - Pack Sport, Performance, LSD, Jantes Forgées - Carter cloisonné, Nitrons Track Days + Géométrie perso, Kit batterie TAT, buse carbone Sebcbien
Exige S 2008 Starlight Black - Pack Sport, Performance, LSD, Jantes Forgées - Carter cloisonné, Nitrons Track Days + Géométrie perso, Kit batterie TAT, buse carbone Sebcbien
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In : EVO magazine, mars 2009
Lotus Exige Cup 260
Rating: 4.5* out of 5
New-year diet makes Lotus Exige more hardcore than ever before
Text: John Barker / Photos: Chris RutterMarch 2009
Zero to 60mph takes four seconds dead, says Lotus, and you think, yeah, that’s possible
What do an Exige’s carpets, mudflaps, battery cover, interior mirror, sun visors and the gas strut for the engine cover have in common? According to Lotus’s engineers, they are all ‘non-essential’ items and can be deleted on the 2009 Exige Cup 260, saving 4kg. There’s an admirable honesty to the company’s claims, but then it needs to show what makes this year’s Cup 260 worth having over last year’s, or the Cup 255 or the Cup 240 or any of the other Series 2 Exiges that have had their 15 minutes of fame on the Lotus price list.
As you may have already guessed, this year’s Exige Cup showcases weight reduction. It features even lighter forged alloy wheels (-10kg), carbonfibre panels (-12kg) and a number of other changes, including a smaller motorsport battery and lighter flywheel, that, along with the ruthless cull of non-essentials, takes the reduction to 38kg. The bottom line is a kerb weight of 890kg.
I’m pretty sure we don’t have the full 38kg saving, though. We have a radio and two speakers (which struggle to be heard at a motorway cruise), plus carpets, sun visors and, bizarrely, a rear-view mirror, which shows nothing – the rear window has been replaced by a solid panel. Mind, the other ‘luxuries’ serve to make the Cup a properly habitable road car, and although they lift the weight to around 900kg, this is still a light car; a Megane R26.R is 1220kg, an MX-5 1155kg.
Cheap this Exige isn’t if you’d like it road-registered – but with little more than a few straightforward modifications this pocket GT would be race- ready. It’s eligible for many championships for road-legal sports cars in Europe and Asia, and the new pan-European Lotus Cup Europe too.
Up close you can see the many new carbonfibre parts – front splitter, dash top, roof, side scoops, engine cover and rear wing – but to distinguish it from previous Exiges the new 260 Cup also has a set of (deletable) body stripes. To me it looks like tribal tattooing – I half expected to find a swirly tramp-stamp between the tail lights.
Once mounted on fixed runners, the Cup 260’s carbonfibre-shelled seats are FIA-approved for competition, and while there’s not much of them, they prove brilliantly supportive and comfortable. And yet, even knowing that this Exige is virtually a racer, there isn’t the rawness you expect. Twist the key, thumb the yellow starter button and, even with its skinny flywheel, the supercharged Toyota engine at your back sounds plain, tinkly, discreet.
Even when you get moving there’s little initially to suggest you’re at the helm of a racer. This Exige shares characteristics with every other Lotus based on the aluminium Elise chassis, namely untaxing steering, a light, snappy gearshift, air-light pedal resistance and the feeling that there’s not much mass pinning the front tyres to the road. In short, it takes little muscle to pilot the Exige. But it soon becomes starkly obvious that lurking just beneath this lightness of touch are some jagged, uncompromising hard-points.
You’ll notice the first when you stamp on the throttle. Now, 257bhp (260 PS) is a decent chunk of grunt, but in the lightweight Exige it feels magnified. These are supercharged horses, too; pin the throttle and the car snaps forward instantly. There’s decent torque below 4000rpm but it really piles on the coals from there on, getting ever stronger until the acceleration feels crazy, the supercharger adding a discordant edge, a distant shriek like aluminium sheet being fed ever faster into a buzz-saw. At 7000rpm the engine gets a second wind and the noise gains a manic edge that suggests it might be about to explode, at which point three squashed red circles light up in the centre of the rev-counter, heralding the arrival of the 8000rpm rev-limiter, though for two glorious seconds 8500rpm is permitted. Grab another gear – schlack! - and the Exige is off again, mad as before. Zero to 60mph takes four seconds dead, says Lotus, and you think, yeah, that’s possible. It also claims zero to 100mph in 9.9sec, a genuine supercar figure, and you think, you betcha.
Then you transfer your right foot to the brake pedal and, despite knowing that the controls offer little resistance, you stand the car on its nose, or at least feel like you have. Braking power is huge and response is very sharp (and backed by anti-lock) providing you with your first important Exige lesson, which is to master delicacy of input.
The Cup’s handling requires a similarly considered and sensitive touch. You might expect as much, given the combination of cold, slick asphalt and a track-tuned road car wearing what look like cut slicks – Lotus-spec Yokohama A048s. If you want to drive it on or near its high‑G limits, you can’t just pitch it in, stab the throttle and make it up as you go along.
With its adjustable dampers and front anti-roll bar optimised towards road use, the Exige feels quite light on its toes, but its ride has an edge of firmness to it, both the surface’s graininess and its bigger undulations feeding through to the wheel and the seat. Yet, unexpectedly, there’s also quite noticeable pitch and roll when you brake and turn, though in these conditions that helps keep all four shiny contact patches in touch with the wet surface. Grip is surprisingly good and there’s terrific feel through the small, thin-rimmed Momo wheel – when you suspect the front may be about to understeer wide, you’re right. A bit of slip at the rear would neutralise it, and there’s the power to deliver it, but it would feel brave to go there, even at quite low speeds.
It’s the lightness of the front end, its relative lack of bite into the road compared with the solidly hooked-up, heavier rear. You can, in theory, set a limit on slip by using the adjustable traction control, but the rear has a very high limit of grip, helped no doubt by the standard-fit, torque-biasing differential (even on a wet road the rear tyres refuse to break traction in a straight line). It feels like if the back end did let go there wouldn’t be enough bite at the front to balance a slide.
As a consequence, your approach to a sinuous, wet road is to brake in a straight line, make calm steering inputs and guide the car precisely and smoothly into turns to maximise front-end grip. It’s then a case of feeding in as much power as early as you dare. It feels like treading a thin line and gets all of your attention, yet a glance at the speedo reveals that the Exige is covering the ground at an astonishing pace.
We didn’t see much dry tarmac while the Exige was with us, but I can imagine wanting to try firmer front damper settings. It’s a shame the adjusters aren’t as accessible as they are on some cars, but I can imagine tinkering with the set-up on trackdays to tailor the car to the track.
Chapman is credited with saying, ‘Power makes you faster down the straights, lightness makes you faster everywhere.’ This Exige combines both. I reckon there wouldn’t be much that could live with it on a circuit, even on its road settings.
EVO rating : Feels like a race car, works on the road
Specifications :
In-line 4-cyl, 1796cc, supercharger
Max power: 257bhp @ 8000rpm
Max torque: 174lb ft @ 6000rpm
0 - 60mph: 4.0sec
Top Speed: 152mph
On sale: Now
Lotus Exige Cup 260
Rating: 4.5* out of 5
New-year diet makes Lotus Exige more hardcore than ever before
Text: John Barker / Photos: Chris RutterMarch 2009
Zero to 60mph takes four seconds dead, says Lotus, and you think, yeah, that’s possible
What do an Exige’s carpets, mudflaps, battery cover, interior mirror, sun visors and the gas strut for the engine cover have in common? According to Lotus’s engineers, they are all ‘non-essential’ items and can be deleted on the 2009 Exige Cup 260, saving 4kg. There’s an admirable honesty to the company’s claims, but then it needs to show what makes this year’s Cup 260 worth having over last year’s, or the Cup 255 or the Cup 240 or any of the other Series 2 Exiges that have had their 15 minutes of fame on the Lotus price list.
As you may have already guessed, this year’s Exige Cup showcases weight reduction. It features even lighter forged alloy wheels (-10kg), carbonfibre panels (-12kg) and a number of other changes, including a smaller motorsport battery and lighter flywheel, that, along with the ruthless cull of non-essentials, takes the reduction to 38kg. The bottom line is a kerb weight of 890kg.
I’m pretty sure we don’t have the full 38kg saving, though. We have a radio and two speakers (which struggle to be heard at a motorway cruise), plus carpets, sun visors and, bizarrely, a rear-view mirror, which shows nothing – the rear window has been replaced by a solid panel. Mind, the other ‘luxuries’ serve to make the Cup a properly habitable road car, and although they lift the weight to around 900kg, this is still a light car; a Megane R26.R is 1220kg, an MX-5 1155kg.
Cheap this Exige isn’t if you’d like it road-registered – but with little more than a few straightforward modifications this pocket GT would be race- ready. It’s eligible for many championships for road-legal sports cars in Europe and Asia, and the new pan-European Lotus Cup Europe too.
Up close you can see the many new carbonfibre parts – front splitter, dash top, roof, side scoops, engine cover and rear wing – but to distinguish it from previous Exiges the new 260 Cup also has a set of (deletable) body stripes. To me it looks like tribal tattooing – I half expected to find a swirly tramp-stamp between the tail lights.
Once mounted on fixed runners, the Cup 260’s carbonfibre-shelled seats are FIA-approved for competition, and while there’s not much of them, they prove brilliantly supportive and comfortable. And yet, even knowing that this Exige is virtually a racer, there isn’t the rawness you expect. Twist the key, thumb the yellow starter button and, even with its skinny flywheel, the supercharged Toyota engine at your back sounds plain, tinkly, discreet.
Even when you get moving there’s little initially to suggest you’re at the helm of a racer. This Exige shares characteristics with every other Lotus based on the aluminium Elise chassis, namely untaxing steering, a light, snappy gearshift, air-light pedal resistance and the feeling that there’s not much mass pinning the front tyres to the road. In short, it takes little muscle to pilot the Exige. But it soon becomes starkly obvious that lurking just beneath this lightness of touch are some jagged, uncompromising hard-points.
You’ll notice the first when you stamp on the throttle. Now, 257bhp (260 PS) is a decent chunk of grunt, but in the lightweight Exige it feels magnified. These are supercharged horses, too; pin the throttle and the car snaps forward instantly. There’s decent torque below 4000rpm but it really piles on the coals from there on, getting ever stronger until the acceleration feels crazy, the supercharger adding a discordant edge, a distant shriek like aluminium sheet being fed ever faster into a buzz-saw. At 7000rpm the engine gets a second wind and the noise gains a manic edge that suggests it might be about to explode, at which point three squashed red circles light up in the centre of the rev-counter, heralding the arrival of the 8000rpm rev-limiter, though for two glorious seconds 8500rpm is permitted. Grab another gear – schlack! - and the Exige is off again, mad as before. Zero to 60mph takes four seconds dead, says Lotus, and you think, yeah, that’s possible. It also claims zero to 100mph in 9.9sec, a genuine supercar figure, and you think, you betcha.
Then you transfer your right foot to the brake pedal and, despite knowing that the controls offer little resistance, you stand the car on its nose, or at least feel like you have. Braking power is huge and response is very sharp (and backed by anti-lock) providing you with your first important Exige lesson, which is to master delicacy of input.
The Cup’s handling requires a similarly considered and sensitive touch. You might expect as much, given the combination of cold, slick asphalt and a track-tuned road car wearing what look like cut slicks – Lotus-spec Yokohama A048s. If you want to drive it on or near its high‑G limits, you can’t just pitch it in, stab the throttle and make it up as you go along.
With its adjustable dampers and front anti-roll bar optimised towards road use, the Exige feels quite light on its toes, but its ride has an edge of firmness to it, both the surface’s graininess and its bigger undulations feeding through to the wheel and the seat. Yet, unexpectedly, there’s also quite noticeable pitch and roll when you brake and turn, though in these conditions that helps keep all four shiny contact patches in touch with the wet surface. Grip is surprisingly good and there’s terrific feel through the small, thin-rimmed Momo wheel – when you suspect the front may be about to understeer wide, you’re right. A bit of slip at the rear would neutralise it, and there’s the power to deliver it, but it would feel brave to go there, even at quite low speeds.
It’s the lightness of the front end, its relative lack of bite into the road compared with the solidly hooked-up, heavier rear. You can, in theory, set a limit on slip by using the adjustable traction control, but the rear has a very high limit of grip, helped no doubt by the standard-fit, torque-biasing differential (even on a wet road the rear tyres refuse to break traction in a straight line). It feels like if the back end did let go there wouldn’t be enough bite at the front to balance a slide.
As a consequence, your approach to a sinuous, wet road is to brake in a straight line, make calm steering inputs and guide the car precisely and smoothly into turns to maximise front-end grip. It’s then a case of feeding in as much power as early as you dare. It feels like treading a thin line and gets all of your attention, yet a glance at the speedo reveals that the Exige is covering the ground at an astonishing pace.
We didn’t see much dry tarmac while the Exige was with us, but I can imagine wanting to try firmer front damper settings. It’s a shame the adjusters aren’t as accessible as they are on some cars, but I can imagine tinkering with the set-up on trackdays to tailor the car to the track.
Chapman is credited with saying, ‘Power makes you faster down the straights, lightness makes you faster everywhere.’ This Exige combines both. I reckon there wouldn’t be much that could live with it on a circuit, even on its road settings.
EVO rating : Feels like a race car, works on the road
Specifications :
In-line 4-cyl, 1796cc, supercharger
Max power: 257bhp @ 8000rpm
Max torque: 174lb ft @ 6000rpm
0 - 60mph: 4.0sec
Top Speed: 152mph
On sale: Now
Quand je lis ce que je lis, quand je vois ce que je vois, quand j'entends ce que j'entends, je suis heureux de penser ce que je pense
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C'est beau à en poser son cul sur le capot ! 
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senior
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Stew a écrit ::-o C'est beau à en poser son cul sur le capot !
Quand je lis ce que je lis, quand je vois ce que je vois, quand j'entends ce que j'entends, je suis heureux de penser ce que je pense
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senior
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Oli a écrit :La tienne sera de cette couleur Senior ?
Le Scenic III n'existe malheureusement pas de cette couleur
Quand je lis ce que je lis, quand je vois ce que je vois, quand j'entends ce que j'entends, je suis heureux de penser ce que je pense
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GuillaumeS
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senior a écrit :Oli a écrit :La tienne sera de cette couleur Senior ?
Le Scenic III n'existe malheureusement pas de cette couleur
SENIOR !!!
tu n'es absolument pas crédible !
De plus, au travers de tes mensonges répétés, tu ne fais qu'encourager les "poseurs de fesses" qui verrons dans leur acte éhonté, la revanche (bien méritée) de tant de mythomanie:
petit rappel de la définition:
En psychologie, la mythomanie est une tendance au mensonge pouvant aller jusqu'à altérer durablement la vie sociale. Il a été observé que le mythomane ment souvent parce qu'il craint la réaction (de dévalorisation, par exemple) qu'entraînerait l'aveu de la réalité.
Cette pathologie entraîne un handicap social important dans les cas où le malade procède à des altérations mineures et crédibles de la réalité. L'aveu étant souvent ou presque toujours accompagné de réactions négatives de l'entourage, la mythomanie tend à s'auto-entretenir.
[/u]
DRIVE IT LIKE YOU STOLE IT !!!
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senior
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Oli a écrit :C'est "Hans only" bien entendu. Si tu n'es pas équipé, le toit se rétracte et tu te fais éjecter à 15 mètres de hauteur.
Quand je lis ce que je lis, quand je vois ce que je vois, quand j'entends ce que j'entends, je suis heureux de penser ce que je pense
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senior
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chord a écrit :...
Cette pathologie entraîne un handicap social important dans les cas où le malade procède à des altérations mineures et crédibles de la réalité. L'aveu étant souvent ou presque toujours accompagné de réactions négatives de l'entourage, la mythomanie tend à s'auto-entretenir.
Quand je lis ce que je lis, quand je vois ce que je vois, quand j'entends ce que j'entends, je suis heureux de penser ce que je pense
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blacksrookie
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GuillaumeSoete a écrit :Ce genre de baquet, c'est Hans friendly ou Hans only ?
C'est réservé aux teutons prénommés Hans ces sièges 
bon ce suspense est insoutenable
Moi, je ne l'aurai pas prise en rouge mais bon pourquoi pas
Jeff Meth group 2.0 Product Addict
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L'ISM 2025 cap à l’Est
Red Jumpy Driver Megane à pile
Ancien Sauveur de planète en GLC, alias "Crack Picasso" - Ex Touran Club addict
L'ISM 2025 cap à l’Est
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GuillaumeS
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gaétan79 a écrit :Cette semaine instalation des harnais SCHROTH. Régler les suspat pour la piste, et Dimanche au Bugatti elle va enfin mettre ses roues sur la piste
As-tu conservé les ceintures de sécurité et, si oui, peut-on fixer harnais+ceinture sur le même boulon (sur le côté du siège près du ponton) ?
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senior a écrit :gaétan79 a écrit :Cette semaine instalation des harnais SCHROTH. Régler les suspat pour la piste, et Dimanche au Bugatti elle va enfin mettre ses roues sur la piste
As-tu conservé les ceintures de sécurité et, si oui, peut-on fixer harnais+ceinture sur le même boulon (sur le côté du siège près du ponton) ?
Oui je garde les ceintures de sécurité, les harnais sur route c'est moyen.
On peut effectivement fixer ceinture +harnais sur le même boulon.
Tu en commande une alors???
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gaétan79 a écrit :senior a écrit :gaétan79 a écrit :Cette semaine instalation des harnais SCHROTH. Régler les suspat pour la piste, et Dimanche au Bugatti elle va enfin mettre ses roues sur la piste
As-tu conservé les ceintures de sécurité et, si oui, peut-on fixer harnais+ceinture sur le même boulon (sur le côté du siège près du ponton) ?
Oui je garde les ceintures de sécurité, les harnais sur route c'est moyen.
On peut effectivement fixer ceinture +harnais sur le même boulon.
Merci pour l'info
Quand je lis ce que je lis, quand je vois ce que je vois, quand j'entends ce que j'entends, je suis heureux de penser ce que je pense
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Il faut le kit qui rend les ceintures et les harnais compatibles sur les points d'ancrage latéraux.
Voici le lien des détails de montage avec le lien à la fin pour le kit:
http://myelise.fr/tuto/pdf_files/Instal ... oth_fr.pdf
Voici le lien des détails de montage avec le lien à la fin pour le kit:
http://myelise.fr/tuto/pdf_files/Instal ... oth_fr.pdf