Martrack

Excellent ! Any thoughts / feedback on the 6 levels TC ? Did you find it useful over the standard modes ?

I just read that the Race version comes in 2 versions, with a 6 speeds sequential or with a 7 speeds dual clutch gearbox. Fore sure the one from the presentation video above in this thread runs the sequential one... At least it sounds like

Thank you Dave for your feedback. Mmmh yes you're right regarding RWD cars. We should then keep some amount of rear toe-in, IMO possibly reducing it until the rear is not too much / anymore constrained entering the corners, without becoming scary exiting the corners and under hard / heavy situations. Experiencing is certainly the best to find the right balance, but of course it takes time. Additional interesting reading : https://www.turnology.com/tech-stories/baseline-alignment-specs-for-fwd-rwd-and-awd-to-make-you-faster/

Unfortunately I've no experience with Exige yet, I hope next year though. But with Clio Cup race cars, where at the front we set 0 or a very very slight amount of negative toe. And at the rear, we set toe out. The more toe out you set at the rear, the more easily the car will rotate entering the corner, the less steering-wheel angle you will have to use for the same corner (which also helps saving your front tyres). While the rear inside wheel will be almost unloaded, the outside one, due to its angle, will pull the back of the car out of the corner. This is rather "surprising" when yo

Rear toe setting is important too. On road cars, we generally (always ?) see toe-in, so that rear is as stable as possible, for security purpose. On race cars, we generally see toe-out, so that rear helps rotate the car when it enters the corner. Of course, on its road cars, Lotus recommends a toe-in value. I don't know how others do, but IMO, you should at least verify you're not above it Of course interested to have your feedback whether or not you'll find better settings / better car behaviour

Interested to know more about this, as I saw other comments, at least from a Cup 430 owner, telling that you can't brake and turn at the same time. Don't know at which point though. Your instructor (as per your Youtube videos) also seems to confirm this at both SPA & Nordschleife... Curious to know what would prevent to trail brake with such cars, especially as that's the proper way to brake...

May be one the reasons why Cup 430 does not have a LSD : https://twitter.com/Ad_Kelsall/status/1075669664481591296 Lotus have hinted that the Exige has been borderline needing an lsd for a while with the V6 Exige. JMG their ex boss mentioned that to fit one to the 430 Cup would have required much more stability control calibration and chassis set up so they didn’t bother. Fitting a LSD may then not be the only thing needed to do the job properly...

Some check engine light issue on a few cars (2 as far as I remember) they mounted the AUTO-BLiP on. As here : https://www.thelotusforums.com/forums/topic/92191-exige-380-ecu-remap/?do=findComment&comment=840962 So they decided to drop it from their store.

I don't know whether or not you managed to solve your AUTO-BLiP issue, but trying to find other failure reports, I found this, which looks similar : https://www.mustang6g.com/forums/threads/solved-autoblip-causing-issues.124470/ With a solution and interesting info in post #8.

Now available

380 handbook may help giving some clues on how this works : https://www.thelotusforums.com/forums/topic/93345-the-380-cup-owners-handbook-supplement/

Other numbers : https://www.thelotusforums.com/forums/topic/88405-lotus-exige-cup-380/?do=findComment&comment=729111

Here's a dedicated topic with more info :

I would go for Trofeo R. Which are in addition now available in 430 Cup size (both front & rear). I got some feedback from an experienced driver on his 430 Cup, PS Cup 2 are nothing compared to Trofeo R in terms of performance, you can bring the car wherever you want, and the difference is obvious at braking, this really changes everything. For sure, worth a try But at cost of lifetime (and also unit price if I'm correct)...

Pricing starts at 249,000 euros (around $292,000) for the ZEROtrack and can reach up to 650,000 euros (around $762,000) for the Zerostreet model. Surprisingly the announced road-legal version is the most (and by far) expensive one. Any reason why ?