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mdavies last won the day on July 21 2013

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About mdavies

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    Learning the fiddle and investing. (Unrelated!)

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    Elise 250 Cup. Previously: Evora S SR, Exige 350, Zenos S, Elise S CR; Exige V6/Race; Evora NA(CR, Radium); Elises, favourite Series 1 Sport 135)
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    Various minor interior so far. Quite a lot on previous.
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  1. Jonny, I used the words "huge detail" in relation what Lotus themselves have revealed so far. Interpreting some of what 'Jas' has said does depend on having some knowledge of the Valhalla. (Not that I have much.) And taking it (e.g. re the weight) together with comments from others on the thread. I'm not going to take material from another forum. Must press on now.
  2. In more than one post on the thread - have to read it I'm afraid.............
  3. Don't know quite how to put this, and amazed that one of the major contributors here has not already done so - some sort of extreme loyalty? - but huge detail by someone very well informed has appeared on where some go out to play. "........can buy it if I want to......" "....guy who saw it after me was an Arab Prince, who arrived in a helicopter, with entourage... " This by me! Not the "informer". Some how feeling rather guilty................. but someone would have soon.
  4. Tim, no technical feedback - not really surprised - so thanks for your interest. My plan now is to fix short lengths of string along the wiper arm and investigate. That needs time, a calm day and passenger with a camera. Getting those together won't be immediate - so a chance for someone else to take the glory! Be my guest, but please do post results here - I will, unless beaten to it. A range of speeds photo'ed please. And with the hard top on for my interest, though others may differ.
  5. Making the wiper blade park vertically in the centre of the screen is occasionally done. I’m pretty sure some hot version of the Evora did that, for instance, and it’s not uncommon. Minimising aero drag the reason. (Let’s stay technical and leave aside possible issues re road use.) Since first wondering about this, I can’t now ignore the rather substantial wiper assembly on my 250 Cup, in its standard park position standing proud and well into any potential airflow up the screen. Potential is the point. The 250 Cup is an aero-conscious model - there may well be little actual airflow there. I’ve not been able to find anything about the 250 Cup in a wind tunnel to compare with this link for the Mk2 Elise. it’s interesting anyway, and shows flow from three different angles. Worth watching all the video. Clearly on the MK2 there is little flow close to the screen in the centre, but see how there certainly is with flow from the side, right where the wiper parks. Of course the air flow on the 250 Cup could be quite different. Any information or pointers, perhaps from people with “inside” knowledge, would be great. Else should I stick a lot of lengths of string all over the screen?! Mods, I’ve posted this in the Chat thread to start with as it might interest more than those who follow the Interior/Exterior etc thread. If you disagree you will doubtless move it.
  6. No arguing with the facts you state, Jonny. My point is the comparison of the two concepts. If your forecast proves correct perhaps I should be pleased: no car will sort of cancel out no lottery win!
  7. Vapourware - a somewhat pejorative term! A concept at this stage indeed, as all such projects start from, but with some interesting other parties named, and specifics. A Cosworth 4.0-litre NA V12, revving to 12,100rpm and making 650hp. Xtrac-developed six-speed manual. Collaboration with a F1 team. A wind tunnel developed 400mm ground effect fan. Ambitious perhaps, but the F1 happened. Until fully developed versions are in the hands of ordinary purchasers, all new models are to some degree unrealised - recall Bahar’s motor show clays? The Type 130 remains so at this time. And when it is? A largely unusable technical extravagance - IMO of course! (On another thread I estimated the limited battery life if the power was actually used meaningfully.) So I know where my £2m will not be heading ....... er.....would not.
  8. And for those - including me - who prefer a traditional approach. Something worth buying lottery tickets for. Bulletin&utm_content=PHDS - ENews Bulletin (06.06.2019)::Main_3_2_1&utm_source=20190606
  9. Indeed games can be played. Fair enough to have the lightest possible configuration/options and tyres at the maximum safe pressure and ideal temperature but, if anyone was counting tenths, having a decently strong wind blowing in the most helpful direction would do no harm!
  10. Akajak, Autocar always carry out their performance tests with two passengers and a half tank of fuel. You can bet that Lotus and other relevant manufacturers use the single lightest driver around - possibly denied food for 12 hours prior- and an egg cup full of fuel. For a real lightweight car that difference matters. The manufacturer's test car will have been honed to perfection of course, beyond that of the press fleet, and have a engine thoroughly loosened up equivalent to 10 or 20 K miles. Way back on here I once did the sums relating torque in the main power band and weight, with results that came close to illustrating a disparity quite closely. Can't recall the car in question but a lightweight where performance mattered. Also recently, perhaps on here somewhere, I read of an owner who persuaded someone who carried out manufacturer tests to demonstrate how the claimed acceleration was obtained, on his own car. The tester was reluctant. Are you really sure, he asked. But the owner insisted and it was done. The owner's face turned white with shock. The technique could fairly be described as gross abuse!
  11. Better say before anyone else that in the simple calculation above I copied the average HP fraction numbers wrongly from my calculator. The 8.4% result is correct, done in either kW or HP, but carelessly I copied one number in each unit. Apologies, but at least I wrote the result correctly! Too late to edit.
  12. Danny, "where I would want to be rolling down a hill". I like it! Expect you noted my comments above are about a wholly battery powered car, not the Hyper bit as such. Though I'd have preferred Super to Hyper, even top end Super, but something more real world. But probably I'm thinking about the wrong part of the real world now, not Geely's vision!
  13. As a PS to the above, I expected Rimac to be mentioned. I know nothing of it bar what Google throws up. I find 1914 HP and: "120kWh battery pack containing 6,960 lithium manganese nickel cells. Fully-charged, these are said to be good for a daily-driving range of 400 miles, or two full laps of the Nürburgring at max power." I've no basis for questioning that endurance statement, but I find it surprising. 1914 HP => 1427KW A battery of 120 kW Hour => 160 HP Hour. So for an hour's driving (allow for getting home?!) the average HP used can only be 160/1427 = 8.4% of that maximum. Perhaps enough for a steady speed, perhaps quite high, depending on rolling resistance and aero drag. But like some acceleration too - the sort to demonstrate a hypercar in action? Say using half max power ? (Actual acceleration depends on the overall weight of course.) That will cut the endurance dramatically. For 10 mins at half power: 1427/2 for 1/6 hour => 119 kW Hour. The battery capacity - so flat. If fully charged to start with! OK, I expect quite decent thrills with far less than 10 minutes of accelerating and at less than 50% max power, but hope I've illustrated my concern. If I'm wrong, education and correction please!
  14. I've had some criticism for being less than enthusiastic in my reaction to the paragraph quoted from The Times on Lotus' plans. My reasons are multi-faceted, but one aspect, adding to the mentions above about battery capacity and, importantly, weight, are illustrated by the article below. Yes, there is massive research on-going by many organisations into battery technology, covering fundamental electrochemistry, new materials (graphene, anyone?) and combinations of different established materials. (I have a little non-expert knowledge of some of it.) Apart from raw energy capacity, there are considerations of battery life under charge/discharge cycling, recharge time, temperature management and of course safety. For very high performance machinery, current technology can provide bursts of energy drawn from on-board super-capacitors (near instantaneous bursts of current in and out, but of very limited capacity compared with batteries, then "recharged" from the battery) but the total energy available - and so the time/length of running and performance - depends on the battery carried. And accelerating more mass takes more force - back to school days! Perhaps the present optimal performance is represented by Formula E ? Adequate for the new hypercar? I would have been far happier to see a hybrid of some form, drawing from Formula 1 approaches. Some issues re ordinary vehicles, very far from hypercars, are addressed in this Reuters article.
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