2011 Lotus Evora 2+2 1-owner Loaded 5k Miles Florida Car Warranty!! on 2040-cars

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The Lotus Evija is the company’s first all-electric hypercar

Internally known as the Type 130, the new Lotus Evija combines several firsts for the British company into one wild shape. First of all, it’s the companyÂ’s first in-house all-electric car – the Lotus chassis provided to the likes of Tesla for the first Roadster doesnÂ’t count. ItÂ’s also the companyÂ’s first hypercar, claiming an astonishing (and provisional) 1,973 horsepower. Perhaps more importantly, itÂ’s the first all-new car from the company since the Evora, and the first to be conceived entirely under the ownership of ChinaÂ’s Geely. Yup, thatÂ’s a lot of firsts. ItÂ’s not the first EV hypercar – itÂ’ll have competition from the likes of Rimac and the upcoming Pininfarina Battista, plus the next-gen Tesla Roadster assuming that does eventually hit the market – but itÂ’s definitely early on the scene. And just look at it – the styling is wild, incorporating some continuing Lotus themes – particularly around the greenhouse – but with an overall direction thatÂ’s much brasher than the companyÂ’s other products. The deep side sculpting resembles is complex and stylized, as are the rounded, narrow quadrangle taillights supported by a massive rear diffuser. The front is arguably the least distinctive and biggest departure for the company. The verticality of the headlamps seems like a blend of the Ferrari F8 Tributo and the old Lamborghini Gallardo, without really aping either. Look closely and it appears to be an evolution of the shape of the EvoraÂ’s lamps, but without that context fresh in your mind itÂ’ll appear more generic supercar than something uniquely Lotus. The bodywork has some neat party tricks. Active aerodynamics allow for an F1-style Drag Reduction System, and thereÂ’s a deployable rear spoiler. There are no fixed side-mirrors; little cameras deploy from the front fenders and another camera embedded in the rear of the roof provides a rear view. ItÂ’s also different. The extruded, bonded aluminum architecture weÂ’re familiar with from the Elise/Exige line and the similar but unique Evora are gone, replaced by a company-first one-piece carbon fiber monocoque tub. Lotus is targeting a curb weight of approximately 3,700 lbs, and the lightweight tub (just 284 lbs) contributes to that.  The battery is housed behind the seats, and feeds power to four individual motors, providing all-wheel drive and infinitely variable torque vectoring.

European commission investigating F1 finances and anti-competitive accusations

The Kingdom of Formula One reminds us of renaissance Florence - ruled by a singular chieftan behind a mask of representative involvement, rife with spectacularly convoluted machinations, awash in innovations that help define our world and far-flung, vindictive misery. If we found out Bernie Ecclestone's real last name was de Medici, well, it would explain a lot. Now after a bit of back-and-forth, the European Commission (EC) has taken aim at the kingdom, investigating whether F1 is anti-competitive and if the FIA has abused its antitrust agreement. The reason for EC scrutiny is that a British member of the European Parliament who represents an area in southwest England, Anneliese Dodds, has fielded complaints from engineering companies in her constituency that recent moves in F1 have put them out of business. She wrote to the EC to question why the FIA now has a stake in F1 when it signed an agreement in 2001 to be solely a governing body and abdicate any stakeholding in the sport. She also questioned the F1 Strategy Group, a group of the six top teams in F1 that makes decisions about the direction of the sport; she says that the Strategy Group not only appears to be a case of the F1 shirking its rule-making duty, it has resulted in unfair treatment of the small teams that aren't in the group. Dodds has a bit of a point. In 2001, the FIA sold F1's commercial rights to Ecclestone for 100 years for a sum of $313.7 million. That was done to placate European regulators who insisted that "the role of FIA will be limited to that of a sports regulator, with no commercial conflicts of interest." Although the rights are ultimately owned by the FIA and bring in a $10M fee every year from Formula One, those rights bring in $1.6 billion each year to Formula One Management (FOM), the company that owns F1. When Ecclestone was trying to get the new Concorde Agreement signed in 2013 that governs the running of the sport, the FIA wouldn't sign, saying it wanted F1 to share a larger slice of its revenue – the FIA has been losing money for years, see. To the get the FIA to sign, Ecclestone sold it a one-percent stake in F1 for $460,000 and gave the FIA a $5M signing 'bonus;' whenever F1 has its IPO, that stake is estimated to be worth about $120 million - not a bad return. Yet, according to the aforementioned 2001 agreement, the FIA can't have that equity stake.

Lotus-based Radford Type 62-2 shows its retro-styled interior

England-based Radford introduced the Type 62-2, a limited-edition coupe with a heritage-laced design, earlier in 2021. But it didn't show us the interior. Now, Radford finally revealed what the car looks like inside, and it's a blend of retro styling cues and modern tech that enthusiasts will love. At first glance, the Type 62-2's cockpit looks like it's from a different era. The driver faces a meaty three-spoke steering wheel, the shift linkage is exposed, and there is a pair of Bremont instruments (one is a clock, the other is a stopwatch) positioned on the passenger-side of the dashboard. We could be describing a 1970s rally car. However, a closer inspection reveals features buyers expect from a car in 2021. Look behind the steering wheel (whose spokes are made with carbon fiber) and you'll spot a digital instrument cluster with a layout that can be configured by each buyer. You could, in theory, ask for the tachometer to be front and center, for example. Screens positioned on either side of the dashboard display the footage from the cameras that replace the exterior mirrors, and a phone dock that doubles as a wireless charger is hidden behind the build plate located on the center stack. Users can set their phone there to access navigation and music apps.  Radford Type 62-2 John Player Special View 5 Photos Buyers will have three basic trim levels to choose from: Classic, Gold Leaf, and John Player Special. Each one will receive a specific look inspired by liveries that Lotus race cars have used in the past, though buyers will be invited to configure their car exactly how they want it. What won't change is the engine: it's a supercharged, 3.5-liter V6 that found its way into the Type 62-2 from Toyota via the Lotus Emira. Bolted to either a six-speed manual transmission or a seven-speed dual-clutch automatic, it develops about 430 horsepower in the Classic model, around 500 in the Gold Leaf, and approximately 600 in the John Player Special thanks in part to a specific supercharger. Radford will build 62 units of the Type 62-2, and production is scheduled to start before the end of 2021. Deliveries will begin in early 2022. Pricing information hasn't been announced, but don't expect this rare British coupe built largely by hand to come with a bargain price. Check out the Autoblog Podcast #686 where we talk Porsche and Lotus: This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings.