As we slowly creep towards a new era in the automotive world, it becomes more and more obvious no single manufacturer out there who will survive if it doesn't begin to offer at least a hybrid in its line-up. This, unfortunately for some, means sports cars and supercars manufacturers will slowly switch from internal combustion to hybrids and EVs, puting an end to the century or so long era of high revs and incredible engine sounds.
Truth be told, most manufacturers in the field have already began switching. The latest to join the pack is Lotus, who announced it will bring the Evora 414E Hybrid at the 2010 Geneva Auto Show, the manufacturer's first take at this segment of the industry.
Using basically the same technologies as the Proton concept, to whom Lotus supplies the powertrain, the Evora 414E promises to be a vehicle like no other, one which mixes all the benefits of the hybrid with all those little things which count in a sports car.
THE EVORA
Lotus is using its Evora model to display the powertrain, packing the already established vehicle architecture used on the regular production version. The new model adds unique extrusions and folded panels to the bonded and riveted structure. The chassis used by Lotus, designed to be extended in width, length and height, features Lotus' Versatile Vehicle Architecture (VVA) and allows it to be used for a wide range of vehicles.
Lotus is using the upcoming Geneva event to showcase a possible look for its future EVs, with a redesigned ‘floating’ roof and a new color scheme - satin finish paint complemented by electrical circuit inspired graphics.
LOTUS HYBRID POWERTRAIN
Basically, the 414E is a combination between two electric motors, a battery pack and a somewhat small internal combustion engine.
The electric motors, located one on each of the car's rear wheels, develop 152 kW (207 PS/204 hp) of power and 400 Nm (295 lb.-ft.) of torque each (for a total of 414 PS, hence the name of the Lotus). The torque is sent to the rear wheels with the help of two independent, single speed reduction transmissions, both fitted into a single housing, to enable torque vectoring dynamic control.
Finally, the 1.2l, three-cylinder engine has been purposely built by Lotus to help the electric motors and battery pack. In fact, the carmaker doesn't call the engine "engine", but "range extender".
The extender features an aluminum monoblock construction which houses the cylinder block, cylinder head and exhaust manifold in one casting – a solution chosen to reduce cost and mass (the engine weighs only 85 kg). The unit can run on alcohol-based fuels and/or gasoline.
The range extender provides 35 kW (48 PS/47 hp) of power at 3,500 rpm via an integrated electrical generator, which converts mechanical energy to electrical energy and then sends it to the battery pack. The same electrical generator acts as a starter for the engine.
TORQUE VECTORING
Torque vectoring, which is the ability to generate different torques at each of the driving wheels, allows for both the creation of an ESP-like system and the production of an additional turning moment at the rear of the vehicle. The additional turning moment can be helpful when trying to handle the car at lower speeds, helps ease parking and provides better high speed stability in a straight line.
With the help of some cleverly placed sensors, the Evora provides automatic correction of both understeer and oversteer.
LOTUS VIRTUAL GEARSHIFT
Just like any conventional transmission, the virtual gearshift is used to change gears and, despite the fact it is only done electronically, can simulate the effects of engine braking. Unlike when using engine braking for real, the energy is not lost when using the virtual gearshift, but sent back to the battery.
Being so automotive literate, you might say that's pretty much what other hybrids and EVs have to offer in terms of engine braking. According to Lotus however, their system is better.
In conventional hybrids and EVs, the engine braking is being done at a fixed, already determined rate, meaning it's a bit like having only the option to shift from third to second.
In 414E's case, the virtual gear shift allows for up to three gears to be selected (like downshifting from fifth to fourth to third to second), giving the driver control over how much energy is regenerated.
Lotus' virtual gearshift provides two different shifting modes, Eco and Sports. When used in Sports mode, the gearshift simulates a 7 speed paddle shift transmission and, thanks to the column mounted paddle shift, even feels like one.
HALOsonic ELECTRONIC SOUND SYNTHESIS
Now, while all of the above can be described as very useful, the following feature of the 414E is meant more to touch the heart and ear of the driver. The hybrid uses HALOsonic, a system presented by Lotus late last year and which is meant to recreate the sounds we are used to from an internal combustion-engined car.
HALOsonic TESTED ON TOYOTA PRIUS
Back in 2009, HALOsonic was described as "an active noise technology developed to make the car hearable in its surroundings." Just like it did then, it can make the 414E hybrid sound like a multi-cylinder conventional V6 or V12 engine, like a futuristic space ship or like a futuristic space ship equipped with a conventional engine... The selected sound is transmitted in the interior through the audio system and on the outside through speakers mounted at the front and rear.
But that's old news.
The real news is that now HALOsonic can mimic the sound made by a real engine when the driver uses the engine brake. It can simulate both the gear noise change and the retardation of the vehicle. The drive torque is also modulated to simulate a physical feeling of a gearshift jolt.
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