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Lotus unveil ‘giant-slaying’ 3-Eleven at Goodwood

29 June, 2015

The Goodwood Festival of Speed’s reputation as an ideal launch pad for manufacturers wanting to unveil new models to the public has continued in 2015, with Lotus revealing their stunning new 3-Eleven at this year’s event. A sequel to the 2-Eleven released in 2007, the 3-Eleven’s myriad of features will make it the fastest production car that Lotus have made to date.

Making use of the supercharged 3.5-litre V6 engine lifted out of the Lotus Evora 400, the 3-Eleven will generate 450hp. But as usual with Lotus, it’s the weight and the technology underneath its shiny resin British Racing Green panels that will make all the difference. Weighing in at less than a tonne, the Lotus will have an enviable power-to-weight ratio of 500hp per tonne, ensuring that it will be able to travel from 0–100kph in three seconds on its way to hitting a top speed of 290kph.

In the twisty stuff, the 3-Eleven’s new bespoke aluminium chassis, lightweight and adjustable double wishbones on the front and the rear, limited slip differential, Eibach springs, and Öhlins Racing adjustable dampers should make it an invigorating drive.

Considering the car’s track-day appearance, it is no surprise that it will also be available as a race car direct from the Lotus factory. While the racing version has a top speed 10kph adrift of the road car, it will feature a more aggressive aero package, a sequential gearbox, less weight, and an FIA-approved driver’s seat with a six-point harness.

Lotus CEO Jean-Marc Gales was very confident of the 3-Eleven’s ability.

“This new car is a giant-slayer, capable of embarrassing far more expensive rivals. It condenses our engineering know-how into one, hard-core package, and is so focused that it won’t suit everyone. This is a perfect demonstration of the faster and lighter concept, something which will be crucial to all Lotus cars in the future,” said Gales.

Inevitably, 311 examples of the 3-Eleven (we see what they’ve done there) will be built. Pricing starts at £82,000 (NZ$188,650) for the road version, and £96,000 (NZ$220,800) for the racer. Should you wish to get your hands on one, production kicks off in February, 2016, with deliveries scheduled to follow two months later.

 

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Coaching from the bench: Casting plastic knobs and rubber parts

16 July, 2026

Casting rubber items is simple if you have a good original to work with. The item doesn’t have to be perfect. You can use plasticine to smooth out cracks, and you can even make whole prototypes out of low-fire modelling clay available from craft stores if you need to. Prototypes can also be made of wood or metal.
You will need mould dams to contain the liquid urethane moulding solution until it cures. You can build boxes out of strips of wood, but I have found that small plastic boxes and bowls such as those you would use for leftovers in your fridge work well if you spray them with a mould release agent.
Temperature is important to the chemical processes involved, so work in an area that can be maintained at around 20 degrees. You will also need adequate ventilation because the fumes can be dangerous to breathe. And you will want to wear latex gloves to protect your hands.

Fraser Cars – low flying into the fourth decade

10 July, 2026

With almost three and a half decades under its belt, Fraser Cars is one of New Zealand’s longest-surviving car manufacturers. The company first opened its doors for business in 1988, during the boom time for kit manufacturers. During the ’80s, around 40 different companies were building kits and turnkey cars for this niche market. Of those, only Fraser and Almac Cars (established 1981) are still in business today.
Most of the new kit car companies were killed off in the cradle by the threat of new legislation that never eventuated and definitively by the sudden availability of high-performance Japanese cars when the floodgates to second-hand imports were opened. The now long-retired founder of the company, Neil Fraser, first came across Lotus Seven replicas while racing Lotus Cortinas in the early ’80s. He regularly found himself racing against a little Caterham, a Lotus Seven–styled car built in England. He was very impressed by its simplicity and handling. In 1986 Fraser built his own Lotus Seven–type car, using the knowledge he had gained from several close looks at the Caterham.