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Bursting airborne and sideways, wheels stretching for the ground, the raw, stunningly rapid, and now very aloft Chevrolet Camaro ZL1 should be a barbaric, deadly thing. Yet, in the crucial milliseconds following its oblique touchdown, it defines itself differently. Aaron Link, the ZL1’s lead development engineer, adds a breath of countersteer, stays in the gas, and carries the slide, fully committed, to the track’s edge. Crimson leaves explode behind its rear diffuser, then waft to the ground in what remains of the ZL1’s throat-punch exhaust note. The most powerful Camaro ever made fires a round of upshifts into the autumn air and hurls itself at the next corner, unfazed.

It’s a hell of a way to start the day.

“That’s the eLSD,” says Link, referring to the ZL1’s electronically controlled limited-slip differential, which it shares with the SS 1LE trim for 2017. “It’s scenarios like that that really sold us on the eLSD, despite its weight penalty.” The ZL1’s active diff weighs 44 pounds more than the clutch-type limited-slip differential in the Camaro SS, but it’s lighter than the massive 9.9-inch diff in the fifth-gen­eration ZL1. And neither of those offered as much authority over these sorts of automotive gymnastics.

GM calls this ability “yaw damping” and offers no shortage of data to prove it works—all of which are less convincing than 1 minute and 53 seconds on its Milford road course. That’s about the time the ZL1 is capable of posting around the famed development track. Chevy won’t reveal the exact time but says it’s about three seconds quicker than the last ZL1, which ran a 1:56.


The ZL1, available as a coupe and a convertible, shares with the Corvette Z06 its herculean powerplant, the supercharged 6.2-liter LT4 V-8. Internally, both mills are identical—right down to the titanium intake valves and forged rods and pistons. In this latest King of Camaros, however, a conventional oil pan replaces the Z06’s dry-sump lubrication. Surprisingly, a lack of packaging space demanded the change. But what matters is this: 650 horsepower at 6400 rpm and 650 pound-feet of torque at 3600 rpm. It’s all ­managed, aurally, by a dual-mode exhaust, which is now electronically controlled rather than vacuum actuated as it was on the last ZL1. Chevy offers two transmissions here, including a high-torque version of the six-speed Tremec TR6060 that’s available in the Camaro SS. A tailored gearset allows the manual-transmission–equipped ZL1 to hit 60 mph in first gear, while both fifth and sixth are overdrive gears. At 0.54:1, sixth gear is a true fuel-economy cog, though the 3.73 final-drive is still low enough to serve up shovel-to-the-spleen holeshots.

But the 10-speed automatic, co-developed with Ford, is the one that’s so hotly anticipated and the one we experienced from the passenger’s seat. Even from that chair, it’s clear that it will be the go-to gearbox if minimizing lap times is a priority. Chevy engineers compared the 10-speed’s shift times with those of the dual-clutch units in the 991 Porsche 911 Carrera S and the McLaren MP4-12C, which admittedly are not the newest iterations of those cars. The differences, though small, fall convincingly in favor of the Chevy. Here the 10-speed uses a ZL1-specific torque converter, clutch components, bearings, software, and controllers. Its 0.64:1 10th gear is numerically lower than what the transmission will offer in other applications. Ten-speed–equipped ZL1 coupes will have a 2.85:1 final-drive ratio. Convertibles will be 2.77:1 and won’t get the eLSD. Most striking is the gearbox’s ability to keep the LT4 engine almost in­defi­nitely in the most potent portion of its rev range. When it’s working hard, the 10-speed is all nervous energy, ripping through tightly spaced gears with unrelenting pace. The resultant thrust and sound are gleefully rewarding. Enough so that Link says the automatic is the component of the car that makes him most proud. “It just never falls off,” he says. “Even at the higher speeds we see on the ’Ring [the Nürburgring Nordschleife, where GM partially developed the ZL1], there’s always a building sensation to this car’s acceleration.”


The “flow tie” hollow Chevy grille badge, borrowed from the old Z/28, graces a front end that is constructed almost entirely of air intakes.
Four drive modes influencing all the car’s manners remain: snow/ice, tour, sport, and track. It’s likely, though, that the 10-speed has crossed the don’t-bother threshold when it comes to do-it-yourself paddle shifting. Even Link admits that it’s hard to know whether to go down three gears or four in certain scenarios. But, let’s face it, the days of shifting automatics yourself stopped being rewarding back when they reached seven gears. Using drive, as Link did on our ride-along, frees up brainpower for steering and braking. If you want to shift yourself, get the six-speed.

Back at Milford, a few corners later, Link shortens a bend and squares up the curb’s leading edge with the ZL1’s right-front tire. It’s a move that should deliver a full-wind-up nut shot to the spring and damper, further ventilating the already thoroughly ventilated hood. But the ZL1 shrugs off the blow and sticks unflinchingly through the remaining esses, launching us to 160 mph on the front straight, which isn’t really straight at all. Magnetorheological dampers, standard on the ZL1, play no small role in the car’s preternatural control and are perhaps the greatest ally to the car’s Performance Traction Management system, which applies the exact torque the rear wheels are able to put down in virtually any scenario. How effective is the ZL1’s PTM system? So much so that Drew Cattell, the ride-and-handling engineer who drove the ZL1 for its Nürburgring hot lap, relied on its reassurance through the Green Hell’s 12.9 miles. Link, during our laps, drove fully unrestricted.

Chevy hadn’t released the ZL1’s official ’Ring lap time as of our deadline. But it did say that the new car is more than 11 seconds quicker than the previous ZL1’s 7:41.27, which makes it a 7:30 or better. We’ve seen data logs confirming that it’s 10 mph faster than the old ZL1 (call it about 182 mph) going into Tiergarten, the fastest section of the track. A mid to low 7:20 seems possible.



The ZL1 has a line-lock feature for those who enjoy turning their rear tires into smoke, but the car was, instead, designed to destroy its tires on a road course.
Broad-shouldered, wide-hipped, and gape-mawed, the ZL1 is a caricature of the now devastatingly ordinary SS. Its front fenders are 0.6 inch wider on each side than the SS’s, partially to cover huge rubber and partially to allow more cooling air to the array of heat exchangers housed in the ZL1’s nose. And that hood? It’s a functional two-piece aluminum-and-carbon thing that extracts air from the engine compartment. Wind-tunnel time largely determined the shape of the ZL1’s nose, which divides its work between managing lift and drag and cooling the powertrain and brakes. Despite its Sofia Vergara–esque bulges, this ZL1 pre­sents about 2 percent less frontal area than the previous model, which, coupled with an additional 70 horsepower, should yield a measurably improved top speed. GM isn’t releasing that number yet, but the fifth-­generation ZL1 managed 184 mph flat-out. We expect this ZL1 to just miss the 200-mph club.

Forged 10-inch-wide front and 11-inch-wide rear wheels wear 285/30R-20 and 305/30R-20 rubber, respectively. Goodyear, once again, is the ZL1’s tire supplier, and it worked with engineers through many variants of its Eagle F1 Supercar tire before arriving at the final compound and construction, which is called G:3.

Carbon-ceramic brake rotors, like those offered on the 2015 Z/28, aren’t available. This is both a cost-control measure and a practical one, as the iron brakes meet GM’s performance targets. The ZL1’s two-piece 15.4-inch iron front rotors are clamped by fixed, six-piston Brembo calipers. Even with hefty brakes, the Alpha platform nets the ZL1 a 220-pound weight savings over the last model; at about 3950 pounds when equipped with the 10-speed automatic, though, it’s certainly no feather­weight. Still, it’s quicker. Chevy says 10-speed–equipped coupes should hit 60 in 3.5 seconds and hammer through the quarter-mile in 11.4 seconds at 127 mph.



Customizable launch control that allows adjustable engine speed and wheelslip between 5 and 15 percent is standard and can be had with either transmission. And, keeping pace with Ford, the ZL1 now offers line-lock, a feature that clamps the front brakes but leaves the rear free for epic burnouts. It’s so buried in the instrument-cluster menus that even Captain Liability himself couldn’t accidentally activate it.

Chevy is prepared to sell you a ZL1 coupe for $62,135 when it goes on sale this month. The convertible will follow in the spring for seven grand more. Both will be subject to gas-guzzler taxes, and their ­gratuitously burned hydrocarbons will be worth every extra penny.

It shouldn’t surprise us that this car can at once be so unapologetically raw and yet so seemingly controllable. So loud and yet so articulate. Finding those traits melded in a single piece of hardware like the ZL1 is one of the great joys of being a car enthusiast today. And it’s quite likely that the ZL1 is the most rewarding means ever created to move leaves off a racetrack.

Tech Highlight: Cooling That Goes to 11

That the ZL1 packages 11 heat exchangers into its powertrain shouldn’t surprise you. Six hundred and fifty, after all, are a lot of ponies to chill. Of the 11, seven are air-to-liquid coolers and four are liquid-to-liquid. There’s an air-conditioning condenser packed in there as well because drivers need cooling, too. Chevy engineers came up with a novel solution for keeping the ZL1’s active differential from cooking its lube. Cooled transmission oil is routed to a heat exchanger inside the differential housing where it extracts heat from the differential oil. An auxiliary transmission cooler is packaged horizontally and sits under a wind-­tunnel-designed cover that protects it from road debris and increases flow through its core. Cool.

It’s not our 10Best Cars loop, nor Virginia International Raceway where we run our annual Lightning Lap tests, nor the 20 miles of highway between my driveway and the Car and Driver cube farm. But near the front of my mental card catalog of Roads I Know Well, there’s a tangle of Portuguese pavement where the Atlantic Ocean rises to the Sintra Mountains.

I’ve hustled Porsches and Jaguars through here, but this time it’s a 2017 BMW 5-series from the new G30 generation. This car on these roads stirs nostalgia more than most drives, because it was from behind the wheel of its predecessor that I first discovered the Portuguese Riviera in 2010. For BMW to return here with the seventh-generation car feels a bit like taking a mulligan on the outgoing model. It was a fine car but an unexceptional BMW, moving the 5-series closer to the 7 and distancing it from cars such as the landmark E39 5er that gave definition both to the modern sports sedan and to the brand itself.

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A More Responsive Chassis

My most recent visit was just nine months ago in the 5-series’ chief rival, the Mercedes-Benz E-class. That car swallows highway miles whole even as it has grown more adept at corner workouts. This time, we shortcut the highway portion for a longer run on the good stuff, which proved to be a good decision. As we put distance between ourselves and the Lisbon airport, the 5-series reveals itself as a competent cruiser, although its driver-assist features are more annoying than helpful. They’re the kind that gave rise to the pejorative term “nannies”—those we prefer to switch off, specifically the lane-keeping-assist system, which offers a suggestive nudge to guide the driver’s hands but won’t follow even the gentlest curves on its own. Maybe it’s wishful thinking, but we take the limited progress on this front as a sign that BMW prefers human drivers to computers.

Considering the updated engines, the familial restyling, and the evolved infotainment system, the 5-series might read as a conservative redesign or as little more than a mid-cycle update. But this is an all-new model, and what it lacks in new tech and splashy changes, it counteracts with more artful chassis tuning than was found in its predecessor.

We covered the most ground in a 540i M Sport, a six-cylinder package tailored both to our tastes and this BMW’s character. Inevitably, there will be a plug-in hybrid, a V-8, a four-cylinder, and possibly a diesel, but this silken six is the (non M) 5-series ideal. It delivers both right-now responses and hushed refinement to create the perfect blend of sport and luxury. The new, single-turbo 3.0-liter engine—don’t ask us why BMW calls it the 540i, which once upon a more rational time denoted a V-8—makes 335 horsepower and 332 lb-ft, up from an even 300 in both measures in the outgoing 535i. BMW claims it’s good for a 0.7-second improvement in the zero-to-60-mph hustle. The only transmission, an eight-speed automatic, shifts with a perfectly modulated blip in torque delivery and the ready surge of the next gear.



Improved Steering with Rear-Wheel Input

BMW continues to offer optional Integral Active Steering (IAS), which combines rear-wheel steering with variable-ratio steering up front—and which we loathed last time. But the old car used a planetary gearset in the steering column to actively vary the ratio based on a number of parameters, including vehicle speed. Dialing in a specific amount of lock didn’t always net the same response, an uncertainty that we found unacceptable. The new 5 instead uses a simpler variable-ratio rack. Just as with Porsche’s long-running technique, the steering becomes quicker the more you wind the wheel, but turn after turn after turn, the car’s reactions are consistent. It’s a significant distinction that translates into a much more predictable car.

The steering weight remains a touch light on-center, and the feedback is just as muted as we’ve—sadly—come to expect. At low speeds, the initial turn-in momentarily makes the car feel like a shopping cart with swiveling casters at the rear. It’s a bit nonlinear and disorienting. Unfortunately, BMW didn’t provide any cars in Portugal with the standard steering setup for comparison, so it’s impossible to judge whether IAS is a buy or a pass.

Even with the M Sport package’s lowered, stiffened suspension, the 5-series drives with slightly more relaxed wheel control and improved ride quality compared with its predecessor. It’s helped by a roughly 100-pound mass reduction and what feel like more compliant run-flat tires. Whereas the outgoing car was a marathoner in steel-toed boots, this 5 lands with cushioned yet controlled strides.


When the 5-series goes on sale in February, the entry model will be a 530i with a 248-hp turbocharged four-cylinder. We weren’t offered seat time in that car, but we did drive a 530d xDrive—an all-wheel-drive, six-cylinder diesel that is a possibility but not a certainty for the United States. In the diesel there’s a slightly lazy tip-in that feels more like pedal calibration than turbo lag, followed by a swell of thrust and admirably subdued noise and vibration.

Subtly Updated Styling

The rote cosmetic work means larger headlights (with adaptive cornering lamps as standard) that butt up against larger kidney grilles, which now contain automatic shutters for the first time. To fend off criticism that the 5 once again is a 7-series rendered in size medium, BMW design chief Adrian van Hooydonk and his team pressed an additional pleat between the beltline and the crease that slashes through the door handles. This character line will reside exclusively on the 5-series, although it’s subtle enough to be relatively ineffective in distinguishing 5 from 7.

Inside, designers modernized the same theme introduced with the 2011 5-series. The iDrive 6.0 system includes a brilliant 10.3-inch display that doubles as a touchscreen. That firmly positions BMW’s infotainment system as the industry’s most redundant. Certain features can now be controlled via steering-wheel buttons, center-stack audio controls, voice commands, hand gestures, and the iDrive knob (with its own touchpad on top). This, the Bop It! of infotainment dials, which you swipe, twirl, and thumb to activate, works better than you might expect. It proves intuitive to drag a finger to scan the map, then scroll through audio channels with the iDrive rotary, then adjust the volume via the steering wheel.

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The cabin is impressively quiet, especially considering that the 5-series does without acoustically insulating side glass. Also impressive is the way the optional 20-way multicontour seats morph from plush loungers into rib-hugging buckets thanks to inflatable bolsters.

Pricing should start in the low $50,000s for the 530i, with the six-cylinder 540i commanding around $60,000. Without compromising comfort or luxury, the newest 5-series pulls the middle-child BMW back toward that athletic virtue that once made BMW unique. It’s not a wholesale reawakening for the brand, but it’s enough to stoke our nostalgia.

Lotus was undergoing a bit a crises when its current CEO, Jean-Marc Gales, came onboard in 2014. But after spending nearly forty years in the red, the British brand is back in the black and doing what it does best – making lightweight sports cars for adrenaline-hungry enthusiasts. And that’s very good news indeed, because it means we get machines like this – the Exige Sport 380. Framed as a follow-up to the Sport 350 unveiled late last year, the 380 takes the tried-and-true Exige formula to even greater heights, making for the lightest, most powerful, most downforce-generating, and flat-out fastest model to ever wear the nameplate since it was first introduced in the year 2000. Offered as either a coupe or a roadster, this new range-topper is a bona fide street-legal track terror, packed with OCD weight saving details and legendary handling refinement.

Lotus claims the 380 is aimed at “six-figure supercars,” and looking at the spec sheet, it certainly appears to have all the trappings of a giant slayer.

“We’ve saved something special for our last new car of 2016,” says Gales. “We have built upon the foundations of the excellent Exige Sport 350 and developed a perfectly proportioned, intuitive and attainable supercar for real roads. The cut in weight is drastic and, combined with the hike in power and its enhanced agility, we’ve created something exceptional – far greater than the sum of its parts.”

For the moment, there’s no official word as to whether or not the 380 will come stateside, but if I were to guess, it’s unlikely. That said, Lotus has expressed interest in redoubling its efforts in North America, so maybe there’s a chance yet.Exterior

Overall, the look of the 380 isn’t terribly different from that of the Sport 350. The same basic shape is unchanged, with an ultra-wide, ultra-low stance, high fender flares, large side intakes mounted behind the doors, and pointy creases front to back. The roofline falls gracefully into the rear end, and the tail gets a flat, truncated appearance that pushes the whole thing forward with a sporty, aggressive demeanor. While the dimensions are small, the shape is pure exotic head-turner, offering huge curb appeal no matter where it might turn up.

However, the 380 adds to this superb canvas with a slew of visual touches that simply scream for more attention. In front, the fascia gains new black headlight surrounds, while in the rear, the taillights go from a cluster of four to a cluster of two. The aero is beefed up with extra canards in front and a GT-style wing in back (more on that later), while details in the undertray, side-view mirrors, front access panel (the black section just ahead of the windshield), side intakes, spoiler risers, and rear diffuser are all striped in red. Raw black carbon pervades throughout.

 Lotus Exige Sport 380 Lotus Exige Sport 380
You’d be forgiven for calling it over the top. But here’s the kicker – functionality was still Lotus’ primary goal.

You’d be forgiven for calling it over the top. But here’s the kicker – functionality was still Lotus’ primary goal. Step one – less weight. Enter everyone’s favorite composite material.

As you can see, carbon fiber is used everywhere on this thing, especially when it comes to the new aerodynamics. The new front splitter, reshaped access panel, bumper-mounted canards, large rear wing, and rear diffuser surround are all made from the stuff, cutting out 2.7 kg (roughly 6 pounds).

Seem a bit extreme? Well, get used to it, because we’re only scratching the surface.

In back, the glass rear window was replaced with a new polycarbonate unit (basically plastic), saving 0.9 kg (roughly 2 pounds) compared to the 350. And you know those new lamp clusters fixed to the rear? Well, those are for weight savings as well, simplifying the old four-cluster design to a two-cluster with inboard reverse lights and fog lights, netting another 0.3 kg (0.66 pounds) on the scales.

Obsessive? You bet. But that’s the Lotus way. We’ll explore further weight savings measures later in the review, but for now, expect the same basic theme – if you shave just a little bit from everywhere, the result is substantial, especially if you start with something as lightweight as the Exige Sport 350.

 Lotus Exige Sport 380 Lotus Exige Sport 380
Obsessive? You bet. But that’s the Lotus way.

On to the aero. To keep the 380 as planted as possible while on the move, Lotus applied a good bit of updated CFD (computational fluid dynamics) modeling to the car’s design. This included tweaks to the front access panel for better airflow through the horizontally mounted radiators, improving the air’s movement across the top of the car, as well as an updated front splitter and lip spoiler design for reduced undercar pressure. The carbon canards just ahead of the front wheels are also new, as are the airblades behind the rear wheels and that big GT wing bolted to the trunk.

The result is 140 kg (309 pounds) of downforce when traveling at the car’s top speed, an improvement of 60 percent compared to the 88 kg (194 pounds) of the old 350 model. The 380 also makes more downforce than the Porsche Cayman GT4 (220 pounds). Incredibly, the extra stick is paired with the same coefficient of drag as the 350.

The rollers are new, and come with an updated lightweight design. Sizing is staggered, measuring in at 17 inches in diameter at the front and 18 inches in diameter at the rear. You can get yours with either a black or silver finish, while exterior paint choices include 10 different hues.

 Lotus Exige Sport 380
 Lotus Exige Sport 380
 Lotus Exige Sport 380
 Lotus Exige Sport 380
The result is 140 kg (309 pounds) of downforce when traveling at the car’s top speed.

Further custom options include an exterior accent package with five different color choices. There’s also an optional Carbon Exterior Pack, which throws in a one-piece carbon roof panel and carbon louvered tailgate. Funny enough, the carbon roof is 2 kg (4.4 pounds) heavier than the standard roof, but the carbon tailgate is 2 kg lighter, which means a net-zero weight gain for the extra composite styling.

Finally, as mentioned previously, the Sport 380 will be produced either as a roadster or a coupe, with the droptop coming as standard and the hardtop offered as an available option.

COMPETITION

 Porsche Cayman GT4 Ariel Atom 3S
Next to a rival like the Porsche Cayman GT4, the Exige Sport 380 could be seen as a bit ostentatious, especially with the bright red exterior trim and accents. Whereas the GT4 is refined in its approach to visual speed, the Lotus seems to shout, bearing a passing resemblance to some custom skin from a modern racing video game.

It’s a look that’s sure to appeal to plenty of enthusiasts, especially those that frequent the race track with any degree of regularity. However, for those folks who appreciate something a little more under the radar, the Porsche is the obvious way to go.

At the other end of the spectrum is the Atom. This is the car that famously melted Jeremy Clarkson’s face into a quivering mass of skin, and as such, it’s about as subtle as a racing kart with license plates. But that’s part of the appeal, right?

So where’s that leave the Sport 380? Well, somewhere in the middle. It’s a flashy head-turner for sure, but it’s not quite as shouty as some of its rivals.

Lotus Exige Sport 380 Porsche Cayman GT4 Ariel Atom 3
Wheelbase (Inches) 93.30 97.8 92.32
Length (Inches) 160.78 174.7 134.25
Width (Inches) 70.94 71.5 70.78
Height (Inches) 44.44 49.8 47.0
Interior

Per Lotus tradition, the Sport 380 is equipped with a barebones, spartan interior that’s heavily focused on melding car and driver into one cohesive unit. Amenities and features are as basic as they come, and the two-seater layout can be a tight squeeze for those of the larger, taller persuasion.

 Lotus Exige Sport 380
But while rudimentary in its design, the 380’s cabin does manage a sort of mechanical, analog, laid-bare appeal, something that’s not easy to find in the modern age of digitized automatic everything.

But while rudimentary in its design, the 380’s cabin does manage a sort of mechanical, analog, laid-bare appeal, something that’s not easy to find in the modern age of digitized automatic everything. The best example of this can be found on the central tunnel, where Lotus saw fit to install an exposed shift gear linkage, similar to what you get on the Sport 350.

 Lotus Exige Sport 380
Featuring an open-gate design, lightweight machined and cast aluminum components, and an anodized surround, this shifter is pure, unadulterated cool. It simultaneously looks both old and new, and hilariously, Lotus Lotus is quick to point out it saves a little weight as well. Exactly how much weight, you ask? Lotus doesn’t say, but my guess is it’s about the same as having two pieces of toast for breakfast, rather than three.

Speaking of weight, the 380 is outfitted with new carbon fiber racing buckets, which get fixed backs and come upholstered in either Alcantara, leather, or classic tartan fabric. Contrast stitching is thrown in as standard. While they certainly look rather snug, the 380’s seats also save 6 kg (13 pounds).

 Lotus Exige Sport 380
Bluetooth {and} A/C? How opulent.

Options include carbon fiber side sill covers, which supposedly make it easier to get into and out of the car. I say sure, why not – this thing is so small and low to the ground, maybe a few millimeters actually do make a difference.

If you’re looking for a little more zest, there’s also an Interior Colour Pack, offering up four different contrasting hue options for the surrounds used on the transmission console, HVAC controls, seat eyelets, and electric window bezels.

There’s also a few options for the infotainment system, but to be honest, it’s more or less an afterthought for a car like this. Still, if you must, you can get iPod connectivity, Bluetooth support (a first for the model), and air conditioning.

Bluetooth and A/C? How opulent.

Further customization options can be had through the Lotus Exclusive program, which includes unique paint options, exterior graphics, interior trim, and more.

COMPETITION

 Ariel Atom 3S Porsche Cayman GT4
 Lotus Exige Sport 380
First things first – the optional infotainment system. The question is if it’s even really necessary in a car where every tenth of a kilo counts. Personally, I don’t think it is, but at least it’s an option that’ll broaden the 380’s appeal to folks considering this British two-door as a means of getting from A to B.

By comparison, the Porsche Cayman GT4’s cabin is a palace. The infotainment gear is modern and advanced, and there are soft-touch surfaces everywhere. If you want something that’ll coddle you a little on the way to a track day, Stuttgart is the way to go.

Then there’s the Atom. This thing has no doors and no roof. What’s that? You don’t wanna be chewing on bugs while cruising down the freeway? Well, you can get a windscreen, but it’s an option. ‘Nuff said.

Drivetrain

In the old Exige Sport 350, there’s a mid-mounted, transverse, fuel-injected, 3.5-liter V-6 engine, which is the same powerplant you get in the Lotus 3-Eleven and Evora Sport 410. In the Sport 350, output is rated at 345 horsepower and 295 pound-feet of torque, all of which is sent to the rear wheels through a manual six-speed transmission.

As you might expect, those figures get a nice bump in the Sport 380. Lotus added a new supercharger pulley (read: more boost), a new fuel pump, a retuned ECU, and the same high-flow exhaust as the Evora 400 and Evora Sport 410, and the result is 375 horsepower at 6,700 rpm and 410 Nm (302 pound-feet) of torque at 5,000 rpm.

 Lotus Exige Sport 380
That’s a gain of 30 horsepower and 7 pound-feet, bringing the 380’s power-to-weight ratio up to 352 horsepower per metric ton (2,205 pounds), substantially improved next to the 350’s ratio of 307 horsepower per metric ton.

For those unwilling to break out the calculator, that’s a gain of 30 horsepower and 7 pound-feet, bringing the 380’s power-to-weight ratio up to 352 horsepower per metric ton (2,205 pounds), substantially improved next to the 350’s ratio of 307 horsepower per metric ton.

Acceleration improves as well, with the 0-to-60 mph sprint dropping two-tenths, going from 3.7 seconds in the 350, to 3.5 seconds in the 380. Top speed is upped by 8 mph, going from 170 mph in the 350, to 178 mph in the 380.

Complementing the extra muscle, Lotus also fiddled with the Exige’s transmission, modifying the old six-speed manual for quicker gear changes, plus adding a new oil cooler for higher performance. If you’re the kind of person who’s frightened by three pedals, Lotus is offering the option for a six-speed automatic, which throws in forged aluminum shift paddles on the steering wheel. And if you simply can’t be bothered, the slush box also gets a full auto mode. Availability for the automatic transmission opens up this coming Spring.

Finally, Lotus also added a bigger fuel tank, now up to 48 liters (12.7 gallons) from the 350’s old 40-liter (10.6-gallon) tank. It’s a bit of an unexpected move for a car like the Sport 380, considering the extra heft that a bigger tank filled with gasoline adds to the car’s weight, but I guess if it means more laps before pulling in for a refuel, it’s worth it.

COMPETITION

If you’re looking to best the beast from Germany in the acceleration department, the Exige Sport 380 should fit the bill. While the Cayman GT4 is surely no slouch, boasting 385 horsepower thanks to its potent 3.8-liter flat-six engine, it’s still significantly slower in the 60-mph sprint, taking just over four ticks to reach that magic number. Top speed, however, is a bit higher, clocking in at a never-going-to-use-it 183 mph.

But if ultimate speed is more your thing, then the bomber from Ariel is the clear winner. Even if you opt for the much cheaper Atom 3 model, you’re still looking at 60 mph in a heart-stopping 2.9 seconds, all thanks to a high-strung, naturally aspirated 2.4-liter four-cylinder banging out 230 horsepower.

Lotus Exige Sport 380 Porsche Cayman GT4 Ariel Atom 3
Engine 3.5-liter V-6 3.8-liter DOHC 24-valve flat-6 2.4-liter Honda K24 i-VTEC
Horsepower 375 HP @ 6,700 RPM 385 HP @ 7,400 RPM 230 HP
Torque 302 LB-FT @ 5,000 RPM 309 LB-FT @ 4,750 RPM
Transmission six-speed manual six-speed manual 6-speed with a limited slip differential
0 to 60 mph 3.5 seconds 4.1 seconds 2.9 seconds
Top Speed 178 mph 183 mph
Weight 2,447 Lbs 3,050 Lbs 1,350 Lbs
Chassis And Handling

So the Exige Sport 380 is quick – that much is obvious. But this thing is about so much more than straight-line potential. According to Lotus, the 380 also aims to be “sharper, and more direct than [its] adversaries.”

 Lotus Exige Sport 380
To achieve its incredible performance, especially in the bends, the 380’s primary weapon is an absolutely feathery curb weight.

To achieve it’s incredible performance, especially in the bends, the 380’s primary weapon is an absolutely feathery curb weight. As such, this new model uses several of the Sport 350’s lightweight components, including innovations from Lotus’ Lightweight Laboratory, and copious carbon fiber components glistening with an unpainted, high-gloss finish weave.

The bones of the machine are good as well, employing a lightweight bonded and extruded aluminum (erm, excuse me, aluminium) architecture. Adding to all those nitpicking weight-saving details listed above is a new lithium-ion battery, which cuts 10.3 kg (22.7 pounds), plus new forged wheels and grooved disc brakes that combine to cut a further 10 kg (22 pounds). There’s also an available titanium exhaust system that reduces weight over the rear axle, improving the car’s balance in the process.

Fine. So let’s stop beating around the bush then, shall we?

The Exige Sport 380 has a curb weight of 1,110 kg (2,447 pounds), or 1,121 kg (2,471 pounds) when equipped with an automatic transmission (yet another reason to go three pedals). Opt into the various diet options, and you’ll shave another 10 kg (22 pounds) or so.

 Lotus Exige Sport 380
The Exige Sport 380 has a curb weight of 1,110 kg (2,447 pounds), or 1,121 kg (2,471 pounds) when equipped with an automatic transmission (yet another reason to go three pedals).

That’s nearly 25 kg (55 pounds) less than the Sport 350, which is a noticeable amount of mass for a car at this size and weight. And I know if you add up all the weight savings mentioned in this article, it’s more than 25 kg. The 25-kg number is based on final weight figures published at Lotus’ website, so it looks like weight additions found their way in was well.

Lotus hasn’t specified the weight difference between the coupe and roadster models, but it should be noted that the 350 droptop is actually 10 kg (22 pounds) lighter than a similarly equipped hard top.

However you wanna look at it, the 380 is lighter than the 350. But the magic of a Lotus isn’t just about raw power-to-weight – it’s about the way the car manages when thrown at an apex or two.

Tested extensively on Lotus’ company track in Hethel, the 380 supposedly “offers a pure, undiluted drive that has to be experienced to be fully appreciated.” The focus is on old-school tuning techniques, rather than electronics that could “dull the experience” behind the wheel.

It all starts with fully independent double wishbone suspension in front and back, plus front and rear anti-roll bars. Bilstein makes the dampers, while Eibach makes the springs.

 Lotus Exige Sport 380
But the magic of a Lotus isn’t just about raw power-to-weight – it’s about the way the car manages when thrown at an apex or two.

Minimal digital intervention is provided by the automaker’s Dynamic Performance Management system, or DPM. This comes with multiple modes for whatever the situation (or skill level) might call for, including “Drive,” “Sport,” and “Race.” Touch a button, and you get different settings for the throttle response, traction slippage, and “understeer recognition.” There’s also an exhaust bypass for even sharper response higher up in the rev range.

The steering is 100 percent manual and unassisted, a truly awesome feature for anyone looking for maximum feel.

Standard tire appointment is Michelin’s Pilot Sport Cup 2 tires, a streetable ultra-high performance compound also found on the Porsche 918 Spyder and Ferrari 458. Sizing is staggered at 215/45R17 in front, and 265/35R18 in back. The 380 gets tires that are 10 mm wider in front compared to the 350, which means more mechanical grip, and presumably, less understeer as well.

An electronic differential lock from Bosch makes even more traction when needed.

AP Racing makes the stoppers, with forged four-piston calipers and grooved two-piece discs, all of which is controlled thanks to a Lotus-tuned ABS system.

And for those who are really serious about wringing it out, Lotus is offering its Track Pack, which includes two-way adjustable dampers from Nitron, plus adjustable front and rear sway bars from Eibach.

COMPETITION

Beating the best on the racetrack is one of Lotus’ specialties, but the Cayman GT4 won’t go out without a fight. The Porsche offers all kinds of high-performance goodies to keep pace, like a lightweight lithium-ion battery, ceramic composite brakes, an A/C delete, and the Sport Chrono Package with Track Precision App, but even with all these goodies installed and the bottom line seriously inflated, the Lotus will likely walk away lap after lap.

Conversely, the hardcore Atom is once again the one to get if what you want is a dedicated track car where every tenth counts. It’s both lighter and faster, plus it’s cheaper, which matters if you accidentally stuff it.

Prices

 Lotus Exige Sport 380
So far, Lotus has released the Exige Sport 380’s MSRP in three separate markets. For Lotus locals (that is, the British), pricing comes in at 67,900 pounds. The Germans will get it for 89,900 euros, while Japanese buyers can pick one up for 12,760,000 yen.

Long story short, the Exige Sport 380 is significantly more expensive than the Sport 350. To be exact, it’s 12,000 pounds more than its predecessor in the U.K, which is a sizable bump in price, even when considering all the upgrades you get with the 380.

Competition

PORSCHE CAYMAN GT4

 Porsche Cayman GT4
Unveiled in February of 2015, the Cayman GT4 added yet another name to Porsche’s top-shelf GT family. Framed as a pure, unblemished vision of the ultimate performance Cayman, the GT4 follows in the footsteps of such greats as the 911 GT3, 911 GT1, and Carrera GT. It might be a bit slower than the Lotus, but don’t underestimate it – properly motivated, this thing can still lap the Nurburgring in 7 minutes, 40 seconds.

Read the full review here.

ARIEL ATOM

 Ariel Atom 3S
U.K.-based automaker Ariel introduced the appropriately named Atom in 2000, offering the world a glimpse at what could be done when barely streetable meets minimalism in the name of speed. This thing is as stripped down as they come, coming fitted with nothing more than what’s needed to absolutely destroy lap times. You can get yours in a variety of flavors, including the truly insane 500-horsepower Ariel V-8, but if you’re looking for something to run against the Lotus Exige Sport 380, go for the 3 or 3S model.

Read the full review here.

Conclusion

 Lotus Exige Sport 380
These days, the term “track-focused” is pretty much relative. It could mean something somewhat civilized, like the Porsche Cayman GT4, which concedes a bit of backside coddling and comfort on the way to exhilarating performance. Or, it could mean something brutal, like the Ariel Atom, which concedes nothing and seeks the finish line ahead of the pack above all else.

The Lotus Exige Sport 380 falls somewhere between these two examples. It’s stripped down and basic, but it won’t thrust you into the elements with too much enthusiasm.

This is a car that emphasizes the driving experience, the feeling of going fast, the reward of precisely placing your tires at an apex.

But never forget – this thing is still wickedly fast. The attention to detail, the engineering, the refinement… this is a car that emphasizes the driving experience, the feeling of going fast, the reward of precisely placing your tires at an apex.

You can tell because the 380 is the polished Exige. Last time around, the automaker from Hethel was touting the Exige Sport 350 as the fastest and lightest to wear the nameplate, but now, Lotus is doing us one better – well, 30 better, to be exact. And the improvements are where it counts – power, aero, and weight. The 380 isn’t trying to do anything controversial. Rather, it’s doing what the Exige has always done, only better.

Previous reports of Apple washing its hands clean of autonomous driving technology may have been unfounded. The California-based tech giant made that emphatically clear in a five-page letter to the National Highway Traffic Safety Administration where it confirmed what has become an open secret to a lot of people within the auto industry. It’s working on being a significant part towards the development and adoption of autonomous driving technology.

Without diving into the specifics of what exactly it’s doing, Apple nevertheless made it clear that it is “investing heavily in the study of machine learning and automation” and that it’s looking forward to what this study evolves to, particularly with regards to the “potential of automated systems in many areas, including transportation.”

The letter, signed by Apple’s director of product integrity, Steve Kenner, answers a lot of questions pertaining to the company’s involvement in autonomous driving technology. It’s been reported numerous times that the company was looking into possible entrance points into the industry, even creating a project – codenamed Project Titan – to specifically work on the enterprise.

Much has been made about the company’s interest in autonomous driving technology. Recent headlines, including a partnership with Magna International to help develop the Apple Car, all pointed to significant levels of activity within the company that were geared towards advancing its goals. But the tables were turned in October 2016 when a Bloomberg report indicated that development was not advancing to the pace Apple’s big wigs intended it to and that those still involved in the project have until the end of 2017 to prove its feasibility, or risk having the project scrapped altogether.

To be fair, Apple’s letter to the NHTSA made no mention of this timetable as the company opted to instead point out its position on a wide range of topics related to the segment, most specifically the NHTSA’s “Federal Automated Vehicles Policy,” a rough guideline that the agency describes as a “starting point that provides initial guidance.”

The policy itself is not ironclad, as the NHTSA intends to have it viewed for public consumption with the intention of fostering discussions and suggestions on how to best shape the policy when the time comes that it becomes binding.

The Apple letter pretty much dives into the company’s own suggestions for the NHTSA’s policy. In doing so though, it finally let the cat out of the bag. It may – or may not – be developing an autonomous car of its own, but it’s definitely fully invested in being a part of the autonomous driving tech industry moving forward.Apple Had Lots To Say

Even with the letter posted to the NHTSA, Apple was able to word the whole thing carefully that it didn’t reveal too much of its own plans surrounding autonomous driving technology.

The tech giant did raise a few points that touches on a few points about the government agency’s “Federal Automated Vehicles Policy.”

Of significant urgency to Apple is to create an ecosystem within the industry to share data with each other. According to the company, this would allow all companies to “build a more comprehensive dataset than any one company could create alone.” The proposal is sound and has merits on some levels, but it’s also going to be very difficult to implement given how competitive the auto industry is. Talk of “data sharing,” as Apple puts it, is only going to make sense if everyone agrees to it. And given the company’s own reputation for being secretive with its own technologies, I don’t know if other automakers, or the NHTSA for that matter, will take this call seriously.

It’s important to give credit where it’s due, especially with Apple’s call to the NHTSA to amend and clarify its position when it comes to making “exemptions for testing internal development vehicles on public roads.” Apple’s concern is that traditional and/or established automakers have already been granted exemptions from the Federal Motor Vehicle Safety Standards (FMVSS) for public road testing. These exemptions don’t include new “entrants” like Apple.

It’s only fair for companies like Apple, Google, all other tech companies looking to gain entry into the autonomous driving market to receive similar exemptions for the research and development they’re doing for their own technological initiatives.

Ultimately, it’s still hard to say what Apple’s end-game is going to be. But rest assured, this letter is as clear a sign as any that the tech giant isn’t about to throw in the white towel yet in its pursuit to develop autonomous driving technology.

2021 APPLE ICAR

With many automakers paying more attention to the design language of their cars, Acura went on a slightly different route at the Los Angeles Auto Show with the presentation of the Precision Cockpit, the automaker’s interpretation of its “next generation interior.” More importantly, Acura says that the cockpit is “near-production,” which basically means that minus a few tweaks here and there, this cockpit, from its layout to its design to its capabilities, is going to be what we’re going to see in future Acura models.

Somewhat surprisingly though, Acura used the layout of the NSX supercar as the basis for the concept, which the automaker said was done to showcase Acura’s goal of ratcheting up the sportiness on all its future models. The design of the Precision Cockpit itself is interesting, in part because of the striking two-tiered leather dashboard that extends the entire width of the cabin with minimal intrusion. The instrument panel has been removed from the dashboard equation completely as Acura opted to use a 12.3-inch display just behind the steering wheel. There’s actually two of those displays on the cabin, with the other one located in the top-layer of the dashboard.

Another unique feature of the Precision Cockpit is its ergonomic simplicity, highlighted by the noticeable absence of any buttons in the center console. The only thing you’ll see there is the driving mode dial, a visual and functional nod to the NSX. Other than that, the only thing worth navigating in the cabin is the curved touchpad on the center stack that operates the large central display. Apparently, Acura designed the touchpad with “absolute positioning,” making it easier for the driver to navigate around the central display. Ballin’.

The Precision Cockpit also comes with a suite full of other features, including compatibility to electrification and automated driving. It says a lot that a cabin loaded on tech will render such niceties like brushed metal, natural wood, leather, and Alcantara finishes as secondary attributes. But, this is the future for Acura’s cabins, and if it holds to form, that future is going to look pretty good.If This Is The Future, Sign Me Up

 Precision Cockpit Hints At The Future Of Acura's Cabins
The Precision Cockpit is significant on a lot of fronts because Acura is giving us a clear indication on what its plans are moving forward. The fact that the cockpit itself was designed to accommodate electrification and automated driving tells you what the automaker’s direction is moving forward.

But, more than that, the Precision Cockpit is also a clear evolution from the cockpit we see in the Acura Precision Concept that Acura unveiled at the North American International Auto Show back In January. Put the pictures of the two cockpits side-by-side and you can immediately tell which of the two is the real concept version and which one is close to production. The layout is similar, but notice how much bigger the central display is on the concept? The concept cockpit even has three displays, two of which were translated into the Precision Cockpit and another, the one below the central display, that was taken out in favor of a more streamlined dashboard. Then there’s the difference in the steering wheel. While I like the sportier look of the leather-wrapped steering wheel on the Precision Concept, the one found on the Precision Cockpit is a lot more function, which partly explains why the latter is, as Acura repeatedly says, “near production.”

Now let’s take a look at how the Precision Cockpit could look on the production Acura NSX. Obviously, the production supercar’s interior isn’t as stylish as the one on the Precision Cockpit, but it does give us some hints on what possibilities are there for future versions of the NSX. Is it possible that the traditional instrument panel on the supercar is taken out in favor of having a 12.3-inch display? The same question can be asked on the NSX’s busy-by-comparison center console with all those buttons located below the central display.

Acura has a lot of room to work with here and it’s nice to see that the automaker is taking a different approach on preparing for the future of its models. Hopefully, the transition to the Precision Cockpit happens sooner than later because all signs point to that cockpit becoming one of the foundations of Acura’s future.

Gallery  Acura NSX