Lotus have long been underserved from underinvestment... however, the tide has now turned
One of the greatest British racing engineers of all time succinctly summarised their philosophy towards cars with a coherent slogan: "simplify then add lightness". These words were spoken by illustrious Lotus founder Colin Chapman, who had a sixth sense for designing and developing cars. He elaborated further on his cognizance saying: "adding power makes you faster on the straights, subtracting weight makes you faster everywhere". These two quotes have a compelling notion, and had the capacity to make you think deeper and look past the superficial surface.
They have always made me pause for thought. Firstly, because it’s a fascinating glimpse inside the mind of an innovator who understood better than most how to extract more performance from a car without complicated modifications. It was the simple changes that made such a considerable difference. And secondly, because he was a trailblazer who was ahead of his time. He discerned the truth that was hidden in plain sight. Chapman found the key to unlock and extract even greater potential in cars, which was then used to the advantage of Lotus.
His words cast a long shadow over the complexity and weight of electric cars. It makes it all the more ironic that the trend has gone in the opposite direction to what Chapman championed. I can’t help but think that carmakers would do well to take heed of his insight and apply his theory for electric cars – the benefits could be substantial. Pioneering engineering is what separated Lotus with its racing cars in Formula One. Although the team no longer participate in the pinnacle of motorsport, the history of Lotus is synonymous with it and they achieved incredible success.
The Lotus 25 featured the first monocoque chassis. The Lotus 49 was the first car to use the engine as a stressed number. The Lotus 63 was the first mid-engined Formula One car to race with four-wheel drive. And the Lotus 72 had ground breaking aerodynamics. These accolades meant Lotus were the first team in Formula One history to achieve 50 Grand Prix victories. Chapman continued to innovate with aerodynamic ground effects, and helped develop the first carbon fibre Formula One car. The Lotus 88 was banned from racing though in 1981 for its use of ‘twin chassis technology’.
"I’ve always had a soft spot for Lotus, I just have an emotional attachment to them"
Chapman was working on an active suspension system until he died suddenly from a heart attack in December 1982 aged 54. Much of his philosophy and approach towards racing cars was adopted and replicated in the automotive landscape with its road cars. There is a selection of iconic models that are developed on his ideology and innovations that capture interest. The Lotus Seven from 1957 was the first modest step, but it bears striking resemblance to contemporary Caterham cars. The fact it could be bought and assembled yourself made it a passion project for fanatics.
But the Lotus Elite also from 1957 best encapsulated the hallmarks of Chapman’s philosophy. With a glass-fibre monocoque construction, the weight was kept down to only 500kg. It also recorded an extremely low drag co-efficient of just 0.29. To contrast and compare, an early Jaguar E-Type registered 0.44 and the Porsche 911 had a co-efficiency rating of 0.34. The more recent icon though that will be familiar with everyone is the Elise, which is quintessential Lotus. It was right on brand featuring a new construction method – an extruded and bonded aluminium spaceframe design.
With the chassis weighing just 68kg, it was a revelation. Add into the equation the lightweight 1.8-litre K-series engine mounted in the middle, and you had a sportscar with a sweet spot. Sure, the Elise may have been basic and understated when considering it against the Porsche Boxster, but that didn’t mean it was something to be overlooked. It was one of the purest expressions of driving that punched above its weight for what it was. Lotus ended production of the Elise in 2021 after 25 years, signalling the end of an era for the company. It began transitioning away from combustion engines.
The Elise was in many ways a metaphor for Lotus during that period. Whilst it evolved with the passing of time, it never really kept up with the advancement that the competition was making. In some ways that was okay, it was a unique car in isolation. But in terms of showcasing what Lotus was about, it was dated and had been left behind. The company was being underserved through underfunding, which stifled the potential of Lotus and what they were really capable of. A majority share was purchased by Malaysian carmaker Proton in 1996. The outfit though appeared to underestimate the resources needed to revitalise the brand.
For two decades, the potential of Lotus stagnated. It was held back by the lack of investment that was required to reinvigorate the marque. The state of affairs was bleak. However, the outlook changed back in May 2017, when Chinese multinational Geely announced it was acquiring a 51% stake in Group Lotus, with Etika Automotive purchasing the remaining 49%. The upturn continued in January 2021 when a joint venture was announced with the Renault-Nissan-Mitsubishi Alliance which included Alpine to produce a range of electric performance cars that shared some platforms.
And then, a matter of months later, Lotus announced that they would only be producing electric cars from 2028. They also revealed plans to scale up production numbers to the tens of thousands. To fund the transformative mission statement, Geely and Etika have allotted two billion pounds to bring the vision into reality. Ever since then, a steady outflux of electric performance cars has been unveiled. In the bigger picture though, the reversal of fortune secures the future of Lotus and enables the company to unleash its potential. It’s been patiently waiting to do so like a corked bottle of bubbly.
Lotus relaunched the brand with a small sportscar called the Emira. It had a mid-mounted 3.5 litre V6 engine developed with AMG that produced 400bhp, which was good for 0-60mph in 4.2 seconds and a 180mph top speed. Performance is optimised via aerodynamics, and the downforce comes from components influenced by motorsport that creates balanced stability for dynamic driving. The Emira features new architecture – it’s constructed around extruded aluminium chassis technology. There is lots to like about it, but the Emira is only the start of the Lotus transformation.
The Evija is an all-electric hypercar from Lotus. It produces 1972bhp, making it the most powerful car ever to enter productive. It’s something of a disruptive force to be reckoned with and promises to be a formidable proposition. Lotus has also launched what it refers to as a ‘hyper-SUV’ called the Eletre. There are three all-electric models to choose from – the R version 905bhp, and will do 0-60mph in just 2.95 seconds. And then there is the type 133 breaking cover towards the end of 2023, an all-electric four-door saloon that will spearhead the range. It should share lots of technology with the models listed above, which makes for tantalising prospect when it does arrive.
I’ve always had a soft spot for Lotus, I just have an emotional attachment to them. Perhaps that’s because the Lotus Cars factory is based in Hethel in Norfolk, just forty miles away from where I live. There is something mythical about them, and that spirit has weaved its way into my heart – it just feels like I'm connected to them somehow. The Lotus model range is rapidly expanding, as the company continues to extend its reach. With the brand reinventing itself, there is a lesson to be learned and understood. Lotus has always had potential, but without the opportunity, it’s never been able to realise it. That time has now come for Lotus, and they must seize their chance.
I don’t doubt they will.
Photos: Lotus Cars
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