Lotus Elan Concept, 2010

 

 

 

 

•  Lotus Elan Concept, 2010

As the old saying goes, you can't have your cake and eat it. In the past we were educated to believe we can't have it all. But that was the past. Today's driver demands more and the Lotus Elan delivers.

The Lotus Elan is the beating heart of the new Lotus line-up. It's a high performance sports car, that much is clear, it's a Lotus after all, but thanks to some clever innovations the Lotus Elan also has everyday usability too.

With a 2+2 variant, the Lotus Elan should be the only car you need.
Set for release during the second half of 2013, the Lotus Elan features a 4.0 litre V6 pressure charged engine capable of delivering up to 450 PS and taking into consideration its relative light weight of 1,295kg, the Lotus Elan's performance edges on supercar.

From a styling perspective, the Lotus Elan is built like an athlete with a muscular physique and perfect poise. It's a thoroughbred, rigid with tension, ambitious and addictive, nothing but best in class will suffice for this car.

It's not enough to simply provide performance and exceptional looks, innovation is also integral to the Lotus Elan's appeal. In keeping with the rest of the new Lotus range, the Elan features optional hybrid technology with KERS.

Dany Bahar, Chief Executive Officer of Group Lotus, said: "If there was ever a car to make you drive the long way home, it's the Lotus Elan. Perfect for both road and track, the Lotus Elan not only ticks all the boxes, it creates new ones too."
One car, zero compromise.

Lotus Elan Specification

•     Layout: 2 seater (optional 2+2), mid-engined, rear wheel drive
•     Engine: Petrol, hybrid optional
•     Hybrid technology: Optional KERS
•     Cylinder: V6
•     Capacity: 4.0 litre
•     Power/Torque: 450 PS / 465 Nm
•     Rev limit: 7,800 rpm
•     0-100 km/h: 3.5 seconds
•     Top speed: 310 km/h
•     CO2/km: 199 g/km (using optional hybrid)
•     Weight: 1,295 kg
•     Seats: 2
•     Transmission: 7 Speed DCT
•     Drive: RWD
•     Start of production: Summer 2013
•     Enters the market: Autumn 2013
•     Price indication: Circa £75,000

Lotus Evora Type 124 Endurance Racecar, 2010

 

• Lotus Evora Type 124 Endurance Racecar, 2010

The Lotus Evora Type 124 Endurance Racecar has been developed from the award-winning Lotus Evora road car and is built to FIA regulations and safety standards.

The Lotus Evora Type 124 Endurance Racecar is the next step in the evolution of the Evora. The car will make its 24 hour racing debut at the ADAC Nürburgring 24 Hours which provides a great test for the Evora's performance, efficiency and durability under tough and demanding endurance race conditions.

At the heart of the Lotus Evora are fundamental racecar elements: mid-engine layout, high-tech and super-stiff extruded and bonded aluminium chassis and very strong lightweight forged aluminium wishbones. All these elements mean that it is a natural evolution from the road going Lotus Evora to a competitive endurance racecar.

From the outset the design team had intentions to take the Evora racing and the chassis was designed with this in mind. Endurance races are the perfect events to showcase the efficiency, handling and durability characteristics that have been fundamental to the concept of the Evora.

The Lotus Evora Type 124 Endurance Racecar has a race-tuned version of the mid-mounted Toyota V6 engine, with power increased to over 400 ps (depending on race regulations). Vehicle mass is expected to be reduced by up to 200 kg, bringing the weight of the racecar to less than 1200 kg (depending on race regulations).

Further changes for the Lotus Evora Type 124 Endurance Racecar include a six speed sequential paddle shift racing gearbox, full FIA specification roll cage, FIA-compliant 120 litre ATL fuel system, FIA fire extinguisher system, competition carbon fibre rear wing, diffuser and front splitter.

The racecar is fitted with AP Racing 6 piston callipers front and rear, with a race-tuned Bosch ABS system, 4-way adjustable dampers and adjustable anti-roll bars. The racecar runs on 18" rims shod with Pirelli racing slicks and the wheels widths have been increased over the roadcar to 9 ½ J on the front and 11 J on the rear.

The aerodynamically efficient Lotus Evora Type 124 Endurance Racecar body design, made from lightweight composite and carbon fibre panels, remains predominantly unchanged from the road car, with the only modifications being to the lower sections of the front and rear clamshells and the side sills.

The racecar is expected to compete in a number of endurance races in 2010/2011 forming part of a factory-supported race program. The races that are targeted are: The 2010 ADAC Nürburgring 24 Hours (Nürburgring Nordschleife, Germany) in May 2010, Merdeka Millennium 12 Hours (Sepang, Malaysia) in August 2010, BritCar 24 Hours (Silverstone, UK) in October 2010 and the Dubai 24 Hours (Dubai Autodrome, UAE) January 2011.

Lotus Exige Cup 260, 2010

 

 

•  Lotus Exige Cup 260, 2010

The Lotus Exige Cup has developed a cult following and a dedicated fan base since the first Lotus Exige Cup 240 was unveiled in 2006. Over the last 4 model years several hundred Exige Cup Cars have been sold, either specifically for race and track use or for a pure road going driving experience. The latest Lotus Exige Cup 260, with 260 PS, takes the 38 kg weight savings introduced in the last years model, combines them with the extensive body and aerodynamic improvements and revisions introduced on the 2010 Exige in March 2009 and tops them off with new components and technologies to produce the most focused and pure Exige yet.

The 2010 Lotus Exige Cup 260 is fully homologated for road use in Europe and key markets in Asia and North America - a must have for many race competition programmes where a road legal car has to be entered. The Lotus Exige Cup 260 is also eligible to compete in the Lotus Cup Europe race series, organized and run by LoTRDC.

The 2010 Lotus Exige Cup 260 takes the design and aerodynamic changes first introduced on the Lotus Exige S earlier this year to enhance the look and improve aerodynamic performance.

The lightweight, unpainted carbon chord composite rear wing is based on the design from the Exige GT3 road car concept shown at the Geneva Motorshow in 2007. Compared to the 2009 Lotus Exige Cup 260 tailgate-mounted wing, it is 181 mm wider and mounted 46 mm higher and 61 mm further back. It is attached to the rear bodyshell clam via rear end plates which not only increases the stiffness of the whole structure but also ensures that as much of the airflow as possible passes over the rear wing. This careful airflow management increases stability, reduces drag and, most importantly, maintains the impressive downforce figures of 42 kg at 160 km/h.

The restyled front end includes a larger, more angular air intake to help funnel more air through the radiator, to improve the efficiency of the engine. Ahead of the front wheels on either side of the main aperture, two larger air intakes increase the airflow to the twin oil coolers. Horizontal vanes, made from lightweight carbon fibre bisect these oil cooler air-intakes to stabilise the airflow to further increase the cooling efficiency.

Mounted below the three air intakes is a new aerodynamic splitter for the 2010 Model Year Exige. Made from lightweight carbon chord composite, the splitter is extended to wrap around the whole of the front end and chiseled side lips are raised to deflect air around the tyres to reduce drag.

Rear chassis stiffness increases by 30%
The Lotus Exige Cup 260 now has an evolution of the rear diffuser and structural shear panel based on the version developed for the Exige GT3 race car, which increases the lateral stiffness of the rear subframe by 30% further enhancing its outstanding handling.

The rear diffuser and structural shear panel links the subframe to the main chassis to give greatly increased lateral stiffness to the rear subframe suspension pickup points, resulting in better tyre contact patch control.

The stiffness is also more applicable to those drivers who race or take part in track days using slick tyres that can also be fitted to the Lotus Exige Cup 260.
Ohlins two-way adjustable dampers are now fitted as standard, adding even more personalisation of the driving characteristics so the driver can tune the Lotus Exige Cup 260 to their driving style and road or track conditions.

A restyled front end and new larger, rear wing that not only reduces drag, but also gives a more muscular stance enhancing the lightweight shrink-wrapped look of the whole car.

Like the 2010 Lotus Exige S, the 2010 Lotus Exige Cup 260 exploits the Lotus philosophy of using weight reduction to increase performance and reduce emissions. Fuel economy is impressive with an Official European Combined Cycle figure of 8.5 litres / 100 km (reduced from 9.1 litres / 100 km (combined) for the 2009 Lotus Exige Cup 260), a frugal 6.5 litres/100 km on the Official European Extra Urban Cycle and just 199 g/km of CO2 (reduced from 216 g/km of CO2 for the 2009 Lotus Exige Cup 260). Continuous engineering improvements over the last year including careful whole vehicle optimisation has enabled this sportscar to be even better for fuel economy and emissions.

The Lotus Exige Cup 260 follows the lightweight philosophy closely. Taking the already lightweight Lotus Exige S, the weight saving programme has looked at all areas of the car where components can be replaced with a lighter version (without pushing the costs beyond the reach of the serious track day driver or clubman racer) or where components can be removed completely without detracting from the purity of the driving experience:

Carbon fibre (resulting in a weight saving of 12kg):

•     * Roof Panel
•     * FIA and HANS compliant driver and passenger seats
•     * One piece carbon fibre dash top panel
•     * Rear tailgate
•     * Centre tunnel
•     * Front access panels
•     * Front splitter (carbon chord)
•     * Side air intake ducts
•     * Rear spoiler (carbon chord)

Lightweight components (resulting in a further weight saving of 22kg):

•     * Lightweight 'motorsport' battery
•     * Ultra-light five spoke forged alloy wheels
•     * Revised rear engine subframe with lightweight coating
•     * Lightweight fly wheel
•     * Lightweight composite bulkhead panel replaces rear window
•     * Alloy supercharger U-bend pipes

Removing some other non essential components and equipment such as the interior and boot carpets, front mudflaps, battery cover, interior mirror, sunvisors, rear tailgate gas strut, results in a further weight saving of 4kg.

However, as optional extras should a customer wish, air conditioning and an interior noise reduction pack are available, together with the complete range of Lotus metallic, lifestyle and premium paint colours

The 2010 Lotus Exige Cup 260 weighs in at just 890 kg, giving an impressive power to weight ratio of 288 hp / tonne (291 PS / tonne). But, of course, power to weight alone does not make a highly competitive race or track car, so in addition, the Lotus Exige Cup 260 has a formidable list of standard performance focused equipment, as follows:-

Lotus Launch Control and Lotus Traction Control - additions recommended for track driving
The launch control allows the driver to determine the number of revs they wish to use during a standing start. Having programmed that limit, the driver then holds their foot down fully on the throttle pedal and sidesteps the clutch pedal for a very quick departure from the line. The clutch damper cushions the severity of the clutch to transmission engagement to minimise the stresses to the drivetrain. The launch control also keeps wheel-spin at bay until 10 km/h (6 mph), after which the traction control assumes its duties.

As with launch control, the amount of traction control required can be dialled in from the driver's seat and altered on the move to suit the characteristics of particular corners. The amount of traction control can be varied in over 30 increments from an optimum 7 percent tyre slip to completely inactive. The message display in the new instrument pack displays what degree of traction control is being currently utilised.

Wheels and Tyres
All new Lotus Sport lightweight forged alloy wheels, thought to be the lightest original equipment wheels in the world, weigh just 5.65 kg (front) and 7.75 kg (rear). These ultra lightweight wheels reduce the unsprung mass therefore further improving the handling and contribute a weight saving of approximately 800 g over the already super light forged 2009 Lotus Exige Cup 260 wheels. The wheels are shod with Lotus specific LTS construction and compound Yokohama A048 tyres to maximise grip and achieve the ride and handling targets set by Lotus engineers.

Safety Equipment
Lotus Exige Cup 260 cars have the safety equipment expected of a race car, with FIA and HANS compliant carbon fibre lightweight sports seats, normal 3-point "Webb Lock" harnesses (four or six point driver and passenger seat belt harnesses are available for track use only).

A high tensile steel roll over hoop is now fitted with a body coloured Lotus Sport A-Frame as standard and the chassis is already pre-drilled to fit a full front roll cage - a simple dealer fit process involving just the removal of the roof panel for access prior to fitting. Completing the additional safety equipment is a FIA compliant electronic ignition kill switch, with cockpit and external activation, and a FIA compliant plumbed electrically activated fire extinguisher system, again with cockpit and external switches.

Like all current Lotus cars, the Exige Cup 260 is built around a very strong extruded and bonded aluminium chassis tub. Attached to the chassis is a sacrificial energy absorbing composite front structure designed to help absorb crash energy in the event of impact.

Suspension
To suit individual driving styles and road conditions, drivers will now be able to tune the Exige suspension with the Ohlins two-way adjustable dampers (which have 60 compression and 22 rebound settings) and ride height adjustment to reduce the ride height from 130 mm to 120 mm. An adjustable front anti-roll bar allows customers to tailor the handling characteristics of the car to their own requirements.

As the Lotus Exige Cup 260 cars are equipped for track use, a double shear track control arm brace is provided to cope with the expected kerb abuse during track racing or hard track day driving.

Brakes
The brake system includes large diameter 308 mm 2-piece cross-drilled and ventilated front discs and 282 mm cross-drilled and ventilated discs at the rear, upgraded Pagid RS14 sports brake pads set into the brake calipers (AP Racing two piece radially mounted, 4 piston at the front and Brembo sliding at the rear), and stainless steel braided brake hoses - all linked to the proven Lotus track-tuned servo-assisted four-channel ABS system that enhances braking performance and minimizes stopping distance without taking over from the skill of the driver.

Performance, Economy and Emissions
The Lotus Exige Cup 260 is one of the quickest road cars around a circuit. Key to this incredible track performance is the aerodynamic package, which produces 42 kg of downforce at 160 km/h (100 mph) increasing grip and stability at higher speeds. With a top speed of circa 245 km/h (152 mph) and a zero to 160 km/h (100 mph) in circa 9.9 seconds, 0 to 100 km/h in circa 4.1 seconds (0 to 60 mph in circa 4 seconds), the 2010 Lotus Exige Cup 260 is the perfect partner for the serious racer. Combined Fuel Consumption is 8.5 l/100km and the CO2 emissions 199 g/km.

The Engine
The supercharged and intercooled engine in the Lotus Exige Cup 260 has a maximum power output of 260 PS (257 hp) at 8000 rpm and a torque figure of 236 Nm (174 lbft) at 6000 rpm. This significant amount of extra power and torque now available together with the VVTL-i variable cam system ensures that there is a smooth and linear delivery of power from low engine speeds all the way to the maximum 8000 rpm (8500 rpm transient for 2 seconds). The Roots-type Eaton M62 supercharger (with a sealed-for-life internal mechanism meaning that it does not require the use of the engine's oil) is run from the crankshaft and has an integral bypass valve for part load operation. Charge air (air under pressure from the supercharger) is cooled through an air-to-air intercooler (the air enters via the enhanced roof scoop) before being fed into the engine itself. All charge air ducting has been kept as short as possible with large diameter pipes to minimise restriction and maximise throttle response and efficiency. Four high capacity injectors and an uprated fuel pump add additional fuel under hard acceleration or continuous high speed driving - only on the track of course!

A lightweight flywheel is fitted (giving even greater flexibility and response to the gear change), a sports-type clutch plate and heavy duty clutch cover transfer the engine power and torque to the lightweight C64 six-speed gearbox (with an aluminium casing) - with the same perfectly spaced ratios as the Exige S. A torque-sensing limited slip differential is fitted as standard, with a plate type limited slip differential available as an option. An Accusump (engine oil accumulator unit) is included in the whole package as an oil reservoir back-up for extreme track use ensuring that, under those conditions, the engine oil pressure remains constant.

Electrical supply is provided by a lightweight motorsport battery which saves a massive 5 kg of weight sitting behind the rear axle - again weight saving is not just the removal of mass but ensuring that this mass is removed where it most affects performance and handling.

Roof Scoop
The Lotus Sport Exige Cup 260 has a high flow, full-length carbon roof scoop as part of the lightweight carbon roof panel, which not only saves 4 kg but also ensures efficient cooling through the intercooler, which in turn allows the Lotus Exige Cup 260 to gain a higher charge density in the cylinders improving efficiency further.

Lotus Hot Wheels Concept, 2007

 

 

 

 

Lotus Hot Wheels Concept, 2007

Group Lotus plc has teamed up with Hot Wheels, the famous global die-cast brand, to design, develop and produce a Lotus Hot Wheels Concept vehicle. The 1:5 scale model was on display to the world at the annual SEMA Show at the Las Vegas Convention Centre between 29th October and 2nd November 2007, and a 1:64 scale version of the design  become part of the Hot Wheels product range in spring 2008.

To celebrate its 40th anniversary next year, Hot Wheels approached Lotus and other world leaders in he automotive industry with the challenge for each company to produce a vehicle that embodies its own engineering philosophy and brand. The result from Lotus is a stunning open-top two seat sports car concept. Russell Carr, Head of Lotus Design said; "This was a dream job for the design team because, for many of us, when we were children, it was Hot Wheels® that first ignited our passion for cars and design.

The Lotus Design's international reputation for designing visually dynamic and exhilarating sports cars perfectly fitted the brief for this programme and we relished the opportunity to design a concept that was free from the typical technical and legal constraints of a full size car. In addition the design offered unique challenges because it has to work as a toy and we therefore had to remember how specific views, features and tactile qualities of toy cars fascinated us as children.

Hot Wheels cars are barely 75mm long, so specific attention went to create a bold shape that would work well at this scale. Another challenge was to create an exciting design that would work well as a toy. The car needed to be recognisable as a Lotus without having to turn it over to look at the badge underneath. The dynamic voluptuous curves make the car look agile and fun to drive. Bold aerodynamic aids are incorporated to achieve exceptional Lotus handling. 

The top exit radiator at the front, a distinctive Lotus design feature, the rear diffuser and a large rear wing all provide down-force helping the vehicle stick to the road. In addition, large side air intakes and an open rear end aid engine breathing. Inside the car, the exposed centre spine is part of the structure and incorporates the switches and gear linkage and supports the rear wing.

Lotus Elise 160, 1996

 

Lotus Elise 160, 1996

The design philosophy of Lotus is "Performance through light weight", a philosophy first adopted by the founder of Lotus, Colin Chapman. The motto drives Lotus to obtain very high performance with lightweight cars in spite of their relatively modest power outputs, with a strong emphasis on driving purity and dynamics.

The result is a sports car that in production form in 1996 weighed in at just 720 kg (1,587 lb). Compare this to a Porsche Boxster which is also considered to be an extremely lightweight sports car but weighs nearly twice as much: 1,250 kg (2,756 lb).

The Lotus Elise's acceleration (0-60mph in 5.8 seconds), braking, cornering, and fuel consumption (all of which are improved by reductions in a car's weight) were astonishing for an engine put out a relatively modest 120 bhp (89 kW), compared to the 201 bhp (149 kW) produced by the 1997 Porsche Boxster.
Although high-tech, it represented affordable cost of ownership for sports car lovers on a budget who still wanted performance and looks.

Besides the "standard" higher-performance variants listed below, Lotus also released some limited edition models such as Sport 135 (1998/9) with approx 145 bhp (108 kW), Sport 160 (2000) with 150-160 bhp (112-119 kW) and Sport 190 (190 bhp / 142 kW). These were more competent on track with sports suspension, wheels and tyres, seats according to model. There were other special editions which were basically cosmetic treatments such as the 50th Anniversary Edition (green/gold) celebrating 50 years of Lotus cars, the Type 49 ("Gold Leaf" red and white two-tone), and Type 72 ("JPS" black/gold) to recall their successful Grand Prix car type numbers.

Lotus Esprit Turbo, 1980

Lotus Esprit Turbo, 1980

By the close of 1980, Lotus were effectively building three different models of Esprit, with distinct chassis designs and body moulds - the Domestic (i.e. UK) S2.2, the Export S2.2, and the dry-sump Turbo Esprit. Introduced in April 1981, the Turbo Esprit and S3 (Series 3) Esprits marked a necessary consolidation: both new models had a common chassis, inheriting much of the configuration of the Essex cars, whilst body production was based on a single common set of moulds.

The S3 continued to use the 2.2 L type 910 engine of the S2.2, whilst the Turbo Esprit reverted to a less complex wet-sump lubrication system, retaining the power and torque outputs of its dry-sump predecessor. The interior for both cars was revised and featured new trim; combined with changes to the body moulds this resulted in more headroom and an enlarged footwell. Externally, the Turbo Esprit retained the full aerodynamic body kit of the Essex cars, and featured prominent 'turbo esprit' decals on the nose and sides; the S3 gained the more substantial bumpers, yet retained the simpler sill line and glazed rear hatch of the S2.2 body style. Both models were supplied with 15" BBS alloy wheels.

In April 1986, the final incarnations of the Giugiaro-styled Esprit were announced, with raised engine compression giving rise to their 'HC' moniker. This increased the output of the naturally aspirated engine to 172 horsepower (128 kW) and 160 lb·ft (220 N·m) for the Esprit HC, and to 215 horsepower (160 kW) and 220 lb·ft (300 N·m) for the Turbo Esprit HC, with the increased torque available at a lower rpm. For markets with stringent emissions requirements, Lotus introduced the HCi variant, teaming the higher compression engine with Bosch KE-Jetronic fuel injection - the first fuel-injected Esprits.

Lotus Elan

Lotus Elan, 1962

The original Elan was introduced in 1962 as a roadster, although an optional hardtop was offered in 1963 and a coupé version in 1965. It was the first Lotus road car to use the now famous steel backbone chassis with a fibreglass body. At 1500 lb (680 kg), the Elan embodied the Colin Chapman minimum weight design philosophy. Initial versions of the Elan were also available as a kit to be assembled by the customer.

The Elan was technologically advanced with a twin-cam 1558 cc engine, 4-wheel disc brakes, and 4-wheel independent suspension. The Lotus-Ford Twin Cam engine was based on Ford's Kent, with a Lotus-inspired Cosworth alloy twin-cam head. This Lotus-Ford 4-cylinder engine would go on to be used in a number of Lotus production and racing models. An Elan +2 was introduced in 1967 with a longer wheelbase and two more rear seats. The Elan ceased production in 1973 and the Elan +2 in 1975. An estimated total of 17,000 original Elans and Elan +2's were built. Because of its successful design and technological sophistication, the Elan went on to become Lotus' first commercial success, reviving a company stretched thin by the more exotic and less commercially successful Elite, and enabling funding of the Lotus success in racing over the next ten years.

The generation of the two seater Elan was famously driven by the character Emma Peel on the British television series The Avengers. In 2004, Sports Car International named the Elan number six on the list of Top Sports Cars of the 1960s. The original version of the car was designed by Ron Hickman, who also designed the first Lotus Europa as part of Lotus' GT40 project bid and made his fortune having designed the Black & Decker WorkMate.

Lotus Elite

Lotus Elite, 1973

The Lotus' first saloon car was front engined with rear wheel drive. Like all production Lotuses since the Elan, the Elite II used fiberglass for the hatchback bodyshell, mounted on a steel backbone chassis evolved from the Elan and Europa. It had 4-wheel independent suspension using coil springs. Power steering and air conditioning were optional from 1974. The Elite II was the basis for the Eclat, and the later Excel four-seaters.

The Elite II was Lotus' first car to use the "907" aluminium-block 4-valve, DOHC, four cylinder, 2.0 L engine. (The 907 engine had previously been used in Jensen-Healeys.) The 907 engine ultimately became the foundation for the Lotus Esprit powerplants, both naturally-aspirated and turbocharged. Elite IIs were available with a 5-speed gearbox standard; from January 1976 an automatic transmission was optional.

Regarding performance, the Elite and Elite II (and the related Eclat) are notable in that the stock curb weight is not much over 2000 lb (907 kg). Once the motors reach their power band, both acceleration and handling are impressive.

Lotus Esprit Concept

Lotus Esprit Concept, 1972

Lotus Esprit Concept, 1972

The Lotus Esprit was a sports car built by Lotus in the United Kingdom from 1976 to 2004. The silver Italdesign concept that eventually became the Esprit was unveiled at the Turin Motor Show in 1972, and was a development of a stretched Lotus Europa chassis. It was among the first of designer Giorgetto Giugiaro's polygonal "folded paper" designs. Originally, the name Kiwi was proposed, but in keeping with the 'E...' naming format of Lotus tradition, the name became Esprit.

Lotus Europe

Lotus Europe 1965

Lotus Europe, a two door mid-engined GT coupé built by Lotus Cars from 1966 to 1975.

The original Lotus Europa used Lotus founder Colin Chapman's minimalist steel backbone chassis that was first used in the Lotus Elan, while also relying on its fibreglass moulded body for structural strength. The Europa was the first mass-produced mid-engine road car and was based on a prototype built to compete for Henry Ford II's contract to build a Le Mans race car in the early 1960s.

The Lotus Europa was designed and built to be an embodiment of Chapman's oft-stated philosophy of automotive design: "Simplify, then add lightness."

The 4-wheel independent suspension was typical of Chapman's thinking; the rear suspension consisted of two relatively large trailing arms, one lower locating link per side, and the axles were used as upper locating links; very similar to Formula racing car designs of that era. Aside from the doors, bonnet (hood), and trunk (boot), the body was cast as a single unit of fibreglass.
The car's handling prompted automotive writers to describe the Europa as the nearest thing to a Formula car for the road.

Series 1
The Series 1 or S1 Europa (also known as Lotus Type 46) was announced for sale to European markets on December 20, 1966. The first cars were delivered in France in February 1967, sold as Lotus Europe. The S1 was fitted with a modified Renault 16 1470 cc engine and a 4-speed gearbox. The engine was a special 82 hp (61 kW) version (as opposed to the 52 hp (39 kW) generated in standard form). Lotus turned the engine and gearbox through 180° to accommodate the Europa's longitudinal mid-engined layout, inverting the gearbox's crown wheel and its pinion gear to avoid having four reverse gears. The S1 weighed 686 kg (1512 lb), had a top speed of 110 mph (180 km/h), and did 0-60 mph in 10 seconds. Of particular note, nearly 0.9 g (8 m/s²) lateral acceleration was achieved on road tires of that era.

Including the S1A and S1B (which incorporated some of the later S2 changes) variations, 644 Europa S1s were manufactured.

Type 47
During 1966, whilst the Factory was sorting out the first production Type 46 (S1), Team Lotus raced the Type 47, a Europa modified for the track, with a 165 hp (123 kW) 1594 cc Lotus/Ford/Cosworth twin cam engine, which used a Cosworth-modified Kent block, and a Hewland FT 200 5-speed gearbox. The Type 47 is fondly remembered for taking both first and second places (driven by John Miles and Jackie Oliver, respectively) in its very first race held at the storied Brands Hatch race course on Boxing Day. It's believed that 55 Type 47s were built by Lotus between 1966-70. Two other sports racer prototypes based on the Europa called, Type 62, were built in 1969. A twin-cam powered Europa would not be available to the roadgoing public until the Type 74, in 1971. Replica 47s are bespoke-manufactured by Banks Europa Engineering, in several variations. A one-off 47, fitted with a Rover V8 engine, was built by GKN in 1968 and registered, GKN 47 D.

Series 2
The Europa S2, or Type 54, was introduced in April 1968. It used the same Renault engine as the Type 46, but offered a number of refinements, including electric windows, fully adjustable seats, a new interior, and a polished wooden facia for the dashboard. Per request of the automotive insurance industry, Lotus switched to bolt fasteners (instead of resin bonding) to attach body to frame. A red Type 54 Europa S2 was driven by co-star Linda Thorson in several 1968 episodes of The Avengers (TV series). A small number of Type 54s were modified to be "federalized", that is, made suitable for export to the United States.

In 1969, the Type 65 aka S2 Federal was born, with additional changes to the body, chassis, and the powerplant to better comply with U.S. D.O.T. standards. Among the newer bits, the Renault engine was expanded to 1565 cc capacity over the previous 1470 cc. Road&Track Magazine tested the Federal S2 and recorded 0-60 mph in 9.6 seconds with a top speed of 116 mph (187 km/h). 3,615 S2s were produced.

Twin Cam and Special
In 1971, the Type 74 Europa Twin Cam was made available to the public, with a 115 hp (78 kW) 1558 cc "big valve" Lotus-Ford Twin Cam engine (105 hp US Federal emissions control version until the end of production), a new Renault 4-speed gearbox (Type 352) and a re-designed bodyshell to improve rearward visibility. Mike Kimberley, who rose to become chief executive of Group Lotus, then a new engineer at Lotus, was appointed Chief Engineer of the Europa TC project. 1,580 cars were shipped as Europa Twin Cam before Lotus switched to a 126 hp (94 kW) aspirated by Dellorto/Weber carburettors version of the same engine; in addition to offering a new Renault 5-speed (Type 365) gearbox option; and renamed the car Europa Special. It weighed 740 kg (1631 lb), had a top speed of 123 mph (198 km/h), did 0-60 mph in 7.0 seconds, and ran the 1/4mile in 14.9 sec. A total of 3,130 Specials were manufactured. To honour Team Lotus's 1972 and 1973 F1 World Championships, a few black with gold pin stripe - plus numbered badge - Europa Specials were offered as the first ever John Player Special commemorative motor vehicles.

Lotus Elan

Lotus Elan 1962

The original Elan was introduced in 1962 as a roadster, although an optional hardtop was offered in 1963 and a coupé version in 1965. It was the first Lotus road car to use the now famous steel backbone chassis with a fibreglass body. At 1500 lb (680 kg), the Elan embodied the Colin Chapman minimum weight design philosophy. Initial versions of the Elan were also available as a kit to be assembled by the customer. The Elan was technologically advanced with a twin-cam 1558 cc engine, 4-wheel disc brakes, and 4-wheel independent suspension.

The Lotus-Ford Twin Cam engine was based on Ford's Kent, with a Lotus-inspired Cosworth alloy twin-cam head. This Lotus-Ford 4-cylinder engine would go on to be used in a number of Lotus production and racing models. An Elan +2 was introduced in 1967 with a longer wheelbase and two more rear seats. The Elan ceased production in 1973 and the Elan +2 in 1975. An estimated total of 17,000 original Elans and Elan +2's were built. Because of its successful design and technological sophistication, the Elan went on to become Lotus' first commercial success, reviving a company stretched thin by the more exotic and less commercially successful Elite, and enabling funding of the Lotus success in racing over the next ten years.


This generation of the two seater Elan was famously driven by the character Emma Peel on the British television series The Avengers. In 2004, Sports Car International named the Elan number six on the list of Top Sports Cars of the 1960s. The original version of the car was designed by Ron Hickman, who also designed the first Lotus Europa as part of Lotus' GT40 project bid and made his fortune having designed the Black & Decker WorkMate.