Lotus Models

The entry-level Emiya, likely focusing on a balance between performance and range, offering a taste of the Emiya experience at a more accessible price point.

The "sweet spot," a higher-spec Emiya with greater power, sharper handling, and upgraded components for enthusiasts demanding more from their EV sports car.

The range-topper, an even more track-focused Emiya, boasting extreme power, lightweight construction, and possibly motorsport-inspired aerodynamics.

The "entry-level" Eletre would still likely boast impressive power and range, focusing on a comfortable luxury experience mixed with engaging Lotus driving dynamics.

Expect a step up in performance with this model, featuring more potent power figures, sharper handling with sportier suspension tuning, and visual cues to emphasize its performance edge.

The range-topper, an even more track-focused Eletre, boasting extreme power, lightweight construction, and possibly motorsport-inspired aerodynamics.

The car features two electric motors to achieve its power output, and the battery is placed in the middle of the car where a typical internal combustion mid-engine car would have its beating heart, meaning this helps with weight distribution.

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A tribute to legendary driver Emerson Fittipaldi and his 1972 F1 Championship victory. Limited to just eight examples, it adds unique touches to the Evija. This includes a striking black and gold livery inspired by Fittipaldi's iconic John Player Special Lotus 72 race car.

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Launched in 1957 the 7 was a simple and lightweight sports car that sold as a kit for the British market. It made no concessions to passenger comfort, instead focusing on performance and low cost.

The Lotus Seven S2 followed in 1960. There were a number of differences between it and the Series 1, including Less tubing in the spaceframe, aluminium nose replaced with fibreglass. Other tweaks also.

The Super Seven initially used the larger Cosworth modified 1,340cc Ford Classic engine and later examples were fitted with 1,498cc or 1,599cc engines. This is where things got really fun.

The Seven S3 was released in 1968. The nose-cone and wheel arches were originally aluminium parts, but these were replaced in the later S2 and S3 models with painted or self-coloured fibreglass.

In 1970, Lotus radically changed the shape of the car to create the slightly more conventional sized Series 4 (S4), with a squarer fibreglass shell replacing most of the aluminium bodywork.

The Elan was the first Lotus sports car to combine a steel chassis with a fibreglass body. 22 1500cc Elans were produced. After the S2 was released the Elan 1500 and 1600 models were typically referred to as the S1.

After just 22 cars the engine was enlarged and the car was re-designated the Elan 1600. Under the hood is the “1600” version of the Lotus double overhead cam conversion for the English Ford 116-E. Optional hardtop was offered.

Most S1 faults were overcome when the Elan Series 2 was launched. The Series 2 were fitted with larger disc brakes and an uprated interior. The earliest S2 cars were hard to distinguish from S1 except for those interior changes.

Elan Special Equipment (SE) models were launched, fitted with the latest 118 bhp Twin Cam engine. Slightly more powerful and luxurious this model is the prized early one. It was heavier and with more interior appointments.

Both Types, 36 & 45, were offered initially in S3 form. Elans were originally built as Roadsters, but a FHC was offered from 1965 with the S3 model. The S3 interiors had electric windows and permanent window frames.

The S3 continued to employ the rugged Ford-derived twin-cam motor, developing 105bhp (118bhp was available from the SE model) with twin Weber 40DCOE carburettors and a four-speed gearbox.

The S4 saw a number of improvements over the S3. Flush dashboard rocker switches, updated integrated rear lamp cluster with reversing lights, wider wheel arches and much more.

“SE” additions included electric windows, updated rear lamp cluster, two speed wipers, enlarged flared wheel arches, negative earth electrics, dual circuit brakes and revised engine heads and Stromberg carburettors.

In 1971 Lotus released the Sprint as the ultimate Elan. It used the big-valve cylinder head in conjunction with striking paint schemes that celebrated the success of Lotus Players F1.

An Elan +2 was introduced in 1967 with a longer wheelbase and wider track, and two small rear seats, suitable for children. It was larger and considerably more luxurious, marketed to the established family with children.

In 1971 +2S was upgraded to include the Big Valve engine, and then named the +2S 130. Later models of the +2S 130 were provided with a 5-speed Austin Maxi based gearbox, which greatly improved its high speed cruising.

The Lotus M100 Elan was launched in August 1989, reviving the Elan nameplate after 14 years. A two-seater convertible sports car, designed in-house by Lotus, it featured an engine and manual transmission.

The Lotus Elan Series 2 (S2) M100 represents a refined iteration of one of the most celebrated roadsters in Lotus's storied history. Building upon the foundation laid by the original M100 Elan, the Series 2 enhancements were aimed at elevating the driving experience and exclusivity of this front-wheel-drive sports car.

The Lotus Cortina was an exhilarating drive, with torquey, lively acceleration, firm handling, adequate brakes, excellent visibility and, in Aeroflow form, good ventilation. A classic fun car.

While the looks softened compared to the first generation, the Mk 2 is the better of the two. Upgrades included the more powerful twin-cam as standard, a different final drive, and a much more comfortable cabin.

Launched in December 1966. The S1 had a modified Renault 16 1470 cc inline-four engine and a 4-speed gearbox. Minimalist construction was used throughout the first-series Europa. The Series 1 is known as the better drivers car due to its solid construction. Our favorite pick.

The Series 2 brought changes to the body, interior, and engine. The body was no longer bonded to the frame and was now conventionally attached with bolts. This made body repairs easier but lost some of the stiffness of the first series. It got a new, more comfortable interior and new dash.

The third-series Europa featured a redesigned body shell helping improve rearward visibility. The Renault engine was replaced by the more powerful 1558cc Lotus-Ford twin-cam motor. Originally known as the Europa Twin-Cam, the Series 3 was renamed the Europa Special.

To honour Team Lotus’s victory in the 1972 and 1973 F1 World Championships, John Player Special (JPS) was released to commemorate the success. Each had black with gold pinstripes and numbered badge. The JPS was one of the very last Europa models released.

The Lotus Elite was introduced in 1957 and was a truly driver-oriented offering. The world’s first fiberglass monocoque production car, had a stressed-skin fiberglass unibody. Rare, fast and very fun. Best ever.

Elite II as it was known was designed to be a luxury 4-seat GT. It replaced the Elan Plus 2 and was a shooting brake design. There were four variations you could buy, a 501, 502, 503 and 504.

In 1980 the Type 75 was replaced by the Elite Mark 2 Type 83. This version received a larger 2,174 cc Lotus 912 engine. The chassis was now galvanised steel and it got a new Getrag Type 265 gearbox.

Éclat was a fastback version of Elite II. The fastback body style offered more practicality with storage in the trunk. The initial S1 had several issues regarding the chassis that impacted resale values.

In 1981 Lotus introduced the Type 84, called the Lotus Eclat S 2.2 Riviera. This model, which was available for two years, came with a removable roof panel, aircon, vented bonnet and rear spoiler. 223 units made.

Lotus Excel GT, re-engineered Éclat. In 1982, the Eclat was developed into the Lotus Excel which used the same engine, but a modified version of the chassis, altered bodywork, new gearbox, driveline, and brakes.

The first Esprit had a Type 907 inline-4 which produced 160 bhp in European markets and 140 bhp in America. The engine was supported by a steel chassis and covered in a sleek fiberglass body.

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By 1978, the Esprit was upgraded Series Two specification including a new front spoiler and rear valance. There were also new alloy wheels, wider seats and new instrument cluster.

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The S2.2 was a stop-gap model introduced in May 1980 whose only major difference from the S2 was a 2.2 L type 912 engine. Engine power output was unchanged but torque rose from 140 lb/ft to 160 lb/ft.

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February 1980 to April 1981. Limited-edition Turbo was designated the Essex Commemorative Lotus Esprit Turbo, also known as the Type 82, and was only available in its sponsor’s blue, red, and silver.

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April 1981 to October 1986. Cheaper ‘production’ version, with reduced trim spec; except for earliest models, all have wet-sump lubrication, BBS wheels. Higher compression ratios for the engines was indicated by the ‘HC’ moniker.

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October 1986 to October 1987. The final incarnations of the Giugiaro-styled Esprit had higher compression ratios for the engines was indicated by the ‘HC’ moniker. High-compression version (up from 7.5:1 to 8:1), with Mahle forged pistons.

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October 1987 to September 1990. In the latter part of 1987, Lotus produced 2 Esprit models, the top of the range Esprit Turbo and the cheaper Normally Aspirated “Esprit”. The cars were virtually identical visually. Known as the Steven’s Esprits.

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April 1981 to October 1987. Significant chassis/suspension changes (as per Essex Turbo) plus many cosmetic revisions. The S3 received an upgraded 2.2 liter Type 912 engine. The S3 gained the new larger bumpers but kept the simpler sill line.

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The SE had a 2.2 liter turbo “charcooled” engine (first fuel injection water cooled model). The Lotus Esprit Turbo SE produced 264 hp and hit 60 mph in 4.7 seconds and hit 160 mph top speed. There was also a “Highwing” that was same as SE.

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The type 105 SCCA car encouraged Lotus to make a new road-going Supercar. Thus the X180R was born. It was based on the the Type 105 having 285 hp. Twenty of these replicas were produced and sold as race-ready, road-going cars.

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With power steering, ABS as standard and an updated roomier cabin, the S4 was the first Esprit that could really be used everyday. Performance was on a par with the outgoing SE but the styling had been updated for the 90s with a sleeker front spoiler and more aero rear wing.

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For customers that missed out on the very limited production run of X180Rs, the 300 Sport was offered in 1993. It essentially offered the same package as the X180R racecar. It got a full roll cage, harness and fire extinguisher as well as more power and better handling.

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The 1995 Esprit S4S combined the best parts of the comfortable S4 and the rapid Sport 300 to produce a very attractive package. Power fell between the two others at 285bhp with a short overboost facility to 300bhp. The S4S was widely acclaimed as an amazing car.

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The last iteration of the four-cylinder Esprit was the GT3, a turbocharged, charge cooled variant with the 2.0 L Type 920 which had previously been used only in Italian market cars. The GT3 was produced alongside the Esprit V8. Got some updates for MY 1998.

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1996 was the year that saw the Esprit finally gain the V8 it had deserved for so long. The exterior was left pretty much alone except for some bigger wheels. The addition the twin-turbo V8 saw a big increase in performance. In 1998 the V8 range was split into SE and GT models.

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Launched in December 1966. The S1 had a modified Renault 16 1470 cc inline-four engine and a 4-speed gearbox. Minimalist construction was used throughout the first-series Europa. The Series 1 is known as the better drivers car due to its solid construction. Our favorite pick.

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The Esprit finally got the V8 it had deserved for so long. The exterior was left pretty much alone except for some bigger wheels. The new twin-turbo V8 saw a big increase in performance. In 1998 range split into SE and GT models.

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The Esprit Sport 350 was hailed as the fastest, and the best, Esprit of them all. 160 lbs in weight was shaved from the standard V8. This saving helped the Sport 350 become a performance monster. The Sport 350 received even wider rear tires.

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To celebrate 30 years of this performance car, Lotus has given the Esprit a facelift. The redesigned rear panel and light cluster carry over some of the Elise design elements. The front got the lip spoiler from the Sport 350.

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Series 1 Elise Variants

• Lotus Elise Series 1 (1996 - 2001)

• Lotus Elise 111S (1999 - 2001)

• Lotus Elise Sport 135 (1998 - 1999)

• Lotus Elise Sport 160 (2000)

• Lotus Elise Sport 190 (1999 - 2000)

• Lotus 50th Anniversary Elise (1999)

• Lotus Type 49 Elise (1996 - 2001)

• Lotus Type 79 Elise (1999)

• Lotus Elise Millenium (2000)

• Lotus 340R (2000)

• Lotus Elise GT1 (1997 - 1998)

Series 2 Elise Variants

• Lotus Lotus S2 Elise (2000 - 2007)

• Lotus Lotus S2 Elise 111 (2002 - 2004)

• Lotus Lotus S2 Elise 111 S (2002 - 2004)

• Lotus Elise S2 111R (2004 - 2008)

• Lotus Elise (2008) (2008 - 2011)

• Lotus Elise SC (2008 - 2011)

• Lotus Elise S (S2) (2007 - 2008)

• Lotus Elise R (2008)

• Lotus Elise S2 Sport 135 (2002)

• Lotus Elise S2 Sport 190 (2002)

• Lotus Elise S2 Type 72 (2002)

• Lotus Elise S2 Type 25 (2002)

• Lotus Elise S2 Type 135R (2003)

• Lotus Elise S2 Type 23 (2003)

• Lotus Elise Racer (S2) (2005)

• Lotus Elise S2 Type 49 (2002)

• Lotus Elise S2 Type 99T (2003)

• Lotus Elise S2 72D (2007)

• Lotus Elise S 40th Anniv. (2007 - 2008)

• Lotus Elise S2 California (2008)

• Lotus Elise Type 25 Jim Clark (2008)

• Lotus Elise S2 Club Racer (2009)

• Lotus Sport 2-Eleven (2007 - 2011)

Series 3 Elise Variants

• Lotus Elise S3 (2011)

• Lotus Elise SC RGB (2011)

• Lotus Elise R (2011)

• Lotus Elise SC (2011)

• Lotus Elise SC Final (2011)

• Lotus Elise S (2012)

• Lotus Elise Club Racer (2012)

• Lotus Elise Cup 220 (2015 - 2021)

• Lotus Elise Sprint (2017 - 2018)

• Lotus Elise Sprint 220 (2017 - 2018)

• Lotus Elise Sport 220 (2017 - 2021)

• Lotus Elise S 20th Anniv. (2015)

• Lotus Elise 250 Special(2016 - 2017)

• Lotus Elise Race 250 (2016 - 2017)

• Lotus Elise Cup 250 (2016 - 2017)

• Lotus Elise Cup 250 (2017 - 2018)

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  Lotus Elise Cup 250 GP (2018)

• Lotus Elise Cup 260 (2018)

• Lotus Elise Sport 240 Final (2021)

• Lotus Elise Cup 250 Final (2021)

The original Elise was designed as a sports car to be appreciated by real driving enthusiasts, fashion leaders and those who really appreciate technology and innovation. The whole car weighed in at half the weight of an average family saloon.

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The original Elise, called the Series 1 was augmented by a faster edition called the 111S, named after the Lotus type-number of the Elise — M111. Powered by a more powerful 1.8-litre K series VVC engine, and a close-ratio gearbox.

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Series 2 Elise launched October 2000 was an updated Series 1 using a modified version of the Series 1 chassis to meet new European crash regulations. Same K-series engine with new Lotus ECU. Rated at 120 hp.

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111 and 111S are basically the same car. They include a more powerful 156 hp VVC engine, closer ratio gearbox, new exhaust muffler with round tailpipes and flap valve; intake resonator box; oil/water heat exchanger.

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This car is identical to the 111 but features leather seats and trim, an upgraded stereo and carpets. The VVC engine and the close-ratio gearbox combine to give aggressive power delivery and rate of acceleration.

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In 2004, Lotus took to bold move and brought the Elise overseas to America. At the same time they secured a deal with Toyota to power the new car with the same 2ZZ-GE engine from the Celica GT-S.

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Lotus continued to provide a naturally aspirated Elise producing 189 hp (141 kW). For 2008, the Lotus Elise gets revised gauges and a few new accessories. It has the Lotus-tuned 1.8-liter 4-cylinder that gets variable cam timing.

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This is the most powerful production version of the Elise to date with 217 hp. A new non-intercooled installation of the current Elise’s 1.8-litre 2-ZZ VVTL-i engine. It has sharp steering, quick responses, huge grip.

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As the new entry-level car, the Elise S was not fastest Elise but the acceleration, performance and handling was class leading. Lotus shoehorned in a 1.8-liter VVT Toyota engine.

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The 111R renamed Elise R. Part of the US federalization program meant minor changes across the board to update the Elise. Not much to see here in terms of improvements

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The 2011 Elise range got a design refresh as well as a number of technical improvements. The highlight was a new 1ZR-FAE 1.6 litre engine with Valvematic and Dual VVT-I technology

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Made in celebration the legendary input of Roger Becker (RGB) who retired in January 2010 following 44 years of service. Lotus made a series of Lotus Elise and Lotus Exige cars in bespoke spec.

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1.8 liter, 4-cylinder engine with 194 hp and 133 ft.-lbs. of torque. The North American model also gets additional updates like the evolution body design incorporating new front clamshell, rear bumper and engine cover and the new 6 speed close ratio gearbox. Touring Pack and Sports pack.

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The 2011 Elise range for the US and Canadian markets also got the Lotus Elise SC with its 1.8 liter supercharged 4-cylinder engine with 218 hp and 156 ft.-lbs. The sweetest ride and best performing Elise in the range in our opinion. Lots of updates like the R and base Elise also in terms of design and upgrade options.

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With only 15 units made, this final edition is rare. It has a supercharged 217 bhp engine, exclusive matte black paint detailing on the rear transom panel, roll hoop cover, hardtop and door mirror housings and an unprecedented level of standard equipment, makes a big statement.

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The ‘S’ designation now only applies to supercharged models in the Lotus range, and this Elise comes with a suitably blown 1.8-litre engine. The supercharged engine – a Toyota-sourced four-cylinder, as we’re used to with modern-day Elises – produces 1bhp less but 28 lb/ft more than the unit in the previous-gen SC.

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The engineers behind the Elise Club Racer took a stripped-to-the-bare-bone approach. For the first time ever an Elise variant comes complete with a Sport setting for the DPM (Dynamic Performance Management) allowing even the less experienced sports car drivers to feel at the top of their game.

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At the 2015 Geneva Motor Show, Lotus revealed a high performance version of the Elise called the Cup 220. The Cup 220 is a more track focused and hardcore version of the standard Elise. A redesigned, lighter, front clam panel with wider apertures for improved cooling, saves 8.7kg. Other weight saved too.

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New iteration of handbuilt Lotus sports car launched with Sprint edition. Sprint adds carbon fiber to cut 41 kg and hit 798 kg dry weight. New front and rear design, and significant interior upgrades. Part of the regular lineup. Biggest weight cut to the car since the introduction of the first-generation Elise.

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The engineers behind the Elise Club Racer took a stripped-to-the-bare-bone approach. For the first time ever an Elise variant comes complete with a Sport setting for the DPM allowing even the less experienced drivers to feel good.

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The Elise Sport 220 builds on the many celebrated Elise virtues, blending agility, power, balance and communication into one compact expression of pure driving joy. It is the current base model available. The entry level Elise is still near perfect.

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The new Lotus Europa S, a Grand Tourer (GT) inspired two-seater will provide Lotus customers with a spectacular sportscar with significantly enhanced levels of touring and cruising capability. The reviews were weak and the car never sold well. A disappointment.

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Weak sales of the Europa S meant Lotus went back to work and created the Europa SE, which ended up replacing the S. It had an upgraded engine, new cast alloy wheels, upgraded suspension and brakes. The interior and exterior were also tweaked.

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Series 1 Exige Variants

• Lotus Exige Series 1 (2000 - 2002)

Series 2 Exige Variants

• Lotus Exige (S2) (2004 - 2006)

• Lotus Exige S (2006 - 2008)

• Lotus Exige S 240 (2008–2011)

• Lotus Exige S 240 (2010 - 2011)

• Lotus Sport Exige (2005)

• Lotus Exige 240R (2005)

• Lotus Exige Espionage (2005)

• Lotus Exige GT3 Prototype (2005)

• Lotus Exige S 265E (2006)

• Lotus Lotus Exige S British GT (2006)

Series 2 Exige cont.

• Lotus Exige GT3 Concept (2007)

• Lotus Exige Cup Tri-Fuel (2008)

• Lotus Exige S Club Racer (2008)

• Lotus Exige S Sprint (2008)

• Lotus Lotus Sport Exige S (2009)

• Lotus Exige Scura/Stealth (2009)

• Lotus Exige S Type 72 (2010)

• Lotus Exige S RGB Special (2010)

• Lotus Exige Matte Black Final (2011)

• Lotus Exige S 260 Final Edition (2011)

• Lotus Exige Cup / Cup 240 (2006)

• Lotus Exige Cup 255 (2007)

• Lotus Exige Cup 260 (2008)

• Lotus Exige Cup 260 (2009)

• Lotus Exige Cup 260 (2010)

Series 3 Exige Variants

• Lotus Exige S V6 (2012 - 2015)

• Lotus Exige S V6 Roadster (2013 - 2016)

• Lotus Exige Sport 350 (2015 - 2021)

• Lotus Exige Sport 380 (2016 - 2021)

• Lotus Exige Sport 410 (2018 - 2021)

• Lotus Exige R - GT (2012)

• Lotus Exige V6 Cup (2013 - 2015)

• Lotus Exige V6 Cup R (2013 - 2016)

• Lotus Exige V6 360 Cup (2015 - 2021)

• Lotus Exige S Club (2015 - 2021)

• Lotus Exige V6 350 SE (2016)

• Lotus Exige Cup 380 (2016 - 2021)

• Lotus Exige Cup 430 (2017 - 2021)

• Lotus Exige Race 380 (2017)

• Lotus Exige 70th Anniversary (2018)

The original Exige was launched in 2000 with a naturally aspirated 1.8 L Rover K Series Inline-four engine in VHPD (Very High Performance Derivative) tune. It produces 177 bhp at 7,800 rpm in standard form.

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After an absence from the marketplace for 2 years, Lotus is reintroducing the Lotus Exige. The second generation Exige, unveiled as a world debut at the Geneva Motorshow in 2004. Better in every way.

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With 121.4 bhp per liter it was one of most powerful production cars in the world for its engine size. Because the basic car is so immensely strong but lightweight 2057 lbs, a power to weight ratio of 233.2 bhp/ton.

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In 2008, the Exige S was replaced by the Exige S 240. Power output increased to 240 bhp. The S 240 also received upgraded AP Racing brakes from the Exige Cup 240. 0-60 mph improved to 4.0 seconds.

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The 2010 Exige S240 introduces a few key enhancements to update the appearance and improve aerodynamic performance. A restyled front end and new larger, low drag rear wing, not only reduces drag.

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The new Exige, introduced at the IAA in Frankfurt in September 2011. The dramatic styling overhaul sees a completely new look for the Exige. The engine was upgraded to a supercharged V6 supplied from Toyota.

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Exige S Roadster combines its coupé twin’s mesmerizing grunt and handling with an open air experience that makes the driver feel all the more at one with the road. First time the Exige was offered with a soft top.

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The new Exige Sport 350 is the next model in the range to mark the reintroduction of the renowned ‘Sport’ naming designation. It delivers a lighter and even more performance-focused driving experience.

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The Exige Sport 350 is the next model in the range to mark the reintroduction of the renowned ‘Sport’ naming designation. It delivers a lighter and even more performance-focused driving experience.

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The Exige Sport 380 is faster, lighter and more powerful than the previous Exige iterations. To date, the Exige Sport 380 is the fastest sports car that comes with a Hethel V6 engine. Supercar performance.

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The Lotus Exige Sport 410 boasts a recalibrated version of the ubiquitous supercharged Toyota 3.5L V6 engine. Class-leading power to weight ratio of 389 hp/tonne. Both coupe and roadster.

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The first Evora launched with 276 bhp and 252 lb ft of torque and its performance was on par with the Cayman. It was a smooth engine with lots of mid range pickup, making the Evora a fun car for backroads. Zero to 62mph took 5.1 sec and top speed was 162 mph. handling is the name of its game.

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In 2010, Lotus unveiled a new variant of the Evora which was much more focused and more powerful than the regular version, called the Evora S. It got a supercharger. Lotus also upgraded the exhaust, recalibrated the suspension to be more aggressive. Performance improved.

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The Evora 400 was launched at the 2015 Geneva Motor Show and replaced both the Evora and the Evora S in the model range for the 2016 MY. A new supercharger gets power up to 400 hp and thats 55 horsepower over the S model from 2014. It also gets lots of little tweaks across the board.

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It is one of the two trim levels for the GT430. It features a more aero dynamic body and removes the GT430s rear wing for smoother airflow and to reduce drag. The Sport weighs 10 kg less. Like the GT430 this is a really rare model with a total of 60 units being made. A rare, extreme, race-ready Lotus.

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The ultimate Evora variant, the GT430. While the ‘GT430’ moniker correctly points out that this is the most powerful Lotus ever made at 430 horsepower, it is the less “in-your-face” details about the car which truly make it greater than the sum of its parts. The GT430 is a very serious car for very serious money.

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It is one of the two trim levels for the GT430. It features a more aero dynamic body and removes the GT430s rear wing for smoother airflow and to reduce drag. The Sport weighs 10 kg less. Like the GT430 this is a really rare model with a total of 60 units being made. A rare, extreme, race-ready Lotus.

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To celebrate its 70th anniversary Lotus unveiled the new Evora GT410 Sport, a more subtle GT430. It takes the GT430’s basic shape and adds new composite front and rear body panels minus some of the 430’s higher downforce pieces for a more-subtle shape. Quicker, lighter more aerodynamic.

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This car is made specifically for the North American market. For under $100k ($96,950 to be exact) you can get your hands on the most powerful street-legal Lotus available right now. Lotus also updated the exterior with front lip spoiler, wheel arch louvers, ducts behind the wheels, and a rear diffuser.

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A driver’s car, but now optimized for better everyday use. The company added a GT410 version of the car that adds refinement to the model that wasn’t there before. More tech features and sound deadening too in addition to reworked suspension for a more comfortable ride. This is Lotus’ newest model.

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Esprit started when Giorgetto Giugiaro showed the Italdesign M70 concept at the 1972 Turin Show. It had a radical ‘folded paper’ front end.

Depending on how you define the word, the Etna could have become the first British mid-engined ‘supercar’. Designed by Giorgetto Giugiaro.

The Lotus M90 (later renamed to Lotus X100) was a Toyota-based “new Elan”. It never happened. This was a development prototype.

An Esprit-based concept. Rumor was Bertone originally created the Emotion as a design proposal for what was to become the Bugatti EB110.

The little-known Project M120 was created to try to build a hardtop Elise coupé. Unfortunately, the project was suspended.

Conceived as a model to fit in the Lotus lineup between the Elise and Esprit. It had a 250hp, 3 litre V6 that was mid-mounted.

APX by Lotus Engineering is the first example of a complete vehicle built on the innovative Versatile Vehicle Architecture (VVA).

The Lotus Exige S is the latest addition to the Exige range and is a real sports car that redefines the term Extreme Performance.

The Eterne is a true four door, four seater sports GT. It’s the ultimate expression of refined style, sophistication and grace.

The Lotus Elise first appeared as a design study alongside the other Lotus concepts at the 2010 Paris Motor Show.

We said “So here it is, the Lotus Elite, the first taste of what’s to come from Lotus in the future”. It’s too bad it all fell apart.

As part of a five-car announcement at the 2010 Paris Motor Show, Lotus unveiled a completely redesigned Esprit.

The Elan was to be “the beating heart of the new Lotus lineup”. It’s a high performance sports car, that is clear, it’s a Lotus after all.

The Evora Carbon Concept car emphasises Lotus’ motorsport pedigree, utilising beautiful high quality materials with exposed carbon fibre and plush alcantara.

The Lotus Evora GTE Road Car Concept, revealed in 2011, was a thrilling hybrid of race car and street machine. It took inspiration from the Evora GTE race car.

An intriguing exploration of Lotus's potential off-road and rally racing. It featured a raised ride height, rally-inspired styling with a roof-mounted light pod, and a tough-looking body kit.

The Ethos featured a hybrid-electric powertrain, with a 1.2-liter three-cylinder engine serving as a range extender. Aimed to combine hybrid power with lightweight construction.

The first step in a return to international racing. One of the most famous names in motorsport showed the Evora GT4 Concept.

The Lotus E-R9 Concept is a dramatic futuristic design study envisioning the brand's endurance racing prospects for 2030. It showcases an advanced electric drivetrain powering each wheel individually.

The Lotus Emira GT4 Concept is a track-focused evolution of the Emira sports car, designed to compete in GT4 racing series. It previews a potential return to GT racing and is a serious looking track weapon.

Lotus F1 Cars

• Lotus 12 (F1) (1957)

• Lotus 16 (F1) (1958 - 1960)

• Lotus 18 (F1) (1960 - 1961)

• Lotus 21 (F1) (1961)

• Lotus 24 (F1) (1962)

• Lotus 25 (F1) (1962 - 1964)

• Lotus 33 (F1) (1964 - 1965)

• Lotus 43 (F1) (1966)

• Lotus 49 (F1) (1967 - 1970)

• Lotus 63 (F1) (1969)

• Lotus 72 (F1) (1970 - 1972)

• Lotus 77 (F1) (1976)

• Lotus 78 (F1) (1977 - 1978)

• Lotus 79 (F1) (1978 - 1979)

• Lotus 80 (F1) (1979)

• Lotus 87 (F1) (1980 - 1982)

• Lotus 88 (F1) (1981)

• Lotus 91 (F1) (1982)

• Lotus 92 (F1) (1983)

• Lotus 93T (F1) (1983)

• Lotus 94T (F1) (1983)

• Lotus 95T (F1) (1984)

• Lotus 97T (F1) (1985 - 1986)

• Lotus 98T (F1) (1986 - 1987)

• Lotus 99T (F1) (1987)

• Lotus 100T (F1) (1988)

• Lotus 101 (F1) (1989)

• Lotus 102 (F1) (1990 - 1992)

• Lotus 107 (F1) (1992 - 1994)

• Lotus 109 (F1) (1994)

• Lotus T127 (F1) (2010)

• Lotus T128 (F1) (2011)

Lotus IndyCar Cars

• Lotus 29 (IndyCar) (1963)

• Lotus 34 (IndyCar) (1964)

• Lotus 38 (IndyCar) (1965)

• Lotus 42 (IndyCar) (1966-1967)

• Lotus 56B (IndyCar) (1968)

• Lotus 64 Ford (IndyCar) (1969)

• Lotus 96T (IndyCar) (1984)

F2, F3, Formula Junior/Ford

• Lotus 12 (F2) (1958)

• Lotus 16 (F2) (1960 - 1961)

• Lotus 18 (F3) (1960 - 1961)

• Lotus 20 (F3) (1961)

• Lotus 22 (F3) (1962 - 1965)

• Lotus 27 (1963)

• Lotus 31 (1964 - 1965)

• Lotus 31 (F3) (1964)

• Lotus 32 (1964 - 1965)

• Lotus 35 (1965)

• Lotus 35 (F3) (1965)

• Lotus 39 (1965 - 1966)

• Lotus 41 (F3) (1966)

• Lotus 44 (1967)

• Lotus 48 (1967)

• Lotus 51 (1967 - 1969)

• Lotus 55 (F3) (1968)

• Lotus 59 (F2/F3) (1969 - 1970)

• Lotus 61 (F Ford) (1969)

• Lotus 69 (F2/F3/F Ford) (1970)

• Lotus 70 (F5000/Form A) (1970)

• Lotus 73 (F3) (1972 - 1973)

• Lotus 74 (F2) (1973)

Misc Lotus Race Cars

• Lotus Mark I (1948)

• Lotus Mark II (1949 - 1950)

• Lotus Mark III (1951)

• Lotus Mark IV (1952)

• Lotus Mark VIII (1953 - 1955)

• Lotus Mark VI (1953 - 1957)

• Lotus Mark IX (1954 - 1955)

• Lotus 13 (Eleven S2) (1956 - 1958)

• Lotus Eleven (1956 - 1957)

• Lotus Mark X (1956 - 1958)

• Lotus 14 (Elite) (1957 - 1963)

• Lotus 15 (1958 - 1960)

• Lotus 17 (1959)

• Lotus 19 (1960 - 1962)

• Lotus LX (Le Mans) (1960)

• Lotus 23 (1962 - 1963)

• Lotus 26R (1962 - 1966)

• Lotus 30 (1964)

• Lotus 40 (1965)

• Lotus 47 (1966 - 1970)

• Lotus Europa Type 62 (1969)

• Lotus Esprit X180R (1991 - 1994)

• Lotus Esprit Type 114 (1996 - 1997)

• Lotus Exos T125 (2010)

• Lotus Evora Type 124 (2010)

• Lotus Evora GT4/Cup (2010)

• Lotus Evora GT300

• Lotus Evora GTE (2011)

• Lotus T128 (Le Mans) (2012)

The Lotus 12 was a Formula Two and Formula One racing car. Despite its engineering advances, the 12 was not a success in F1. In F2, the car won the class in the mixed F1/F2 1958 BRDC International Trophy.

The Lotus 16 was constructed to compete in both the Formula One and Formula Two categories, and was the first Lotus car to be constructed for Formula One competition.

Lotus 18 was the first mid-engined car built by Lotus and was a marked improvement over Chapman’s early and only moderately successful front-engined formula cars. The 18 was replaced by the 21 in F1.

The Lotus 21 had a tubular spaceframe structure skinned with fibreglass panels. Used by the works Lotus team, the 21 was the first works Lotus to win a Formula One Grand Prix

Despite some early success in non-Championship Grands Prix, it was eclipsed by the technically superior Lotus 25 and rarely featured in the points in World Championship races.

It was the first fully stressed monocoque chassis to appear in Formula One. In the hands of Jim Clark it took 14 World Championship Grand Prix wins and propelled him to his 1963 World Championship title.

A development of the successful Lotus 25, in the hands of Jim Clark it won 5 World Championship Grands Prix in 1965, assisting Clark to his second World Championship.

The Lotus 43 was a Formula One racing car designed by Colin Chapman for the 1966 season. Hampered by its heavy and unreliable BRM engine, it won only one race, the 1966 United States Grand Prix.

Designed around the Cosworth DFV engine and built for the 1967 season, the Lotus 49 won on debut. Graham Hill went on to win that year’s title and the car continued winning races until 1970.

The Lotus 63 was an experimental F1 car for the 1969 season. Like the Lotus 56 for the Indy 500 (and later F1), the 63 chassis was designed around a four wheel drive system. It was tested in a race in 1969.

Introduced partway through 1970 the 72 was immediately competitive. Rindt was almost certainly going to win the championship but was killed in a qualifying crash (becoming F1’s only posthumous champion).

The car was a stop-gap means to an end for Lotus after the failure of the Lotus 76 and the obsolescence of the Lotus 72. The 77 was slimmer and lighter than the the 72, with similarly powered Cosworth DFV.

Known as the “wing car”, the Lotus 78 raced in 1977 and 1978. This was the car that started the F1 ground effects era. The breakthrough was Chapmans insights on low drag air penetration.

The Lotus 79 was the first F1 car to take full advantage of ground effects aero, pioneered by the Lotus 78. The 79 was almost unbeatable during 1978, winning Lotus the drivers and constructors championship.

In 1979, the 79 was to be replaced by the Lotus 80. It was designed to take ground effects to the absolute max. It was not competitive and the Lotus 79 was modified and took over for the rest of the season. A setback.

The 87 continued to leverage ground effects and this time added a stiffer, carbon fiber and kevlar chassis. The car was not competitive enough to fight for victories, even though the drivers did get some points.

The 88 had a twin chassis, one inside the other. The inner chassis would hold the cockpit and would be independently sprung from the outer one. Other teams complained and the FIA banned the car.

Powered by the Ford Cosworth DFV the 91 was uncomplicated and was designed from scratch after Lotus had some bad years. The new car was the first Lotus chassis to use carbon brakes. The 91 was mostly competitive on ultra fast tracks.

The last Chapman era car. The 92 was used for the first part of the season. It was the last non-turbo car by Lotus (until the turbos were banned in 1990) and the first car to be fitted with active suspension.

The year that Lotus switched from Cosworth to Renault power (the first Lotus to use the Renault Gordini EF1 turbo). The 93T was replaced during the season with the Lotus 94T (Mansell drove it twice).

This car was used in the second part of the ’83 F1 season. Powered by the Renault Gordini EF1 V6 turbo engine it was moderately successful and was able to get third place in the 1983 European grand prix.

Built for the 1984 season, the 95T was powered by the Renault Gordini EF4 V6 turbo engine. The car was driven de Angelis and Mansell who were competitive in a season dominated by McLaren.

A development of the previous year’s 95T, the car was powered by the turbocharged 1.5-litre Renault EF15B V6 engine. The car was a success, taking 8 poles, (7 for Senna and 1 for de Angelis), and 3 wins.

A development of the previous year’s 97T, the car was raced by Ayrton Senna and Johnny Dumfries. The engine was a Renault EF15B turbocharged V6 engine (one of the most powerful in the sport ever).

John Player Special was replaced by Camel as title sponsor for 1987. The 99T was the second Lotus chassis to be fitted with electronic active suspension and won multiple races at the hands of Ayrton Senna.

Used during the 1988 F1 season the Lotus 100T was an updated version of the 99T below. Technically the car was virtually unchanged, except for redesigned nose and rear bodywork.

The Lotus 101 was Team Lotus’s entry for the 1989 Formula One season. While the team was optimistic the 101 was a poor racing car and was very underpowered compared to the Hondas of the era.

The Lotus 102 was a F1 car for use in the 1990 season. The 102 was an evolution of the Lotus 101 and would eventually go on to compete in 37 races spanning three seasons from 1990 until 1992.

The Lotus 107 was designed for the 1992 Formula One season, and used throughout most of 1992, 1993 and part of 1994, it brought in a final, short-lived period of competitiveness for the team in F1.

The Lotus 109 was a Formula One car used by Team Lotus in the latter part of the 1994 Formula One season. It was designed by Chris Murphy who based the car on his Lotus 107 model.

Team Lotus F1 car, made for 2010 season. An average year in 2010 when it raced but it did show that it was faster than the other new teams of the same year which was a big win.

Team Lotus F1 car, made for 2011 season. 2011 saw the car abandon its Cosworth engine in favour of one developed by Renault. The T128 was faster than the Virgin cars and HRTs.

Lotus’s first Indycar was a development of the Formula 1 Lotus 25. It had a Ford V8 engine. Two 29s raced in the 1963 Indy 500, one finished second. The Lotus 29 dominated at Milwaukee later in ’63.

With experience under their belts and more time to prepare, the new-for-1964 Lotus 34 Ford looked set to finally take it all. While they didn’t win due to a failure, they get four USAC victories and two Indy 500 poles.

The 1965 Lotus 38 finally won the Indy 500 for Colin Chapman and Jim Clark after Clark had finished second in 1963 in the Lotus 29 and had retired after leading from pole in 1964 in the Lotus 34.

The Lotus 42B was originally designed as an Indianapolis car but would do most of its racing in F5000. A Ford V8 was fitted to the first Lotus 42, which Graham Hill raced at Indianapolis in 1967.

The all-new Indy racer was built around an aluminium monocoque chassis. The new Lotus was powered by a Pratt & Whitney turbine. At the end of the year, both turbine engines and four-wheel drive were outlawed.

Lotus retained much of the Lotus 56 chassis which had worked so well in 1968. A failure in one car lead to the cars being withdrawn from the race. Further controversy followed the remaining cars.

The Lotus type 96T was Team Lotus’s last Indycar. Despite the project’s promising beginnings, CART did not support a Works team and that meant no sponsorship and the end of the program.

The Lotus 27 was a Formula Junior version of the Lotus 25 Formula One car for the 1963 Formula Junior season. Its body was aluminium monocoque with steel bulkheads.

The Lotus 31 was a racing car produced by Lotus for the new 1-litre Formula 3 introduced in 1964, replacing the expensive Formula Junior. It had 97hp from a Ford engine.

The chassis of the 32 was an aluminium monocoque with steel front and rear bulkhead and centre section to bring it up to weight. Raced in F2 and Tasman Cup.

Chapman decided that for 1964 Lotus needed a versatile car based on the Lotus 25 and 33. Lotus 35 was the result. Could accommodate number of engines. Raced in F2, F3, FB.

Used as a Tasman Cup formula car (originally designed for F1), the Type 39 was powered by a Coventry Climax 2.5 L. Good enough for Clark to finish 3rd in 1966 Tasman Series.

The 41 was a multi-purpose machine, racing in Formula Three, Formula Two and Formula B. It was a clean-sheet car and they created a very stiff and cleverly designed race car.

Formula two car built by Lotus. Unfortunately we could not find much public information about this car.

The Lotus 48 was a Formula 2 racing car designed by Colin Chapman. Bolted to the rear bulkhead was a steel tubular subframe, which housed the FVA engine and ZF gearbox.

Lotus built the Type 51, Type 51A and Type 51R during the 1967 and 1968 Formula Ford seasons. The Type 51 Series did very well in Formula Ford competition and this helped increase demand for the cars.

The Lotus 12 was a Formula Two and Formula One racing car. Despite its engineering advances, the 12 was not a success in F1. In F2, the car won the class in the mixed F1/F2 1958 BRDC International Trophy.

The Lotus 16 was constructed to compete in both the Formula One and Formula Two categories, and was the first Lotus car to be constructed for Formula One competition.

Lotus 18 was the first mid-engined car built by Lotus and was a marked improvement over Chapman’s early and only moderately successful front-engined formula cars.

Successor to the Lotus 18, the Lotus 20 was a Formula Junior car built for the 1961 season. The 20B was mostly the same as the 20, but with sway bar and stock inboard drum brakes in the rear.

The 22 is a single-seat race car primarily for the Formula Junior series and most had a 1,098 cc (67.0 cu in) Cosworth Mk.IV or Mk.XI engine with about 100 hp.

The Lotus 70 was a race car designed by Lotus for the Formula 5000 races. Originally designated the Lotus 68, the car was designed by Martin Waide and introduced at the end of the 1969 racing season.

The first F3 Lotus was the 31 which was basically a minor rework of the 1962 F Junior 22. In the year of Jackie Stewart and the Tyrrell-Coopers the 31 was very much an also ran with just one win.

There was no specific F3 model for 1965 but several teams modified the F2 Type 35 to F3 spec. The lack of any interest by Lotus showed and the there was only one win for Lotus.

The 41 was the result of a major rethink by Lotus. Results were at best reasonable. There were several victories in the season but once again Brabham was the leader by a mile and dominated.

Lotus took a 41C and modified the front suspension. In addition a dramatic (for the time) wedge shaped body was fitted. Only the one car was built and average performance meant Lotus moved to 59.

The Lotus 59 was a dual purpose F2/F3 spaceframe chassis. The car proved a success, its chunky body hampered it a little on fast circuits but it had a reputation for putting the power down very well.

Formula Ford, “the wedge”. The Lotus 61 was used all over Europe and America in Formula Ford. The car had Removable fiberglass nose, bellypan, and engine cover. It was moderately successful in Formula Ford.

The Lotus 69 was designed by Dave Baldwin for use in F2, F3, F Ford and FB/ Atlantic. The Novamotor twin-cam Ford powered car winning no less than 25 races out of 32 entered.

The 73 was the F3 answer to the F1 Championship winning 72. Built for use as a works car, it was designated a “John Player Special”. The car was ultimately too complex to be set up quickly for short F3 races.

The Texaco Stars were first shown to the public at the Belgian GP. The 16-valve racing version of the Lotus engine was developed by Novamotor (Gianni Pedrazzani) and it was claimed it would develop 275 bhp.

The first car designed and built by Colin Chapman in 1948 (while still a student at the University of London). Designed to compete as a trials car. Austin 7 chassis and running gear.

Improved on the Mark I. Austin 7 body and now with a Ford engine and transmission. Had a cigar-shaped body with a rounded nose. Designed to compete in Trials events, it also won its class at Silverstone.

Colin got serious by building a single-seater sports car. This was the first “Lotus” branded car and it marked a change of focus for Chapman who built the Mark III to focus on road racing rather than trials.

Chapman went back to focusing on trials for the Mark IV. Once again it was based on the Austin 7 chassis with a Ford 4 cylinder engine. Immediately successful it won its class on its first attempt.

Chapman’s first production race car. Essentially a kit car that customers would buy and add whatever engine and gearbox they wanted. This flexibility meant it could be used in a lot of race series’.

The Lotus Mark VIII car was Colin Chapman’s first fully enclosed aerodynamic design. It was a lightweight 1100 lbs powered by an 85 bhp engine and a maximum speed of 125 mph.

A total of about thirty of the Mark IX sports racing cars were produced in various forms, and these were successfully raced in both Europe and the US. It had a new chassis compared to the Mark VIII.

The Lotus Mark X was an aluminium-bodied sports racing car manufactured by Lotus Engineering Ltd. The X was almost identical to the Mark VIII but made use of the larger 2.0-litre Bristol engine.

The Lotus Eleven was a small displacement sports racer (750 – 1500 cc) made by Lotus in 1956. The car’s most notable race result was 7th overall at the 1956 Le Mans. A design update happened in 1957.

The later versions of the Lotus Eleven (built in 1958) were officially called Eleven Series 2, but were informally referred to as Lotus 13 because they were made between the 12 and 14 (13 was not used by Lotus).

The Lotus Elite was the first production street car. Like its siblings, the Elite was run in numerous formulae, with particular success at Le Mans and the Nürburgring. We are adding it here because it raced.

This Group 4 Lotus racer was a two-seater, front-engine, rear wheel drive sports racer with an aluminium body over a space frame configuration. It was an update of the Mark X, Climax 1.5 – 2.5 L.

The Lotus 17 was Chapman’s answer to the Lola Mk 1. It was essentially a smaller, even lighter, even more aerodynamic sports racer update of the Eleven which was being beaten by the Lola Mk I.

Lotus Elite road car built to win at Le Mans with a 2.0 L FPF engine. However, its Le Mans foray was ill-starred from the beginning. A number of issues lead to the Le Mans entry being cancelled.

Mid-engined larger displacement sports racer, “Monte Carlo”. The 19 and 19B were mid-engine, rear wheel drive sports racer with a fiberglass body over a space frame. The car raced in Group 4.

The Elan 26R was fully homologated racing version of Elan. The racing car weighed in at around 600 kg while the 1558 cc could produce anywhere between 160 and 175 bhp depending on state of tune.

Small displacement mid-engined sports racer. Nominally a two-seater, it was purpose-built for FIA Group 4 racing in 1962–1963. To comply with FIA, it had a regulation trunk space to the right-rear of the driver.

This was Chapman’s first attempt at a large displacement sports car. With a Ford small block V8 it races in both British and international races. Fun fact is that it was originally equipped with headlights and tail lights.

The Lotus 40 was a further development of the Lotus 30. Equipped with 15in wheels and vented disc brakes as well as a larger engine, the 40 was just as recalcitrant as the 30. Tough race car.

Racing version of Europa. The very first Type 47 was based on a modified Europa while all subsequent cars were produced entirely by Lotus Components rather than the main factory.

A tubular space framed Europa coupe with a 1990cc 220bhp Vauxhall based slant four engine and used double wishbone suspension at both front and rear. Only 2 built.

In 1990 Lotus needed a race program to promote the Esprit in the US market. To do this they upgraded an Esprit SE to race in the SCCA series. The new car, strictly race prepared, was called the Type 105.

The 73 was the F3 answer to the F1 Championship winning 72. Built for use as a works car, it was designated a “John Player Special”. The car was ultimately too complex to be set up quickly for short F3 races.

The Evora Cup race car was designed to offer a level of performance that would make it competitive in GT4 racing. The car was eligible to compete in a number of different national and international serie

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

In 2011 Lotus re envisioned their Evora into the GTE race car. It was made for outright endurance racing at events like the 24 Hours of Le Mans. The body is entirely new and constructed from carbon fiber.

Race car built for 24 Hours of LeMans. Lotus publicly announced its T128 programme on the weekend of the 2012 24 Hours of Le Mans. It did not have much success in prototype racing.

The Type 125 Exos is the third of a batch of competition cars. The T125 is powered by a Cosworth 3.5 litre GP V8 engine producing 640bhp linked to a six-speed semi automatic gearbox with paddle shift.