>>Lotus 121 (Lotus Europa S)

Lotus 121 (Lotus Europa S)

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Lotus Europa S
Overview
Manufacturer	Lotus Cars
Production	2006–2010 456 produced including 48 SE specification cars
Designer	Russell Carr
Body and chassis
Class	Sports car (S)
Body style	2-door coupé
Layout	Transverse mid-engine, rear-wheel drive
Related	Dodge EV Proton Lekir Vauxhall VX220
Powertrain
Engine	2.0 L turbocharged Z20LER I4(petrol)
Transmission	6-speed Getrag M32 manual
Dimensions
Wheelbase	2,330 mm (91.7 in)
Length	3,900 mm (153.5 in)
Width	1,850 mm (72.8 in)
Height	1,120 mm (44.1 in)
Kerb weight	995 kg (2,194 lb)

The Lotus Europa S (Type 121) is a two-seat mid-engined sports car, designed to be a more toned down and comfortable variant of the driver focused Lotus Elise and its derivative, the Exige. The Europa S is a modern version of the Europa line of the 1960s and 1970s.

Lotus Europa S

The Europa S features a larger boot (trunk), greater sound-proofing and easier cabin access due to the lower chassis sides and higher roof line. The Europa S includes creature comforts such as air conditioning, a sound system, leather interior and interior carpeting as standard equipment reflecting its grand touring nature.

Specifications

The Europa S has a dry weight of just 995 kg (2,194 lb) achieved by an extruded and bonded aluminium chassis with composite body panels and front crash structure.

The Europa S is a derivative of the Lotus Elise and Exige to the extent that the cars have variations of the same bonded aluminium chassis but the Europa bears a separate Lotus model designation (Type 121) due, in part, to its longer chassis and completely new design. The mid-engine two-seat coupé has a 2.0 L turbocharged GM Z20LER Ecotec straight-4 engine, producing 147 kW (200 PS; 197 hp) at 5,400 rpm and 272 N⋅m (201 lb⋅ft) of torque.coupled to the Getrag M32 6-speed manual transmission. This allows the car to accelerate from 0–60 mph (0–97 km/h) in around 5.5 seconds, and 0–100 mph (0–161 km/h) in around 13.8 seconds. The Europa S can attain a maximum speed of 143 mph (230 km/h).

Europa SE

Lotus Europa SE

Rear View showing the SE badging

The Europa S model was not a sales success. Due to this reason, Lotus engineering director Roger Becker took charge of the car’s development programme and the Europa SE variant was launched replacing the Europa S. It was an improved version of the Europa S with an improved engine and other driving amenities.

Engine

The Europa SE utilises the same engine as the Europa S, but is fitted with a revised turbocharger featuring a high output compressor, a re-calibrated engine controller, and a set of colder grade spark plugs. These changes provide a smoother, more linear, and enhanced torque characteristic for readily accessible engine performance, and result in a power increase to 225 PS (165 kW; 222 hp) and 300 N⋅m (221 lb⋅ft) of torque.

Wheels and Tyres

The new, cast alloy 15-spoke wheels have larger width and diameter. They are fitted with Goodyear Eagle F1 GS-D3 tyres in 195/45 R17 on the front (increased from 175/55) and 235/40 R18 (from 225/45 R17) at the rear. This, in combination with revised suspension tuning (see below), provides higher levels of both longitudinal and lateral grip and results in improved handling, balance and braking performance, especially in very wet conditions, whilst maintaining ride comfort and refinement.

Suspension

The front and rear spring rates have been increased, along with revisions made to the internal valves of the dampers. New front damper mounting brackets are fitted together with a softer front anti-roll bar. These changes, in combination with the revised wheel/tyre equipment, provide a nose down rake and slightly lowered ride height, thus producing the aforementioned driving properties.

Brakes

In order to provide greater braking performance in conditions of repeated high speed use, larger single piece front brake discs (308mm vs. 288mm) feature curved and handed internal cooling vanes and cross drilling. 4-piston, light alloy, A.P. Racing front callipers use Ferodo DS25HP pad material, also fitted to the otherwise standard rear brakes, and a re-calibration of the ABS software ensures that the greater braking potential of the new wheel/tyre/suspension package is fully used, with intervention occurring only at the threshold of grip.

Interior

The Europa SE comes as standard with the Luxury Touring Pack (optional on the 'S') and features re-styled trim panels in soft, lightweight, high grade leather.

Production

The car was originally planned to be manufactured at parent company Proton's factory in Malaysia, allowing for a lower sale price, but ultimately the company chose the Lotus Hethel factory for the car's production.

Delivery of the Europa S began in September 2006 from the Lotus factory at Hethel, Norfolk. The car was not offered for sale in the United States or Canada as the Opel/Vauxhall-built turbocharger was not certified to meet emissions requirements for those countries.

The Europa S body and platform was also used by Chrysler for their Dodge Circuit EV electric car concept.

The Europa S was replaced by the more potent Europa SE in 2008. Production of the Europa S amounted to 456 cars. Lotus stopped production of the Europa SE in early 2010 due to new emission standards. Only 48 cars were built thereby making it the rarest production road car ever built by Lotus.

Reception

2006 Lotus Europa S

Europa S

Reviews of the Europa S were not in line with those for its sister models, the Elise and the Exige, The Sunday Times noted that while introducing a lower-revving engine (a turbocharged General Motors 1998 cc, four-cylinder) creates a more comfortable level of sound, the performance is noticeably different from the higher-revving Toyota engines, and with a heavier body shell, the performance isn't in line with the Elise or Exige. It has the same wheelbase as the Vauxhall VX220, which is longer than that of the Elise.

Jason Plato, from British TV show Fifth Gear, tested the car and generally didn't find it good enough to be a proper GT car because he thought that the car needs to be more comfortable. Presenter Jeremy Clarkson remarked on British motoring show Top Gear, "we won't even play [the review film] because it was such a dreary car."

However, Evo magazine gave the car a generally positive review after being given the chance to test a production model in Belgium's Spa-Francorchamps circuit, saying that the car was a "refreshingly mature and desirable sports car."During the same session, Evo group tested the Porsche Cayman S, BMW Z4 M and Nissan 350Z GT-S and "couldn't resist" comparing the Lotus to these three decidedly more expensive sport coupés. While the Lotus was slower than the three cars, Evo concluded that at around £33,000, it would be a very good match for the three cars' lower spec versions.

Europa SE

Compared to the Europa S, the SE received a fairly positive response. British magazine The Independent while reviewing the Europa SE gave it a positive reception praising its power increase and better handling over the Europa S. But it didn't consider it as a proper GT car due to its noisy air-conditioning fans and insufficient sound proofing. It also noted the use of various Vauxhall equipment in the car.

British automotive magazine Autocar described the car as "Much improved. Where the original car tended to understeer, this one is far more neutral, even at racetrack cornering speeds." The magazine praised it's responsive handling and the delivery of power, even considering it better than the Elise/Exige and more civilised for normal traffic conditions. It also described the interior as normally luxurious along with the fact that the car could be used for long journeys. But it also concluded that the cabin noise was too much for the car to be considered a proper grand tourer.

>>Lotus 119

Lotus 119

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Lotus Type 119B

Lotus 119 was a box car built by Lotus Cars to compete at the Soapbox Challenge that took place at the 2002 Goodwood Festival of Speed. It is believed to be the fastest box car built, capable of 200 mph (320 km/h) on a 45 degree slope.Several types were built, with the 119c at present being the fastest.

>>Lotus 115 (Lotus Elise GT1)

Lotus 115 (Lotus Elise GT1)

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Lotus Elise GT1
The lone Elise GT1 road car on display.
Overview
Manufacturer	Lotus Engineering
Also called	GT1
Production	1 road car 7 race cars
Model years	1997
Assembly	Hethel, Norfolk, England
Designer	Julian Thomson
Body and chassis
Class	Racing Car
Body style	2-door coupe
Layout	MR layout
Powertrain
Engine	6.0 L Chevrolet LT5 twin-turbo V8 3.5 L Lotus Type 918 twin-turbo V8 8.0 L Chrysler 356-T6 Viper V10(Bitter GT1)
Transmission	6-speed manual
Dimensions
Wheelbase	2,300 mm (91 in)
Length	4,491 mm (177 in)
Width	2,070 mm (81 in)
Height	1,100 mm (43 in)
Kerb weight	1,050 kg (2,315 lb) (road car) 950 kg (2,094 lb)
Chronology
Predecessor	Lotus Esprit GT1

The Lotus Elise GT1 (also known as the Lotus GT1 and known internally as Type-115) is a race car developed for grand tourer-style sports car racing starting in 1997. 

Development

Lotus Cars had previously been using the Lotus Esprit GT1 –a racing version of their Lotus Esprit road car– in the BPR Global GT Series since its foundation in 1994, competing in the premiere GT1 class against the likes of the McLaren F1 GTR, Venturi 600LM, Ferrari F40 GTE, and others. However, in 1997 the series became known as the FIA GT Championship, and manufacturer involvement was increased with the new international exposure. Porsche was the first to start a new breed of racing car in 1996, with their purpose-built homologation special known as the 911 GT1. This was quickly followed by announcement that Mercedes-Benz planned to do the same with their CLK-GTR for 1997.

Thus Lotus decided that in order to remain competitive in the GT1 class, let alone be victorious, they would be required to follow the route set forth by Porsche and Mercedes-Benz. However, aware that they lacked the resources available that Porsche and Mercedes had to create not only the race cars but also the production sports cars at a guaranteed loss of money for the company, Lotus decided to take an alternate route. Through interpretation of the rules for FIA GT, Lotus realized they would only need to build a single production car in order to meet homologation requirements. The car would not even need to be sold to a customer, it merely had to be built.

With this in mind, Lotus turned to designing their racing car. Lotus decided to abandon the aged Esprit chassis and instead turn to its new sportscar, the Elise. Mechanically, only the Elise's aluminum chassis was retained for the GT1, although it was heavily modified from its stock form. A new carbon fiber body that resembled the Elise was built, featuring a much longer length in order to increase the car's aerodynamic capabilities.

For an engine, Lotus knew that the Elise's stock inline-4 engine would not be able to compete, and so it was initially decided that the car would use the 3.5L V8 engine out of the old Esprit racing car, attached to a Hewland six-speed sequential gear box. However testing showed that this engine was not as reliable as hoped. After installation in the production road car, the Lotus teams were left to decide whether or not to use the Lotus turbo V8 or opt for a Chevrolet LT5 5.7L V8 engine from the Chevrolet Corvette ZR-1, a car which Lotus had originally helped to develop when they had been owned by General Motors. Lotus further developed the LT5 by fitting it with a flat-plane crankshaft and increasing its displacement to 6.0 L for the Elise GT1 Race car. With this, seven Elise GT1 racing chassis were built, going to factory teams GT1 Lotus Racing (run by Fabien Giroix's First Racing) as well as privateers GBF UK and Martin Veyhle Racing. The factory GT1 Lotus Racing team would be the only ones to opt for the Chevrolet V8 instead of the Lotus turbo unit.

Performance

The Elise GT1's 3.5 L Lotus Type 918 twin-turbo V8 engine produced 550 PS (542 hp) at 6500 rpm and its modified 6.0 L Chevrolet LT5 V8 engine produced 615 PS (607 hp) at 7200 rpm. Only the factory cars had the LT5 V8 engine and the customer cars had the Type 918 V8 with the former proving to be more problematic. Both of the engines helped propel the car from 0–60 mph (97 km/h) in 3.8 seconds and 3.2 seconds respectively and on to a top speed of approximately 200 mph (320 km/h). The car was initially fitted with a Hewland 6-speed sequential manual transmission, although multiple other transmissions were used during its life span. Even with such performance figures, the car wasn't able to match the performance of the elite cars at LeMans and would see a dreadful fate.

Racing history

Debuting at Hockenheim, on 13 April (first round of the 1997 FIA GT Championship season), the three factory Elise GT1s and the privateer GBF car took to the grid. Their debut was short lived, as all four cars failed to finish, all due to alternator problems in the engine. For race two (Silverstone, 11 May), privateer GBF UK received their second car (an untested chassis bearing Nr 06 driven by Andrea Boldrini and Mauro Martini). Again the three factory cars suffered, failing to finish because of gearbox difficulty. GBF's Elise GT1s fared slightly better, with one of their entries actually finishing, although classified last and 25 laps down from the winner.

One of six Elise GT1 race cars following restoration

The third race of the season in Helsinki was a shorter race, featuring a smaller field (23 cars). Only three Elise GT1s were entered, but GBF was able to succeed in taking 5th place, earning them points in the championship. The other two Elise GT1s also finished the race as well, an improvement for the company.

As the season progressed, the teams began to suffer. After Helsinki was the 24 Hours of Le Mans, in which only a lone GT1 was entered due to concern over the car's ability to last 24 hours. The car had an oil pump failure after 121 laps. Returning to FIA at the Nürburgring, the full team (five cars) managed to muster only 11th place, while at Spa they achieved 8th, but at Zeltweg all five cars failed to finish again. The teams did not attempt the Suzuka round, and again could only earn 12th place at Donington and 11th at Mugello when the series returned to Europe. The final two races in the United States saw only the factory team bring two cars, in which they managed a 13th and 9th-place finish. The factory squad ended the season without any points, while GBF's points finish at Helsinki earned them 8th place in the championship.

Following the 1997 season, Lotus and its parent company, Proton, decided that the GT1 was not only lacking in pace in comparison to Porsche, Mercedes-Benz, and the older McLarens, but that it was also extremely expensive. The Chevrolet V8 was not a custom built race engine like its competitors leaving it lacking in top speed while the Lotus turbo V8 was faring even worse. The chassis was also too similar to a production car to compete with the exotic designs of other machines. The project was therefore cancelled and the factory team folded. The privateer teams also either folded or bought more capable machines.

Miraculously, in 2003 British squad Team Elite announced plans to purchase Elise GT1 chassis #05 and to use in the 12 Hours of Sebring and 24 Hours of Le Mans in 2004 as a closed cockpit Le Mans prototype. This was similar to a plan by Panoz and French squad Larbre Compétition to use a Panoz Esperante GTR-1, a car which had originally competed with the Elise GT1 in FIA GT in 1997, as a closed cockpit prototype as well. The Elise would be modified to meet modern regulations as well as to attempt to bring the seven-year-old car up to speed. At Sebring, the car proved its age, lasting a mere seven laps before its transmission failed. The project was promptly cancelled.

Bitter GT1

Former factory driver Mike Hezemans of the Netherlands, feeling that the Elise GT1's main faults were in its power and aerodynamics, decided that the car should not be abandoned convinced his father Toine Hezemans to provide financial help in his project. The pair bought two former Elise GT1 chassis abandoned by the factory along with their inventory of parts. Hezemans along with his small team consisting of chief mechanic Hans Willemsen and two more mechanics, Peter Classen and Mario Van beek, set out to eliminate the faults existing in the car. They took the chassis to the Netherlands and in their small workshop, the car was extensively reworked. The front end was made longer and smoother in an attempt to increase front downforce. To replace the Elise GT1's Chevrolet V8, Hezemans turned to Chrysler, buying a pair of 356-T6 8.0L V10s producing 620 hp (462 kW) and 800 N⋅m (590 lb⋅ft) of torque which were being used in Chrysler's GT2 class racing cars. The engine was fitted in the car by extending the chassis. The Hewland gearbox was retained as the team had a small budget. The new cars were promised to compete in the 1998 FIA GT Championship season. In order to make the cars compliant to the regulations of the FIA, Hezemans turned to his friend Erich Bitter who was an independent German car manufacturer. He agreed to give the cars his firm's name and the car were named Bitter GT1s.

The cars never matched even the lackluster performance of the original Elise GT1s. The only race in which they actually competed, Silverstone, saw both Bitters failing to finish, the torque produced by the new V10 engine was too much for the gearbox. After failing to even get past initial practice at Hockenheimring, the project was cancelled.

>>Lotus 114 (Lotus Esprit GT1)

Lotus 114 (Lotus Esprit GT1)

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Lotus Esprit GT1
Overview
Manufacturer	Lotus Engineering
Production	3 units produced
Model years	1996
Assembly	Hethel, Norfolk, England
Designer	Julian Thomson
Body and chassis
Class	Racing car
Body style	2-door coupé
Related	Lotus Esprit V8
Powertrain
Engine	3.5 L type 918 twin-turbo V8
Transmission	6-speed Hewland sequential manual
Dimensions
Wheelbase	2,440 mm (96 in)
Length	4,300 mm (169 in)
Width	1,950 mm (77 in)
Height	1,100 mm (43 in)
Kerb weight	900 kg (1,984 lb)
Chronology
Successor	Lotus Elise GT1

The Lotus Esprit GT1 (codenamed type 114) was a sports racing car produced by Lotus Engineering, a subsidiary of Lotus Cars formed to develop racing cars to compete in the GT1 class racing. It competed in the BPR Global GT Series in the mid 1990s.

Background & development

The early 1990s was particularly difficult for Group Lotus. The repercussions of global recession were severe for sports car manufacturers. During 1992 the Lotus dealer franchise network contracted from 29 to 19 outlets as production of the long running Excel and recently relaunched Elan M100 ended. Furthermore, by August 1993 General Motors had disposed of the company.

In addition although Team Lotus had remained independent from Group Lotus since 1954, its fortunes in Formula One would mirror those of the production side. With its bankruptcy in 1994, Lotus were left without any motorsport programme and production exclusively concentrated with the Esprit. It was apparent that single model production could not be sustained indefinitely.

Coinciding with the decline in Lotus’s fortunes were the performance of the Type 105 and 106 (X180R) cars in the Sports Car Club of America (SCCA) Escort World Challenge between 1991 and 1992. These performances were an invaluable tool for Lotus’s North American Marketing. The kudos of owning a proven race winner was important in securing increased sales against the established race brands of Porsche and Ferrari. Also Lotus’s reputation of being a manufacturer of fragile and unreliable cars had been improved with being successful in endurance racing.

The exploits of the works team was replicated by the hands of privateers in both America and Europe. Doc Bundy won the 1992 Bridgestone Supercar Championship drivers title with the Esprit X180R whilst Tom Langeberg won the Koni Production Car Series in the Netherlands. Although it was never conceived as such, the Lotus Esprit (now in the twilight of its career) was proving itself to be a credible racing car.

Having raced the Esprit in GT2 and GT3 classes, Lotus began to develop a new version of the car to race in GT1. Development of the car was entrusted to the newly formed Lotus GT1 Engineering group, which included many staff from the recently dissolved Team Lotus. The newly developed racing car utilised the type 114 steel tubular chassis paired with a body of the Esprit S4 made entirely from carbon fibre. Lotus’s expertise and investment helped modify the 3.5 litre type 918 V8 engine to produce 550 hp (410 kW). This power was transmitted through a six-speed Hewland TGT200 sequential manual gearbox. The final car weighed just over 900 kg. Accompanying the factory support was the involvement of elements of the now defunct Team Lotus. For example, Lotus Engineering was based at the former headquarters of Team Lotus (Ketteringham Hall) and included Alex Zanardi in the driver line-up. The Type 114 benefited from Formula One expertise of Team Lotus and included improved aerodynamics and data-acquisition systems.

Performance

The Lotus Esprit GT1 utilised the 3.5 L type 918 twin-turbo V8 engine of then newly launched Lotus Esprit V8. The engine was extensively reworked with the addition of two Garrett T4 turbochargers, a flat plane crankshaft, forged aluminium pistons, multipoint fuel injection and an air to air intercooler. All of these modifications increased the power to 550 hp (410 kW) at 5400 rpm and 535 lb⋅ft (726 N⋅m) of torque at 3600 rpm. The problematic Renault 5-speed gearbox was replaced by the new 6-speed Hewland sequential manual transmission resulting in better gear shifts. The car could accelerate from 0–60 mph (97 km/h) in 3.8 seconds and had a top speed in excess of 190 mph (306 km/h). The front suspension now had upper and lower A-arms, while at the rear were upper and lower lateral links paired with upper and lower trailing links. Brakes were AP Racing carbon-ceramic discs with 6 piston callipers at the front and the rear, and Penske triple-adjustable gas-pressurised shock absorbers were used at all four wheels with the tires being provided by Michelin. The chassis was similar to the production Esprit but with a roll-cage that added stiffness. Weight was down to 900 kg (1,984.2 lb). The car faced reliability issues during its career and was eventually retired from racing.

Racing history

The success of the Type 114 in the GT2 category gave Lotus the confidence to compete in the prestigious GT1 series the following season. In 1995, Lotus Engineering was formed using core personnel from the recently closed Lotus Formula One team. The new team's sole purpose was to design and develop a dedicated GT1 version of the Lotus Esprit V8 and to compete with them in the 1996 BPR Global GT series, with a future view to competing at the 24 ours of LeMans race. The GT1 hardly shared any components with the road going Esprit. The silhouette was very similar to the road car but aside from rear light lenses, exterior door handles and badges virtually all else was either purpose made or were dedicated race components.  Aesthetically the production model had been refreshed by new head of design Julian Thompson, and relaunched as the S4 in 1993. These design alternations were incorporated as part of a wider package of aerodynamic improvements that included a carbon fibre splitter, diffuser and revised floor. Lotus also took the opportunity to include its new 3,506 cc (214 cu in) V8 engine which combined with twin Garrett intercooled turbochargers was able to produce 550bhp. These improvements allowed the Type 114 to compete in the prestigious GT1 category. The new car debuted for the 1996 GT Series at the Circuit Paul Ricard, however, its retirement with a fractured exhaust highlighted the fragility that would persist throughout the season. Unfortunately it soon became apparent that to be successful in the GT1 category required similar budgets and development schedule of the Porsche, McLaren and Mercedes teams.

The improvements to the 114 did not match its stunning debut season, although its presence at international sportscar races helped to sell over 250 V8 Esprit’s in 1996. There were a number of reasons that account for the second generation Type 114’s relative failure in sportscar racing. Firstly the Esprit had been in production for 21 years, and despite the design being continually refreshed it still retained some fundamental drawbacks. For example, its wide flat screen rendered it aerodynamically inferior to the McLaren F1’s and Porsche 911’s that it was competing against. Also the previous season’s Lotus type 900 derived engine had been in production and progressively improved over twenty three years. The inclusion of the new V8 required development work by Lotus Racing and Lotus Engineering, arguably making the type 114 a test bed for the Type 115 that was to replace it but the newly developed Hewland gearbox proved to be problematic and eventually led to the car's demise. Ironically the Type 115 would abandon this engine in preference for the Chevrolet LT5-based engine that Lotus had originally designed.

Three cars were built - chassis 114-001, 114-002 and 114-003. Two cars debuted at the 1996 BPR Global GT Series 4 Hours of Donington. Reliability dogged the car throughout the year, and it was succeeded by the Type 115 Elise GT1 the next year. Two of the Esprit GT1s were converted to GT2. Chassis 114-001 was acquired by Mark Haines Racing who developed it into a competitive GT2 car. Chassis 114-002 was damaged at Oulton Park and became a parts donor for the remaining cars. Chassis 114-003 was destroyed in a fire.

Ultimately it would be Lotus’s characteristic literal rule interpretation that would end the works involvement on the Esprit’s racing career. During 1996 the FIA GT rules concerning homologation requirements were changed in an attempt to alter the emphasis of the series from sports to racing cars. Indeed, only a single production car needed to be manufactured. Therefore, as manufacturers such as McLaren produced their F1 GTR 97, Lotus took the opportunity to showcase the recently launched Elise and concentrate efforts on running the Lotus Elise GT1 (Type 115) model in the 1997 season.

>>Lotus 112

Lotus 112

Lotus 112

Category	Formula One
Constructor	Lotus
Designer(s)	Chris Murphy
Predecessor	109
Technical specifications
Chassis	Carbon fibre monocoque
Suspension (front)	Double wishbones, pushrod
Suspension (rear)	Double wishbones, pushrod
Axle track	Front: 1,650 mm (65 in) Rear: 1,600 mm (63 in)
Wheelbase	2,950 mm (116 in)
Engine	Mugen-Honda MF-351HC, 2,998 cc (182.9 cu in), V10, NA, mid-engine, longitudinally mounted
Transmission	Lotus / Xtrac 6-speed semi-automatic
Fuel	Mobil1
Tyres	Goodyear
Competition history
Notable entrants	Team Lotus
Races Wins Podiums Poles F.Laps 0 0 0 0 0
Constructors' Championships	0
Drivers' Championships	0

The Lotus 112 was the proposed 1995 Formula One car of Team Lotus.

Conception

The Lotus 112 was Team Lotus' planned entry to the 1995 Formula One season. It was a stillborn project conceived by chief designer Chris Murphy throughout their final Formula One campaign in 1994. Originally the designation of Type 112 was to be for the model that became the Lotus Elise. However, that car was given type number 111 instead, in homage to the original Lotus Eleven.

As a project little had been confirmed about the car’s final specification. It was rumoured that Lotus were intending to include the promising higher-spec Mugen-Honda ZA5D engine, which had shown great promise at its first outing during the 1994 Italian Grand Prix at Monza. Johnny Herbert had qualified his Lotus 109 4th on the grid before being shunted by a late-braking Eddie Irvine at the Rettifilio. However, in an attempt to reduce the costs associated with an exclusive engine deal Lotus may have had to use a Ford (Cosworth) unit.

Team Lotus were also planning to retain their final 1994 driver line-up of Alex Zanardi and Mika Salo.

In appearance the 112 was broadly similar to other Chris Murphy designed Lotuses. It did, though, incorporate a new and distinctive arrow nose and an unusual pushrod arrangement on the front suspension. Despite this radical departure, the car’s construction retained certain characteristic hallmarks. The tub would have been constructed from the traditional Lotus composite of carbon aluminium honeycomb, with the bodyshell being processed out of carbon fibre. Only a few parts of the 112 were ever fabricated before the project was suspended, along with the scale model for wind tunnel testing which was later to be found in the aeronautical engineering department of City University.

Team Lotus demise & impact on the 112

On 17 January 1995, new owner David Hunt (younger brother of 1976 world champion James) was forced to close down Team Lotus in the face of crippling debt and lack of sponsorship for the forthcoming season.

The Lotus 112 therefore became the last Team Lotus type designation.

>>Lotus 111 (Lotus Elise)

Lotus 111 (Lotus Elise)

Lotus Elise
Lotus Elise S Club Racer (Series 3)
Overview
Manufacturer	Lotus Cars
Production	1996–present
Assembly	Hethel, Norfolk, England Shah Alam, Malaysia (Series 1, 1997–2000)
Body and chassis
Class	Sports car
Body style	2-door roadster
Layout	Transverse mid-engine, rear-wheel-drive
Chronology
Predecessor	Lotus Elan

The Lotus Elise is a two-seat, rear-wheel drive, mid-engined roadster conceived in early 1994 and released in September 1996 by the British manufacturer Lotus Cars. The series 1 Elise had a hand-finished fibreglass body shell atop its bonded extruded aluminium chassis that provided a rigid platform for the suspension, while keeping weight and production costs to a minimum. It is capable of speeds up to 240 km/h (150 mph). The Elise was named after Elisa, the granddaughter of Romano Artioli who was chairman ofLotus and Bugatti at the time of the car's launch.

Series 1

Series 1
Overview
Production	1996–2001
Designer	Julian Thomson
Body and chassis
Related	Lotus 340R Vauxhall VX220/Opel Speedster Lotus Elise GT1
Powertrain
Engine	1.8 L Rover K-series I4
Transmission	5-speed manual
Dimensions
Wheelbase	2,300 mm (90.6 in)
Length	3,726 mm (146.7 in)
Width	1,719 mm (67.7 in)
Height	1,202 mm (47.3 in)
Kerb weight	725 kg (1,598.4 lb) ~ 755 kg (1,664 lb)

Lotus Elise Series 1

The 1996 Lotus Elise weighed 725 kg (1,598 lb). Because of this low weight, it was able to accelerate 0-60 mph (97 km/h) in 5.8 seconds despite its relatively low power output of 118 bhp (88 kW; 120 PS). Braking and fuel consumption are also improved by the car's reduced weight. Cornering is helped by a low center of gravity height of 470mm (18½").

Series 1 was designed by Julian Thomson, then head of design at Lotus, and Richard Rackham, Lotus's chief engineer.

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; 147 PS), Sport 160 (2000) with 150–160 bhp (112–119 kW; 152–162 PS), and Sport 190 (190 bhp (142 kW; 193 PS)). These were more competent on track with sports suspension, wheels and tyres, seats according to model. There were other special editions 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 79 ("JPS" black/gold) which refers to its successful Grand Prix car type numbers.

The Series 1 Lotus Elise 80 was briefly assembled on a dedicated assembly line at Proton's Shah Alam factory between 1997 and 2000. The Malaysian-assembled Elise costs less than its British-built counterpart as it was manufactured with more Malaysian-sourced components. The Malaysian-assembled Elise was also exported to regional markets, including Japan, Hong Kong, Australia and New Zealand. However, parent company Proton had been severely affected by the 1997 Asian financial crisis, which brought an early end to the Malaysian assembly of the Lotus Elise in late 2000, only three years after it commenced and with an estimated 150 units sold. The Proton-assembled Elises were assigned the code 'B' in the eleventh VIN position, while the original Hethel-built units were stamped with the code 'H'.

111S

A faster edition called the 111S, named after the Lotus type-number of the Elise (Type 111), was introduced in early 1999 and had the 1.8 Rover K-Series engine also used in the Rover MGF. It featured a VVC system providing continuously variable lift and duration on the intake valves only. This technology, producing a flatter torque curve from lower down the rev range and a declared 143 bhp (107 kW; 145 PS). A small but useful improvement over the standard 16 valve Rover 1.8 L K-series 118 bhp (88 kW; 120 PS) inline-four unit. Fitted with a closer ratio manual gearbox and lower ratio final drive the acceleration was improved. Minor changes include more padding in the seats, headlamp covers, rear spoiler, cross drilled brake discs, alloy window winders and a six-spoke wheels. The rear wheels being slightly wider than before necessitated the fitting of "spats" on the back of the rear wheel arches to comply with EU regulations. The 111s was also fitted with a "chipcutter" front grille. 

340R

In 2000, the 340R limited edition model, based on a Series 1 Elise was introduced. This roofless car was a special edition, limited to only 340 cars being built. The name 340 originally referred to the 340 bhp/tonne (254 kW/tonne) power-to-weight ratio of the original prototype which had 177 bhp (132 kW; 179 PS) while weighing just 500 kg (1,100 lb). However, in production models the 340 refers to the number of cars built. The final production versions weighed 701 kg (1,545 lb) and had a power-to-weight ratio of (269 bhp/tonne). A "Track Pack" was created that upped power to 192 bhp (143 kW; 195 PS) and weighed only 571 kg (1,259 lb).

Exige

In 2000, Lotus introduced the Exige — a hardtop version of the Elise with the 177 bhp (132 kW; 179 PS) engine from the 340R; as well as different front and rear body "clamshells", larger wheels, and a rear wing. Many models received an upgrade to 190 bhp (142 kW; 193 PS) with better driveability due to changes to ECU and cam timing.

Series 2

Series 2
Overview
Production	2001–2011
Body and chassis
Related	Lotus Exige Opel Speedster/Vauxhall VX220 Lotus 2-Eleven Lotus Europa S Tesla Roadster Hennessey Venom GT
Powertrain
Engine	1.8 L Rover K-series I4 1.8 L Toyota 1ZZ-FE I4 1.8 L Toyota 2ZZ-GE I4
Transmission	5-speed (M5) Honda PG1 manual 5-speed Toyota C56 manual 6-speed Toyota C64 manual
Dimensions
Wheelbase	2,300 mm (90.6 in)
Length	3,785 mm (149.0 in)
Width	1,719 mm (67.7 in)
Height	2002–07: 1,143 mm (45.0 in) 2008–present: 1,117 mm (44.0 in)
Kerb weight	860 kg (1,896 lb) 910 kg (2,006 lb)

2005 Lotus Elise (US)

The Series 1 could not be produced beyond the 2000 model production year due to new European crash sustainability regulations, so Lotus needed a development partner to meet the investment requirement for a Series 2 car. General Motors offered to fund the project, in return for a badged and GM-engined version of the car for their European brands, Opel and Vauxhall.

The Series 2 Elise, announced on 9 October 2000, was a redesigned Series 1 using a slightly modified version of the Series 1 chassis to meet the new regulations, and the same K-series engine with a brand new Lotus-developed ECU. The design of the body paid homage to the earlier M250 concept, and was the first Lotus to be designed using a computer.

Both the Series 2 Elise and the Opel Speedster/Vauxhall VX220 were built on the same production line, in a new facility at Hethel. Both cars shared many parts, including the chassis, although they had different drive-trains and power-plants. The VX220 carried the Lotus internal model identification Lotus 116, with the code name Skipton for the launch 2.2N/A version and Tornado for the 2004 introduced 2.0 L Turbo. Fitted with 17 inch over the Elise's 16 inch front wheels, the Vauxhall/Opel version ceased production in late 2005 and was replaced by the Opel GT for February 2007, with no RHD version for the United Kingdom.

Basic S2 models had a naturally aspirated 1,795 cc (1.8 L; 109.5 cu in) Rover K-series engine without VVC rated at 120 bhp (122 PS; 89 kW) @ 5600 rpm and 124 lb⋅ft (168 N⋅m) @ 3500 rpm of torque.

111S

The Series 2 was also available as a 111S model, with the VVC engine Rover technology producing 160 hp (119 kW). The 111S models were discontinued in 2005 in favour of the Toyota powerplant.

It is believed that the switch to a Toyota engine was due to federailising issues with the Rover powerplant in the USA, however this has been largely unproven with little information released from Lotus as to the exact reasons. As of the time of the switch the Rover engine would still have met the standards required of it for use in America.

Two more track-focused models, the 135R and Sport 190, were available with 135 bhp (101 kW; 137 PS) and 192 bhp (143 kW; 195 PS) respectively. These also came with associated handling upgrades such as Lotus Sport Suspension and wider wheels with Yokohama Advan A048 tyres. In certain markets, the 135R was replaced by the "Sport 111", which was similar, apart from sporting the 156 bhp (116 kW; 158 PS) VVC engine in place of the 135 bhp (101 kW; 137 PS) tuned K-series.

111R / Federal Elise

This Series 2 Elise model comes in a European 111R version or a version sold in North America, called the Federal Elise. It is powered by the all-aluminium 189 horsepower (141 kW) 1.8L DOHC Toyota ZZ engine with a Yamaha designed twin-cam head offering variable valve timing on both intake and exhaust valvetrain, and a 6speed manual Toyota C64 gearbox. The Series 2 model is acclaimed as the best version of the Elise to date, with tremendous performance numbers. Many tests show 0–60 miles per hour (97 km/h) in approximately 4.9 seconds, or 4.7 seconds with the Sport Package. The engine management computer is a Lotus programmed unit.

The 2005 Lotus Elise was the first to be sold commercially in the United States, in the summer of 2004. Approval for the Elise, however, required intervention by the National Highway Traffic Safety Administration (NHTSA) which provided a three-year exemption for the car, as it had failed to meet US bumper and headlight regulations. The first-year model suffered from a few flaws, most notably a design flaw in the headlamps that magnified the sun’s light, allowing the inside of the lamp housings to be melted by the sun.

This model was followed up by the 2006 Model Year Elise 111R and SportRacer models. Lotus made a limited edition (50 in the US) version called the Lotus Sport Elise. 2006 models differ from the 2005 models in a few aspects. 2006 models sport LED tail lights, drive by wire (an updated ECU), improved fuel consumption, and more comfortable ProBax seats.

For the 2007 model year Lotus several minor changes were made. The LOTUS decals on the rear of the vehicle, previously flat stickers, were replaced by raised lettering. The headlamp units were sealed. Also, in order to comply with US Federally mandated bumper restrictions, the frontal crash structure was slightly changed and rear bumperettes were added next to the licence plate mount. Approximately 100 2007 model year "launch" cars were shipped to the US without these bumper changes. Also in 2007, the Elise S was released and the 111R renamed Elise R. All Lotus Elise cars manufactured after 1 January 2007 include the new headlights and 2.5 mph (4.0 km/h) bumpers, although they are hidden in the front.

The Elise S is the new base model with a Toyota sourced 1.8 L engine replacing the previous models K series Rover engine. The 2ZZ-GE engine produces 189 bhp (141 kW; 192 PS) at 6,200 rpm (a considerable increase over the 120 bhp or 89 kW or 122 PS of the Rover engine). The inclusion of airbags, ABS brakes, electric windows, and carpet in addition to the new heavier engine has increased the base weight to 860 kg (1,896 lb) (approximately 85 kg or 187 lb higher than the previous S model).

2008 models

2008 Lotus Elise R in Western Australia, Australia.

The rare Lotus Elise California Edition near Tuscaloosa, Alabama, United States.

For 2008, there were several additions to the Lotus line-up. There are three versions of the Elise. Lotus continued to provide a naturally aspirated Elise producing 189 hp (141 kW). The second version is the Elise SC sporting a non-intercooled supercharger producing 218 hp (163 kW). 0-60 mph is reduced from 4.9 for the base Elise or 4.7 seconds for the Elise with Sport package to 4.3 seconds for the Elise SC. The NA Elise styling is similar to the prior model years. The Elise SC, however, is distinguishable from the NA version by a rear spoiler identical to the Type 72-D edition spoiler and new wheels. Weight remained a Lotus-claimed 1,987 lb (901 kg); just 3 pounds (1.4 kg) more than the previous year. Prior to the release of the 2008 Elise SC, the limited production California Edition arrived at dealerships. A total of fifty California Edition Elises were produced; 25 in Saffron Yellow and 25 in Ardent Red. The interiors of the Cali's were produced in a light two-tone leather (Biscuit) and the exterior modifications included a silver front grille (a nod to vintage-Ferrari), body-coloured shutter grills on the side inlets and engine cover, enhanced 16-spoke wheels, and a large spoiler that covers the upper-rear deck (72-D style). The Cali's were intended to appeal to "the lifestyle market."

In Europe, there are three models available; the Elise S with a 134 bhp (100 kW; 136 PS), 1.8L Toyota 1ZZ-FE engine and 5 speed manual gearbox (0-60 mph in 5.8 s, top speed 127 mph (204 km/h)); the Elise R with a 189 bhp (141 kW; 192 PS), 1.8 L Toyota 2ZZ-GE engine and 6-speed manual gearbox (0-60 mph in 4.9s, top speed 148 mph (238 km/h)); and the Elise SC with a supercharged non-intercooler 1.8L Toyota 2ZZ-GE engine rated at 217 bhp (220 PS; 162 kW) @ 8000 rpm and 156 lb⋅ft (212 N⋅m) @ 5000 rpm of torque, 6 speed manual gearbox and a spoiler (0-60 mph in 4.3s, top speed 150 mph (240 km/h)).

Several new colour options for 2008 were brought to the marketplace. These include new metallic colours (additional $590) Persian Blue and Liquid Blue; new Lifestyle colour (additional $1200) Isotope Green; new Limited Colour Level (additional $3,300) Candy Red, Ice White, and Burnt Orange; and the new Exclusive Colour Level (additional $5,100) Prism Green and Moonstone Silver. The following colours were discontinued for 2008: Nightfall Blue, Aubergine Purple, Magnetic Blue, Polar Blue, Autumn Gold, Chili Red, and Krypton Green.

Series 3

Series 3
Overview
Production	2011–present
Powertrain
Engine	1.6 L Toyota 1ZR-FAE I4 1.8 L Toyota 2ZZ-GE I4 (2011 US Models) 1.8 L Toyota 2ZR-FE I4
Transmission	6-speed Toyota EC60 manual 6-speed Toyota C64 manual (2011 US Models)
Dimensions
Wheelbase	2,300 mm (90.6 in)
Length	3,824 mm (150.6 in)
Width	1,719 mm (67.7 in)
Height	1,117 mm (44.0 in)
Kerb weight	866 kg (1,909 lb) 914 kg (2,015 lb)

Lotus Elise

In February 2010, Lotus unveiled a facelifted version of the second generation Elise. The new headlights are now single units; triangular in shape they are somewhat larger than the earlier lights. The cheapest version in Europe now has a 1.6 litre engine to comply with Euro 5 emissions, with the same power output as the earlier 1.8 136 PS (100 kW; 134 hp). The 1.8 litre Elise comes standard with a Magnuson R900 supercharger making 220 PS (162 kW; 217 hp).

US Model

The 2011 model was the last offered for street legal sale in the United States when the waiver from the United States Government's National Highway Traffic Safety Administration (NHTSA) for Lotus to build and sell cars in the US without smart airbags expired in August 2011. It was also the only Elise to use the Toyota 2ZZ-GE engine in the 2011 model year.

Cup 250

Lotus Elise Cup 250

At the 2016 Geneva Motor Show Lotus revealed the high performance version of the Elise called the Cup 250. The Cup 250 is a more track focused and hardcore version of the standard Elise. It has the following specifications according to Lotus: 

• Engine: 1.8 litre supercharged Toyota 2ZR-FE Inline-4
• Transmission: 6-speed Toyota EC60 manual with sport ratios
• Power: 243 bhp at 7200RPM
• Torque: 250 Nm at 5500RPM
• Acceleration: 0-60 mph in 3.9 seconds
• Top speed: 154 mph
• Weight: 884 kg (dry weight)
• Downforce: 125 kg at 140 mph

Cup 260

In October 2017, Lotus unveiled a hardcore version of the Elise called the Elise cup 260. It is inspired by the two hardcore variants of the Evora and Exige line up, the sport 380 and the GT430 respectively. It features the double taillight units and rear wing from the Exige Sport 380 and the Lotus 3-eleven respectively. Power has also been uprated and is now 250 hp (186 kW; 253 PS) thanks to a revised supercharger. Other changes include increased top speed, acceleration, low weight and high downforce due to added aero elements. The Elise Cup 260 has the following specifications according to Lotus: 

• Engine: 1.8 litre supercharged Toyota 2ZR-FE Inline-4
• Transmission: 6-speed Toyota EC60 manual with sport ratios
• Power: 250 bhp at 7200RPM
• Torque: 265 Nm at 5500RPM
• Acceleration: 0-60 mph in 3.8 seconds
• Top speed: 151 mph
• Weight: 862 kg (dry weight)
• Downforce: 180 kg at 151 mph

Elise Sprint

In March 2017, Lotus announced the special edition 'Sprint' models of the Elise. For the Elise Sprint, Lotus used several weight-saving techniques to cut the car's weight down to 789 kg (1,739 lb). The Sprint can be had in either a 1.6-litre naturally aspirated engine, or a 1.8-litre supercharged engine, available for the Sprint 220 version. The former has a 0-60 mph time of 5.9 seconds, while the Sprint 220 can hit 0-60 mph in only 4.1 seconds.

Elise Concept

Third generation Elise Concept at the 2010 Paris Motor Show.

The series 3 Lotus Elise first appeared as a design study alongside the Lotus Esprit concept at the 2010 Paris Motor Show as the "Lotus Elise Concept" in the autumn of that year, and was set to be launched within the next couple of years. The car was heavier than the production model of that time, and had a considerably more powerful 2.0-litre inline-4 engine.The production model was then unveiled with many changes, including the downsizing of the engine to 1.6 litre and 1.8 litre (supercharged) and a different design with little cues taken from the concept.

Special editions

• Sport 190
• Sport 160
• Sport 135R
• Lotus Sport 111 (Track based option for Australia, Hong Kong, Japan & Singapore)
• Type 23
• 50th Anniversary Edition
• 60th Anniversary Edition
• Jim Clark Type 25
• Type 25
• Type 49
• Type 72
• Type 79
• Type 99T
• Sports Racer
• Race Tech
• Club Racer 
• California Edition
• Purist Edition
• Final Edition
• Roger Becker SC

Exige

The Series 2 Exige comes with the same high revving Toyota 1.8L engine and six speed gearbox as the Elise 111R, replacing the Rover K-series engine of the previous Exige.

The Series 2 Exige has been followed by the limited-edition Lotus Sport Exige 240R, incorporating a Lotus-developed supercharger atop the Lotus engine. The US Federalised version with the supercharger fitted is known as the Exige S 240.

Zytek Lotus Elise

The Zytek Lotus Elise is an electric sports car that was jointly produced by Lotus and Zytek from 1998 until it was discontinued in 2003.

Its 70 kilograms (150 lb) extruded aluminium space frame and lightweight composite body shell are factors in its low kerb weight of 875 kilograms (1,929 lb). 250 nickel-cadmium batteries provide 300 volts (at full charge) to two Zytek oil-cooled brushless DC motors, which deliver a total power of 150 kW (200 hp) and torque of 100 N⋅m (74 lb⋅ft). These motors are each mated to a single-speed, fixed ratio transmission with an aluminium gear. Its acceleration time from 30 to 70 miles per hour (48 to 113 km/h) is 5 seconds, and from 0 to 90 miles per hour (140 km/h), 11.2 seconds. The car is governor-limited to 90 miles per hour (140 km/h) to conserve charge. The range per charge is typically 100 to 120 miles (160 to 190 km) and the car can be re-charged within an hour.

There is an example of the Zytek Elise on display at the Heritage Motor Centre.

Other cars sharing the Elise platform

• Hennessey Venom GT
• Lotus 2-Eleven
• Lotus 340R
• Lotus Circuit Car
• Lotus Elise GT1
• Lotus Europa S
• Lotus Motorsport Elise
• Lotus Sport Exige 300RR
• Melkus RS 2000
• Opel Speedster/Vauxhall VX220/Opel Eco-Speedster Concept
• Rinspeed sQuba
• Tesla Roadster (2008)
• PG Elektrus
• Detroit Electric SP.01

Awards and recognition

The Elise has received critical acclaim for its performance and driving experience, including Best Driver's Car 2001 (Autocar), Car of the Year 2003 (UK Horizons TV), and Best Sportscar 2004 (BBC Top Gear Magazine).

Gallery

• 

  Lotus Elise S1
 
• 

  Lotus Elise Sport 135
 
• 

  Lotus Elise 111S (Series 1) at the Thatcham Classic Car Show in 2009
 
• 

  Lotus Elise 111S
 
• 

  Interior of a Lotus Elise
 
• 

  Lotus 340R
 
• 

  A Lotus Elise drives on Interstate 4 in Central Florida
 
• 

  US "Federal Elise" configuration of a standard Lotus Elise on display in Indiana
 
• 

  Elise SC premiere at the 2007 Tokyo Motor Show
 
• 

  2011 Lotus Elise SC (US)