Lotus

Dual electric motors. 905hp combined output. 985Nm torque. AWD all-wheel drive. 112kWh battery pack. 490km WLTP range. 350kW DC fast charging. 20-80% 20 minutes. 0-100 km/h 2.95 seconds. 265km/h top speed. 5103mm length. 3019mm wheelbase. 2640kg curb weight. Five-seat SUV. Active aerodynamics complex. Deployable spoiler rear. Air intakes active. Carbon fiber body panels. LiDAR sensors 4 units. Level 4 autonomy hardware. Wuhan China manufacturing. British design Chinese production. Electric hyper-SUV category. Lotus performance SUV. Track capability maintained. Lightweight philosophy evolved.

Dual electric motors. 603hp standard. 612hp S variant. 710Nm torque. AWD all-wheel drive. 112kWh battery pack. 600km WLTP range S. 350kW DC fast charging. 0-100 km/h 4.5 seconds. 258km/h top speed. 5103mm length. 3019mm wheelbase. 2505kg curb weight. Five-seat electric SUV. Active aerodynamics. Deployable rear spoiler. Air intake management. LiDAR autonomous hardware. Wuhan China manufacturing. Lotus first SUV ever. Electric future transition. British brand evolution. Chinese investment backing. Geely ownership support. Performance SUV positioning.

Toyota 3.5L supercharged V6. 400hp output. 430Nm torque. 6-speed manual transmission. Automatic option available. RWD mid-engine layout. 4412mm length. 2575mm wheelbase. 1405kg kerb weight. Two-seat sports car. Aluminum chassis bonded. Composite body panels. 0-100 km/h 4.2 seconds. 290km/h top speed. Final ICE Lotus. Refined sports car. Daily usable. Premium interior quality improved. Hethel Norfolk UK manufacturing. British sports car tradition. Lotus lightweight philosophy. Last petrol sports car brand. Electric future transition. Handling excellence maintained.

Mercedes-AMG 2.0L turbo 4-cylinder. 360hp output. 430Nm torque. DCT dual-clutch automatic only. RWD mid-engine layout. 4412mm length. 2575mm wheelbase. 1405kg kerb weight. Two-seat sports car. Aluminum extruded chassis. Composite body panels. 0-100 km/h 4.4 seconds. 290km/h top speed. Modern engine technology. Mercedes AMG partnership. Turbocharged efficiency. Dual-clutch refinement. Hethel UK manufacturing. British engineering. Accessible Lotus sports car. Entry point mid-engine. Lightweight performance tradition.

Four electric motors. 2011hp combined output. 1700Nm torque. AWD all-wheel drive. 93kWh battery pack. 490km range claimed. 350kW DC fast charging. 0-100 km/h under 3 seconds. 340km/h top speed targeted. 4459mm length. 2600mm wheelbase. 1680kg target weight. Two-seat hypercar. Carbon fiber monocoque. Active aerodynamics. Tunnel aerodynamic rear. Williams Advanced Engineering battery. Hethel UK manufacturing. Limited production 130 units. Most powerful production car claim. British electric hypercar. Lotus performance pinnacle. Technology showcase. Electric future statement.

Dual electric motors. 905hp combined output. 985Nm torque. AWD all-wheel drive. 102kWh battery pack. 600km WLTP range. 350kW DC fast charging. 10-80% in 15 minutes. 0-100 km/h 2.78 seconds. 256km/h top speed. 5139mm length. 3069mm wheelbase. 2650kg curb weight. Four-door hyper-GT. Active aerodynamics. Active front grille. Active rear diffuser. Active rear spoiler. PVD physical vapor deposition gloss black finish. LiDAR sensors for autonomous driving. Level 4 autonomy hardware. Wuhan China manufacturing. Electric grand tourer segment. Lotus luxury performance. Fastest charging Lotus.

Toyota-sourced 3.5L supercharged V6. 400hp output. 410Nm torque. 6-speed manual transmission. Automatic option available. RWD mid-engine layout. 4394mm length. 2575mm wheelbase. 1395kg kerb weight. Two+two seating. Aluminum chassis. Composite body panels. 0-100 km/h 4.2 seconds. 300km/h top speed. More powerful evolution. Increased power 400hp. Lightweight construction. Improved aerodynamics. Hethel Norfolk UK manufacturing. British sports car. Everyday usability. Refined interior. GT capabilities. Sports car performance.

Toyota 3.5L supercharged V6. 416hp output. 430Nm torque. 6-speed manual transmission. Automatic option available. RWD mid-engine layout. 4394mm length. 2575mm wheelbase. 1398kg kerb weight. Two+two seating. Aluminum chassis. Carbon fiber body parts. 0-100 km/h 3.9 seconds. 303km/h top speed. Final Evora variant. Most powerful version. Track-focused options. Lightweight components. Aerodynamic enhancements. Hethel UK manufacturing. Ultimate Evora. Final ICE evolution. Bridge to Emira. Lotus legacy model.

Toyota 3.5L supercharged V6. 345hp output. 400Nm torque. 6-speed manual transmission. RWD mid-engine layout. 4084mm length. 2370mm wheelbase. 1125kg kerb weight. Two-seat sports car. Aluminum extruded chassis. Fiberglass body panels. 0-100 km/h 3.7 seconds. 274km/h top speed. Track-focused variant. Lightweight construction. Aerodynamic enhancements. Fixed rear wing. Sport suspension. Hethel UK manufacturing. Pure driving experience. Minimalist interior. Motorsport derived. Road legal track car. Lotus performance DNA.

Toyota 3.5L supercharged V6. 430hp output. 440Nm torque. 6-speed manual transmission. RWD mid-engine layout. 4084mm length. 2370mm wheelbase. 1056kg kerb weight. Two-seat sports car. Aluminum chassis. Carbon fiber bodywork. 0-100 km/h 3.3 seconds. 290km/h top speed. Ultimate Exige variant. Most powerful Exige. Extreme aerodynamics. Carbon fiber components. Motorsport technology. Track optimized. Limited production. Hethel UK manufacturing. Final V6 Exige. Collector's edition. Lotus track weapon.

Toyota 1.8L supercharged 4-cylinder. 217hp output. 250Nm torque. 6-speed manual transmission. RWD mid-engine layout. 3824mm length. 2300mm wheelbase. 914kg kerb weight. Two-seat sports car. Aluminum extruded chassis. Fiberglass body panels. 0-100 km/h 4.6 seconds. 237km/h top speed. Lightweight philosophy. Minimalist design. Pure handling focus. Open-top roadster. Sport suspension. Lightweight wheels. Hethel UK manufacturing. Iconic Lotus model. Driving purity. Final edition variant. Collector status. End of era.

The groundbreaking twin-cam four that launched Lotus as a serious sports car manufacturer. This 1,498cc DOHC inline-four featured an aluminum block and head derived from the Ford Kent engine but extensively reengineered by Lotus. The valve train used a fiberglass-reinforced timing belt driving dual overhead camshafts—one of the first production applications of belt-driven camshafts. The camshafts operated valves in hemispherical combustion chambers via bucket tappets with shim adjustment. The crankshaft was a forged steel unit running in five main bearings, while the connecting rods were forged steel. The intake system used twin Weber 40 DCOE carburetors with individual velocity stacks, while the exhaust featured a tuned four-into-one header. With 10.5:1 compression and a 7,000 RPM redline, it produced 105 hp at 6,200 RPM and 92 lb-ft at 5,500 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a gear-type pump with dry-sump capability in racing versions. This engine's combination of twin-cam sophistication, light weight (just 135 kg complete), and high-revving character made it the perfect powerplant for the Elan and established Lotus's reputation for engineering excellence.

The all-Lotus four-cylinder that powered the Elite, Eclat, and Esprit Series 1. This 1,973cc DOHC inline-four featured an aluminum block with wet liners and a hemi-spherical combustion chamber design. The valve train used a timing belt driving dual overhead camshafts with bucket tappets and shim adjustment. The camshafts were gear-driven from the intermediate shaft that also drove the distributor and oil pump. The crankshaft was a forged steel unit running in five main bearings, while the connecting rods were forged steel. The intake system used twin Dell'Orto DHLA 40E carburetors with individual velocity stacks, while the exhaust featured a cast aluminum manifold. With 9.5:1 compression and a 6,500 RPM redline, it produced 140 hp at 6,500 RPM and 130 lb-ft at 4,900 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a gear-type pump with full-pressure lubrication. This engine's sophisticated design and all-aluminum construction demonstrated that Lotus could design world-class engines entirely in-house.

The turbocharged evolution that transformed the Esprit into a genuine supercar contender. This 2,174cc DOHC inline-four featured the same basic architecture as the 907 but with increased bore and a Garrett T3 turbocharger. The valve train used a reinforced timing belt driving dual overhead camshafts with sodium-filled exhaust valves. The intake system used a single Garrett T3 turbocharger with air-to-air intercooler and Bosch K-Jetronic fuel injection, while the exhaust featured a low-restriction manifold feeding the turbocharger. With 7.5:1 compression and a 6,500 RPM redline, it produced 210 hp at 6,250 RPM and 200 lb-ft at 4,500 RPM. The cooling system used an upgraded radiator with oil cooler for the turbocharger, while the oiling system employed a high-capacity gear pump with oil squirters for piston cooling. This engine's combination of turbocharged power and Lotus's lightweight chassis philosophy created a supercar that could compete with vehicles costing significantly more.

The sophisticated twin-turbo V8 that represented Lotus's most ambitious in-house engine design. This 3,506cc 90° V8 featured an aluminum block with wet liners and dual overhead camshafts per bank with four valves per cylinder. The valve train used timing belts driving the camshafts with hydraulic lash adjusters, while the crankshaft was a forged steel unit running in five main bearings. The intake system used twin Garrett T25 turbochargers with air-to-air intercoolers and Zytek engine management, while the exhaust featured equal-length headers feeding the turbochargers. With 8.0:1 compression and a 7,200 RPM redline, it produced 350 hp at 6,500 RPM and 295 lb-ft at 4,250 RPM. The cooling system used twin side-mounted radiators with electric fans, while the oiling system employed a dry-sump design with multiple scavenge stages. This engine's compact dimensions (it was actually two four-cylinder blocks joined at the crankshaft) and sophisticated turbocharging made the Esprit V8 one of the most advanced sports cars of its era.

The high-revving Toyota engine that powered the Lotus Elise and Exige in the modern era. This 1,795cc DOHC inline-four featured Toyota's VVTL-i system with variable valve timing and lift on both intake and exhaust camshafts. The valve train used a timing chain driving dual overhead camshafts, with the lift change mechanism engaging at 6,200 RPM. The intake system used Toyota's electronic throttle control with variable-length intake manifold, while the exhaust featured a four-into-two-into-one header. With 11.5:1 compression and a 8,500 RPM redline, it produced 189 hp at 7,800 RPM and 133 lb-ft at 6,800 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a variable-displacement vane pump. Lotus extensively modified the engine management system and intake/exhaust components to optimize the engine for their lightweight sports cars, creating one of the most charismatic four-cylinders of the modern era.

The Toyota V6 that brought modern refinement and power to Lotus's larger models. This 3,456cc 60° V6 featured aluminum block and heads with dual VVT-i on both intake and exhaust camshafts. The valve train used timing chains driving dual overhead camshafts with roller rockers, while the crankshaft was a forged unit running in four main bearings. The intake system used electronic throttle control with acoustic control induction system, while the exhaust featured equal-length headers. With 10.8:1 compression and a 6,800 RPM redline, it produced 276 hp at 6,200 RPM and 258 lb-ft at 4,700 RPM. Lotus added their own engine management calibration, intake system, and exhaust to optimize the engine for sports car application. The cooling system used a front-mounted radiator with electric fans, while the oiling system employed a variable-displacement vane pump. This engine's combination of Toyota reliability and Lotus tuning made it ideal for the Evora and Europa S.

The supercharged Toyota V6 that created the modern Lotus supercar—the Evora 400 and Exige Sport 350. This 3,456cc 60° V6 featured a Harrop HTV1320 supercharger with integrated air-to-water intercooler. The valve train used timing chains driving dual overhead camshafts with reinforced valve springs, while the crankshaft was a forged unit running in four main bearings. The intake system used the Roots-type supercharger with charge cooler, while the exhaust featured a low-restriction system with active valves. With 10.0:1 compression and a 7,000 RPM redline, it produced 405 hp at 7,000 RPM and 302 lb-ft at 3,500 RPM. The cooling system used an upgraded radiator with separate charge cooler circuit, while the oiling system employed a high-flow variable-displacement vane pump. Lotus's extensive modifications included revised engine mapping, reinforced internals, and optimized cooling systems to handle the increased power output.

The revolutionary all-electric powertrain that represents Lotus's future. This system features four permanent magnet synchronous motors—one at each wheel—producing combined 1,972 hp (2,000 PS). Each motor produces 493 hp and features direct drive without gear reduction, with maximum rotor speed of 10,000 RPM. The power electronics employ silicon carbide inverters operating at 800 volts with efficiency exceeding 98%. The 70 kWh lithium-ion battery pack uses pouch cells arranged in a 'skateboard' configuration, with peak discharge capability of 2,000 kW. The battery management system features cell-level monitoring with active thermal management using dielectric fluid. The torque vectoring system can distribute power individually to each wheel with response time under 10 milliseconds. With system voltage of 800V, the vehicle can DC fast charge from 0-80% in 9 minutes, while the complete powertrain enables 0-60 mph acceleration in under 3.0 seconds. This powertrain represents the ultimate evolution of Lotus's performance philosophy through electrification.

The 'charged' V6 that serves as the final internal combustion engine in a Lotus sports car. This 3,456cc 60° V6 features twin turbochargers with electronic wastegates and charge cooling. The valve train uses timing chains driving dual overhead camshafts with variable valve timing on both intake and exhaust, while the crankshaft is a forged unit running in four main bearings. The intake system uses twin turbochargers with air-to-air intercoolers, while the exhaust features equal-length headers with active valves. With 10.0:1 compression and a 6,800 RPM redline, it produces 400 hp at 6,800 RPM and 317 lb-ft at 3,500 RPM. The cooling system uses a dual-pass radiator with electric fans, while the oiling system employs a variable-displacement vane pump with oil-to-water cooler. This engine represents the culmination of Lotus's six decades of experience with lightweight, high-performance powertrains.

The high-output version of the Lotus four-cylinder developed for the Esprit S2 and Turbo. This 2,174cc DOHC inline-four featured larger intake and exhaust valves with revised porting and higher-lift camshafts. The valve train used the standard timing belt system but with reinforced components for higher RPM operation. The intake system used twin Dell'Orto 45 mm carburetors with optimized velocity stacks, while the exhaust featured a tuned four-into-two-into-one header. With 10.0:1 compression and a 6,500 RPM redline, it produced 160 hp at 6,500 RPM and 140 lb-ft at 4,900 RPM. The cooling system used an upgraded radiator with improved airflow, while the oiling system employed a high-capacity gear pump. This engine demonstrated Lotus's ability to extract significant power increases from their existing engine designs through careful development and optimization.

The special edition engine developed for the John Player Special Esprit. This 1,973cc DOHC inline-four featured the same basic architecture as the standard 910 but with numerous performance enhancements. The valve train used higher-lift camshafts with revised timing, while the intake system used twin Dell'Orto 45 mm carburetors with cold air intake. The exhaust featured a low-restriction four-into-one header with larger diameter piping. With 10.2:1 compression and a 6,800 RPM redline, it produced 160 hp at 6,500 RPM and 140 lb-ft at 5,000 RPM. The cooling system used the standard radiator but with improved ducting, while the oiling system employed the standard gear pump. This engine's special tuning and unique specification made the JPS Esprit one of the most desirable Lotus models of the era.

The Isuzu-derived engine that powered the front-wheel-drive M100 Elan. This 1,588cc DOHC inline-four featured an aluminum head with cast-iron block and electronic fuel injection. The valve train used a timing belt driving dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a forged unit running in five main bearings. The intake system used Isuzu's multi-point fuel injection with variable-length intake manifold, while the exhaust featured a cast-iron manifold. With 9.5:1 compression and a 7,200 RPM redline, it produced 162 hp at 6,600 RPM and 148 lb-ft at 4,200 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a gear-type pump. Though not an all-Lotus design, this engine's high-revving character and sophisticated fuel injection made it well-suited to the Elan's sporting character.

The high-performance electric powertrain that powers Lotus's first SUV. This system features dual permanent magnet synchronous motors—one front and one rear—producing combined 603 hp or 905 hp in performance versions. The motors use hairpin winding technology with direct oil cooling, allowing sustained high-power output. The power electronics employ silicon carbide inverters operating at 800 volts with efficiency exceeding 98%. The 112 kWh lithium-ion battery pack uses NMC 811 chemistry with peak discharge capability of 1,000 kW. The battery management system features cell-level thermal management with liquid cooling plates and thermal propagation prevention. With 800V architecture, the vehicle can DC fast charge at up to 350 kW, allowing 10-80% charge in 20 minutes. The torque vectoring system uses electronic limited-slip differentials at both axles, while the complete powertrain enables 0-60 mph acceleration in 2.95 seconds. This system demonstrates that Lotus's performance values can be successfully translated to the electric SUV segment.

The legendary, robust, and delightfully precise 5-speed manual gearbox sourced from Toyota and used in the Series 1 and 2 Elise and Exige. Known for its rifle-bolt action, short throw, and incredibly positive gate, this transmission became a defining feature of the Lotus driving experience. It was perfectly matched to the high-revving character of the Rover K-Series and Toyota 2ZZ-GE engines. The gearbox was not only reliable but also exceptionally lightweight, contributing to the car's phenomenal power-to-weight ratio. Its direct mechanical linkage provided unfiltered feedback, making every shift a satisfying, tactile event. For many enthusiasts, the combination of this gearbox, a lightweight clutch, and a mid-engine chassis represents the pinnacle of analog driving purity.

The heavy-duty, six-speed manual transmission sourced from the Toyota Camry and Celica, and heavily modified for use in the Lotus Evora and the 4-cylinder Emira. The E153 was chosen for its ability to handle significantly more torque than the C64, making it suitable for the Evora's Toyota 2GR-FE 3.5L V6 and the Emira's AMG M139 turbocharged 4-cylinder. Lotus re-engineered the casing, shift mechanism, and final drive to suit their mid-engine, rear-wheel-drive layout. The result is a gearbox that retains a positive, mechanical feel while being robust enough for high-performance use. The gear ratios are well-spaced for both acceleration and relaxed cruising, making it a versatile and engaging unit for a modern grand tourer.

The robust 6-speed manual transmission used in the later-generation Lotus Esprit V8. Sourced from Aisin, this was a strong, reliable unit capable of handling the substantial torque from the twin-turbocharged V8 engine. The shift action was more substantial and truck-like compared to the delicate Toyota unit in the Elise, but it was precise and well-suited to the Esprit's grand touring character. Its six speeds allowed for both strong acceleration and quiet, high-speed cruising, a necessity for a car capable of over 170 mph. The AZ6 was a key component in transforming the Esprit from a raw supercar into a more refined, high-performance machine.

A bespoke, Lotus-developed 6-speed manual transmission offered in the Emira with the Toyota 3.5L supercharged V6. This transmission was designed in-house to provide an even more precise and tactile shift feel than the sourced Toyota E153. It features a exposed-gate shifter with a polished aluminum finish, creating a visually and mechanically stunning centerpiece for the cabin. The shift throw is incredibly short and direct, with a satisfying mechanical 'click' as it slots into each gate. This transmission represents a return to Lotus's core values for their flagship sports car, offering a purist, driver-focused experience that is increasingly rare in the modern automotive landscape.

An optional 6-speed automatic with paddle shifters offered in the Evora and later Elise models. This was a conventional torque-converter automatic sourced from Toyota, chosen for its reliability and smooth shift quality. While it lacked the engagement of the manual, it was calibrated by Lotus to provide responsive shifts in manual mode, making it a competent and more relaxed option for daily driving or traffic. Its presence acknowledged that even drivers of lightweight sports cars sometimes appreciated the convenience of an automatic, without completely sacrificing performance.

The optional 8-speed dual-clutch transmission sourced from Mercedes-AMG for the 4-cylinder Emira. This is a significant departure from Lotus tradition, offering lightning-fast shifts and modern performance credentials. The DCT is tuned by Lotus to provide a character appropriate for their sports car, with crisp, immediate shifts in Sport and Track modes. It includes launch control for optimal acceleration and provides a more accessible, high-performance driving experience for those who prefer the speed and convenience of a modern dual-clutch. Its integration into the Emira represents Lotus's evolution, embracing contemporary technology while still prioritizing driver engagement through its chassis and steering.

The transmission system for the all-electric Lotus Evija hypercar. Like all high-performance EVs, the Evija forgoes a multi-speed gearbox in favor of a single-speed reduction gear for each of its four electric motors (one per wheel). This setup provides instantaneous, seamless, and brutally continuous acceleration from 0 to over 200 mph with no shift interruptions. The lack of a traditional transmission reduces weight and complexity. The key innovation is torque vectoring, where the power to each individual wheel is precisely controlled, effectively replacing the function of a limited-slip differential and providing unparalleled agility and stability. This system delivers a new kind of Lotus performance: silent, immediate, and devastatingly effective.

Founded in 1952 by Colin Chapman—a British automotive engineer of genius—Lotus operates from Hethel, Norfolk with a core lightweight philosophy epitomized by Chapman's famous maxim: "Simplify, then add lightness." From the original Seven kit car through the first fiberglass Elite, the handling-excellence Elan, mid-engine Europa, and wedge-shaped Esprit supercar, Lotus built road car legend while achieving extensive Formula 1 success with seven world championships. Chapman's team invented ground effects in F1, pioneered active suspension, and advanced turbo technology before Lotus Engineering became a consultancy offering platform engineering expertise to the industry. Despite surviving multiple bankruptcies through GM ownership (1986), Proton ownership (1996), and Geely's 2017 acquisition, significant Chinese investment now funds Lotus's electric future commitment. The Evija hypercar flagship, Eletre SUV expansion, and Emira as the final internal combustion engine model demonstrate lightweight heritage evolution while maintaining performance tradition. Lotus proves that engineering philosophy transcends ownership changes—that Chapman's obsession with lightweight efficiency remains relevant whether powered by petrol or electrons, and that a small British sports car maker's principles can influence global automotive engineering long after the founder's passing.