When Lotus was founded in 1952, no one would have predicted that from its humble beginnings in a stable that now more than sixty years on, its still a competitor in the top pinnacle of motorsports. Colin Chapman and Team Lotus have produced some of the greatest innovation and greatest champions in Formula One. They also have producd some of my favorite racing cars! Its hard to believe that Chapman passed on more than thiry years ago now, but for certain, his legacy lives on!



1957 Lotus Eleven (Le Mans, 1957): The Eleven was designed by Colin Chapman and fitted with a sleek body designed by aerodynamicist Frank Costin. They were built between 1956-58. Lotus Eleven's were usually fitted with a 1100 cc 4-cyl. Coventry Climax FWA engine and occasionally with a 1500 cc Coventry Climax FWB engine mounted in the front of a tubular space frame. This car was entered by Lotus at Le Mans in 1957 and driven by American's Herbery Mackay-Fraser and Jay Chamebrlin, who finished in 9th place overall and first in class. Eleven's came both with and without a headrest fairing.
1959 Lotus Elite (Mk 14) (Le Mans, 1959): William Frost entered his Elite driven by Peter Lumsden and Peter Riley at Le Mans in 1959. They ran an almost faultless race, finishing 8th overall and bringing home the class win. This was a great consolation to Lotus as their factory entered Lotus 15's. They finished 10 laps ahead of the works owned Border Reivers team. The lightweight Elite's stressed-skin GRP monocoque which bore all laods save engine, gearbox and front suspension was a great innovation.
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1959 Lotus Elite (Mk 14) (Le Mans, 1959): The Scotland based Border Reivers racing team entered this Elite for Sir John Whitmore and up and coming driver Jim Clark. One of several Elites entered, they finished in 10th position overall and 2nd in class behind another Elite. Powered by a Coventry Climax 1.2L all-aluminium straight-4 engine that produced 75hp, the light Elie was a serious sportscar conntender at Le Mans.
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1960 Lotus Elite (MK14) (Le Mans, 1960): Roger Masson and Claude Laurent drove Masson's entry to a 13th place finish overall and first in class at Le Mans in 1960. The Elite was Colin Chapman's first road design following the production of several sports-racing cars. The Elite was the world’s first production car with unitized fiberglass construction. The weight savings allowed the Elite to achieve sports car performance from a 75 hp, 1216 cc Coventry Climax all-4-cyl. engine. Climax-powered Elites won their class six times at the 24 hour Le Mans race.
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1961 Lotus Elite Bristol (Le Mans, 1961): Lotus Cars entered two Elites at Le Mans in 1961 and Lotus Elites made up the five car GT 1300 Class. This car driven by Bill Allen and Trevor Naylor finished 12th overall and first in class. They were however, down 65 laps from the winning Ferrari. A lighting problem at half distance delayed the car, but the duo fought their way back through the order from 29th place. Only one other Elite finished, a private French entry. A Bristol bodied lightweight car, the factory Elites 1.2L Coventry-Climax engine produced 85 HP.
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1962 Louts Elite Mk 14 (Le Mans, 1962): Team Lotus entered this car for David Hobbs and Frank Gardner to drive at Le Mans in 1962. They finished 8th overall and 1st in the GT 1300 class and also shared the prize for winning the Index of Thermal Efficiency. . Their sister car finished 11th. Despite Lotus' reputation for being fragile, these light 1.2L Coventry Climax powered GT cars proved to be very durable. This car was raced again at Le Mans by Team Elite in 1963 and finished 10th and again 1st in class.
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1963 Lotus Elan 26R Shapecraft Coupe: Lotus never did not race a competiton Elan as a factory team, but took great interest in customers racing them and made subsequent modifications available. The 26R engines (1.6L four) had a Cosworth block and BRM aluminum heads. Shapecraft created the Barry Wood designed coupe for Lotus in 1963, bonding and riviting aluminum tops to the fiberglass body. Don Hand started Lightworks Racing in the 80's, driving this car in vintage events such as the Le Mans Classic with great success.
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1962 Lotus 19 (DAYTONA CONTINENTAL, 1962 - WINNER): The Lotus 19 was built from 1960 until 1963 and is a widened version of the successful Formula 1 Lotus 18. It was also known as the Monte Carlo, to honor Stirling Moss for his win (Lotus' first F1 win) there. Dan Gurney enjoyed considerable success at the wheel of this Arciero Brothers Lotus 19-Climax. Gurney won the Daytona Continental 3 Hour in 1962, his engine expired, he coasted and stopped just feet from the finish line with a minute left in the race. Using the starter motor, he crossed the finish line as time expired to win.
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On the Way to Daytona:
1963 Lotus 23B (Pikes Peak, 1964 - WINNER): The Arciero Brothers employed USAC driver Bobby Unser to campaign their new 23B in select events, the most notable of which was the 1964 Pikes Peak Hillclimb, which Unser won. It was Unser's thirteenth victory at Pike's Peak, more wins there than any other driver. A record which still stands. The 23B was the successor to the Lotus 19 and the Arciero car was powered by a Cosworth 2.0L engine.
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Climbing Pikes Peak:

1964 Lotus/Porsche 23 (Road America 500, 1965): George Follmer ordered a Lotus 23 without engine, which he didn’t need since he planned to put a Porsche 500 engine in. The modification was successful but he and co-creator Bruce Burness believed for 1965 the new Porsche 904 2.0L 4-cam engine would make the car more competitive against the larger bore competition like the Chaparrals. Lola's, Elva, Cobras, etc. Follmer took it to the competition in the 1965 USRRC. Running in the Sports 2.0 class, Follmer won 6 of 9 races and took the USRRC Drivers Championship that year. This is how the car looked when it took 3rd at the Road America 500, Follmer driving with Earl Jones. The cars great reliability allowing it to last the distance of that race clinched Follmer's championship.
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1964 Lotus 19B (Riverside, 1964): Near the end of 1963, Pacesetter Homes Racing had Lotus build a 19 for their team, but to take a Ford V8 instead of the usual smaller bore Climax engine. It was the only one of the eleven Lotus 19's built in this configuration and was given the model designation 19B. Dan Gurney was enlisted to drive the 5.0L engined car which produced 360 bhp, due to his success at driving a 19 for the Arciero Brothers. At the time, it was the fastest sports car in the world, but its weakness was the Colotti transaxle, which caused multiple failures. At the Times GP at Riverside in 1964, Gurney took pole position. , but subsequently retired with suspension failure. Gurney had modest success in the 19B, but by the 1965 season it was obsolete.
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1964 Lotus Elan 26R Shapecraft: During the 1964 season the Elan 26R was fully homologated. The completed racing car weighed in at around 600 kg while the 1558 cc could produce anywhere between 160 and 175 bhp depending on the state of tune. Its closest rival was the Alfa Romeo Giulia TZ that also sported a potent 1.6 litre engine in a lightweight but slightly heavier package. Featured is the unique 'Fastback' Lotus Elan 26R as raced by Walker Racing. It was conceived for the high speed tracks on the European continent. 160 bhp, 1279 lb. The body was built by Shapecraft, with the aluminum top bonded to fibergalss body.
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1964 Lotus 30 S1: The Lotus 30 was Colin Chapman's first and only attempt at a Group 7/Can Am car. Powered by a 4.7L Ford V8 as used in the GT40. The car was fast when it held together, but was prone to chassis and suspension failure. Jim Clark bravely helped develop the 30 and did manage wins at Mallory Park and Goodwood in the 1964 & 1965 seasons respectively.
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1965 Lotus Elan BRM: In 1964, seeing the success that private owners were having with modified Elan's, Lotus introduced the 26R which incorporated the steering and brake modifications, plus a modified 1.6L twin-cam with Cosworth block and BRM heads, producing 175 bhp. These lightweight cars dominated their class and could outpace larger bore competition. Appoximately ten of these cars were built..
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1965 Lotus 40 (Brands Hatch, 1965): Putting an American V8 in a British chassis was not a new idea when the idea for the Lotus 30 was conceived. Cooper, Lister, Lola, & AC among others had done so with success, so why not Lotus? The Lotus 40 was a continuation of the Lotus 30, with a stronger chassis to accommodate a larger V8 engine. Using a Ford 5.7L, fuel injected engine producing 450 bhp, the big Lotus looked promising but could never quite deliver despite Jim Clark and Ritchie Ginthers' best efforts. Clark drove this car at the Guard Trophy at Brands Hatch in 1965, but DNF due to a spin and subsequent damage.
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1965 Lotus 40 (Riverside 200, 1965): The Lotus 40 was the biggest and fastest sports racer made by the firm from Hethel, although not one of its more successful. Holman & Moody bought the third Lotus 40 (Ch. #40/L/3) for A.J. Foyt to drive at the Riverside 200 Miles (LA Times GP) in October 1965. Riverside hosted on of the largest and richest sports car races anywhere, with 58 entries vying for the $50,000 prize. Foyt unfortunately had an accident in practice for the race and did not start. He did race the car at the Bahama Speed Weeks, but the Lotus unreliability caused a DNF on all three races there. Foyt bought the car and entered it in a couple of SCCA races in 1966, but its racing history seems to have ended there.
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1965 Lotus 40 (Riverside 200, 1965): 1965 did not start well for A.J. Foyt. A bad accident in January during the NASCAR Motor Trend 500 at Riverside left him badly injured and at one point pronounced dead. Revived by Parnelli Jones, he overcame his internal injuries, broken back and ankle to race in the opening USAC race in late March. Foyt set the pole at the Indy 500 in a Lotus-Ford and would end the season second in points in USAC. An accomplished all-round driver better known for Indy and NASCAR, Foyt drove sports cars with great skill and success, winning Le Mans his first time out in a Ford Mk IV in 1967 with Dan Gurney who he was dueling with at Riverside before his accident in 1965.
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1965 Lotus 40 (Riverside, 1965): Lotus wanted to build a prototype sports racer using a V8 engine for Group 7 racing. Using a backbone chassis arrangement like the Elan, Lotus built a new car with a 289 Ford V8, which became the Lotus 30. Unreliability plagued the 30 in 1964, not least was over chassis flexing and breakage. For the 1965 season, Lotus built three new cars with stronger chassis and bigger brakes, together with a larger 5.8L V8 which produced 450 BHP. It was little more successful than the 30 and as driver Ritchie Ginther said, "it was the Lotus 30 with ten more problems".
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1965 Lotus 40 (Riverside, 1965): Despite the problems, Lotus pressed on with their sight on the Autoweek Championship, which was the precursor to the Can-Am series for Group 7 cars. There were two groups in the six series races, over 2.0 liters and under 2.0 liters. The series attracted the top prototype cars and international drivers. None more so than the L.A. Times Grand Prix, the 5th round of the Championship held at Riverside International Raceway in the California desert east of LA. 85,000 spectators braved the heat and dust to watch 58 cars take the starting line for the 200 mile race.
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: Lotus had all three 40s at the LA Times GP. Qualifying 10th, Jim Clark drove one of his best sports car races at Riverside. As the oppressive heat took its toll on many competitors, the Lotus which was prone to overheating, pressed on. Clark's drive was all the more incredible, not only because he was the only Lotus 40 to survive to the finish, but because he had to overcome horrendous handling. The car would try to get airborne, and Clark would have to slam on the brakes to keep the car grounded. After 77 laps he finished 11 seconds behind Hap Sharp in a Chaparral 2A and just ahead of Bruce McLaren in a McLaren Elva. It was the best result in an major race for the Lotus 40.

1966 Ford Lotus-Cortina (Snetterton, 1966): Jackie Stewart drove an Alan Mann Racing Lotus-Cortina at Snetterton in 1966, finishing 4th in the saloon car race. The Mann entry was made famous by Sir John Whitmore for his win of Division 2 in the European Touring Car Championship in a Lotus Cortina in 1965. Lotus converted 1,000 Cortina's to Group 2 specification, with the rear suspension drastically altered and lightweight alloy panels were used for doors, bonnet and boot, and of course the 1.6L Lotus twin-cam engine and gear box.
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1966 Ford Lotus-Cortina (Sebring 4-HR, 1966): Bob Tullius' Group 44 Racing campaigned a Lotus-Cortina in the Trans Am series in 1967. The car was entered in select events primarily on the East Coast USA, in the Under 2.0L division. This is how the car appeared at the Sebring 4-Hour race, where the Lotus was driven by Tony Adamowicz and failed to finish. Powered by a 1.6L Lotus twin-cam four-cylinder engine that produced 140 bhp and had a top speed of over 135 mph in race trim, the Cortina could not best the Porsche 911S' in its class. This model has been modified from stock by Old Irish Racing.
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1969 Lotus Type 62 (B.A.R.C. Championship - Thruxton, 1969 - WINNER): The Lotus 62 replaced the Type 47 and was designed to contend in the Group 6 prototype class. Powered by a new 2.0L DOHC 4-cylinder engine in Group 6, the car suffered from reliability problems with its engine which used a Vauxhall derived block. This engine was sorted and later appeared in a number of production Lotus cars. Two cars were built and campaigned by Gold Leaf Team Lotus. This car (Chassis #62/2) was raced with modest result, mostly 2L class wins. At the B.A.R.C. GT Championship finals, American Roy Pike drove this car to victory lane.
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2005 Lotus Exige 240R: The Exige is the coupe version of the Elise and is powered by the same 1.8L DOHC Toyota built (Yamaha designed) engine. In the limited 240R versions, the engine is supercharged and produces 243 bhp! Perfect for racing, with a car that was designed to produce maximum downforce and weighs just over 2,000 lbs. This is a 'what if" exercise by Old Irish Racing to produce a Exige in GT3 race trim.
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1958 Lotus-Climax 12 (Belgian GP, 1959): The 12 was Lotus' first venture into single seat racing with what was to become Colin Chapman's signature of producing low weight and low drag race cars. The 12 employedspace frame construction with a 5-speed transaxle at the rear and rear suspension employed 'Chapman struts' seen for the first time. It was powered by a 2.2L DOHC Climax four-cylinder engine. It was also the first Lotus to have magnesium alloy, wobbly-web wheels to reduce weight. Despite its engineering advances, the 12 was not a success in F1, with Cliff Allison achieving its best finish (4th place at the Belgian GP at Spa) in this car.
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1959 Lotus-Climax 16 (Dutch GP, 1959): The Lotus 16 was the second single seat race car produced by Lotus and was built to both F1 and F2 specs. The F1 car had a 2.5L Coventry Climax 4-cylinder engine. The 16 did not have great succes in F1, but paved the way for the 18. Graham Hill drove this car to 7th place at the 1959 Dutch GP.
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1960 Lotus-Climax 18 (Portugal GP, 1960): John Surtees and Innes Ireland were the Lotus team drivers for the 1960 season with Graham Hill having moved on to BRM. Clark joined the team mid-season as John Surtees departed to race motorcycles on the Isle of Man. Clark proved he was an up and coming champion, keeping his place in the team even after Surtees returned. Clark had his best 1960 F1 finish in this car at the Portugal GP, finishing 3rd.
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1960 Lotus-Climax 18 (Monaco GP, 1960 - WINNER): Introduced for the 1960 season, the 18 was Lotus' first mid-engined car. Powered by the2.5L Coventry Climax four cylinder engine from the Lotus 16, with its light weight and excellent weight distribution and handling , it proved to be the fastest Grand Prix car built up until that time. Successful from the beginning, Stirling Moss drove the Rob Walker entered car to the 18's first F1 victory at the Monaco GP in 1960. Moss would win again at the United States GP and provide Lotus second place in the constructors championship.
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1961 Lotus 18/21 (German GP, 1961 - WINNER): Stirling Moss dominated the 1961 German GP, leading the race from the opening lap to the finish. This was the last GP win for Moss before his career came to a shattering end in early 1962. Held on the 14.2-mile (22.8 Km) Nurburgring circuit, the race would consist of 15 laps. The race started on a damp track, which dried before rain showers resumed towards race end. Moss qualified 3rd behind Hill in the Ferrari and Brabham in the new Coventry-Climax V8 powered Cooper T58, which produced 22 more HP.
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1961 Lotus 18/21 (German GP, 1961 - WINNER): In the race, Brabham took an early lead but slid off course handing the lead to Moss he would not relinquish. Hill fighting suspension travel woes drove a masterful race, with teammate Von Trips in tow. Moss and the two Ferrari drivers swapped fastest lap of the race, setting new Nurburgring lap records each time. Von Trips got past his teammate and was closing in on Moss before rain started to fall. Not having the right tires, the Ferraris had to settle for second and third behind Rob Walker's Moss privately entered Lotus.
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1961 German Grand Prix - Nurburgring Credit: Phipps/Sutton - Copyright: Sutton Motorsport Images :

1961 Lotus 18/21 V8 (Italian GP, 1961): The Lotus 18/21 was a hybrid of the older 18 and Lotus new 21. The 21 which was a mid-engine car, a first for Lotus, was only available in 1961 to the factory team. Select customers such as Rob Walker were offered a hybrid version of the 21, which used the 18 chassis with 21s modified body, rear suspension, and gearbox. Walker used the new Coventry Climax 1.5L V8 FPF engine, which gave the car slightly more power than the 1.5L four-cylinder at higher revs and with more torque. The cars suffered though with less torsional rigidity than the 18. Its debut was at the Italian GP at Monza in 1961, the 7th of 8 rounds in the F1 Championship for Drivers and Manufacturers.
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1961 Lotus 18/21 V8 (Italian GP, 1961): Stirling Moss who drove for Walker in 1961, was mathematically in contention for the Drivers Championship. In practice, the new V8 was overheating badly and down on power. The decision was made to run the team's old Lotus 18, which was no match for the faster Ferraris and would have eliminated Moss chance at the Championship. Innes Ireland graciously offered Moss his factory 21 to drive. He did so because Lotus was in contention for the Manufacturers Championship and he knew Moss was the best chance they had to win, as well as Moss shot at the Drivers Championship. Unfortunately, Moss retired due to a failed wheel bearing, ending up 3rd in the Drivers Championship and Lotus 2nd behind Ferrari in the Manufacturers Championship.
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Rob Walker Lotus driven by Stirling Moss (Monaco, 1960 and Italian GP 1961):
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1961 Lotus 21 (1961 USGP Watkins Glen - WINNER): Innes Ireland won the 1961 USGP at Watkins Glen amid stiff competition from Stirling Moss (Lotus), Jack Brabham Cooper), Bruce McLaren (Cooper) , Graham Hill (BRM) and his own team mate at Lotus, Jim Clark. Ferrari, having won the World Drivers and Constructors Championship elected to stay home. Ireland had trouble in qualifying sitting 8th on the grid at the start. By the first corner, he had moved into 3rd and stayed there as Moss and Brabham led the field for much of the race. Both Moss and Brabham retired with engine problems putting Ireland in the lead. His next challenger, Roy Salvadori also went out with engine failure. This handed Ireland with the certain win, Dan Gurney in a Porsche finished second.
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1961 Lotus 21 (1961 USGP Watkins Glen - WINNER): "I was lucky," said a unusually modest Ireland after the race concluded. "I could not take Moss or Brabham. Their cars were too fast. I had no fuel pressure in the last ten laps, and ended up with a thimbleful of gas at the finish." It was the first and only GP win for Ireland and the first for Lotus in F1. It was Ireland's last race for Team Lotus. The 21 was the successor to the 18 and used the same 1.5L four-cylinder Coventry-Climax. It was succeeded by the Lotus 24.
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1962 Lotus 21 (1962 Belgian GP): Impressed by his driving talent, Georges Filipinetti decided to promote and foster the talent of a young Swiss driver named Jo Siffert. To do so, the successful Swiss-Italian motor trader purchased a Lotus 'special' which combined a Lotus 21 front frame and suspension with a Lotus 24 rear-end and created a racing team to enter Formula 1 in early 1962 Originally named Ecurie Nationale Suisse, the objection of the Automobile Club de Suisse prompted a name change to Ecurie Filipinetti, which was soon Italianized to Scuderia Filipinetti. The team made its F1 debut with Siffert at the Monaco GP but failed to qualify.
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1962 Lotus 21 (1962 Belgian GP): The Scuderia Filipinetti Lotus was powered by a Coventry-Climax FPF 1.5L four-cylinder engine. Siffert raced the car twice more during the 1962 season, the team acquiring a Lotus 24 with the BRM V8 engine. At Belgium where the car raced in this livery, Siffert struggled to qualify 17th against faster competition. He finished 10th in the race won by Jim Clark in the Lotus 25. Siffert finished 12th at the German GP in the Lotus 21 but failed to finish either of the two GP races in the Lotus 24. In 1963, Siffert owned the Lotus 24 entered and sponsored by Filipinetti. After winning the non-championship Syracuse GP in Sicily, Siffert and Filipinetti parted ways, with Siffert being too independently minded for Filipinetti.
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1962 Lotus 24 (British GP, 1962): Innes Ireland drove for the UDT Laystall Team in 1962, using the Lotus 24 powered by a Climax V8. Team Lotus also used the conventional space frame designed car until the 25 was ready later in the season. Ireland was third on the grid for the British GP in this car, but gearbox problems prevented his getting off the line at the start and finished 16th.
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1962 Lotus 25 (Italian GP, 1963 - WINNER): The Lotus 25 was a revolutionary Colin Chapman design, being the first fully stressed monocoque chassis to appear in F1. The 25 was powered by a 1.5L Coventry Climax FWMV V8,which produced 195 bhp. Jim Clark narrowly lost an epic battle for the Drivers Championship in 1962 to Graham Hill driving for BRM. BRM proved to be the more reliable car that year. Lotus' tyrn was coming!
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1963 Lotus 25: At its peak, the Lotus 25 won 13 races, set 17 pole positions and 13 fastest laps. The 25 gave Jimmy Clark his first Grand Prix victory at Spa, and he won his World Championship in a 25 in 1963 and Lotus the constuctor's title.. This car is the '63 Italian GP winner. The 25 appeared in F1 into the 1965 season in the hands of private teams.
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1964 Lotus 25 (Belgian GP, 1964 - WINNER): Jim Clark was unable to repeat as World Champion in 1964, finishing third in the points. He fought a fierce season long battle with Graham Hill driving for BRM and John Surtees driving for Ferrari. The season came down to the final race, with Clark retiring on the final lap, allowing Hill & Surtees to pass him in the points race. This car is the one Clark drove to victory at Spa in the GP of Belgium.
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1965 Lotus-Ford 38 (Indianapolis 500, 1965 - Winner): In 1965, Jim Clark drove the first mid-engined car to win the Indianapolis 500. Clark dominated the race, leading all but 10 laps of the 500 mile race. The Lotus 38 was an all monococoque aluminum chassis design, powered by a Ford 4.2L V8, which produced 500 hp. Clark would race the car again at Indy in 1966, finishing 2nd to Hill in the Lola-Ford
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1965 Lotus 33 Climax (1965 WORLD CHAMPION & 1965 CONSTRUCTORS CHAMPION, 1965): The Lotus 33 was an improvement on the 25 chassis. The suspension was also modifies to accept wider tires introduced in the 1965 F1 season. The 1.5L Climax V8 was tuned to produce an additional 20 bhp, to bring the total to 220 bhp. Jim Clark won six races during the '65 season, setting fastest lap in all of them and starting from the pole position in five. He won the World Drivers Championship and Lotus the Constructors Championship.
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1965 Lotus 33 Climax: (1965 WORLD CHAMPION & 1965 CONSTRUCTORS CHAMPION) 1961 Bedford SB Team Lotus Transporter: This was the first purpose built transporter that Lotus owned and it was used to transport F1 cars from 1961-1967. Its first use was for the Monaco GP in 1961. Built on a Bedford SB bus chassis, with a 28' foot box body built by Arterial Motor Bodies in England. Bedford offered several gas and diesel motor options with the SB, driven through a four-speed gearbox and two-speed rear axle. It is reported to have had a top speed of 65 mph, so it would have been a larger displacement engine. It could carry three cars, and had accommodations for four crew members, plus a work bench and spares storage. In 1963, it was crashed into the BRM transporter while exiting Silverstone. After, the front end was altered to incorporate double headlights instead of its original single headlight configuration.
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1966 Lotus-BRM 43 (United States GP, 1966 - WINNER): New 3.0L F1 engine regulations took effect in 1966, but Lotus which developed the 43 from the 38 Indy 500 winning car in 1965 did not have a suitable engine for the new regulations. They used the older Lotus 33 during the first part of the season, until a deal was struck with BRM to sell them the BRM 75 H16 engine. Expected to debut at Monaco, the car wasn't ready until the Belgian GP, but failed to start when the engine expired before the race. The H16 engine, which proved to be competitive, was very unreliable due to its complexity and too heavy.
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1966 Lotus-BRM 43 (United States GP, 1966 - WINNER): Lotus only finished one race with the 440 BHP BRM 75 H16 engine. Jim Clark won the United States GP at Watkins Glen in this car. 1966 was not a good year for Lotus. When the engine did stay together, Clark retired from the Italian and Mexican GPs due to gearbox failure. The Cosworth DFV engine, which was under development, forcing Lotus to use the BRM engine would not come until 1967 reversed Lotus fortunes. The Lotus-BRM marriage in 1966 was a failure. The 43 would run again at the S. African GP in 1967, but both cars retired due to engine failure.
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Lotus-BRM 43 and Lotus-BRM 33/43 1967 Lotus-BRM 33/43 (Monaco GP, 1967): The H16 BRM engine Lotus used in 1966 proved to be too heavy and unreliable. At the beginning of the 1967 F1 season, the new Lotus 49 and Cosworth DFV engine were not ready, so the first two races were relegated to older chassis cars. For Monaco, the 43 with the BRM H16 engine was replaced by an upgraded 33 with a 2.1L BRM V8.(Clark used a 2.0L Climax V8 and retired) . Graham Hill (Mr. Monaco), having qualified 8th, drove a steady trouble-free race through the streets of the principality. A late puncture by Amon in the Ferrari promoted him to 2nd behind the winner Deny Hulme in a Brabham.
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1967 Lotus 49 (United States GP, 1967): Graham Hill set held the pole position at the 1967 USGP, with teammate Jim Clark in 2nd position. Clark overtook Hill (who was having gear trouble) for the lead on lap 41. Hill hung on to 2nd place and almost beat Clark who was having suspension trouble. Hill proved in the 1967 season that on any given day he could be the equal to his teammate. Reliability in the 1967 season hampered the championship chances of both men that year, but 1968 would be Hill's year.
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1967 Lotus 49 (British GP, 1967 - WINNER): Powered by a 3.0L Ford-Cosworth DFV V8, the 49 was the evolution of the successful Lotus 33 and the first car to use the engine as a stressed chassis member. This is the private entry of the Rob Walker team, with Jo Siffert driving. They would have a modest season, but Siffert provided Walker his final F1 win at the 1968 British GP in a 49B. One of the best Porsche 917 drivers, "Seppi" was sadly killed at Brands Hatch in a BRM in 1971.
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1967 Lotus 49 (United States GP, 1967 - WINNER): This is the car that Clark drove to victory at the '67 USGP at Watkins Glen, with Hill second. This 1-2 finish at the USGP in front of Ford brass was a great victory for Lotus and assured their preferential treatment in receiving the latest Cosworth engines. Sadly, Clark would lose his life in a racing accident early in the 1968 season. Jimmy Clark was World Champion driving for Lotus in 1963 & 65, certainly one of the best drivers ever.
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1968 Lotus 56 Turbine (Indianapolis 500, 1968): Graham Hill drove this Pratt & Whitney turbine powered car at Indianapolis in 1968. The turbine engine produced 500 bhp and powered all four wheels via a Ferguson four wheel drive system. Hill crashed on Lap 110, finishing 19th. Joe Leonard was Hill's team mate that year and he put his car on the pole, with Hil right beside him. Leonard retired a few laps from the end while leading the race, due to pump shaft failure. It was the last time a turbine and a four wheel drive car ran at Indy.
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1967 Lotus 49 (Dutch GP, 1967 - WINNER): The first of twelve F1 wins for the Lotus 49 came on its debut at the Dutch GP in 1967 with Jim Clark at the wheel. Clark, in his first drive ever in the car qualified 8th on the grid but working his way up through the field as he got more familiar, he went on to win the race with ease. The Lotus 49 was the first F1 car to use the 3.0L Ford-Cosworth DFV engine after Colin Chapman had persuaded Ford to produce it. Clark would take the Lotus 49 to three other wins and a podium during the 1967 F1 season.
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1967 Lotus 49 (Dutch GP, 1967 - WINNER): Graham Hill, Jim Clark's teammate at Lotus did all the testing of the new Lotus 49. On its debut at the Dutch GP at Zandvoort in 1967, Hill set pole for the race, while Clark got familiar with the car. While Hill dropped out of the race due to mechanical problems, Clark was a quick study on the Lotus and went on to win and dominated the rest of the 1967 season. Two retirements later in the season cost Clark his third World Championship in 1967.
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Two of the All-Time Greats!:

1968 Lotus 49B (South African GP, 1968 - WINNER): Jim Clark won the South African GP on New Year's Day 1968 in this car, after setting pole position and leading the race after the second lap. Clark was a second faster in qualifying than his teammate Graham Hill. Jackie Stewart in a Matra passed him at the start, but Clark passed him on lap two to capture the lead he would not relinquish for the rest of the race. Clark looked set to dominate F1 in 1968. However, South Africa was to be Clark's last F1 race, tragically being killed in a F2 event three months later. With his final win, Jim Clark set several records, most stood for a couple decades: Most Wins - 25; Most Laps Led - 1,943; Most Races Led Every Lap - 13; Most Pole Positions - 33; Total Fastest Race Laps - 28. Jim Clark, a great talent, hero and one of the sports all time greats! Like many drivers of his era, gone way too soon!
Model by QUARTZO 1/43

1968 Lotus 49B (WORLD CHAMPION & CONSTRUCTORS CHAMPION, 1968): Graham Hill and Jim Clark were a formidable combination in the Lotus 49's in their second season in 1968. Lotus had improved the engine reliability of the 3.0L Cosworth DFV V8 powered car and Hill hoped to capitalize on that reliability and shrug off the string of retirements during the 1967 season. At the fist race of the 1968 season in this car at South Africa, Hill qualified second behind team mate Clark. Despite a slow start to the race which dropped him to seventh, Hill worked his way up through the pack and finally overtook Jackie Stewart on lap 27 of the 80 lap race for second place; and would hold onto that position until the end, making a 1-2 finish for Lotus. The 1968 race at the Kylami circuit was the last time Hill and Clark would race together. Hill went on to win the Drivers Championship in 1968, with 3 race wins and 3 second place finishes on the season.
Model by QUARTZO 1/43

1968 Lotus 49B: At the '68 United States GP, Mario Andretti gave everyone a surprise when he put his Lotus on pole position, ahead of Jackie Stewart's Matra. There was hope that he would be able to beat the F1 regulars. On lap 14 Andretti's Lotus was dragging part of the bodywork and he was forced to pit and dropped to the tail of the field. He began to fight back but eventually retired with clutch failure.Gold Leaf was the first commercial Formula 1 sponsor in 1968
Model by QUARTZO 1/43
1969 Lotus 49B: Graham Hill won the Drivers Championship and Lotus the Constructors Championship in 1968 and for the '69 season Hill sported the coveted #1 on his car. Unfortunately, this was not Lotus' season, winning only two races, yielding to Jackie Stweart and Matra. Graham Hill did manage a win at Monoco, which is always an impressive victory in any season.
Model by QUARTZO 1/43
1969 Lotus 49B: The death of Jim Clark in '68 left a hole in the Lotus team. For a time Jackie Oliver occupied the second car behind Hill. He finished 5th in this car at the Belgium GP. Jochen Rindt finished the season with a win in his first drive for Lotus at the United States GP. He would go on to win the Drivers title in 1970, regrettably, posthumously. Tough times in F1.
Model by QUARTZO 1/43
1970 Lotus 72C WORLD CHAMPION & CONSTRUCTORS CHAMPION: Lotus introduced the 72 midway through the 1970 F1 season, the 72 was an improvement on the 49. Immediately successful, the 72C won its first race and three more in succession with Jochen Rindt. This is thew winning car from the French GP. Tragically, Rindt was killed at Monza and became the first and only posthumous World Champion.
Model by RBA 1/43

1970 Lotus 72C (Mexican GP - 1970): Introduced in 1970, the Lotus 72 was one of the most innovative and successful designs in F1 history. Despite initial handling problems, Jochen Rindt took a 72 to the World Drivers Championship, albeit posthumously. Graham Hill was Rob Walker's driver for the 1970 season after recovering from his bad accident at the USGP in 1969. Uncertain he would race again, Lotus had unceremoniously replaced him for 1970. His opportunity with Walker came about when Jo Siffert left the team at the end of 1969.
Model by SPARK 1/43
1970 Lotus 72C (Mexican GP - 1970): The 72 may have been too radically different for Walker's team to properly sort out in the short time they had the car. Hill failed to finish the three races he ran in this car, including the 1970 Mexican GP in this livery. This was the last race for a Rob Walker owned car in F1 in a successful history as a F1 privateer that spanned back seventeen years to 1953. Hill refused to retire, instead moving to Brabham in 1971 until he launched his own team in 1973.
Model by SPARK 1/43
Rob Walker Racing - 1970: Ford introduced the D Series in 1965 to replace the Thames Trader. To compete with GM’s Bedford TK, the truck was given an updated appearance with cab over engine design, which was popular in the US at the time. The tilting cab was access to the engine and was a one man operation. It was powered by three diesel options, a 4-cylinder 3.97L and two six-cylinder versions of 5.42L and 5.95L; the latter producing 128 bhp. The truck could carry a payload of up to 12.75 British tons. The D Series stayed in production until 1981.
Model by MEAkits 1/43
Rob Walker Racing - 1970: This transporter used by Rob Walkers racing team in the late 1960’s took them through their final season in 1970, when Graham Hill drove Walkers Lotus 72C. It often carried two cars, the newer 72C and the older Lotus 49 as backup. Walker was one of the most successful priateers in racing, especially F1. Great drivers such as Stirling Moss and Jo Siffert gave Walker epic victories in both open wheel, as well as sports cars. When he retired his F1 team in 1970 after twelve years at the pinnicle of racing, his team had claimed nine victories.
Model by MEAkits 1/43

1971 Lotus 69 Special: Pete Lovely raced in 11 F1 events, primarily as a private entrant in a Lotus 49B and in 1971, in this car, a Lotus 69 Special. Using a Lotus 69 F2 car chassis, Lovely installed a 3.0L Ford-Cosworth DFV engine. He entered the Canadian and USGP, but was not classified at the finish of either event. I have seen Lovely race this car many times in SCCA and vintage events. Always a fan favorite, he was quite fast! Usually starting at the back of the grid and lapping everyone else to take the checkered flaq. Pete always hauled this car on a drop-side VW Pickup!
Model by SPARK 1/43

1971 Lotus 72D: In the Lotus 72, Colin Chapman created one of the most innovative and successful F1 cars of all time. Using advanced aerodynamics, in board brakes and side pod radiators, the 72 capitalized on the momentum and success Lotus had with the 49. Brought on to the team in 1970, Emerson Fittipaldi was promoted to team leader after the tragic death of Jochen Rindt and Fittipaldi won his first F1 race at the USGP in the 72C on his fifth F1 start. The success Rindt and Fittipaldi had with the car produced Lotus the Constructors Championship in 1970. For 1971, The 72D was modified so that the rear wing would create more down force. Fittipaldi struggled all season with the Tony Rudd designed car; his best finish being at Austria in this chassis, where he finished 2nd. The 1971 season set the stage however for Fittipaldi and Lotus, as he would go on to win five GP's and the World Championship in 1972.
Model by SPARK 1/43
1972 Lotus 72D (WORLD CHAMPION) & (CONSTRUCTORS CHAMPION): The remarkable Lotus 72D, Fittipaldi proved virtually unstoppable in 1972 as he won five of 11 races and the F1 Drivers' Championship and Lotus the Constructors' Championship. Fittipaldi became the youngest F1 champion and held that title until Lewis Hamilton took the F1 title in 2008. Fittipaldi was teamed with Dave Walker much of the 1972 season.
Model by QUARTZO 1/43
1973 Lotus 72D (CONSTRUCTORS CHAMPION): Emerson Fittipaldi's winning Lotus 72D at the Argentina GP to start the '73 season. The 72D was replaced by the E part way through the season. Fittipaldi would give way to Jackie Stewart for the World Championship of Drivers, finishing 2nd, with new teammate Ronnie Petersen 3rd in points. Lotus would reclaim the Manufacturers title.
Model by SPARK 1/43
1973 Lotus 72E (CONSTRUCTORS CHAMPION): Ronnie Petersen teamed with Fittipaldi for the 1973 season and Petersen proceeded to win four races to Emmo's three. Early season relaibility cost Fittipaldi the Championship, but Lotus did win the Constructos Championship on the results of both drivers Powered by the 3.0L Ford-Cosworth V8, The 72 participated in 6 seasons and 74 World Championship races, with a record of 20 Grand Prix wins, 2 Drivers Championships and 3 Constructors Championship titles.
Model by QUARTZO 1/43

1973 Lotus 74 F2: Emmerson Fittapaldi 1973 Lotus 74 F2: Lotus campaigned F2 specification cars for Emerson Fittapaldi and Ronnie Petersen at F1 support races during the 1973 season. The cars were powered by a 2.0L Ford BDA/Lotus Novamotor. Unfortunately the cars were down on power (only 240 bhp vs. 270 bhp advertised) when they did run, but engine problems usually resulted in a quick exit in the seven races run. Hard to imagine a current day F1 driver running a support race.
Model by SPARK 1/43
1973 Lotus 74 F2: Ronnie Petersen

1974 Lotus 76: The Lotus 76 was a unusual step in the wrong direction for Team Lotus. Intended to replace the 72, the 76 which used the Cosworth DFV engine and had modified aerodynamics, a lighter chassis, longer wheelbase and a narrower, lower monocoque. Initially it also had a "bi-plane" rear wing. Rather than being a more advanced version of the 72, the car was discarded in favor of the older 72 after three races due to poor handling, gaerbox and electronic problems. For the German GP, the revised 76B was entered and Ronnie Petersen finished 4th in this car. It was the only race the 76 finished and it was abandoned at the end of the season.
Model by TSM Models 1/43
1976 Lotus 77: Like the Lotus 74 which preceded it, the Lotus 77 offered featured improved aerodynamics and repositioned radiators to aid better cooling than its predecessor and the now obsolete Lotus 72. Ronnie Petersen left Lotus for March after the first race, leaving Mario Andretti to do most of the development work. After a slow start for the 1976 F1 season, the 77 gradually became better, but a long ways from Ferrari, McLaren and Tyrrell that season. After retiring at Brazil in this car, Andretti managed two third place finishes at the Dutch and Canadian GP's. He finished the 1976 season winning the rain soaked Japan GP. The Lotus 78 would bring the Lotus back to prominence the following season.
Model by SPARK 1/43
1978 Lotus 79 CONSTRUCTORS CHAMPION: Ronnie Petersen drove this Lotus 79 to victory at the Austrian GP in 1978. Petersen finished second to Mario Andretti in the Drivers Championship that year. Sadly, the loveable Swede who died following complications from injuries received on an opening lap accident at the Italian GP at Monza would likely have won the championship from his teammate if the accident had never happened. Lotus clearly had the early advantage with ground effects. Chapman saw the threat from Brabham with the fan car and actually started development of their own fancar.
Model by SPARK 1/43
1978 Lotus 79 WORLD CHAMPION : Mario Andretti claimed the World Drivers Championship and the F1 Constructors Championship for Lotus in 1978. Andretti won eight races that season and teammate Ronnie Peterson who was killed at Monza won three. Peterson finished second in the Championship. The Lotus 79 was the first F1 car designed in a wind tunnel and the first car to take full advantage of ground effects aerodynamics, having 30% more down force than its predecessor. The lateral G-forces that ground effects began to take on drivers was significant. That fact prompted some of the rule changes around ground effects in the coming seasons.
Model by SPARK 1/43

1978 Lotus World Championship Team
Truck Model by IXO 1/43
1979 Lotus 79: By 1979, the rest of F1 had caught up technologically to the Lotus 79 and it was not able to dominate F1 any longer. With Carlos Reutemann moving to Williams, Colin Chapman had a young Nigel Mansell test for a place on the Lotus team in late 1979. This car is in the livery of that test at Paul Richard. Mansell became the Lotus test driver for the 1980 season, getting three starts before earning a full time ride with Lotus in 1981.
Model by MINICHAMPS 1/43
1985 Lotus 97T: For the 1985 F1 season, Nigel Mansell left the team and they signed rising star Aryton Senna to team with Elio De Angelis. The 97T with its 1.5L turbocharged Renault engine pumping out 800bhp, it proved to be one of the bast cars on the F1 grid that season when it came to power, handling and braking. Senna set pole position seven times over the season. However, the Renault engine was not reliable and it caused him many retirements, often when leading the race. He did manage two wins at Portugal and the Belgian GP. De Angelis contributed another win, putting Lotus 4th in the Constructors Championship.
Model by MINICHAMPS 1/43
1993 Lotus 107B: The 107B was developed for the 1993 season by Team Lotus, an evolution of the actve suspension 107 used the prior season.. Regular drivers Johnny Herbert and Alex Zanardi struggled with the reliability of the car, even though Herbert had said he liked the car very much, it was sublime to drive and responsive to set up changes. The best finish the team would have in 1993 was three fourth place finishes by Herbert and a sixth place finish by Zanardi at Brazil in this car. The rest of the season was marked with back of grid finishes and retirements in the Ford-Cosworth 3.5L HBD6 engine powered car throughout the season. Financial difficulties at Lotus meant there was a lack of funds for proper development of the car. Zanardi and Herbert were well matched in the team, however a crash at practice for the Belgian GP would leave Zanardi with a concussion and on the sidelines for the remainder of the season.
Model by ONYX 1/43


1966 Lotus Elan: The original Elan was introduced in 1962 as a roadster, although an optional hardtop was offered in 1963 and a coupé version in 1965. The two seat Lotus Elan replaced the Lotus Elite. Powered by a Lotus-inspired Cosworth alloy twin-cam head of 1558cc, it could produce 126 bhp and a top speed of 120 mph. It was the first Lotus road car to use the now famous steel backbone chassis with a fiberglass body. It is credited as being the design inspiration for the Mazda Miata.
Model by VITESSE 1/43
1966 Lotus-Cortina: In 1963, Ford approached Lotus to help them build 1,000 cars for homologation to race in Group 2. Produced from 1963 to 1970, the Lotus-Cortina was a high performance sedan with a 1.6L twin-cam four-cylinder engine that produced 110 bhp and had a top speed of over 100 mph. The 1558 cc unit was the same as the Lotus Elan, coupled with the Elan's close ratio gear box. The Lotus-Cortina had great success as a road car, as well as a race and rally winner.
Model by MINICHAMPS 1/43
1967 Lotus Elan +2: Introduced in 1967 as a longer, wider track and slightly more luxurious version of the Elan, the +2 (or Plus 2) had two rear occasional seats which were only suitable for small children. Like many sports car manufacturers, Lotus used this 2+2 design to appeal to young families that had outgrown the Elan. The design of the +2 was very similar to the Elan, with backbone chassis and fiberglass body, powered by a 1.6L Lotus twin-cam engine with 126 bhp and capable of 120 mph. In 1968, an even more luxurious version of the +2 was introduced, the +2S. In 1971, a further upgrade to the +2S was introduced with a more powerful engine and five-speed transmission, which helped its high-speed cruising capabilities. Elan +2 production ended in 1975, with fewer than 1,200 estimated to still be on the road today.
Model by OXFORD 1/43
1973 Lotus Europa Special: The Europa was introduced in 1966 as a replacement for the Lotus 7, clubman racer. It featured a modified Renault 1.4L four-cylinder engine, producing 82 hp. In 1968, the Series 2 version of the Europa was introduced, eventually using a Renault1.6L engine and was capable of just under 120 mph. As Lotus continued to develop and look for ways to extend the life of the Europa, in 1971 a 1.6L Ford-Lotus Twin-Cam version producing 105 bhp was introduced. It was replaced by the Special in 1972, which had a bigger valved engine aspirated by Dell'Orto carbs and a top speed of 125 mph, which was pretty good performance for that day. The first 100 Specials were done in the Players black & gold livery to honor the F1 Championship for Lotus, but subsequent cars such as this one were avaialble in other colors.
Model by KYOSHO 1/43

1980 Lotus Turbo Esprit:
Model by ALTAYA 1/43
1980 Lotus Turbo Esprit:
Model by ALTAYA 1/43
2005 Lotus Exige Series 2: The Lotus Exige is a two-door, two-seat sports car made by Lotus since 2000. It is a coupé version of the Lotus Elise, a mid-engined roadster in production since 1996. Powered by a 1.8 L 16-valve DOHC Toyota/Yamaha engine through a six-speed transmission, the Exige produces 190 bhp and has a top speed of about 150 mph. In 2006, Lotus introduced the S version of the Exige, which has a supercharged engine and produces 218 hp. This reduces the Exige S' 0-100 mph two seconds to 9.98.
Model by AUTOART 1/43

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THE 24 HOURS of LE MANS 1923-2020

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