Classic Team Lotus

49R1 is relaunched at Hethel

William Taylor — Mon, 13 April 2026 00:00:00

The Type 49 realized the biggest ever year-on-year performance increase in F1 history, and the first car built, chassis R1, went on to race in 10 Grand Prix races and scored victories with Jim Clark in the 1967 Mexican GP and Graham Hill in the 1968 Spanish GP. The Spanish victory proved to be the foundation for Hill’s 1968 Championship triumphs driving a Type 49 that went on to help claim both titles again in 1970 with driver Jochen Rindt.

Following severe damage at the 1968 Monaco GP, a rebuild as chassis R9 and another accident in 1969, 49R1 was lost to history but, with reference to the original design drawings and incorporating various period components, 49/R1 has been recreated just as she was when Colin Chapman drove her at Hethel 59 years ago.

Reconstructing the first Lotus 49 a true design icon and probably most significant F1 car of all time 49R1 was an exciting way to celebrate 75 years of Formula One.

Under the leadership of Colin Chapman, the Type 49 was designed and built by probably the greatest team of designers and engineers ever gathered in Formula 1, a team that included Mike Costin, Keith Duckworth, Maurice Philippe and Richard (Dick) Scammell. Engineer Mike Costin, now 95, the co-founder of Cosworth, the company that designed and developed the Cosworth DFV engine that powered the Type 49 and was first run at Hethel back in 1967, and Dick Scammell both attended the event at Hethel on Tuesday 24th.

Clive Chapman said it was “a special occasion for everyone involved. “The recreation of this great car has been an extraordinary project for the team at CTL,” he said. “Thousands of hours have gone into recreating 49R1 in every detail from the engine to the gearbox, to the monocoque, and the hundreds of bespoke parts made by hand with reference to the period design drawings held in the CTL archive.”

Before his death last month, Mr Barber said: “This project embodies everything we stand for at the Barber Museum - preserving the spirt, ingenuity and innovations of motorsports history. “The Lotus 49 was a game-changer. Bringing it back to life is both a tribute of Colin Chapman’s genius and a gift to the future generations of enthusiasts.”

Following a reveal to CTL staff, Lotus personnel and the assembled press that included Goodwood TV who have been making a documentary on the project, Clive Chapman was excited by the prospect of re-enacting that famous occasion back in 1967 and took the car for few laps of the track. After a final check over the car will be flown out to the USA and take pride of place amongst the fabulous collection of its stablemates at the Barber Vintage Motorsports Museum.

CTL saddened by the passing of George Barber

William Taylor — Tue, 17 February 2026 00:00:00

Mr Barber was a great supporter of the Lotus Marque and Classic Team Lotus in particular. First and foremost he always encouraged our endeavours with unbounded readiness to support our own efforts. And he commissioned many special projects to further his stated ambition to collect one of every Lotus.

The Chapman Family appreciates the extraordinary tribute to Lotus created by Mr Barber. Clive Chapman comments: ‘Like so many others I am privileged to have had the pleasure of knowing George Barber. He was an inspirational figure who achieved amazing things and to the highest standard. Throughout he was a true gentleman who genuinely cared for all those within the Barber community. I am proud to be a member of that community and I will look forward to supporting George’s fabulous legacy.’

Please visit www.BarberMuseum.org to learn more about George Barber’s achievements.

Classic Team Lotus Garden Party - Update

William Taylor — Thu, 15 January 2026 00:00:00

‘The main reason for the decision is that 2026 has developed into an especially busy year for Classic Team Lotus, so much so that the Garden Party is just too much for us to manage to the standard we expect. I realise this will disappoint many people. First and foremost, I must apologise to all those who have purchased tickets and made plans.’

‘I am grateful to all those who have supported the Garden Party this year and previously and can only hope that they will excuse me for this difficult decision.’

For further information please contact events@classicteamlotus.co.uk

Classic Team Lotus Garden Party Announced for 6-7 June, 2026

William Taylor — Tue, 25 November 2025 00:00:00

The 2025 Garden Party event was a resounding success; you can watch a film of the highlights here. Classic Team Lotus is developing the content to create another special occasion and some exceptional Lotus cars will be on display in the beautiful gardens. There will be a variety of exhibits throughout the grounds. Tickets to the 2026 event which are £120 can be purchased from our webshop.

The splendid Celebration of Hazel & Colin Chapman Heritage for 2026 will feature exclusive presentations of a new Classic Team Lotus book “Team Lotus – The Works F1 Cars."

Arrival from 09:30am, Guest reception will be in the forecourt of the Manor at 10:30am and selected cars will make demonstration runs on the driveways of the estate at around 12:00pm

On stage special guests will contribute to the varied programme of entertainments throughout the day. Guests will receive an event medal and a unique gift specially created for the event.

Hospitality will be a choice from either purchasing from a selection of food and drink vendors – something for everyone – or guests are welcome to bring their own picnic. Lotus cars will enjoy preferred parking, and the opportunity for photography with the Manor as the backdrop.

Reaction to the 2023, 2024 and 2025 Garden Party events was outstandingly positive. Every effort is being made to ensure the Garden Party 2026 is another landmark occasion for the Lotus marque. All profits from the weekend will go to local charity in aid of The Care for Life at Home Fund in association with Priscilla Bacon Hospice.

Legendary Team Lotus Aerodynamicicst Peter Wright dies

William Taylor — Mon, 10 November 2025 00:00:00

Born in Farnham in the UK, Peter Wright graduated from Cambridge with an engineering degree specialising in thermodynamics and aerodynamics. Towards the end of 1966 he joined BRM where he was mentored in his early career by Tony Rudd who was toying with a very crude concept for a wing car with profiled sidepods in favour of wings. In 1969 Peter went to work for Specialised Mouldings, the Huntingdon-based plastic moulding specialists. There he designed a purpose-built wind tunnel (which was later sold to the Williams F1 team!) as well as the wing profile side-pods for the March 701.

Having learnt a great deal about glass-fibre and aerodynamics, he was approached to work for Technocraft, a company within Group Lotus which was experimenting in injection moulding techniques for boats created using Lotus’ pioneering VARI process. When Tony Rudd moved to Hethel, Peter joined him in the newly set up aerodynamic research and engineering base in Ketteringham Hall. It was into this fertile breeding ground for new ideas that Peter became a key part of Team Lotus, working alongside Colin Chapman and Rudd.

Chapman directed Rudd and his team to undertake a thorough re-examination of structural methods and aerodynamics, looking, in effect, about ten years ahead. It was this lively, imaginative “think-tank” which was to give rise to the ground effect technology on the Lotus 78, the very first ground effects Lotus F1 car, and the sensational, Championship-winning Lotus 79 which totally dominated the 1978 Grand Prix season and re-established Team Lotus at the very top of F1. Peter Wright also played a key design role in the incredibly innovative Lotus Type 88 ‘twin chassis’ concept, which took the ground effects idea to new level.

Wright was also heavily involved with what many consider the last great technological innovation brought by Team Lotus to Formula One, namely Active Suspension. The technology was first used in the Lotus Type 92 during the 1983 season and then to greater success in the hands of Ayrton Senna in 1987 with the Lotus Type 99T, which was the first Active F1 car to win a Grand Prix.

During 1990 the Chapman family decided that it would be better for others to take up the challenge of running Team Lotus, and reached an agreement with Peter Collins and Peter Wright, both contemporaries of Colin Chapman, for them to take control. Team Personnel demonstrated fantastic loyalty and faced up to the challenge of taking the team forward into the 90s.

Wright would go on to become highly influential as president of the FIA Safety Commission and under his guidance the HANS device, cockpits able to withstand 60g and far safer circuit design was developed. He was also involved in the F1 current engine regulations, as well as the Drag Reduction System and the Balance of Performance system used in sports cars.

In recent years Peter found time in his still busy schedule to sit down and put together a fascinating record of his life and we are fortunate to have his book "How did I get here?" to help us remember his life and achievements.

CTL sends its sincere condolences to all Peter’s family and friends.

47GT-71 stars on HLR display at Classic Motor Show

William Taylor — Mon, 10 November 2025 00:00:00

The Colorado Orange Type 47 (yes that is its original factory colour) that was featured in the August issue of Octane magazine drew plenty of admiring looks over the weekend.

Also on the HLR stand at the weekend were the partially restored 1956 Monza record breaking Eleven which is scheduled for completeion in 2026 and a 1971 Type 69 F3 car (71-69-5-F3).

Also on show were a Mark VI, a beautiful dark blue Type 14 Elite and an example of the latest Lotus Emira i-4.

John Bowers Trophy to commemorate HGPCA 1960s V8 F1 cars announced at Spa 6-hours race weekend - 10.06.25

William Taylor — Mon, 06 October 2025 00:00:00

Chris Dinnage from CTL was at the Spa 6-hour weekend to tell HGPCA members about the award and show the off the V8 Climax FWMV trophy that was built up by Kit Lotus in the UK. John was a great fan of the V8 power unit that Andy Middlehurst used to such great effect in the Type 25 at Spa, Monaco and Goodwood, supported by Bob Dance and Lewis Cullington and all the CTL crew all the way from the day he acquired 25/R4 back in 2008.

The weekend also saw some great results from CTL. In the usual mixed Spa conditions, Maxime Castelein took a great third in both HGPCA races in 18/915. Mark Hicks

CTL collaborate with Lotus Cars for London Design Festival - 09.18.25

William Taylor — Thu, 18 September 2025 00:00:00

The showcase explores how the brand’s pioneering design and engineering philosophy, Digital, Natural, Analogue (D.N.A.), has shaped generations of groundbreaking innovations and continues to define the future of performance.

Digital – representing the immersive, intelligent, and intuitive experience.
Natural – bringing to life emotional, connected, human-centric design.
Analogue - Lotus’ continuous advancement of performance engineering.

Seamlessly blending together these core design principles with the latest design and engineering innovations, as well as cutting-edge technologies, enables Lotus to simplify and enhance a car’s experience and performance – making it feel like a car you wear. The activation opens a dialogue between heritage and possibility, bringing together experimental materials, prototypes, and projects from Lotus’ archives that embody the brand's relentless innovation, culminating in a raw encounter with Lotus Theory 1.

CTL were invited to support the exhibition and provided two historic vehicles and several heritage items for the exhibit that bring together experimental materials, prototypes, and projects from Lotus’ archives that embody the brand's relentless innovation.

1956 Eleven chassis 260 sat proudly at the entrance to the exhibit with 88B/1, the revolutionary carbon-fibre, twin-chassis concept F1 car set alongside the design materials section. The Display was completed by Theory 1 and SID, the Lotus Structure Isolation and Dynamics prototype research car built in 1989 on an Esprit platform.

Jim Clark's 1965 Type 33 on display at the Royal Automobile Club in Pall Mall - 09.17.25

William Taylor — Wed, 17 September 2025 00:00:00

The car that was at the heart of the 1965 F1 campaign for Jimmy Clark and Team Lotus, 33R11 will be at Pall Mall until 29th September. In Clark's hands the car triumphed at Spa, Silverstone and the Nurburgring. At the latter he took pole by over three seconds, won the race, and led every lap, scoring his eighth 'Grand Chelem'. All this as well as setting fastest lap at probably the most challenging circuit in the world.

Restored by CTL in 2025 R11 is in extraordinarily original condition and remains a symbol of the peak of Clark's career and of a driver that many still regard as the greatest of all time.

Goodwood Revival celebrates Jim Clark and the greatest season... 1965 - 09.16.25

William Taylor — Tue, 16 September 2025 00:00:00

It was great to see a powerful image of Jimmy and the Type 30 at Goodwood in 1965 featured on all the event promotional material. Thanks to Clive Green, Elfi Jung and William Taylor for the images from Goodwood this weekend.

The four cars CTL took for the Clark Celebration were spearheaded by the Indy 500 winning Type 38 that arrived to us from The Henry Ford collection in the USA late in August. Having been resored by CTL in 2010 and last seen in the UK in 2012, the car was in need of some light re-commissioning prior to attending the Revival, where it was to be driven by huge Jim Clark fan Dario Franchitti.

The "Famous Four" featured at the front of the pack for all the Clark parades. 33R11 and 38 on the front row, with 35 and 32B behind. Highlight of the day for many was the surprise appearance of 70 sheep on the grid to celebrate Jimmy's role as a farmer in the Scottish Borders.

Dario drove the 38 in both the Friday and Saturday parades. The Friday run started well for almost half a lap before a sudden squall hit the circuit bringing rain and hail that Dario admitted was the mose terrifying wet weather driving he had experienced since he had won his first (rain-shortened) Indy 500 in 2007.

The 32B ran in the parade with Max driving, whilst 33 and 35 were static. Clive and Paul Banham looked truly 'period' alongside the Type 35.

Matteo in 18/701 and Dan in 21/933 also ran the parade laps, and Dan also raced his car in the Glover Trophy. Qualifying issues saw Dan down at the back of the grid but he drove a smooth race in appaling conditions to finish tenth.

Qualifying on Friday and racing on Sunday saw Joaquin out in the Type 16, Max in 18/915 and Lee Mowle in his newly acquired ex-Brabham team car 24/947, looking fantastic in it's original bright green colours.

And one image to finish. The famous Four undercover!

Team Lotus legendary sponsor dies - 08.13.25

William Taylor — Wed, 13 August 2025 00:00:00

In 1980 and 1981 Essex Petroleum apparently ‘owned’ Monaco with Essex promotions all over the principality.

A massive motorhome, Essex helicopters, sponsoring Penske too, Gulfstream IV corporate jet. Plus the extraordinary parties at the Royal Albert Hall.

Colin’s head was very much turned by David Thieme. (Hazel was not so keen….) By early 1981 the oil market collapsed and it all fell apart with Essex Petroleum owing Team Lotus more than £1 million (a fair whack back then).

David Thieme has died this week in obscurity and poverty. But the mark he made is still remembered by anyone who witnessed it. To get a better idea of the Essex extravaganza visit the CTL YouTube website and watch the film ‘Two Sundays in May’ https://youtu.be/eLPeMi1Ocuc (If anyone can help us to track down a better quality copy then please let us know!)

Brazilian GP 1980, left to right: David Theime, Elio de Angelis, Colin Chapman, Mario Andretti and Francois Mazet

Autosport feature on Colin Chapman and Team Lotus

William Taylor — Thu, 31 July 2025 00:00:00

Jim Clark Celebration of 1965 at Duns

William Taylor — Fri, 25 July 2025 00:00:00

The weekend began with a ‘meet and greet’ Friday evening reception at the Clark family farm in Edington Mains. A hog roast and welcome drink or two were a special moment for the car owners, sponsors and special guests of the Jim Clark Trust. To replicate the well-known Lotus advertisment of a kilted Jimmy sitting on the car, Jimmy's personal Series 1 Elan, 997 NUR was displayed along the driveway.

The setting for this 60th Celebration extravaganza was the spectacular Duns Castle in the Border region of Scotland. The gothic landmark just a stone’s throw from the Jim Clark Motorsport Museum was the ideal venue to bring together some of the most significant cars in Jim Clark’s history. The run groups were appropriately led by the new CLARK Emira from Lotus Cars which was making it's UK public debut appearance.

CTL brought along five significant Clark cars, Types 18, 32B, 33, 35 and 49R2. Three of Clark’s four winning single-seaters from 1965 were present. Formula One chassis 33R11 made its debut at the non-championship Race of Champions at Brands Hatch before giving Clark back to back wins at Spa-Francorchamps, Silverstone and the Nürburgring. Despite sitting out of Monaco to compete at (and win) the Indianapolis 500, Clark comfortably won that year’s F1 World Championship.

The Type 33 sat alongside the Type 35 with which Clark won the British and European F2 championships in 1965. Run by Ron Harris it last changed hands in 1970 and has remained in unrestored condition exactly as it was when it retired from racing in 1966. It’s probably the most original unrestored Clark car in existence. A real timewarp.

Then there was the Type 32B car from the 1965 Tasman Series. This car has the distinction of having been built specifically for Jim Clark who was the only person to drive it for Team Lotus. He won 75 percent of the races he entered and, of course, claimed the Tasman title that year.

CTL also brought along Jimmy's first Lotus single-seater racecar. Formula Junior 18/701 was making its first appearance after a two year restoration for the Italian owners the Panini family back to period correct Monaco 1960 spec. The family were on hand to see and drive the car for the first time since it was completed. Clive also took a turn behind the wheel of 701 to see how she ran.

Event-goers also had the opportunity to meet personalities from motorsport. Sir Jackie Stewart was mobbed by adoring fans wherever he went, while Dario Franchitti who was one of the guest speakers at the Saturday evening Gala Dinner held in the Volunteer Hall in Duns (where Jim was granted the freedom of Duns in 1965), took to the driveway of the Castle in 49R2 (the 1967 Dutch GP winner no less!) for one of the many live action demonstrations.

Clark Tribute at the 2025 Garden Party

William Taylor — Tue, 24 June 2025 00:00:00

All guests at the Garden Party was presented with a copy of each of the two Limited Edition posters that were produced to celebrate the occasion.

The historic display marked 60 years since the great Scot won both the Indianapolis 500 and the Formula One World Championship, as well as the Tasman Series and the Formula 2 British and European Championships.

As event-goers lined the tarmac to see them in action the Clark cars were driven up the driveway of East Carleton Manor by Clive (Type 25), Chris (Type 49), Arthur Chapman (Type 21), Andrew Beaumont (Type 18) and Joaquin Folch (Type 32B).

The remarkably original Type 33 Formula 1 car on display was making it's first public appearance after a painstaking restoration to by CTL over the past two years. There was also Clark’s Type 35 Formula 2 shown in its completely unrestored state, having been mothballed after its final outing in 1965. The Garden Party marked the first time its had been seen in public since 1970.

The Type 49 on display was flown in from the States to appear at the Garden Party and the Jim Clark weekend in Duns later this month, after which it will be shipped back across the Atlantic for owner Chris MacAllister to display at the Lotus LOG40 event in Pittsburgh later in the summer.

Esprit features at 2025 Garden Party

William Taylor — Fri, 20 June 2025 00:00:00

The event saw a global guest list of people traveling from across the UK, Europe, the USA and even Australia. Special guests from the Esprit’s history included Giorgetto Giugiaro the original designer of the Esprit, who flew in from Italy with his son Fabrizio, Peter Stevens who was responsible for the 1988 re-design, Julian Thomson who did the same with the S4 in the mid-nineties and Russell Carr, current Design Director of Lotus Cars and who remodelled the car for the final time in 2002.

Mike Kimberley, former CEO at Lotus Cars who had worked alongside Giorgetto Giugiaro and Colin Chapman, was also in attendance.

Lotus Cars were fully behind the event and brought along Theory 1, as well as a full selection of the current range including a stunning pearlescent purple/pink example of the Evija, the new Clark Emira and the current GT4 Emira racecar. Head of Design at Lotus Cars, Ben Payne was there to tell us about current plans for Lotus.

With nearly every Esprit model represented, some iconic moments in the car’s history were represented by individual displays around the grounds of East Carleton Manor, with the standout being CTL's very own Bond submarine Esprit submerged in the pool.

A gold Series 2 sat proudly in front of the iconic image of Colin Chapman and his Cessna Chancellor.

An Olin Mk IV ski-laden Turbo Esprit helped to complete the Bond effect! Kit Lotus put on their usual fabulous display of scale models, including a built-up version of one of the new Agora 1:8-scale The spy Who Loved Me Esprit submarine kits.

97T/2 Stars at Goodwood Members' Meeting

William Taylor — Wed, 16 April 2025 00:00:00

The weekend formed part of a wider celebration of Ayrton Senna’s first win which will see the car return to the scene of that historic weekend for what is bound to be a hugely poignant moment.

Under glorious clear blue skies spectators were treated to the iconic sight of a John Player Special-liveried Lotus F1 car in motion on the circuit. To cap it all off, Bruno Senna, whose helmet mimics that of his legendary uncle, was behind the wheel evoking memories of that remarkable day in April when Ayrton took his maiden Grand Prix victory at the 1985 Portuguese Grand Prix.

It's not uncommon to come across icons from motorsport history during a weekend spent in the paddocks at Goodwood, but at the 82^nd Members’ Meeting it was 97T/2 that was grabing all the headlines and when the moment finally arrived on Saturday afternoon for Bruno Senna to head out in the the exact car that his uncle Ayrton drove in Estoril 40 years ago, and it was well worth the wait.

Bruno was understandably driving well within the Lotus 97T’s lofty limits, but he was still pushing hard enough to give us a sense of what these cars would’ve been like when Ayrton Senna was teetering on the threshold of the impossible.

“To drive this car… it's just special to be able to give not only myself, but everybody else the opportunity to see these special machines out there and to experience them a little bit.” Bruno told the Goodwood TV crew. "When Clive called me to ask to drive the car, I never said a yes as fast as I did like this.”

Once the Lotus 97T had completed its running at Goodwood on Sunday it was soon heading on its way to Estoril, the scene of that first victory for an emotional recreation on the 40^th anniversary of that day.

Lotus World magazine: The Story of Ayrton's first GP victory

William Taylor — Fri, 04 April 2025 00:00:00

Ayrton’s masterly drive in leading the Portuguese Grand Prix from pole position to the winner’s podium in atrocious weather conditions, was a virtuoso performance that already ranks as a classic. In teeming rain that produced rivers of water running across the track and fountains of blinding spray around every car, it seemed as if our Brazilian ace had found the only piece of dry track around. Reports from spectators and journalists who had been out on the circuit certainly indicated an almost magical performance, “It was just amazing”, said one. “The other drivers were grabbing vast handfuls of lock just to stay on the road, yet Ayrton was calmly setting the car up and driving smoothly through the corners on his chosen line, with no drama at all.”

Programmed preparations for the race went according to plan and gave us a good start over the other teams. Our cars and spares that had come into Lisbon airport from Rio were hurried through Customs and transported to the circuit by our agent on the Monday of arrival, enabling our crew to start work first thing on Tuesday of race week, a full day ahead of everyone else. ‘Duck’ Martin who had returned to the factory from Rio so as to take our transporter out did not leave our base until the very last moment so the majority of parts that were required could be put on board. Tyreman Clive Hicks meanwhile took the Renault van to collect engines on the way down and incidentally was advised to take a longer route crossing Spain avoiding the Basque Separatist area due to the French display on the vehicle. It would be a round trip fractionally short of 4,000 miles, and with 28 fuel stops!

By Thursday we were in great shape. All three cars were finished; spare engines, gearboxes and rear suspensions were built up as complete units as was the spare-spare engine/transmission unit. Like previous occasions when we have been well organised and finished preparations early, came the nagging worry that the next day would see our plans turn to rubbish–which in fact is exactly what happened!

Rio’s Mystery Solved

It was Ayrton’s turn to have the spare car (Chassis/T1) in Portugal. With a ‘race’ engine installed (both “race” cars had qualifying engines fitted) it was necessary for him to establish fuel consumption data in first practice and also to get some endurance running to try the small increase in boost Renault’s engineers had indicated could be tried so as to make us more competitive.

However, his running soon came to an end. After just four laps (in which he had quickly recorded a good time) he returned to the pits, his clutch gone. In a film session for our sponsors that had taken place the morning after the Rio race he had practiced race starts and the heavily hammered clutch had decided to wait until Portugal before finally quitting.

Now that the car needed a lengthy period of work by our mechanics, Ayrton was forced to jump into his ‘race’ car (chassis number 97T/2). Within no time at all he was back in the pits again with a repeat of his Rio race retirement; his engine had died out on the circuit and he had free-wheeled home. All of which was extremely aggravating as our crew had done just about everything they could between races to ensure there would be no repeat. They had changed the loom, the engine loom, changed the dash, the electronics box and the ignition box and they now found they were back to square “A”. Finally, the trouble was found and it was a fault that would have gone unnoticed in the cool conditions of an evening investigation.

The offending part was the electric fuel pump that is deep in the car’s fuel system. It had got blocked by a piece of the adhesive used in retaining the filter, had subsequently over-heated and then short circuited the system. As readers of our Rio report will remember once everything had cooled down the engine had started perfectly well and it was only the heat of running that had caused the problem to strike again.

Ayrton was now without a car with only eleven laps to his credit (even so he had recorded fourth fastest time!) when other drivers had completed around thirty. Also, the stoppages had prevented him for trying his qualifying tyres which of course was a major set-back to our programme. Now our crew not only had to change turbos, waste gates and gear ratios on all three cars in the ninety minute gap leading up to qualifying but they also had to drain fuel tanks and replace the fuel pumps in all three cars as a safety measure.

Meanwhile Elio’s running had been faultless and he had taken pole spot in the first session two tenths of a second in front of Prost.

Friday Untimed

1^st ELIO 1.23.258

2^nd Prost 1.23.420

3^rd Rosberg 1.24.182

4^th AYRTON 1.25.229

5^th Piquet 1.25.486

6^th Lauda 1.25.571

FRIDAY QUALIFYING

The crew’s efforts to complete the cars was coming to an end just as qualifying started, so Ayrton was late going out. Then with five minutes gone the rain started! Elio with his programme of work completed and his car ready to go, had already zipped out and put up fastest time and returned to the garage. But now it was raining his time could not be regarded as infallible as conditions could so easily change once again. One bonus was that he still had another run left on the qualifying tyres he had just used.

Fifteen minutes into the session Ayrton was ready to go out. The track was now quite wet and seeing the conditions around the circuit on the TV Peter Warr rushed over to him as he prepared to leave. “It’s very slippery out there”, he warned, “all we want is a 1.40 to get you qualified; there’s no need to throw the car away!”

Out went Ayrton. His first lap time quickly came up, 1.34! Excellent. His next lap was faster than anyone – 1.26! Remember it was now wet and he was on slicks. It was a mind-boggling performance and the effects of it vibrated down the pit lane.

When he returned to the pits he admitted he had been totally out shape in one place and nearly on the grass; it must have been a hair-raising moment but with both cars home in one piece it was an incident best forgotten.

Now came the wait to see what the weather would do. At around thirty-five minutes into the session Ayrton said “I think now’s the time.”

Out he went. Result? Pole position.

Now it was Elio’s turn. With his previously used set of qualifiers still on the car he asked for these to be changed left to right so as to get the best use out of them. Result? Second fastest time!

Back in the pits sat Elio’s second set of qualifiers and it was obvious he planned to use these in taking pole position. His prospects looked good-the car was going well, it was nicely balanced and he was obviously fired up.

Then the rain returned and his chance had gone. Elio was a disappointed man, but for the Team the plaudits of the day were theirs. First and second on the grid, with pole man Ayrton a fraction under 2 secs quicker than the opposition.

Friday Qualifying

1^st AYRTON 1.21.708

2^nd ELIO 1.22.306

3^rd Lauda 1.23.670

4^th Alboreto 1.23.831

5^th Prost 1.23.887

6^th Patrese 1.24.519

There were no engine changes that night. The spare car had done only minimal mileage and the other two were performing perfectly. Ayrton’s car needed its fuel pump checked and there was a trace of oversteer to put right on both cars.

SATURDAY

The usual full tank running was on the agenda. Both drivers had an extra set of qualifiers left over from the previous day (Ayrton from his lack of running in the morning and Elio because of the rain that had returned) so these could be tried at morning’s end. The circuit characteristics at Estoril are such that it always starts in a dirty condition and then gets appreciably cleaner and cleaner as the day goes by.

The cars went out brim full. Soon Elio was back, delighted with the improvement in the car. “It’s better than on empty tanks”, he beamed.

Both cars just went faster and faster as the unofficial session continued. Various tyre combinations were tried (there isn’t a huge selection this year). We were quite clearly first and second fastest on full tanks and repeated the honours again when our drivers used the left-over quallies.

The period between sessions produces increased pressure on everyone so as to get all the work done in good time to ensure both cars were ready to go immediately running re-started for that all important session.

Saturday Unofficial

1^st AYRTON 1.21.656

2^nd ELIO 1.22.022

3^rd Prost 1.22.602

4^th Cheever 1.23.134

5^th Patrese 1.24.060

6^th de Cesaris 1.24.390

FINAL QUALIFYING

Ayrton in his usual fashion ensured he was first out when the track opened and promptly posted fastest test lap. Elio followed and improved on his previous day’s time quite substantially even though he was baulked towards the end of his run. With first and second fastest times tucked away came the inevitable ‘wait and watch’ period as the other drivers did their utmost to dislodge us.

With twenty minutes to go Ayrton went out again and promptly took 0.7 off his previous time, a performance that set the pit lane tongues wagging again. Elio waited, judging when best to go out. It is always to tell quickly and accurately which of those out on the track are about to do a blinder and those who are on their final laps. Both Prost and Rosberg had bumped him in the meanwhile but both had used all their ‘quallies’ as had Ferrari and when he eventually went out it proved we had picked just about the best time. He was obviously very, very quick-someone was recording times through the section after the pits and he was obviously far faster than anybody. Then going up the hill on the back leg of the circuit he reported later the engine didn’t feel quite right – as he came into sight of our crew and with a very quick time coming up that would have improved on his previous best the engine let-go some one hundred yards from the line.

It was a real big one-a ‘firejob’ that was accompanied by numerous bits of metal bounding down the road in all directions. It transpired it was a turbo that had failed in quite spectacular fashion; the inside has disintegrated and blown the pieces through its casting culminating in bits exploding out of the exhaust which left it looking as if a hand grenade had gone off inside it. A bitterly disappointed Elio found he would stay in fourth place on the race grid after all.

RACE GRID

1^st AYRTON 1.21.007

2^nd Prost 1.21.420

3^rd Rosberg 1.21.904

4^th ELIO 1.22.159

5^th Alboreto 1.22.577

6^th Warwick 1.23.084

RACE DAY

Warm-up saw Elio going fantastically quickly. Part of the half-hour was spent trying softer tyres to see if we could use them in the race and thereby gain a further advantage.

Aryton went straight into a gear-box problem. He had difficulty finding the gears and was forced to stop out on the circuit with no chance to sample his race engine or full tank running. As it turned out it was an event that worked to our advantage for when the car was brought back to the garage it was found the engine had also expired! In suffering an internal haemorrhage the engine had pressurised itself and pumped oil through every outlet it could find; the result on this occasion was only too obvious.

Now we were in the situation of having our pole position car without an engine or gearbox! On top of this the ratios in the replacement gearbox were qualifiers and so they also had to be changed; additionally the brakes had to be changed as did the brake ducts. Again, it was a mammoth task; just how mammoth can be judged by the fact Bruno our Renault engineer started the engine just five minutes before the pit road opening to countdown for the race.

From then our luck changed for the better. Ayrton flashed onto the circuit, got a warm-up lap under his belt, the rain started and the red flag went out! It was the only car to complete a warm-up lap. The fifteen-minute delay that followed was ideal and enable us to check the systems and possible oil leaks. The situation was definitely brightening.

THE RACE

When the green light flashed on both drivers made impeccable starts, Elio nipping through into second place behind his team-mate. From then on Ayrton’s performance was unbelievable. Reports from people with a close-up view at various parts of the circuit said he was the only driver whose hands didn’t move on the steering wheel while everyone else took great handfuls of lock going all over the place. It was a delightful fact that he was finding grip where others could find no traction at all. On lap 5 he was 6.5 seconds ahead; lap 10 and it was 12.8. By lap 13 he was 15.3 seconds in the lead, ahead of Elio who was putting up an equally fine drive in second place. Not only was our Italian embroiled in a determined battle to keep Prost at bay, but from lap 10 he also had a slow puncture in a front tyre to contend with. His determination to keep going so as not to lose his advantage with a time-wasting pit stop can only be marvelled at. No way could Prost get past and finally after nearly thirty laps of cut and thrust the Frenchman made an error and was into the guardrail and out of the race.

It was not until lap 43 Elio had to give way to Alboreto and then with the offending tyre even further deflated he went off the circuit just two corners later but skilfully kept everything under control and regained the road with only minimal delay.

At this stage Ayrton was holding a lead of 63 seconds. It was a scintillating performance, enlivened on one lap when he made signals to the start/finish line officials that he made it quite plain he felt the race should be stopped. No doubt his memory of last year’s Monaco race had come to mind, but his request was to be ignored. It was not the only one by any means. Ferrari’s representative made a similar plea; Gerard Ducarouge followed suit, as did Niki Lauda when his car finally quit.

Unfortunately, it was Ayrton’s mastery of the conditions that worked against him. To prove the validity of their decision the race should continue the officials merely pointed to Ayrton’s never slowing lap times! “What could be more positive than that?” they implied, disregarding the fact the race was now virtually a demolition derby as car after car skidded and waltzed off the circuit.

From lap 43 the gap between first and second places remained constant for eight laps and then began to open up again. With 10 laps to go, Ayrton held a commanding 72 seconds advantage, with 3 laps to go it was 76.

From now on it was a nerve tingling sensation for our crew as they all craned their necks to watch for the yellow helmet to appear through the mist and spray signifying another lap had been safely completed. It is a period when everyone listens intently to every voice, every sound in case disaster has struck as long interminably long minutes tick slowly away. Surprisingly Steve Hallam (Ayrton’s race car engineer) only succumbed to the emotion surrounding him when Ayrton started his last lap, as his rain sodden race sheet, ending on lap 66, later testified.

Then it was all over! Ayrton was home (but not dry) and the tension was broken. We had won! As he crossed the finishing line Ayrton’s arms went high above his head as realised the sheer ecstasy of the moment. Slowing to cross the line Ayrton’s winning margin was still just over a minute, a remarkable 62 seconds. The Team Lotus pit crew went mad with half a dozen of them leaping onto the track as Ayrton passed. Ayrton undid his belts and pulled himself half out of his seat, at times waving wildly with both arms highlighted by his distinctive red driving gloves.

Behind him, Elio finally had lost third place to Tambay. He had successfully kept his car in contention for the majority of the race; hampered by a steadily deflating tyre he had done all that could be asked of him, and fourth place was a huge disappointment to him. He deserved far better.

By the time Ayrton made it to Parc Ferme the Team Lotus crew had beaten him to it and afforded him an ecstatic welcome. Two and a half years after Colin Chapman had died Team Lotus had managed to return to the top of the podium. A fantastic achievement by the team that had stuck together to face the challenge of life without their leader.

1^st AYRTON

2^nd Alboreto

3^rd Tambay

4^th ELIO

5^th Mansell

6^th Bellof

Fastest Lap: Ayrton 1.44.121

Lotus 49R10 on display at the Lotus Store in Mayfair

William Taylor — Wed, 02 April 2025 00:00:00

R5/R10, was the fifth Type 49 constructed. When it was built in 1967 it was identified as R5. From 1969, following a comprehensive rebuild onwards the chassis was identified as R10.