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All were successful for both the client and for Lotus; commercially, for brand and reputation-building and, in two out of three cases, in the world of motorsport. The Cortina won multiple touring car championships while the Sunbeam took the manufacturers’ title in the 1981 World Rally Championship.

In the late 1990s the Vauxhall Astra proudly advertised the association, with ‘Handling by Lotus’ displayed across UK billboards. The 2015 Hyundai Genesis was another premium car that acknowledged Hethel’s input, with the lead vehicle dynamics engineer from Lotus even joining in the media launch activities in the USA. A few cars have even carried a ‘Handling by Lotus’ badge, with the cult Proton Satria GTI and the Isuzu Piazza the two best-known for this.

In 1992 another Lotus Engineering dynamics project was given a public launch. Structure, Isolation and Dynamics Research – better known as SID – was an amalgamation of two engineering groups, bringing together their expertise to reinvent ride and handling development. A composite monocoque with Lotus Esprit bodywork (the Structure) sat on a unique backbone chassis supporting a 300bhp turbocharged V6 MG Metro 6R4 powertrain (through various tuneable elements, the Isolation), it was a technical tour de force – a rolling test bed for Lotus-developed active suspension, active ride, four-wheel steering and four-wheel drive (the Dynamics). Clever algorithms meant it could showcase each of its technologies one at a time or all together, and SID included a digital controller which meant every suspension parameter could be modified at the touch of the laptop keyboard, even while on the move. That in itself was an achievement, for the first time enabling the data to be captured and downloaded for further analysis.

Importantly, it allowed the SID team to plot dynamic inputs against driver experience – what was it that created ‘that special feeling’ in the person behind the wheel? – which was crucial to improving dynamic understanding for clients of the Lotus Engineering consultancy, but also Lotus itself.

Today, this is part of the many decades of learning which have influenced what Lotus knows about active and passive systems. The five-link suspension at the rear of the Eletre Hyper-SUV launched earlier this year is a great example of that progression. Featuring multi-chamber air suspension with continuous damping control, a 48v anti-roll system, torque vectoring and an active rear axle (depending on model) with a selection of drive modes, it integrates dynamic excellence into a completely new class of Lotus vehicle.

Gavan Kershaw, Director of Vehicle Attributes, has been at Lotus for 34 years and is responsible for ensuring every new Lotus car the right dynamic personality. He explained: “At Lotus we’ll never use electronics as a sticking plaster for a poor architecture or chassis, but we can make a vehicle like the Eletre feel as nimble as the Elise because we understand technologies such as rear-wheel steering, active roll control and active damping.”

The Lotus dynamics team knows the difference between a car that handles well, one that doesn’t, and all the nuances in between. This experience, and working in tandem with the client to meeting its requirements, means Lotus Engineering can offer the full package of dynamics services, all the while ensuring that the product requirements are cascaded into technical targets that can be managed and tracked throughout the delivery programme.

Mark Stringer, Commercial Director for Lotus Engineering, leads strategic planning and delivery of external Lotus Engineering projects, and has brought a fresh focus on to offering advanced technologies and services to clients. “We’re hugely proud of our reputation for cars with exceptional handling, and SID is an excellent example of how our innovative approach across multiple disciplines delivers ingenious solutions.”

He added: “Our services in dynamics can support clients looking to utilise our broad experience in both the traditional automotive industry, and the wider field of intelligent mobility to deliver innovative solutions into their market sector. As the world moves into the all-electric era, and with the prospect of fully autonomous vehicles getting ever closer, there is no reason why companies should compromise on dynamics. Striking the right balance between comfort, safety and an exceptional experience for the driver or other occupants is where Lotus Engineering continues to position itself.”

Lotus Engineering provides comprehensive consultancy services to many of the world’s OEMs and Tier 1 suppliers. It is internationally recognised for its long-standing contribution to ground-breaking engineering and innovative vehicle development. The four core pillars of its expertise and its commercial offering are Platforms, Control Systems, Dynamics and Technical Services. The latter includes intelligent design, product concept development, attribute development, advanced engineering and even whole-vehicle manufacturing.

With the 20 Grand Prix victories, the Type 72 was the outstanding F1 car of its era, and arguably the most significant and successful race car design ever. Only 10 were ever built, and the surviving eight were at Hethel as part of the 50th anniversary celebrations last month. It was chassis #5 of the 10 – known as 72/5 – which Fittipaldi drove numerous times during the 1972 season, when he secured the Drivers’ and Constructors’ titles for himself and Team Lotus respectively.

So what better way to complete the celebrations than deliver a Lotus Certificate of Provenance presentation box to Clive Chapman, son of the co-founders of Lotus, Colin and Hazel Chapman, for chassis 72/5. Clive is Managing Director of Classic Team Lotus, and chassis 72/5 is a hugely important part of the collection.

Clive commented: “The Lotus Cars Certificate of Provenance for road cars is an impressive initiative. I am sure Lotus owners worldwide appreciate the opportunity to acquire such an attractive presentation relating to their treasured vehicle. It is very kind of Lotus Cars to have created this one-off certificate for such a special racing car from the Classic Team Lotus Collection.”

More than 2,100 Certificate of Provenance presentation boxes have been created and distributed since August 2020, and to all corners of the globe. Each presentation box includes the same selection of beautifully designed Lotus collectables; an aluminium plaque engraved with the owner’s name and information about their car from the Certificate of Provenance; a leather Lotus keyring; a carbon fibre bookmark featuring the brand’s nine most significant motorsport laurels; a presentation tin of four badges; and a Lotus ink pen.

There are five versions, including the standard box (£170), then versions which are dedicated to owners of the Lotus Elise, Exige or Evora (£175). The top of the range is a stunning limited edition Black and Gold box; costing £185, only a handful of the 300 created are remaining. The presentation box and collectables are finished in the instantly recognisable colour scheme of the iconic Lotus motorsport livery.

Many packs have been bought as gifts for Lotus-owning loved ones, while others have been ordered by the owner themselves. Along with the collectables, each presentation box contains the actual Certificate of Provenance. Printed on premium paper, this provides a summary of the car’s details including the VIN, paint colour and specification. It also notes the date on which the car completed its production at the Hethel factory and was passed to the Lotus sales team.

With it is the Build Specification Letter. Drafted using detailed vehicle information from the Lotus archive, this document provides more in-depth information about the car, including its engine, transmission, standard features and optional extras. Also, where is data available, it provides a snapshot into how rare the car is, searching the same model year and market to see how many were made in the same colour/trim.

The final document is a personalised letter to the customer signed by Matt Windle, Group Vice-President and Managing Director, Lotus Cars, thanking them for their purchase and updating them on the transformation which is taking place at Lotus. The three documents are presented in a simple black envelope placed inside the presentation box.

Looking for the perfect Christmas gift for the Lotus owner in your family? Order a Certificate of Provenance via https://shop.thelotusforums.com/products/lotus-certificate-of-provenance

• Control systems one of four key pillars of Lotus Engineering
• Lotus-developed engine control unit (ECU) debuted on legendary Esprit V8 engine
• 26 years of Lotus ECU development means sixth-generation unit is part of Emira tech spec
• Flexibility of controller generates demand from Lotus Engineering consultancy clients for ICE and EV use
• Proven tech with certification authorities enhances its appeal for low-volume hypercar programmes

Lotus Engineering provides comprehensive consultancy services to many of the world’s OEMs and Tier 1 suppliers. It is internationally recognised for its long-standing contribution to ground-breaking engineering and innovative vehicle development.

The four core pillars of its expertise and its commercial offering are Platforms, Control Systems, Dynamics and Technical Services. The latter includes intelligent design, product concept development, attribute development, advanced engineering and even whole-vehicle manufacturing.

Lotus Engineering: The Innovators #1 explained the commercialisation of Platforms, and #2 looks at Control Systems.

In 1996 Lotus launched the Esprit V8 with an all-new and Lotus-developed engine, a V8 twin-turbocharged unit, designated 918, which produced in road-legal form 350 hp and 400 Nm. It was lightweight – just 220 kg with all ancillaries – and occupied less space when mid-mounted in the Esprit than the four-cylinder 2.2-litre engine that preceded it.

At the heart of this high-tech engine was a Lotus innovation; the development of its own engine management system which controlled fuel, ignition and emissions, and performed the required diagnostics. A true pioneer, it was one of the first engines in the world to be designed from the outset to comply with on-board diagnostics legislation in force at the time.

Five years later, and this Lotus know-how with engine control unit (ECU) design and software engineering ensured that the original Elise had a second generation – the Series 2, on sale from 2001. It came with a new and game-changing electronic box of tricks hidden in the engine bay, so innocuous that most owners never noticed it. At the time, the Lotus team couldn’t find the ECU they needed for the S2 from external suppliers, so continued the in-house development of the one from the Esprit. And it was further development of this controller, linked to the replacement of the Rover K-series engine with a Toyota unit, which helped the Elise meet US Federal requirements so it could be sold in North America for the first time, from 2005.

Andy Green is today Chief Engineer for Propulsions Systems within Lotus Engineering, but at the time was part of the Lotus Powertrain Group which worked on both the Esprit 918 engine and the Elise Series 2. “Because we designed and developed these ECUs they did exactly what we needed them to. They were perfectly suited for a low-volume application and also allowed us to develop our own software to control and calibrate them.”

Fast-forward to 2022 and the Lotus ECU is now in its sixth generation. It has been in continuous development ever since the Esprit, is part of the tech spec of the Lotus Emira and is still in demand from today’s Lotus Engineering clients.

Andy explained: “The great appeal for them is that it’s got all the on-board diagnostics and monitoring software, meaning it’s a proven ICE technology with the certification authorities and is compliant with the ISO 26262 functional safety standard. As an example, the Lotus ECU has been a critical feature on the supply of upgraded powertrains for the Toyota Yaris GRMN programme and enhanced the project’s speed-to-market.”

While the genesis of the Lotus ECU came via the Esprit, and its spiritual successor is part of the Emira, both ICE cars, the controller is flexible enough to be used in electric vehicles. Andy explained: “We know, and our clients know, that the future is electric, and the Lotus ECU has already been proven in numerous demonstration programmes for hybrid and pure electric vehicles that we’ve worked on.”

He added: “Clients recognise that the Lotus ECU is globally compliant, but they also appreciate the flexibility of the Lotus Engineering team in creating custom control systems in line with their specifications and requirements. It’s made the Lotus ECU a great fit for a number of production-spec hypercars, where the client requires a high technical complexity but only a small number of units.”

High-profile clients who have used the Lotus ECU include LTI for its hydrogen fuel cell taxi concept of 2012, Rolls-Royce for the 101EX grand tourer coupe prototype, and the XJ Limo Green and C-X75 concepts from Jaguar.

Lotus has been at the forefront of control systems for more than 40 years, as innovators in active suspension systems, active noise cancellation and augmentation, and active valve control.

Surprised as we were, as a member of the media corps on yesterday’s launch of the Evija Fittipaldi, the hugely knowledgeable @Guy Munday gave us a very comprehensive tour of the Emira production line. The biggest takeaway, having been visiting the factory for almost 20 years now is the huge, and I mean huge investment not only in technology but more importantly, quality. Production is now focussed on efficiency due to the volume increases but also on ensuring cars on the line are built as they are intended with a ‘no faults forward’ policy and machinery such as the optical scanners which, sat on a 3 ton granite block for consistent integrity, take hundreds of measurements of each car to ensure it’s been assembled as it should be to the hundredth of a mm before moving on. With more efficient sub-assembly now completed in the old Elise/Exige & Evora factory, components such as the front and rear subframes are assembled and completed before being attached to the chassis on the production line. It’s a very impressive move on from the more manual processes of the prior cars but with that said, while there are many machines to help with more precise tasks and heavy lifting, the process is still very much a manual one with each task getting 17 minutes to be completed before the automated AGV’s move the car on to the next stage in the process.