The Lotus 72 is a Formula One car designed by Colin Chapman and Maurice Philippe of Lotus for the 1970 Formula One season. The 72 was a pioneering design featuring inboard brakes, side-mounted radiators in sidepods (as opposed to the nose-mounted radiators, which had been commonplace since before World War II), and aerodynamic wings producing down-force.

The car was developed during 1971 by Tony Rudd who had formerly worked at BRM. Lotus again won the constructors' championship in 1972.

The Lotus Elite name has been used for two production vehicles and one concept vehicle developed and manufactured by British automobile manufacturer Lotus Cars. The first generation Elite Type 14 was produced from 1957 to 1963 and the second generation model (Type 75 and later Type 83) from 1974 to 1982. 

The Elite has a shooting brake body style, with a glass rear hatch opening into the luggage compartment. The Elite has a  fibreglass bodyshell .

The Elite was the first Lotus automobile to use the aluminium-block 4-valve, DOHC, four-cylinder Type 907 engine that displaced 1,973 cc  and was rated at 155 hp. With this engine the car does 0–100 km/h in 8.2 seconds and reaches a top speed of 201 km/h. 

The Elite had a claimed drag co-efficient of 0.30 and at the time of launch, it was the world's most expensive four-cylinder car. The Elite's striking shape was designed by Oliver Winterbottom. He is quoted as saying that the basic chassis and suspension layout were designed by Colin Chapman, making the Elite and its sister design the Eclat the last Lotus road cars to have significant design input from Chapman himself.

The Esprit was launched in October 1975 at the Paris Motor Show and entered production in June 1976, replacing the Europa in the Lotus model lineup. These first cars became known as "Series 1" (or S1) Esprits. The wedge-shaped fibreglass body was mounted on a steel backbone chassis. Power was from the 1,973 cc  Lotus 907 four-cylinder engine that was rated at 162 PS in European trim and 140 hp in US/Federal trim. The engine was mounted longitudinally behind the passengers and drove the rear wheels through a Citroën C35 5-speed manual transaxle also used in the SM and Maserati Merak. Rear brakes were mounted inboard, following contemporary racing practice. The Series 1 embodied Lotus' performance through light weight mantra, weighing less than 1,000 kg.

The S1 Esprit was distinguished from later Esprits by its shovel-style front air dam, Fiat X1/9-sourced taillights, absence of body-side ducting, and Wolfrace alloy wheels. Inside the car, the S1 Esprit had a one-piece instrument cluster with green-faced Veglia gauges. The S1 is rare in the present day, mostly due to drivetrain problems.

In 1978, the revised Series 2 (or S2) Esprit was introduced. External changes included intake and cooling ducts added behind the rear quarter windows, taillights from the Rover SD1, and an integrated front spoiler.

The S2.2 was a stop-gap model introduced in May 1980 whose only major difference from the S2 was, as indicated in its model name, having a 2.2 L type 912 engine. Engine power output was unchanged but torque rose from 190 N⋅m to 217 N⋅m. The S2.2 received a galvanised chassis, but not the revised chassis structure to come in the Series 3. S2.2 cars are extremely rare even among Esprits. According to Lotus only 88 were produced during its thirteen-month production span.

The Series 3 (or S3) and Turbo Esprit debuted in April 1981. The two models shared a common chassis, and bodywork was based on a common set of moulds. The S3 received the 2.2 L Type 912 engine. The Turbo Esprit had a wet sump engine with the same power and torque output as its dry sump predecessor. Interior trim was revised which, when combined with changes to the body moulds, resulted in more headroom and an enlarged foot-well. The Turbo Esprit retained the aerodynamic body kit of the Essex cars and featured prominent 'turbo esprit' decals on the nose and sides. The S3 gained the new larger bumpers but kept the simpler sill line and glazed rear hatch of the S2.2 body. 

The final incarnations of the Giugiaro-styled Esprit were announced in April 1986. Higher compression ratios for the engines was indicated by the 'HC' moniker. Power output of the naturally aspirated engine rose to 172 PS for the Esprit HC, and to 218 PS for the Turbo Esprit HC, with more torque available at lower engine speeds.

Another refresh of the car in 1993 penned by Julian Thomson resulted in the Series 4 (or S4). Exterior changes included a smaller rear spoiler placed halfway up the rear deck-lid, revised front and rear bumpers, side skirts and valence panels. New five-spoke alloy wheels were also fitted. New rectangular taillights were borrowed from the Toyota AE86. The S4's engine had the same power output as the SE at 268 PS. The S4 was the first Esprit to use a power steering.

In 1996, Lotus launched the Esprit V8. The car came equipped with Lotus' own Type 918 V8 engine. The engine is an all-aluminium 90° DOHC 4 valves per cylinder with two Garrett T25/60 turbochargers but with no Chargecooler.  The Type 918 engine was detuned from a potential 507 to 355 PS to prevent gearbox damage.

After a 28-year production run, the last Esprit rolled off the production line on February 20, 2004, and was shipped to Chicago. A total of 10,675 Esprits were produced.

The Lotus 80 was a Formula One car used by Team Lotus in 1979. The car, designed by Colin Chapman, Martin Ogilvie, Peter Wright and Tony Rudd was an attempt to take ground effect as far as possible. Chapman eventually had to admit the 80 was not the wondercar he had planned and Andretti qualified the car fifth for the Belgian Grand Prix but raced the Lotus 79 due to problems with the Lotus 80.

It was a massive setback for the team, and for the car which had appeared so promising, however Chapman persevered with the concept of a full length ground effect chassis in the Lotus 88.

The Lotus 102 was a Formula One racing car designed by Lotus for use in the 1990 Formula One season and would eventually go on to compete in 37 races spanning three seasons from 1990 until 1992. The final incarnation of the 102, was the makeshift 102D that represented Team Lotus's for the start of the 1992 season. Outwardly similar to the 102B, the car had a Cosworth HB V8 in place of the Judd EV V8. In an attempt to gain exposure a 102D driven by Johnny Herbert broke the Brands Hatch Indy circuit record for the BBC Record Breakers programme.

The Lotus T128,  known prior to its launch by its project number TL11, is a Formula One motor racing car designed by Mike Gascoyne, Lewis Butler and Marianne Hinson for Team Lotus in the 2011 Formula One season. 2011 saw the car abandon its Cosworth engine in favour of one developed by Renault. The design of the T128 also incorporated a "bladed" rollbar similar to the one developed by Mercedes in 2010, but thicker and with sturdier air intakes to conform with FIA regulations.

In qualifying, Team Lotus were eliminated in Q1, causing surprise within the team, who had expected to be much closer to the midfield, although they were ahead of both Virgins and HRTs. in the race.

The Lotus E21 is a Formula One racing car designed and built by the Lotus F1 team for use in the 2013 championship. The chassis was designed by James Allison, Nick Chester, Martin Tolliday and Dirk de Beer with Renault supplying the team's engines. The car was driven by 2007 World Champion Kimi Räikkönen and Romain Grosjean, both of whom remained with the team after competing in 2012. The E21 was the first of the 2013 season cars to be launched.

Following criticism of the cars raced in 2012 for being "ugly" because of a visible step in the design of the nose, the 2013 technical regulations allowed teams to use a "modesty panel", or a small piece of carbon fibre designed to cover the nose of the car for aesthetic purposes.

The Lotus Emira is a sports car manufactured by British automobile manufacturer Lotus Cars. It is intended to be the firm's final vehicle powered by an internal combustion engine.  It will replace the Evora, Exige and Elise.

It features all the hallmarks that the automotive world has come to expect from a Lotus – striking design, thrilling dynamic performance delivering best-in-class ride and handling, outstanding aerodynamics and an unrivalled experience ‘For The Drivers’.

The Emira will come with a 3.5 litre supercharged V6 sourced by Toyota. Power figures are 406 PS and 430 N⋅m of torque. Available in either 6-speed manual or a 6-speed automatic. Later on, a smaller 2.0 litre turbocharged engine sourced from Mercedes-AMG with an 8-speed dual-clutch transmission (DCT) will be made available for the new Emira, with 365 PS.