The Mystery of the Lotus Eleven Gullwing Coupe

an AI-upscaled image of the Lotus Eleven Gullwing Coupe

The Mystery of the Gullwing Eleven

Lately, I’ve been captivated by the sleek designs of 50’s race cars, particularly the Lotus Eleven. Blame my friend for this obsession. We’ve discussed his desire to restore a Lotus Eleven for months. The elongated hood and rounded fenders have an undeniable allure. One day, after our conversation about a modified hardtop Lotus Eleven, I couldn’t resist the temptation to search for coupe variants. To my surprise, a Google image displayed an aluminum-bodied Lotus Eleven coupe with gullwing doors.

“What?!” I exclaimed.

Indeed, a stunning Lotus Eleven with a sloping Kammtail roof and gullwing doors existed! I had no idea that Lotus Eleven coupes, referred to as Eleven GTs, were ever produced. There’s even a Lotus Eleven GT Breadvan! Intrigued, I delved into the image results, hoping to unravel the enigma surrounding this unique car. And thus, the mystery of the Lotus Eleven Gullwing Coupe unfolded.

The de Havilland Connection

According to a 1974 exposé written by Rod Leach, published on LotusEleven.org, this particular car was discovered under a tarp at the old de Havilland Aircraft factory in Hatfield, Hertfordshire, England. Leach speculated that the car was likely incomplete. Its exact stage of completion remained unknown when a local dealer “rescued” it, subsequently stripping parts like the engine and bonnet. From there, the car changed hands among private dealers until 1974, when Leach met its then-owner in a workshop in Huddersfield, Yorkshire.

Upon closer inspection, Leach was surprised to find the car in remarkably good condition despite the disassembled engine and missing bonnet. Impressed by its quality, he purchased it and entrusted Lynx Engineering in Rye, Sussex to make it roadworthy. Leach’s exposé elaborated on the challenges of getting the car operational, its participation in several races, and detailed descriptions of its construction. Notably, he praised the exceptional craftsmanship of the internal and external aluminum work, reminiscent of aircraft manufacturing standards. Every internal panel was precisely shaped and riveted in place, with the underside covered by a riveted undershield. The car’s edges showcased exquisite rolling and wiring, showcasing de Havilland’s advanced construction techniques. According to Leach:

The thing that impresses me most about it is the internal and external aluminum work, carried out to the extremely high standard one would expect in an aircraft manufacturing company. Unlike most Elevens, every internal panel is boxed and shaped to perform its particular function and then beautifully riveted in place. The whole of the underneath is totally enclosed in the riveted undershield, save a very small hole for the sump. The edges of this undershield are beautifully rolled and wired, and they still bear the original aircraft marking for the individual panels.

The Gullwing Exposé, by Rod Leach, 1974.

Leach drew a connection between the aluminum bodywork and the De Havilland aircraft factory, emphasizing their shared commitment to high standards. It is plausible that the car was constructed by apprentices at the factory during their off-time, although it was never conclusively proven. In the preface to The Gullwing Exposé, Victor Thomas (2003) mentioned Leach attributing the design and construction to Frank Costin, the original Lotus Eleven designer. However, Thomas noted that he failed to find anyone who could offer a firsthand account of the car’s history. Despite speaking with Frank Costin, no recollection of working on the car could be confirmed.

The mystery deepens, as Thomas states in the preface:

Two other sister cars were mentioned, but there have never been any signs of these. It was suggested to Rod that the GT Eleven was commissioned with the intention of it being raced at Le Mans.

Preface to The Gullwing Exposé, Victor Thomas, 2003

Could this elusive coupe have been part of an abandoned Le Mans program involving Lotus, Costin, and the de Havilland Aircraft Company? If so, why was development abruptly halted?

A Stillborn Le Mans Prototype? Or, a Special Construction for a Wealthy Customer?

Author’s Note: The following is pure speculation based on Rod Leach’s account, my observations of the car’s design and construction, and Lotus’ Le Mans racing history. I present a few theories regarding the car’s purpose and the reasons behind its abandonment.

Team Lotus last outing at Le Mans was in 1962. After enduring unfair treatment from the Automobile Club de l’Ouest regarding the Lotus 23 race car, Lotus withdrew from Le Mans. Victor Thomas described the Gullwing Exposé’s car as “a very pretty Gullwing Coupe fitted to an otherwise conventional Series II body.” Assuming the Lotus Eleven Gullwing Coupe was based on the Series II model, it must have been built between 1957 and 1962, before Lotus’ exit from endurance racing. Could this coupe have been intended as a sister car to the Lotus Eleven race cars, featuring gullwing doors, a removable rear window, and even a pigskin leather interior with a cigarette lighter? Although it seems peculiar for a race car to have a functioning cigarette lighter, smoking was more commonplace and accepted during that era. Hence, my theory:

The Lotus Eleven Gullwing Coupe was a “Privateer Special.”

Privateer racing has been prevalent in the history of motorsports, wherein private racing teams acquire older factory race cars and compete independently. Some private teams even received limited factory support. While the Lotus Elevens remained competitive, rival vehicles were becoming faster. Lotus needed funds for developing new race cars. Is it possible that a wealthy race car driver commissioned the Gullwing Coupe project?

The preface to the Lotus Eleven exposé hinted at the car’s potential commission by a private party for participation in Le Mans. It is also conceivable that two additional sister cars were commissioned, although no evidence has surfaced to confirm their existence. The confusion might have arisen from other Lotus Eleven GTs racing during that period, including the “Breadvan” Eleven GT.

The presence of a more refined interior suggests the car was intended for road use. It was not uncommon for racers to drive their cars to the track and back home after a day of racing. Could the Eleven Gullwing Coupe have been designed for this purpose? Unfortunately, the car’s origins and builders remain shrouded in mystery, as no documentation or surviving individuals associated with its construction have come to light.

Nevertheless, a question lingers: Why was development ultimately abandoned?

The ex-Normand Racing Lotus 23B made its first appearance in South East Asia in January 1964. © Rewind-Media 2022

Reasons for Abandonment

Multiple possibilities exist for why the development of the Lotus Eleven Gullwing Coupe was halted. The simplest explanation could be that Lotus had already progressed to building faster race cars, prompting the private party involved to withdraw from the project and purchase one of the swifter models. The presence of the iconic Ford Cortina taillights, which suggest a production timeframe around 1962, coincides with Lotus racing and selling the Lotus 23B to privateers. Perhaps the private party redirected their investment toward the 23B instead of the Gullwing Coupe?

Another possibility is that the car was initially intended for a private individual who withdrew from the project, prompting Colin Chapman to consider completing the car for sale. This scenario might explain why the car was discovered unfinished at the old de Havilland factory. Once again, the Cortina taillights could provide insight into when the car was constructed and why its development was abandoned. In 1962, Lotus withdrew from endurance racing due to its strained relationship with the Automobile Club de l’Ouest regarding the Lotus 23B at Le Mans. If the Lotus Eleven Gullwing Coupe was being built during the same period, its abandonment might have resulted from Lotus’ shift of focus to Grand Prix racing.

The last possibility I consider is that the Lotus Eleven Gullwing Coupe represented an “evolution” of the Lotus Eleven GTs, optimized for road use and potentially offered for purchase directly from the factory. The inclusion of road-legal components like the Ford Cortina taillights and creature comforts such as the radio and cigarette lighter supports this notion. Lotus’ decision to withdraw from endurance racing after 1962 could have resulted in this car becoming an unfortunate casualty.

The Lotus Eleven Gullwing Coupe sitting among other notable race cars, including the Lotus 23B and the Lotus 2-Eleven. Image found on Twitter.

A mystery that may never be solved

Regrettably, the origins, purpose, and builders of the Lotus Eleven Gullwing Coupe may remain forever obscured. However, the car’s existence is a source of delight. With its timeless aesthetics and polished aluminum finish, the Gullwing Coupe is undeniably captivating. The fact that someone discovered this abandoned race car and completed its construction speaks to the enduring enigma surrounding the car and Lotus’ expertise as a race car manufacturer. The Lotus Eleven Gullwing Coupe, gullwing doors and all awaits the day when new information may emerge, bringing us closer to unraveling its mystery.

The Lotus Evija: Is it a true Lotus?

The Lotus Evija
The 2020 Lotus Evija. Photo © 2019 Lotus Cars.

Could this be the future of “Simplify, then add Lightness?”

Lotus has finally revealed the all-electric hypercar they’ve been teasing for months, and now it has a proper name: Evija. The Lotus Evija is Lotus Cars’ attempt at chasing down the Tesla Roadster with a lightweight carbon monocoque chassis mated to a 2000 horsepower motor and the industry’s lightest weight battery pack. Tipping the scales at 1680 kilograms (3703 pounds), Lotus claims that the Evija is the lightest production electric hypercar to enter production. For comparison, the Nio EP9 weighs 1735 kilograms (3825 pounds).

The Lotus Evija
Photo © 2019 Lotus Cars.

Marbled carved by the wind

While the massive weight doesn’t seem very Lotus-like, the large swaths of bodywork seemingly carved out of the car does lend itself well to Lotus’ modus operandi. Done for the sake of aerodynamics and lightening, the Evija has openings practically everywhere. My particularly favorite angle of the car is from behind; where the taillight LEDs line the inside of the rear airflow exhaust. The massive rear diffuser with the integrated LED safety light is an interesting touch as well. Noticeably absent are the inclusion of wing mirrors. Instead, the car uses retractable camera pods behind the front wheels, leaving the profile of the car unfettered. Altogether, the car does look like a Lotus, with some styling references to the Lotus Evora and even the Danny Bahar Esprit concept car.

The Lotus Evija
Photo © 2019 Lotus Cars.

The styling continues into the interior, with the dashboard and center console being dominated by open spaces. Reminiscent of the tubular frames in some of Lotus’ cars from the 50s and 60s, the interior is pretty sparse. The climate controls, radio, and drive controls are all on the center console “blade”, and the only other decorations in the interior are the instrument cluster and the steering wheel. Inspired by Formula 1, the steering wheel is squared-off and simplified. All of the controls are compressed into the center of the wheel, with turn indicators, lights, cruise control, and other functions beings within thumb’s reach. The steering wheel is dominated by a single red dial that controls the driving modes, with five distinct settings. Lastly, a single multi-function display provides just the information you need according to the different driving modes.

The Lotus Evija
Photo © 2019 Lotus Cars.

The Bleeding Edge

Technologically speaking, the Evija is at the bleeding edge of electric vehicle design thanks to the involvement of Geely. While the power and speed of the car are nothing to scoff at, the time it takes to charge the batteries is leaning toward the realm of science fiction. Lotus claims that the Evija can completely replenish its batteries in nine minutes using an 800kW charger. Even when using a 350kW charger, the Evija would still take 18 minutes to completely charge. Thanks to its Williams Formula-E-derived drivetrain, the Evija has the lightest, most energy-dense battery pack ever fitted to a production car. The total range for this car is rated at 270 miles; comparable to the current generation Evora.

A true Lotus?

The Lotus Evija
Photo © 2019 Lotus Cars.

One question remains, however: Can an ultra-limited production car valued at $2 million be considered a Lotus? Honestly, I’m on the fence about this one. When I first wrote about the Lotus Hypercar, I claimed that such a car flies in the face of Colin Chapman’s ideals of what made a great sports car. The creed “Simplify, then add lightness” was more than a mantra; it was the formula for what made a Lotus, a Lotus. You don’t need massive amounts of power and displacement to make an engaging car. You just need a lightweight reinforced chassis and great suspension tuning. The Evora is probably the best car I’ve ever driven thanks to its incredibly stiff chassis and excellent suspension.

The Lotus Evija
Photo © Lotus Cars.

On the other hand, Lotus has always been introducing innovative technologies. In the 70s, Lotus dominated Formula 1 thanks to its adoption of ground effects. When Lotus was involved in sports car racing in the 60s, cars like the Lotus 23B were miles ahead of the competition thanks to Lotus’ innovative use of fiberglass and other lightweight materials. For Lotus to find a way to develop a lighter-weight, denser battery pack, they could potentially lead the way in making actual lightweight, electric sports cars for the masses.

The Lotus Evija
Photo © 2019 Lotus Cars.

While I still scoff at the existence of a $2 million hypercar Lotus for the son of a sheik, I have to hope that if this car is successful, some of that technology could trickle down to their more “pedestrian offerings”. Imagine an electric Evora with a similar drivetrain or even an Elise.

We’ll just have to wait and see.

The Lotus Evija
Photo © 2019 Lotus Cars.

The Lotus Hypercar has a name now: The Type 130

The new Lotus Type 130 illustrated through computational fluid dynamic modeling, demonstrating it's unique lines and airflow.

- Lotus Cars, 2019
“For the Drivers…with $2.5 Million to burn.” 2019 © Lotus Cars

Though I made my thoughts clear on the Lotus Hypercar, I’m excited for Lotus’ new model. Today, we officially learned what this new car would be called: The Type 130.

The Type 130 Teaser. 2019 © Lotus Cars

Aside from bringing back the nomenclature from the classic years (Type 11, Type 23, etc.), the newly released video by Lotus centers around their new branding effort: “For the Drivers.” The presence of clips of past Lotus race cars and sports cars in addition to clips of their current line up indicates to me that Lotus is hoping to make a connection between it’s history and this new car.

The thing is, a $2.5 million 1000hp Hybrid is still such a radical departure from Lotus’ modus operandi I fear they could be risking alienating their fan base. On the other hand, a Halo car like this could bring the attention and revenue Lotus needs to start developing newer sports cars. Maybe this could also result in a push to sell more cars in the United States?

Either way, I’ll be watching this development very closely. At least this new car looks very interesting!