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LOTUS
TYPE 88
The one that never raced
PUSHING BOUNDARIES AGAINST THE ODDS
LOTUS TYPE 88 AND THE TWO CHASSIS
The Lotus Type 88 is a Formula 1 car that is among the best-remembered of all time — because it never actually raced. It stands as one of Formula 1’s boldest engineering ideas. And arguably the most controversial F1 car.
Colin Chapman earlier created the Type 86. A one-off car, designed to be a ‘technology demonstrator’. He knew the Type 88 would be pushing boundaries and would be met with resistance. But he also felt it was within regulations.
At the heart of its pioneering approach was the concept of having two chassis. The so-called twin-chassis design. A radical and completely new type of monocoque structure that sounded surprisingly logical once you heard the idea behind it. And will always hold a unique place in Lotus racing history.
TWIN-CHASSIS INGENUITY
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The Lotus Type 88 broke new ground with its radical twin-chassis design. The genius solution behind it was to have 2 sprung bodies. The function of the outer chassis was to optimise aerodynamics, while the inner chassis was there for the driver and suspension.
THE ENGINEERING
TYPE 88’S TWIN-CHASSIS CONCEPT EXPLAINED
In 1981, new regulations prohibited sliding skirts. The F1 race cars were going faster and faster, up to the point where it was deemed too dangerous.
To achieve as much ground effect as possible under these new circumstances, suspension of F1 race cars were incredibly stiff. It kept the ground clearance low, but the drivers paid the price.
Enter the twin-chassis solution. Noting that the plural of ‘chassis’ is ‘chassis’ – spelt the same – Chapman realised there was nothing in the rules to stop a car having two of them.
One car. Two goals. Two chassis.
So how do you get a car that is aerodynamically optimised and driver centric at the same time?
As with the Type 86, a stiffly sprung chassis was formed in carbon/Kevlar. The latter was being used throughout the car for its improved crashworthiness. This was the ‘primary’ chassis that carried the sidepods and fixed skirts.
How did it work? The considerable aerodynamic downforce created by the car’s bodywork was to be compressed directly onto the suspension uprights (left) and tyres. At the same time, the other chassis that carried the driver, engine and gearbox could remain softly sprung and more ‘driver friendly’.
Who else but Colin Chapman?
The Lotus Type 88 could very well have been a seizable quantum leap in racing car design. Increasing Colin Chapman’s legendary status as Formula 1’s greatest innovator even further. Then again, it could also have been the kind of light bulb that looks great on paper, until it’s truly tested.
We’ll never know. One thing’s for certain though: coming up with 2 sprung bodies could’ve only sprung from the mind of Colin Chapman.
“PS: When you read this, I shall be on my way to watch the progress of the US Space Shuttle, an achievement of human mankind which will refresh my mind from what I have been subjected to in the last four weeks.”
~ Colin Chapman
(in his open letter to the FISA)
THE RACING YEARS
PROTESTS FROM THE PADDOCK GROUNDED LOTUS 88
Type 88 and the North-American controversy
The Lotus Type 88 was set to debut at the 1981 Formula 1 season. Eager to take on the competition at the United States Grand Prix West at Long Beach, Los Angeles. It passed scrutineering, had decent practice runs, but was ultimately halted by a chorus of disapproval from rival teams.
On Friday evening the stewards announced it could not race. In the end driver Elio de Angelis raced in his Type 81.
Type 88 and the South-American controversy
At the next round in Brazil exactly the same thing happened. The car passed scrutineering before 6 teams — including season’s leaders Williams and Ferrari — objected. In Argentina it was the scrutineers themselves who rejected the car. Team Lotus left the circuit, furious, with a statement from Colin Chapman that ended with the infamous ‘Space Shuttle’ reference.
No Lotus on the grid
Due to lack of time Colin decided to withdraw from the San Marino Grand Prix. It was the first time the name of Team Lotus was absent from the Formula 1 grid, since it joined the series in 1958.
The end of Type 88
At the British Grand Prix – when the car had been renamed the Type 88B – more protests from rivals followed once again. And once again the Type 88 was again forced out. No further attempts to get it on track were made and the twin-chassis concept was abandoned for good.
THE ACCOMPLISHMENTS
LOTUS TYPE 88 - THE RADICAL RULE BREAKER
The fact that a car that never raced is world famous speaks volumes in itself.
The Lotus Type 88 pioneered the twin-chassis design. A radical F1 car that literally separated aerodynamic downforce from driver comfort. A concept so radical, that either FIA regulations didn’t allow it, or competitors got too scared by its potential.
It was also the first Formula 1 car built with a carbon fibre chassis, predating McLaren’s MP4/1. Another ‘first’ for Chapman and Team Lotus.
Innovating Formula 1
The bold choices in design and materials further cemented Colin Chapman’s reputation as the most daring innovator of the sport. By relentlessly testing the limits of basically everything, he forced Formula 1 to evolve.
Victorious after all
It took a few decades, and although it wasn’t in a Grand Prix, the Type 88B did manage to show its worth in competition. It recorded the fastest time up the Goodwood Festival of Speed Hill Climb in 2011 and scored a podium at a Historic Grand Prix of Monaco.
Gateway to ‘active suspension’
As was the case with previous Lotus innovations, one idea also paved the way for another. The Type 88 might not have been developed further, but the setup for aerodynamic downforce of race car level would lead a year later to another Lotus first: F1 was changed once again, this time with the introduction of active suspension.
THE DRIVERS
TYPE 88 AND THE ONES THAT NEVER GOT TO COMPETE
Elio de Angelis was the main driver of the Lotus 88. Unfortunately the young Italian never got beyond the car’s practice runs in 1981. A frustrating endeavour, not only because of the repeated bans. But also because he never got to truly and fully test the car’s potential.
Nigel Mansell, in the early stages of his Formula 1 career at the time, was set to take the wheel at Silverstone. Team Lotus rebuilt one of the banned 88Bs as a Type 87, to give Mansell a chance to perform for his home crowd. He failed to qualify though — no surprise given the circumstances.
An ending that marked the beginning of one of racing’s most intriguing ‘What-ifs?’.
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