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Lotus 92
Lotus 92
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Lotus 92
CategoryFormula One
ConstructorLotus
DesignersColin Chapman (Technical Director)
Martin Ogilvie (Chief Designer)
John Davis (Head of Aerodynamics and R&D)
Predecessor91
Successor93T
Technical specifications[1]
ChassisCarbon fibre and Kevlar monocoque
Suspension (front)Lotus Active suspension
Suspension (rear)Lotus Active suspension
Axle trackFront: 1,786 mm (70.3 in)
Rear: 1,672 mm (65.8 in)
Wheelbase2,799 mm (110.2 in)
EngineCosworth DFV, 2,993 cc (182.6 cu in), 90° V8, NA, mid-engine, longitudinally mounted
TransmissionLotus / Hewland 5-speed manual
Weight580 kg (1,280 lb)
FuelElf
TyresPirelli
Competition history
Notable entrantsJohn Player Team Lotus
Notable drivers11. Italy Elio de Angelis
12. United Kingdom Nigel Mansell
Debut1983 Brazilian Grand Prix
RacesWinsPodiumsPolesF/Laps
80000
Constructors' Championships0
Drivers' Championships0

The Lotus 92 was a Formula One racing car designed by Martin Ogilvie along with Team Lotus founder Colin Chapman before Chapman died in December 1982. The 92 was used by Lotus in the first part of the 1983 Formula One season.

The car was driven regularly by Nigel Mansell and also in one race (the 1983 Brazilian Grand Prix) by Elio de Angelis. Engine problems on the warmup lap for de Angelis' Renault turbo-engined Lotus 93T forced him into the spare 92, which eventually led to his disqualification, for changing from a Renault-engined car to a Cosworth-engined one. The 92's best result was sixth place for Mansell at the Detroit Grand Prix.

The 92 was the last non-turbo car designed and raced by Lotus until the turbo engines were banned from the 1989 season. It was also the last Lotus car to carry the Cosworth DFY V8 engine (a development of the Keith Duckworth designed Cosworth DFV which Lotus had introduced to F1 in 1967), while also being the first Lotus to use active suspension. The suspension system gave much trouble and virtually eroded Mansell's confidence in such things. Though he would eventually win the F1 title 9 years later in a car with active suspension - the Williams FW14B.

Complete Formula One results

[edit]

(key)

Year Entrant Engine Tyres Drivers 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Pts. WCC
1983 John Player Team Lotus Cosworth DFV
V8 NA 		P BRA USW FRA SMR MON BEL DET CAN GBR GER AUT NED ITA EUR RSA 1 12th
Elio de Angelis DSQ
Nigel Mansell 12 12 Ret 12 Ret Ret 6 Ret

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Lotus 92

View on Grokipedia
from Grokipedia
The Lotus 92 was a Formula One racing car designed and constructed by for the 1983 season, marking a significant milestone as the first F1 vehicle to incorporate technology. Developed under the guidance of founder before his death in December 1982, the Lotus 92 evolved from the preceding Type 87B model used in 1982, with initial testing conducted on December 17, 1982, at the . The car's innovative system replaced conventional springs and dampers with hydraulic actuators controlled by an onboard computer, enabling real-time adjustments to , spring rates, and to optimize grip and counteract the porpoising effects common in ground-effect designs of the era. This technology, conceptualized through collaborations with College of Aeronautics since 1976 and tested on a prototype, aimed to maintain a constant over varied track conditions, drawing inspiration from a skier's adaptive leg movements. The chassis utilized a carbon fiber composite structure reinforced with , providing greater rigidity and reduced weight compared to traditional aluminum monocoques, while adhering to the fixed-skirt ground-effect regulations introduced in 1981. Power came from the —a 3.0-liter naturally aspirated unit producing over 520 horsepower in its final evolution as the DFY variant—which was integrated as a fully stressed component and marked the last time Team Lotus employed this iconic powerplant before shifting to turbocharged engines. The drivetrain featured a five-speed manual gearbox, with the overall car weighing approximately 580 kg and fueled by . In competition, the Lotus 92 debuted at the 1983 , driven primarily by alongside , who also piloted it once that year. Despite its groundbreaking features, the car struggled with added weight from the hydraulic system (around 12 kg) and a minor power loss of 5-6 horsepower to the pumps, resulting in limited success: Mansell's best result was a sixth place at the , earning the team a single World Championship point before the 92 was sidelined mid-season in favor of the turbo-powered Type 94T. Mansell described the handling as remarkably stable with no pitch, noting its untapped potential despite occasional instability during testing. The Lotus 92's legacy lies in its pioneering role in , which influenced subsequent F1 innovations, including Team Lotus's own 1987 resurgence with wins for and the championship-dominating Williams FW14B in 1992, before the technology's ban in 1994. It also fostered key partnerships, such as with , contributing to Lotus's later engineering advancements in road cars.

Development

Background and conception

The Lotus 92 emerged as Team Lotus's response to the evolving landscape at the start of the 1983 season, marking a strategic pivot amid the sport's shift toward turbocharged powertrains. While rivals like and Ferrari had pioneered turbos in the late 1970s and early 1980s, Lotus opted to retain the reliable naturally aspirated V8 for the 92 due to the turbos' persistent issues with reliability, turbo lag, and excessive fuel consumption under the era's fuel-limited regulations. This decision allowed Lotus to prioritize proven mechanical dependability while developing their turbo program in parallel, which would culminate in the mid-season introduction of the 93T. Central to the 92's conception was the visionary leadership of founder , whose relentless pursuit of engineering innovation defined Lotus's golden era. Chapman, who passed away suddenly on December 16, 1982, oversaw the project's early stages, insisting on groundbreaking solutions to restore competitiveness after the Lotus 91's underwhelming 1982 performance. His final design directive emphasized radical advancements in , drawing from years of research into hydraulic systems conducted with Cranfield College of Aeronautics since 1976. The 92 represented Chapman's last major contribution to F1, with initial testing at the day after his death. The regulatory environment of early 1983 further shaped the 92's development, as the FIA's ban on sliding skirts—implemented for the season to curb extreme ground-effect aerodynamics—forced teams to seek alternatives for maintaining and stability. , permitted under these rules until its eventual prohibition a later, became a of Lotus's approach, enabling real-time control to optimize aerodynamic efficiency despite the mandated flat floors. Building directly on the Lotus 91's architecture, the team focused on evolutionary refinements to enhance handling and airflow management, aiming to deliver superior cornering and straight-line speed without relying on unproven power upgrades.

Design process

Following the sudden death of Lotus founder on December 16, 1982, chief designer Martin Ogilvie took the lead in finalizing the Lotus 92 project, building on the groundwork laid by and the team earlier that year. Ogilvie, who had joined Lotus in 1970 and contributed to previous designs like the , focused on integrating innovative systems while ensuring compliance with FIA regulations. Development of the Lotus 92 began in late 1982 as an evolution of the /87B chassis, with prototype construction emphasizing a carbon fibre and for improved strength-to-weight ratio. testing was limited or possibly absent, as the design prioritized rapid iteration over extensive aerodynamic simulation, with styling adjustments made to accommodate sponsor requirements. By early 1983, multiple prototypes were built, incorporating hydraulic and electronic components, culminating in a debut-ready for the Brazilian Grand Prix in March. The team faced significant challenges in balancing the integration of advanced systems with the FIA's 575 kg minimum weight limit and turbocharged engine compatibility constraints. New materials like the carbon fibre-Kevlar composite added complexity in fabrication and certification, while the overall setup increased vehicle weight and incurred a 5-6 horsepower penalty due to system demands. Reliability concerns, including vibration-induced failures in control components, necessitated careful trade-offs to maintain structural integrity under loads. Initial pre-season testing commenced with a shakedown on December 17, 1982, at , where driver reported positive feedback on the car's stability, noting minimal pitch and roll during runs. Feedback from this session prompted minor modifications to suspension tuning and electronic , refining handling responses ahead of further winter tests and the 1983 season opener. These iterations ensured the prototype met performance targets despite the rushed timeline post-Chapman's passing.

Design

Chassis and aerodynamics

The Lotus 92 utilized a carbon fibre and sandwich chassis, a construction that delivered superior lightweight strength, enhanced torsional rigidity, and improved crash safety over preceding aluminium designs in . This composite structure, pioneered in earlier Lotus models but refined for the 1983 regulations, contributed to the car's overall rigidity, allowing better force transmission to the suspension while reducing flex under high loads. The 's core sandwiched between carbon fibre and layers provided a balance of and impact absorption, aligning with the era's push toward for performance and driver protection. Aerodynamically, the Lotus 92 adopted a flat underbody mandated by 1983 rules to prohibit venturi ground-effect tunnels, shifting reliance to overbody elements for generation. Wing configurations featured low-drag front wings with adjustable endplates for fine-tuning balance and multi-element rear wings optimized to produce consistent across varying speeds, integrated seamlessly with the car's carbon-fibre body panels to minimize and drag. This bodywork design emphasized smooth airflow over the sidepods and , reducing wake effects and enhancing high-speed stability without the complexity of sliding skirts from prior ground-effect eras. The chassis met the 1983 Formula One minimum weight requirement of 540 kg, though the Lotus 92's race-ready configuration, incorporating its innovative , resulted in an approximate curb weight of 580 kg for better component integration and durability. Compared to the , the 92's composite offered incremental rigidity gains through optimized layup patterns, improving chassis response and weight distribution for more neutral handling characteristics. The further complemented the chassis by maintaining a constant low , optimizing aerodynamic efficiency without detailed dynamic adjustments covered elsewhere.

Suspension and active system

The Lotus 92 introduced the first system in Formula One racing, debuting at the 1983 . This innovative setup replaced traditional springs and with hydraulic actuators controlled by an onboard computer, enabling real-time adjustments to and . The system utilized high-pressure hydraulic rams fed by a and regulated by fast-acting valves from Moog Inc., allowing the suspension to respond to road conditions and aerodynamic loads within milliseconds. By continuously monitoring and adapting the vehicle's attitude, the maintained optimal ground clearance, which was crucial for the aerodynamic efficiency of the flat-floor design. This prevented excessive pitch under braking or acceleration and minimized roll during cornering, thereby preserving and improving both straight-line speed and cornering grip. The computer's control algorithms, developed in collaboration with the Cranfield Institute of Technology, processed inputs to ensure the car's underbody remained parallel to the track surface, reducing porpoising and enhancing overall stability. The front and rear suspension geometry featured a double wishbone configuration, integrated with the active elements for precise wheel control. Sensors on the wheel hubs and body monitored motion and —using technologies like or acoustic detectors—providing feedback to the for dynamic adjustments. This setup optimized tyre load distribution and suspension , contributing to better handling despite the system's complexity. Although the Lotus 92's active suspension offered a significant competitive edge, reliability issues led to its replacement with a passive system after the first two races of 1983. The technology persisted in F1 until the FIA banned at the end of the 1993 season, citing its dominance in performance advantages like those demonstrated by later implementations.

Engine and drivetrain

The Lotus 92 utilized the venerable DFY V8 engine, a naturally aspirated 90-degree V8 with a displacement of 2,993 cc, mounted longitudinally behind the driver. By 1983, this power unit delivered approximately 520 at 11,000 rpm, marking its final major application in a Lotus Formula One car before the team shifted to turbocharged engines. The DFY's design emphasized reliability and broad power delivery, though integration challenges during the 92's development included occasional misfires triggered by engine vibrations affecting electronic controls. Fuel was supplied via a optimized for gasoline, which supported the engine's high-revving naturally aspirated operation amid the era's turbo dominance. The incorporated a /Lotus five-speed , with gear ratios selected to balance acceleration and top speed across varied circuits, such as shorter ratios for traction-limited tracks and taller ones for high-speed venues. Exhaust and cooling systems were specifically configured for the DFY's atmospheric induction, featuring efficient radiators and ducting to manage moderate loads without the intense heat rejection demands of turbochargers, thereby aiding overall balance in a turbo-dominated grid. This setup contributed to the drivetrain's compatibility with the , which enhanced traction delivery from the rear wheels.

Racing history

Team and drivers

Following the sudden death of founder in December 1982, Peter Warr assumed the role of team principal at , guiding the organization through a transitional period marked by the introduction of new technical partnerships and driver expectations for the 1983 season. Warr, who had previously served as competition manager, focused on stabilizing operations while leveraging Chapman's final design legacy. Key personnel included chief designer Martin Ogilvie, who oversaw the integration of innovative features into the Lotus 92 chassis. The driver lineup featured as the lead pilot, entering his fourth full season with Lotus after joining in , where he was expected to provide consistency and mentor the second driver amid the team's shift toward turbocharged engines later in the year. De Angelis, contracted through 1983, brought experience from prior campaigns, aiming to challenge for podiums with the evolving car package. His teammate was , promoted from reserve and test driver duties since to a full-time seat in 1982, with his 1983 contract emphasizing development work and aggressive racing to establish himself as a championship contender. Mansell was seen as a high-potential talent, tasked with contributing to car setup while adapting to the pressures of a lead team environment. Team Lotus maintained a structured organization with around 80 personnel, including specialized mechanics for engine preparation and aerodynamics, operating from the base in , . Sponsorship from John Player Special provided financial backing and dictated the iconic black-and-gold , enhancing visibility and supporting the team's ambitions in a competitive turbo era. Pre-season preparations centered on driver familiarization sessions at circuits like , where de Angelis and Mansell conducted extensive testing of the Lotus 92's system to optimize and handling under varying conditions. These runs, involving hydraulic adjustments monitored by engineers, allowed the drivers to build confidence in the technology's reliability before the Brazilian Grand Prix opener.

Performance in 1983

The Lotus 92 made its debut at the 1983 , where was forced to use a spare after engine issues with the turbocharged during the warmup lap, leading to his post-race disqualification for starting in a different car than the one used in practice. , driving the primary 92, qualified 10th and finished 12th, marking a challenging start for the car against the dominant turbocharged machinery. Throughout the early season, the 92 showed flashes of potential in qualifying, where its advanced active suspension and handling allowed drivers to post respectable grid positions, but race performance was consistently undermined by the power deficit of its naturally aspirated Cosworth DFV engine compared to rivals' turbos, which delivered up to 150 horsepower more. The best result came at the Detroit Grand Prix, where Mansell fought through the field from 14th on the grid to secure 6th place and Lotus's sole point of the year with the 92, navigating the tight street circuit effectively despite ongoing reliability concerns. However, setbacks were frequent, such as in Monaco, where Mansell retired on lap 1 after colliding with Michele Alboreto's Tyrrell, and in Belgium, where Mansell retired due to gearbox failure while de Angelis (in the 93T) finished 9th, highlighting the car's teething issues with the new active system and carbon-fiber components. The 92 was raced in the first eight events of the 1983 calendar before being replaced by the turbo-equipped for the , as sought to close the performance gap to turbo frontrunners like and Ferrari. Over its brief campaign, the car achieved no podiums, pole positions, or victories, underscoring Lotus's transitional struggles in the turbo era despite innovative design elements that promised better handling. This period reflected broader team challenges following Colin Chapman's death, with reliability and power shortfalls limiting the 92's competitiveness.

Complete Formula One results

(key) (Races in bold indicate ) (Races in italics indicate fastest lap)
YearEntrantChassisEngineTyreDriver123456789101112131415WDC PointsWCC Points
1983John Player Lotus 92/DFY V8PRet
(DSQ)		01
1983John Player Lotus 92/DFY V8P1212DNS12RetRetRet6Ret11
, USA West, , , , , Detroit, Notes:

References

  1. https://www.motorsportmagazine.com/archive/article/march-2012/80/chapmans-last-big-thing/
  2. https://www.ultimatecarpage.com/car/726/Lotus-92-Cosworth.html
  3. https://www.motorsportmagazine.com/articles/single-seaters/f1/rise-active-suspension/
  4. https://projectm71.com/Active.html
  5. https://www.f1technical.net/features/21555
  6. https://www.ultimatecarpage.com/txt/726/2/Lotus-92-Cosworth.html
  7. https://www.racefans.net/2020/05/27/f1s-minimum-car-weight-to-rise-again-in-2021-and-2022/
  8. https://www.motorsportmagazine.com/archive/article/december-2001/69/active-suspension/
  9. https://gglotus.org/ggtech/activesusp/body-activesusp.htm
  10. https://www.motorsportmagazine.com/articles/racing-tech/cosworth-dfv-the-greatest-racing-engine-ever-made/
  11. https://www.motorsportmagazine.com/archive/article/july-2008/90/lunch-peter-warr/
  12. https://www.motorsport.com/f1/news/how-the-tragedy-of-elio-de-angelis-changed-f1/4792608/
  13. https://collectorscarworld.com/lotus-and-john-player-special/
  14. https://gpracingstats.com/seasons/1983-world-championship/1983-brazilian-grand-prix/
  15. https://www.motorsportmagazine.com/archive/article/april-1983/30/brazilian-grand-prix-15/
  16. https://www.motorsportmagazine.com/archive/article/june-1983/28/monaco-grand-prix-11/
  17. https://www.motorsportmagazine.com/archive/article/april-1998/40/team-lotus-2/
  18. https://www.autoevolution.com/news/when-the-magic-stopped-how-lotus-f1-success-story-died-out-on-a-whimper-246061.html
  19. /wiki/Brazilian_Grand_Prix
  20. /wiki/1983_United_States_Grand_Prix_West
  21. /wiki/1983_French_Grand_Prix
  22. /wiki/1983_San_Marino_Grand_Prix
  23. /wiki/1983_Monaco_Grand_Prix
  24. /wiki/1983_Belgian_Grand_Prix
  25. /wiki/1983_Detroit_Grand_Prix
  26. /wiki/1983_Canadian_Grand_Prix
  27. https://www.statsf1.com/en/lotus-92.aspx
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