The 1994 season for Team Lotus began with a revised version of the 1993 107B, updated to meet the new technical regulations in force that year and equipped with the new Japanese Mugen-Honda MF351H engine. After ending its collaboration with Footwork, Mugen-Honda became the exclusive supplier for the historic British team. The car was driven in the first four Grands Prix of the season by Portuguese driver Pedro Lamy and Englishman Johnny Herbert, who managed to finish just outside the points in the first two races. Lamy's results were also respectable, highlighting the good qualities of the 107, a well-designed car, even if by then three years old and unfortunately never fully developed due to the chronic lack of funds that had plagued the team, managed by Peter Collins, in recent years.
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| LOTUS 109, Johnny Herbert Catalunya-Barcelona, Spanish GP 1994 |
Starting from the fifth race of the season in Spain, the new 109 was finally ready to compete, although only one car had been assembled. As a result, only Herbert took it to the track, while Italian driver Alex Zanardi, who replaced Lamy from that race onward, continued using the old 107B. The new 109, designed by Chris Murphy under the technical direction of Peter Wright, was necessarily just a simple evolution of the previous 107, without any major technical or aerodynamic innovations. The slightly longer wheelbase compared to the 107 was due to the use of the new Japanese V10 engine, which was upgraded to the “C” specification at the car's launch, allowing it to reach 725 hp at 13,500 rpm while maintaining its renowned reliability. The transmission matched with the Japanese engine was the same six-speed semi-automatic X-Trac gearbox used in '93, while the suspension reverted to mechanical systems with no electronic control, as prohibited by the new technical regulations.
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| LOTUS 107C, Johnny Herbert Interlagos, Brazilian GP 1994 |
Aesthetically, the 109 closely resembled the previous 107, except for more squared-off sidepods and a less tapered rear section to accommodate the complex exhaust system of the Japanese V10. The radiators were positioned horizontally, helping to lower the car's center of gravity. From the French Grand Prix onward, a second 109 was also given to Zanardi, who was later replaced in two races for financial reasons by paying debutant Belgian driver Philippe Adams. Zanardi returned to drive the Lotus in the final three races of the season, replacing Herbert. The second car was driven by Frenchman Eric Bernard and later Finnish rookie Mika Salo. The lack of funds preventing development of the car and the constant driver changes hindered Lotus from achieving any significant results. The team ended the season with no points and only brief flashes of competitiveness, such as at Monza, where Herbert qualified on the second row before ending his race in the gravel at the first chicane.
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| LOTUS 109, Alex Zanardi Monza, Italian GP 1994 |
Following the Italian Grand Prix, on September 12, 1994, the London court issued an administrative order against the British team, officially declaring its bankruptcy. The team was placed in liquidation on February 13, 1995, revealing financial losses exceeding £12 million. An additional disqualification from racing activities was imposed on Peter Collins and Peter Wright by the same court on October 15, 1998, banning them for nine and seven years, respectively. Before the end of the current season, David Hunt, brother of World Champion James Hunt, purchased the rights to the team with the aim of continuing its operations in 1995. However, in December 1994, the project was definitively abandoned.
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| LOTUS 109, Alex Zanardi Suzuka, Japanese GP 1994 |
At the end of the season, Team Lotus officially withdrew from Formula One, having achieved 79 victories, 6 drivers’ championships, and 7 constructors’ titles. The 109 thus became the final car produced by the historic British team. In February 1995, David Hunt made another attempt to revive Lotus, announcing a partnership with Pacific Grand Prix, also based in Norfolk. The Pacific PR02 featured a green and gold stripe with the Lotus logo on the side of its nosecone, although the car had no actual connection with the Chapman family’s historic company.
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