Currently reading: Simplification and lightness are key for Lotus, says new boss Jean-Marc Gales
Jean-Marc Gales can see a bright future for the recovering Hethel-based manufacturer of lightweight sports cars

Lotus is officially in recovery. The Norfolk-based sports car maker, beleaguered and unprofitable for at least five years, is well advanced with a ‘logic-based’ revival plan that is already boosting car sales and dealer numbers.

The strategy will soon yield an exciting series of design and mechanical changes designed to boost the performance, practicality and desirability of every Hethel-built model. 

The plan is the brainchild of Lotus’s new chief executive, Jean-Marc Gales, and contrasts heavily with the flamboyant, multi-launch ambitions of previous chief Dany Bahar, whose plans brought Lotus close to disaster. Gales, a Lotus enthusiast since childhood and a former chief of Peugeot-Citroën, is depending on his big-company experience to move Colin Chapman’s unique business on to new, more secure foundations.

Lotus was last in the news with an announcement of 300 redundancies from a workforce of 1200, but Gales believes that following this “very regrettable” event, the company is now correctly configured for recovery. 

“When I arrived six months ago we had 1200 people making 1200 cars a year,” says Gales. “We could not have survived like that. Now we are 900 people, and this year we will make around 2000 cars. Next year the figure should be 3000 cars, then 3000 for several more years. This will change the equation completely.”

Ultimately, Gales believes Lotus is capable of volumes close to 10,000 cars a year if it takes lessons from other specialist car makers, notably Porsche, and moves to building four-door models – still at Hethel – for a completely new sector. He won’t yet discuss specifics (“let’s make a success of our first stage”), but Lotus could, for example, use a Proton body to produce an own-design SUV predominantly for sale in south-east Asia, where demand is greatest.

Gales worked in Volkswagen’s top management when legendary group chief Ferdinand Piech realised that for a relatively low investment Porsche could produce a performance SUV – the Porsche Cayenne – from the major components of the Volkswagen Touareg.   

At present, such things are dreams, and Gales insists any exciting future at Lotus depends on improving the existing cars and business. The company has just announced a six-speed automatic version of its Lotus Exige S that is certain to be popular in Asia and has a revised version of the Elise called S-Cup waiting in the wings. In order to sell these new cars, the dealer count will have swollen from 145 to 205 by the end of next year.

“We won’t have the funds to build all-new cars in the next few years,” says Gales. “In any case our existing platforms have plenty of potential.”

At the Geneva motor show next March, Lotus will have a heavily revised version of the Evora featuring changes inside and out, about 15 per cent more power and less weight.


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Gales, who regularly spends late evenings driving Lotus products with considerable verve on the “fantastic” roads around Norwich, reckons the 2015 Lotus Evora will beat competitive Porsches for performance – and that’s before he launches a lightweight Cup range, shorn of more weight and perhaps with a further small power upgrade.

Extra power and less weight are also on the agenda for the Exige in 2016, and so is a “surprise”, a model designed to continue what the super-lightweight 2-Eleven track day special began. 

Further projects could include a lightweight, high-riding crossover sports car based on an existing model (this one probably dependent on the reactions from Lotus customers in focus groups), but Gales has little time for the Esprit supercar proposals previous company bosses have deemed important. A more powerful Evora will be quicker and more agile than any old-style normally aspirated supercar, he believes.

Gales’s twin themes of simplification and lightness shine out of everything he proposes. They have always been at the core of the Lotus philosophy, he says, yet the ideas are still very modern. “Every car company today wants to reduce weight,” he says, “but we have always done it, so we know how.”

To aid this drive towards efficiency, Gales has set up a so-called Lightweight Lab, a large room in which all the components of a disassembled Elise, Exige and Evora are laid out on trestles.

The weight and cost of every piece are labelled, and in recent days no fewer than 800 staff have toured the room, suggesting an amazing 1140 ideas for reducing those figures. It’s not yet clear how much weight can be saved per car, but 50kg seems well within reach, while cost reductions are believed to be running at about 10 per cent per car.

For all the progress, Gales believes his work has hardly started. He wants to play the long game, to get the company to a point where it can make all-new models. “This brand is like a sleeping princess,” he says, “but I believe she is starting to wake up.”

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Steve Cropley

Steve Cropley Autocar
Title: Editor-in-chief

Steve Cropley is the oldest of Autocar’s editorial team, or the most experienced if you want to be polite about it. He joined over 30 years ago, and has driven many cars and interviewed many people in half a century in the business. 

Cropley, who regards himself as the magazine’s “long stop”, has seen many changes since Autocar was a print-only affair, but claims that in such a fast moving environment he has little appetite for looking back. 

He has been surprised and delighted by the generous reception afforded the My Week In Cars podcast he makes with long suffering colleague Matt Prior, and calls it the most enjoyable part of his working week.

Add a comment…
russ13b 7 December 2014

any chance?

any chance of them taking on the saab phoenix 9-3?
milehitom 11 November 2014

Lotus' lightweight architecture

was the main selling point of my '05 Elise. But it does share it's 2ZZ-GE engine with the Toyota GT-S and I thought that was a plus, as well. I don't see Lotus using another manufacturer's platform for its cars. Further reducing weight, increasing power and improving handling are the routes to take for its future sports cars. The existing platforms underpinning the Exige and the Evora can support a great deal more performance. The Exige-S is proof of that. Had it been street legal here, I'd be driving one. I'm wishing Gales well-a sensible leader for a crazy car company.
Symanski 11 November 2014

VAG Platform sharing.

Porsche use a VAG platform for their Cayenne and have used VW engines in the past. Audi shares platforms with VW and Seat; probably more if I looked it up. But I ask why UK journalists see this as perfectly OK for the Germans to do but not any British company? Jaguar were pillared for using a Ford platform. Aston Martin are being criticised for thinking about an SUV based upon a Mercedes platform. Why isn't it ok for Lotus to use another car a as a base? Why is it ok for VAG but not anybody else?