Description
The Lotus 24, introduced in 1962, was a pivotal car in the evolution of Team Lotus’s Formula One programme. It marked the final chapter of Colin Chapman’s traditional spaceframe racing cars before the revolutionary monocoque Lotus 25 changed the sport forever. Built to compete under the new 1.5-litre Formula One regulations, the Lotus 24 was designed to provide both a competitive works entry and a dependable customer car. While it was soon eclipsed by its monocoque sibling, the Lotus 24 was still a fast, elegant, and successful design in its own right — and it remains an important link between the classic era of lightweight tubular racers and the modern age of structural monocoques.
The Lotus 24 followed closely in the footsteps of the Lotus 21, retaining the proven multi-tubular spaceframe layout that Chapman had perfected through years of racing experience. Constructed from small-diameter steel tubing, the chassis was exceptionally light, weighing less than 30 kilograms, yet it provided adequate rigidity for the 1.5-litre engines of the new Formula One formula. The design was simple, compact, and easy to maintain — qualities that made it ideal for privateer teams, who formed a significant portion of the Formula One grid in the early 1960s.
The Lotus 24 was built to accept several different engines depending on the customer’s preference. The works cars were initially fitted with the new Coventry Climax FWMV 1.5-litre V8 engine, producing around 185 horsepower. Many privateer examples, however, were powered by the BRM P56 1.5-litre V8, an engine noted for its compactness and smooth power delivery. Both units were mated to a five-speed Colotti or ZF transaxle, sending power to the rear wheels. The mid-engine layout — by then the Lotus hallmark — gave excellent weight distribution, and the car’s light overall mass (around 455 kilograms) provided a strong power-to-weight ratio for the era.
The suspension system followed established Lotus practice, using double wishbones with coil springs and telescopic dampers at the front, and lower wishbones, twin radius arms, and upper links at the rear. Girling disc brakes were fitted on all four wheels, and the steering was unassisted but beautifully direct. The 24’s suspension geometry was tuned for stability and precision, and its handling was widely praised — predictable, balanced, and forgiving, even at the limit.
Aerodynamically, the Lotus 24 was clean and compact. Its aluminium bodywork was low and narrow, with a pointed nose, faired-in wheels, and a small cockpit just large enough for the driver. The car’s design was elegant and functional, reflecting Chapman’s obsession with reducing drag and frontal area. The driving position was reclined, in the style of the successful Lotus 21, further improving airflow and lowering the centre of gravity.
The Lotus 24 made its Formula One debut at the 1962 Dutch Grand Prix at Zandvoort. It performed strongly straight out of the box, with Jim Clark finishing second in one of the works cars. However, that same season, Lotus also unveiled the revolutionary Lotus 25 — the first Formula One car to use a fully stressed monocoque chassis. The 25 was lighter, stiffer, and more aerodynamically efficient than the 24, and it immediately rendered the spaceframe design obsolete. Chapman, recognising this, concentrated the works team’s efforts on developing the 25, while the 24 became primarily a customer car for privateer entrants such as BRP (British Racing Partnership), UDT Laystall, and Rob Walker Racing.
Despite being overshadowed, the Lotus 24 remained competitive through 1962 and into 1963, scoring consistent points finishes in the hands of privateers. The BRM-engined versions, in particular, were reliable and quick, often challenging the factory teams on circuits that rewarded handling over sheer power. Drivers such as Innes Ireland, Maurice Trintignant, Trevor Taylor, and privateer stars like Jo Siffert and Rob Walker’s team kept the car visible at the front of the field during the early 1960s.
Performance depended heavily on engine choice and circuit conditions, but in BRM V8 form the 24 was capable of reaching 175 mph and accelerating from 0 to 100 mph in around 10 seconds — impressive figures for the 1.5-litre formula. The car’s balance and ease of setup made it a favourite among smaller teams who lacked factory support but wanted a competitive, reliable entry.
Visually, the Lotus 24 retained the classic look of the early 1960s Grand Prix car — long, low, and graceful, with simple lines and exposed suspension arms. Its design embodied Chapman’s belief that “the most elegant engineering solution is usually the simplest one.” Though quickly outclassed by the monocoque Lotus 25, the 24 served as an essential transitional design and a platform for testing and development that bridged the gap between eras.
Only a small number of Lotus 24s were built — around nine to eleven chassis, depending on records — and many continued racing well into the mid-1960s in Formula One, Intercontinental Formula, and non-championship events. Some were later modified for other categories, reflecting their robust and adaptable construction.
Today, the Lotus 24 BRM is remembered as a car caught between two revolutions — the last of the great tubular Lotus single-seaters and the immediate predecessor to one of the most important racing cars ever built, the Lotus 25. Though it lived in the shadow of its successor, the 24 proved that Chapman’s mastery of lightweight design and balance could still produce a front-running machine even in its final form.
Elegant, fast, and historically significant, the Lotus 24 remains a symbol of a pivotal moment in Formula One history — the precise point at which racing engineering moved from the handcrafted frames of the 1950s into the monocoque era that would define the decades to come.