The Expensive Flop of the Menacing Lotus T125

However, those who delve deeper into this world, who own the LaFerraris sitting in their actual garages instead of on magazine covers, may not find their lives as glamorous. It could be something as ordinary as manufacturing cardboard boxes but done with such excellence that it yields immense wealth. Take, for example, the wealthiest person I know who specializes in cardboard boxes and resides in the third largest mansion in Florida.

If you are a devoted fan of a specific car brand and ascend the ranks as you amass your fortune, you might receive a special invitation to an event that few even knew existed. Just like my friend Karl, a man of wealth and sophistication who values experiences over work and has a profound love for cars.

Karl once brought to my attention one of the most impressive cars I’ve ever reviewed, the Lingenfelter LS3 powered, six-speed swapped, Jaguar XJL Vanden Plas, and more recently, a perfectly restored Porsche 914. Karl is a globetrotter, a collector, and a racer, and he shares with me the most incredible tales of his adventures.

One of his narratives stood out as too remarkable not to pass on.

In 2010, Karl made a trip to Lotus’s headquarters in Hethel, then proceeded to Paris on an exclusive invitation extended only to the elite customers of Lotus during the ill-fated tenure of CEO Dany Bahar. There, Karl was presented with an opportunity to purchase the Lotus T125.

Unfamiliar with the Lotus T125? You’re not alone—I too had not heard of it. Let’s delve into its backstory:

In 2009, Lotus Cars, based in Hethel, UK, founded by the renowned Colin Chapman, was, as usual, facing financial woes. Under the ownership of Malaysian manufacturer Proton, Lotus had been in the red for 15 consecutive years. To steer the company towards profitability, Proton brought in Dany Bahar to lead as the CEO of Lotus.

Bahar, resembling Aaron Eckhart, with a background in marketing, had a track record of generating substantial wealth. He previously held key positions at Red Bull, overseeing the establishment of Red Bull Racing and Scuderia Toro Rosso, and significantly expanding Red Bull’s presence in various sports. Subsequently, from 2007 to 2009, he spearheaded Ferrari’s highly lucrative licensing division, significantly elevating the brand’s footprint in multiple markets, including the development of the Ferrari World theme park in Abu Dhabi. Interestingly, Ferrari’s licensing business generates more revenue than its traditional car manufacturing and racing operations combined.

On paper, recruiting Bahar seemed like a brilliant move for Lotus: young, charismatic, energetic, and with a successful track record in the automotive industry. However, despite his accomplishments, Bahar had notable shortcomings: he lacked fiscal discipline and had no experience in car manufacturing. These deficiencies would ultimately lead to his downfall.

Prior to his eventual downfall, the peak of Bahar’s tenure at Lotus was the 2010 Paris Motor Show, where our mutual friend Karl was granted a rare chance by Lotus to attend. He had the opportunity to not only witness Bahar’s unveiling of five new Lotus road cars but also, potentially, to acquire the pinnacle of track performance: the Lotus Type 125.

Around twelve individuals worldwide received an exclusive invitation to the Lotus facility in Hethel just before the Paris Motor Show, where they were informed about a clandestine track car project by Lotus and were placed on the VIP list for purchase. Karl visited the factory, guided by Clive Chapman, the son of Colin Chapman. They toured areas where vintage Lotus race cars were being restored, witnessed the maintenance of factory race cars, and viewed iconic vehicles from Lotus’s history adorned in iconic liveries like John Player Special or the distinctive green and yellow.

Subsequently, they were taken to the racing circuit for exhilarating laps in the then-novel Evora GT4 race car. Karl reminisced about being coached by Greg Mansell, son of F1 Champion Nigel Mansell, on a rainy track day, acknowledging Mansell’s superior driving skills despite the age gap.

However, the guests were yet to uncover the enigma of the clandestine project car designated for the track. To reveal this mystery, all attendees were transported to Paris via state-of-the-art Hawker 4000 and Premier aircraft. Upon arrival, the classic race cars showcased in Hethel were now exhibited in the lower level of the renowned Louvre museum—yes, the very same establishment which houses the iconic Mona Lisa—presented like miniature toy cars on raised platforms, seemingly outpacing numerous private jets during their journey across the channel. At a higher platform above them all stood the impressive Lotus 125.

The 125, also known internally as “Project Exos,” represents the closest any company has ventured to offering a Formula One-style vehicle for public purchase. Undoubtedly, it stood as the quintessential track car. At first glance, to the untrained eye, its appearance, sound, and performance were virtually identical to a contemporary F1 car. Crafted entirely from Carbon Fiber, this marvel weighed a mere 1,400 lbs. Propelled by a 650-horsepower Cosworth V8 engine capable of reaching 10,300 RPM, the car supposedly could cover 2,800 miles before necessitating maintenance—fivefold the endurance of an F1 engine.

Who was available to provide assistance with fitting tests and address technical inquiries regarding the vehicle? None other than Sir Stirling Moss and Takuma Sato, engaged in casual discussions about the project resembling two acquaintances at a car gathering. Scattered throughout the basement of the Louvre were invaluable relics from Lotus’s heritage such as Jim Clark’s trophies, Senna’s racing suits, and Andretti’s helmets from the golden era of Lotus F1. “Exceptionally attractive individuals,” Karl remarked, circulated the area showcasing high-end watches, swapping business cards linked to prosperous financial entities. Reportedly, the event drew a crowd with notable financial backgrounds.

While everyone settled in for an opulent five-star dinner, Lotus’s innovative concept cars, assumedly prototypes based on existing Exige and Evora chassis, paraded down the central runway akin to a fashion exhibition. Following dessert, each guest received an “Exhibitor” pass for the Paris Motor Show and a first-class ticket for their return journey on the Eurostar.

The extravagance of that event’s expenses is beyond contemplation. However, the grandeur resonates with the type of affair that the marketing head of Ferrari would organize, doesn’t it? At Ferrari, they would spare no expense, possibly investing ten million dollars, and invariably succeed in selling a car to each guest present. They would introduce an eccentric, high-priced track-exclusive variant of the conventional “street legal” model owned by their affluent clientele: the epitome of one-upmanship for the consumer and a lucrative venture for the company—everyone emerges victorious in Ferrari’s narrative.

However, when Danny Bahar’s Lotus aimed to market the most extreme track vehicle ever constructed, the outcome diverged significantly. Allow Karl to conclude the saga:

“I refrained from acquiring a Lotus 125. I suspect that no one else did so either. Danny was terminated. The project halted in its tracks. This extraordinary episode never garnered attention in any automotive periodical. No individual in the automobile community vouched for its occurrence unless presented with the photographic evidence of us alongside priceless vintage Lotus race cars, alongside Clive Chapman in the workshop where 1960s Lotus race cars were assembled, with Takuma Sato at the Louvre, spectacle of cars parading during dinner, observing a Russian mobster on the Hawker jet opposite me flaunting a lavish timepiece while savoring champagne straight from the bottle; disbelief shrouded the individuals in the car community, yet the reality of the situation remains true and documented through the outrageous photographs.”

Not a single vehicle was sold. Reportedly, only a duo of T125 “Exos” Prototypes were ever assembled. One adorned in the “Exos” livery graced the galleries during the Louvre event and was later revealed to the media. The other, painted in the classic “John Player Special” black and gold scheme, had a brief stint in the spotlight when Jean Alessi endeavored to instruct Jeremy Clarkson on operating one on Top Gear.

What derailed the plan?

After viewing that Top Gear segment, both Karl and I concur: even for a seasoned driver, the T125 doesn’t appear to provide an enjoyable experience. Outlandish? Terrifying? Swiftest contraption on wheels? Undoubtedly. But an activity pursued for pleasure? Not a chance. Allegedly, nearly a dozen others shared a similar sentiment with us.

I genuinely believe that I could handle a few laps at a commendable pace in one of those Ferrari FXXKs without enduring overwhelming trepidation. Perhaps even find it entertaining. Nevertheless, the rationale behind most individuals abstaining from driving Formula One cars at track events is that, even for seasoned drivers, the mental and physical demands surpass their capabilities to extract the utmost potential from the vehicle. Reflecting on my capabilities, I may possess just enough confidence to hurtle towards a colossal crash, yet too conservatively to circumvent such a catastrophe before the aerodynamics come into effect. That’s my assessment; outcomes may differ. However, Karl, possessing significantly more racing experience than myself and having logged track hours on three continents with high-performance GT, open-wheel, and exotic cars, shared a similar sentiment. The car was excessively overwhelming, and if it’s formidable even for an adept driver like him, who is its intended audience?

None of the proposed concept cars featured at the Louvre materialized. Danny Bahar faced accusations of misappropriating company funds, a revelation that seems coherent now following this chronicle, and was consequently dismissed. Subsequently, legal battles ensued between him and Lotus, culminating in a settlement.

Presently, Proton maintains ownership of Lotus, with a notable shift towards enhancing the Evora into a distinctive marvel, exemplified by the new Evora 400. The launch event took place at an economical racetrack in Michigan, with journalists accommodated at the modest Baymont Inn. Hopefully, the forthcoming Exige and Elise models will receive approval for the US market. Although the Type 125 initiative floundered, a silver lining persists: the 650 HP Cosworth Engine featured in this project remains obtainable as a crate engine on their official website.

As for Danny Bahar? He resides with his family in Dubai and spearheads ARES Performance, a custom “atelier” offering bespoke paint jobs and body kits for luxury automobiles, reminiscent of brands like Mansory or Hamann. One might liken it to an “Eastern counterpart to West Coast Customs” fitting for his persona.