Lotus has showcased its new philosophies for design and engineering in one dramatic concept. Known as the Theory 1, the concept car previews the style and substance of future Lotus production models. The fully electric two-door model makes use of recycled and organic materials to form its sleek shape, which is inspired by the original Esprit.

The general proportions of the Theory 1 are where the stylistic similarities end, making a welcome change from the recent influx of retro-modern concepts and production models. The car introduces several firsts for Lotus - notably the three-seat cabin. Inspired by the McLaren F1 and Speedtail, the driver sits front and centre while the two passenger seats are set slightly further back. In this concept, each seat is little more than padding on the chopped carbon fibre tub, so the driving position is adjusted by moving the pedals and steering wheel. A new audio system from KEF places speakers in the headrests and positions a subwoofer behind the driver’s seat. Active noise cancelling further enhances the driving experience, making for a quieter, more refined cabin.

A thin-framed steering wheel emerges from the dashboard, and in another nice departure from the status quo of concept cars, there are three small digital screens for rear-view cameras - two mounted on the dashboard, and one within the steering wheel. A small display sits at the base of the windscreen, in place of a full-width screen. It looks like a bona fide supercar from the cabin alone, but surprisingly, access comes via a pair of sliding doors. Unlike the Ford Focus B-Max, where the doors simply slide backwards, the Theory 1 uses a support arm to raise and rotate the door as it moves out of the way. Lotus says access is convenient even in tighter parking spaces.

Behind the cabin sits the 70 kWh battery, with a rear motor directly attached. This setup gives a rearward weight distribution akin to mid-engined supercars, and both major components act as stressed members of the chassis - eliminating the need for a rear subframe and reducing weight. The rear motor alone produces 690 bhp, while a smaller front-mounted motor adds an additional 296 bhp. Together, they deliver a combined output of 986 bhp, enabling the Theory 1 to sprint from 0 to 62 mph in under 2.5 seconds, with a top speed of 199 mph…in theory (apologies). Asymmetric AP Racing brakes, featuring 390mm carbon ceramic discs, keep this immense power in check. These brakes sit behind 20-inch front and 21-inch rear wheels, wrapped in specially developed Pirelli P Zero tyres (265/35 front, 325/30 rear). These tyres can handle the high loads and grip demands of supercars while also being durable and efficient when cruising.

Lotus claims a maximum WLTP driving range of 250 miles, which is respectable given the power on offer and the relatively small battery. The 70 kWh battery is notably smaller than the 98.9 kWh unit found in the Emeya super saloon, but Lotus’s hallmark of reducing weight comes into play here. The Theory 1 weighs less than 1,600 kg - lighter than a new electric Mini. The use of carbon fibre, cellulose and titanium has also contributed to the low weight, but one thing stands out above all else: the use of empty space.

With the exception of gases like hydrogen or helium, nothing is lighter than air - making empty space weigh far less than any body panel. This fact is used to great effect in the Theory 1’s design, with its sharp nose sitting above an open two-part front splitter, which has no central connection. Airflow is controlled via internal wings, routed to the side or rear of the car through the floor. Some of this air is used for cooling, while the rest is directed towards the large rear diffuser. An active rear wing extends above the minimalist, open rear bodywork, and you can see some of the active suspension components through the gaps in the bodywork.

Naturally, a focus has been placed on driver enjoyment and making the performance accessible - no small feat for a supercar with 986 bhp on tap. The steer-by-wire system can be adjusted through multiple stages to suit the driver’s preferences or to deliver the sharpest response possible. There are five driving modes - Range, Tour, Sport, Individual, and Track - allowing the car to adapt to both everyday and track use. Despite its driver-focused nature, the Theory 1 is packed with advanced driver assistance technology as well. Level 4 autonomous driving is possible thanks to four LIDAR sensors that scan the surroundings in every direction - one of them popping up from the base of the windscreen, like the headlights on an Esprit. Six cameras are also present, including digital rear-view mirrors.

In the Theory 1, technology isn’t just an addition to the design - it’s integral to it. Laser lights project the indicators onto the windscreen, while inflatable pouches in the seat pads provide haptic feedback to the driver. Suspension components, visible from the cabin, are illuminated by LEDs that switch between red and green depending on whether the car is braking or accelerating. The angled headlight strips use laser wires for the running lights, and tiny 7x35mm lenses for the main projectors. There's a lot going on with this car in terms of design, powertrain and technology, but in my opinion, it’s all elegantly executed - even if I think the car would look better in a single-tone paint finish.

While the Theory 1 will remain a concept, it’s not hard to see how it will influence future Lotus models. The car signals the brand’s new DNA design philosophy, which stands for Digital, Natural and Analogue - three seemingly incompatible concepts when viewed in the context of an electric car. Yet somehow, it makes sense. The tech is there, the form is familiar rather than alien, and the choices for the seating and drivetrain positioning are deliberately meant to evoke some of the greatest supercars of the past. It borrows the ethos, rather than the style, of the past and gives us a glimpse of the future design language that we can expect on the hotly anticipated “Type 135” electric sports car - and possibly a halo model once the Evija hypercar finishes production.

Interestingly, Lotus refers to the Theory 1 as a supercar, not a hypercar, despite it being only 1 bhp shy of the Bugatti Veyron’s launch figure - the car that arguably defined the modern hypercar. Perhaps the Theory 1 also signals a shifting of the goalposts or a blurring of lines between supercar and hypercar performance levels. After all, the most potent Eletre and Emeya variants come with 905 bhp - only 81 less than this concept. Elsewhere, BYD is preparing to bring its YangWang U9 to Europe, (something that they classify as) a supercar with 1,287 bhp, more powerful than a Veyron SuperSport - but that’s a story for another article.

The Theory 1 concept shows a desire for Lotus to return to form, placing emphasis on making cars as light as possible, regardless of their power source. The car is compact at just 4.49 metres long and 1.14 metres tall, lightweight at under 1,600 kg, and powerful with 986 bhp. And, crucially for a supercar, it has doors that would look utterly ridiculous on anything else. I can easily see many of the construction techniques, materials, powertrain, suspension elements, and design features making their way into production. If the first production model to adopt the DNA design ethos looks even half as good as the Theory 1, Lotus could well be onto a winner. At least in theory.

Specifications: Lotus Theory 1 Concept

Drivetrain: twin-motor, all-wheel drive

Max power: 986 bhp

0 - 62 mph: under 2.5 seconds

Top speed: 199 mph

Weight: under 1,600 kg

Battery: 70 kWh

Max range: up to 250 miles WLTP

Tyres: Pirelli P Zero, 265/35 R20 front, 325/30 R21 rear

Brakes: AP Racing 6-piston callipers, 390 mm carbon discs

Suspension: double wishbone with active dampers

Tub construction: recycled chopped carbon fibre

Body construction: Cellulose composite and polycarbonate

Greenhouse construction: recycled glass

Length: 4,490 mm

Width: 2,000 mm

Height: 1,140 mm

Wheelbase: 2,650 mm