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Lola Cars

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Lola Cars Limited
Company typePrivate
IndustryAutomotive, Motorsport
Founded1958 in Bromley, England
FounderEric Broadley
Defunct2012 (ceased operations)
FateCeased operations in 2012; revived in 2024
Headquarters
Bromley
,
England, United Kingdom
Area served
Worldwide
Key people
Till Bechtolsheimer (owner since 2022)
ProductsRacing cars, sports cars, Formula One cars, Formula E cars
OwnerTill Bechtolsheimer (since 2022)
ParentLola Group (historically)

Lola Cars Limited is a renowned British car manufacturer established in 1958 by Eric Broadley in Bromley, England. Since 2022, ownership has been held by Till Bechtolsheimer. Recognized as one of the most enduring and prominent producers of racing automobiles worldwide, Lola initially focused on crafting compact front-engine sports cars before expanding into Formula Junior and a variety of other racing categories. Although the company halted operations in 2012, it was revived in 2024 with its entry into the Formula E World Championship as both a competitor and powertrain provider, collaborating with Yamaha.

History

Lola Cars operated under the umbrella of the Lola Group, which also encompassed Lola Aylings, a former manufacturer of rowing boats, and Lola Composites, a specialist in carbon fibre manufacturing.

Following the unsuccessful MasterCard Lola Formula One venture, Lola Cars International was acquired by Martin Birrane in 1997. The company eventually declared bankruptcy and ceased trading on 5 October 2012. Efforts to secure a new owner were unsuccessful, leading to the dismissal of the remaining workforce.

On 16 October 2012, Multimatic Inc. and The Carl A. Haas Automotive company purchased Lola’s assets, obtaining licenses to utilize the Lola brand and associated intellectual property.

In late 2021, Till Bechtolsheimer submitted a bid for Lola and completed the acquisition in June 2022. This purchase included ownership of the brand, trademarks, intellectual assets, and the Lola Technical Centre along with its wind tunnel facility. Bechtolsheimer intends to rejuvenate the company within two years with plans for a motorsport comeback by 2024–25. He experienced driving a Lola Mk1 for the first time in November 2022 at Harris Hill Raceway. To support its development following entry into Formula E, Lola acquired Paceteq—a firm specializing in automotive data technology and software—in October 2024.

Early days – the 1960s

During the 1960s, Lola established itself as a premier chassis supplier, producing front-engined sports cars alongside multiple single-seater models spanning Formula Junior, Formula 3, Formula 2, and Formula 1 categories.

Eric Broadley designed the Lola Mk.6, a Ford V8-powered coupe that captured Ford’s attention. As a result, Ford financed Broadley to suspend Lola’s activities for two years to integrate his designs with those of Roy Lunn, culminating in the legendary Ford GT40. Initial development took place at Lola’s Bromley workshop before relocating to Slough Trading Estate. After one year, Broadley departed from this collaboration to continue developing Lola’s own projects while retaining control of the Slough factory under Lola’s name. Concurrently, Ford Advanced Vehicles moved to another location within Slough. Among Broadley’s sports car achievements were the successful Lola T70 and its derivatives (T16x, T22x), which competed internationally—from the World Championship for Makes to the CanAm series—until 1973. In 2005, Lola announced it would produce new T70 coupés built to original specifications intended for historic racing and potential single-make competitions. Vehicles constructed at Slough carried 'SL' chassis codes, following on from Bromley’s 'BR' designation.

1970s

Throughout the 1970s, Lola engineered numerous Group 5 and Group 6 sports cars such as the T210, T212, and series including T28x/29x/38x/39x. These competed against rivals like Chevron and March. Alain de Cadenet frequently utilized Lola technology for his Le Mans specials.

During the late-1970s revival of CanAm racing, Lola achieved dominance by rebodying Formula 5000 cars. Nevertheless, many motorsport purists do not classify these single-seater Formula 5000-based machines as genuine sports cars despite their full bodywork and enclosed wheels.

1980s and early 1990s

In the early 1980s, Lola introduced the T600/T610 series designed for IMSA GTP competition, incorporating power units from Cosworth, Mazda, Chevrolet, and the pioneering Polimotor composite engine. These vehicles maintained a strong competitive presence in both IMSA and Group C events. Subsequent Lola models for Group C and GTP racing were largely tailored to manufacturer-backed efforts, with significant contributions to Nissan’s Group C campaign and the Chevrolet Corvette GTP project. Additionally, Lola engineered the T92/10 for the 3.5-liter Group C category; however, the championship was discontinued before the car could be fully developed.

Late 1990s and 2000s

Lola began crafting sports prototypes for endurance racing akin to Le Mans with the launch of the B98/10, which enjoyed success across European circuits but faced challenges in American competitions. The B2K/10 became notable for its unique central headlight design, though it struggled to achieve top results. While factory teams such as BMW and Audi dominated premier classes, Lola excelled in the LMP2 division (previously LMP675), capturing championships within the American Le Mans Series despite stiff rivalry from Acura and Porsche.

In 2001, Lola developed a specialized LMP675 vehicle for MG, powered by a two-liter turbocharged AER engine. This model competed at Le Mans as the MG-Lola EX257 and was also fielded by private entrants under the designation B01/60. Over time, this chassis was adapted with various small V8 engines to serve customer teams in both LMP1 and LMP2 categories.

The Lola LMP2 B05/40 (also known as MG-Lola EX264/265) was introduced in 2005, securing class victories at Le Mans in 2005 and 2006 with Ray Mallock Limited and achieving several wins in the American Le Mans Series with Intersport Racing. In 2007, Lola modified this platform to house Acura powerplants for Fernandez Racing and unveiled the B07/40 prototype equipped with an AER-based Mazda engine, campaigned exclusively within the United States by B-K Motorsports.

Lola revamped its LMP1 contender in 2006 with the B06/10, which Dyson Racing ran in ALMS while Chamberlain-Synergy Racing competed in Europe and at Le Mans. Chamberlain continued operations through 2008; meanwhile, former Dyson vehicles sporadically appeared under Cytosport and Intersport Racing banners. The B07/10, launched in 2007, participated in both the Le Mans Series and 24 Hours of Le Mans with Charouz Racing and Swiss Spirit, utilizing an Audi R8-derived engine.

In collaboration with Tracy Krohn, Lola assumed control of the Grand-Am Daytona Prototype program in 2007. Krohn initially campaigned Riley chassis during Daytona 2008 before transitioning to Lola models later that same season.

The year 2008 saw Lola release two closed-cockpit prototypes for Le Mans: the B08/60 competing in the P1 class with Charouz backed by Prodrive and powered by an Aston Martin GT1-spec V12 engine; alongside the B08/80 targeting P2 competition, campaigned by Sebah Racing and Speedy Racing at Le Mans and continuing active competition through 2010.

2010s

On July 21, 2010, Lola revealed plans for the B11/40, designed to comply with new 2011 LMP2 regulations. This model featured a carbon fiber open-cockpit monocoque chassis equipped with quick-release rear body panels and an aerodynamic stabilization fin atop the engine cover to meet updated safety requirements. Despite this innovation, on May 16, 2012, Lola Cars entered administration due to financial difficulties.

Subsequently, Multimatic acquired Lola’s assets and provided two Lola B12/80 LMP2 chassis to Mazda for use in the IMSA WeatherTech SportsCar Championship. These vehicles initially employed turbocharged inline-four diesel engines from Mazda during the 2014 and 2015 seasons before switching to gasoline-powered turbo inline-fours in 2016. Following regulatory changes introducing new prototype specifications after the 2016 season, these chassis were retired, marking an end to Mazda’s deployment of Lola-based race cars.

Formula One

For a significant period, Lola concentrated on producing Formula One vehicles for other racing teams rather than competing as a manufacturer team itself. Their initial factory-backed entry in 1997 ultimately played a role in the company’s financial downfall.

Bowmaker and Parnell

Lola made its Formula One debut in the 1962 season by providing the Lola Mk4 chassis to Reg Parnell’s Bowmaker-Yeoman Racing Team, driven by John Surtees and Roy Salvadori. Surtees achieved pole position at the car's inaugural World Championship event, and although the team frequently scored points, they were unable to secure any Championship Grand Prix victories. After Bowmaker ended its support, Parnell managed the cars privately. The Mk4’s final triumph came at the 1963 non-Championship Rome Grand Prix, won by privateer Bob Anderson. Due to inconsistent performance, Lola withdrew from Formula One after just two seasons.

"Hondola" Honda RA300 and RA301

In 1967, Lola partnered with Honda Racing and John Surtees to develop Honda's Formula One car. Honda’s original heavy chassis was replaced by a modified 1966 Lola Indianapolis monocoque (Lola T90) adapted to house Honda engines. The resulting Honda RA300, referred to as "Lola T130" by Lola and unofficially nicknamed the "Hondola," was sufficiently lightweight and powerful to claim victory at the 1967 Italian Grand Prix.

BMW Formula Two cars

During this era, Lola-built BMW cars competed in the Formula Two category within the German Grand Prix events.

Embassy Hill

Later in his career, Graham Hill established his own team, supported by Embassy cigarettes, with the goal of securing driving opportunities and building a future in team ownership. Following an unsuccessful 1973 season running customer Shadow cars, Embassy Hill commissioned vehicles from Lola. The T370, influenced by contemporary Formula 5000 designs, was notable for its enlarged airbox. Designer Andy Smallman further developed this into the Hill GH1 in 1975. The team’s first internally designed car, the Hill GH2, never made it to competition due to the tragic 1975 air accident that claimed Hill, driver Tony Brise, Smallman, and others.

Haas Lola

The Haas Lola Formula One venture, financially supported by American conglomerate Beatrice Foods and overseen by experienced manager Teddy Mayer, promised factory Ford power but failed to meet expectations. Primarily designed by Neil Oatley, the car had little direct input from Lola; the name reflected Haas acting as Lola’s U.S. representative. Retired driver Alan Jones returned for late races in 1985, accompanied by Patrick Tambay in 1986. The anticipated works Ford turbocharged engine appeared only in 1986; prior events utilized outdated Hart four-cylinder engines. Facing difficulties with car competitiveness, engine supply, driver lineup, and sponsorships, the team ceased operations after 1986. Most of its assets, including the manufacturing facility, were acquired by Bernie Ecclestone who briefly planned to enter his own driver but primarily sought Ford V6 engines for his Brabham outfit. Ford blocked this plan and redirected engines to Benetton instead. Ecclestone repurposed the Haas factory near Heathrow for constructing the Alfa Romeo "ProCar," a silhouette touring car series featuring Formula One-style components paired with Alfa Romeo power units.

Larrousse & Calmels

The Larrousse & Calmels initiative started on a small scale, originating from a Cosworth-powered vehicle that utilized Lola's F3000 engineering. Beginning in 1987, this French outfit established a strong foothold in naturally aspirated Formula One, acquiring Lamborghini V12 engines by 1989. With a chassis designed by Chris Murphy, drivers Éric Bernard and Aguri Suzuki secured several noteworthy performances. Despite challenges following the arrest of Didier Calmels, the team persisted using Cosworth power units. Nevertheless, due to discrepancies in their 1990 F1 entry—where cars were registered as Larrousse but were actually Lolas—the team forfeited all Constructors' Championship points, indirectly benefiting the FIA-favored Ligier.

Scuderia Italia

The fortunes of Scuderia Italia declined after transitioning from competitive Dallara chassis to Lola models in 1993. Equipped with customer engines supplied by Ferrari, their car lacked competitiveness; drivers Michele Alboreto and Luca Badoer frequently failed to qualify. Alboreto famously labeled the T93/30 as "dead" during preseason testing sessions. Badoer’s seventh-place finish at the attrition-heavy 1993 San Marino Grand Prix stood as the team’s best outcome. The squad withdrew before the final two rounds and subsequently partially merged with Minardi for the 1994 season.

Unraced test cars

Between 1994 and 1995, Lola developed several test vehicles powered by Cosworth V8 engines amid speculation about a potential Havoline-backed quasi-works Ford outfit. Contrary to rumors, no Ford/Jaguar V12 engines participated in Formula One; Lola was set to run the Zetec V8 instead. Test driver Allan McNish led much of the development during a period characterized by regulatory uncertainty, which limited tangible progress.

MasterCard-sponsored works programme

Originally targeting a 1998 Formula One debut, Lola accelerated its entry to 1997 due to pressure from principal sponsor MasterCard. The sponsorship arrangement linked funding to MasterCard membership levels and race outcomes—a difficult proposition for a newcomer. Although plans included a bespoke Al Melling V10 engine, initial events utilized underpowered Ford Cosworth ECA V8 units.

The car exhibited critical aerodynamic deficiencies, notably entering its Australian debut without any wind-tunnel testing—an unprecedented lapse. Fundamentally lacking competitiveness and performing no better than Lola’s Formula 3000 machinery, results were disastrous. Following just one race, sponsors withdrew support; while the team appeared at Brazil, it did not participate. This failure triggered Lola Car Company’s receivership until investor Martin Birrane intervened to save it.

Planned 2010 project and 2019 comeback attempt

On 22 April 2009, Lola unveiled an ambitious plan to create a car for the FIA Formula One World Championship. The company submitted an entry for the 2010 season but abandoned these ambitions on 17 June after failing to secure a place on the initial entry list.

Although Force India owner Vijay Mallya had considered rebranding his team since mid-2017, the change only took place following Canadian billionaire Lawrence Stroll’s acquisition in 2018, when it was renamed Racing Point. Stroll sought to obtain rights to the Lola name for use in the 2019 season but was unsuccessful; Racing Point retained its name until transitioning to Aston Martin in 2021.

Formula Two / Formula 3000 / A1GP

Following modest achievements in Formula One during the 1960s, Lola shifted its focus toward sports cars and Formula Two, becoming the official team for BMW. While Lola initially found greater success in Formula Two compared to Formula One, its presence diminished over time as competitors such as March and Ralt rose to prominence. The last Lola Formula Two model was actually derived from a Ralt design—the Toleman TG280—licensed by Lola under the name T850.

With the transition from Formula Two to Formula 3000 in 1985, Lola first utilized a modified IndyCar chassis but introduced a purpose-built model in 1986. Competing against manufacturers like Ralt and Reynard, Lola enjoyed considerable success until Reynard eventually dominated the field. When International Formula 3000 became a single-make championship in 1996, Lola secured the FIA contract to provide all teams with its T96/50 chassis, renewing this agreement in 1999 with the B99/50 and again in 2002 with the B02/50. However, Lola lost the supply contract when GP2 replaced F3000.

In 2003, Lola took over the Formula Nippon contract following Reynard's prior dominance and supplied the Euroseries 3000 championship with its B02/50 chassis from 2007 through 2009. In 2009, Lola introduced the former A1GP B05/52 chassis into competition.

Lola secured the largest single-seater racing car contract in 2005 for the A1 Grand Prix series, manufacturing 50 identical vehicles powered by Zytek V8 engines and leased to national teams. Development was tightly controlled, with spare cars recalled mid-season for parts supply. The technology level of these A1GP cars was comparable to that of Formula 3000 vehicles.

T950

At the inception of Formula 3000 in 1985, Lola provided the car body utilizing a design based on their IndyCar model T800.

T86/50

Crafted by Ralph Bellamy—formerly associated with March—the T86/50 was delivered to International F3000 teams. Several units were also sold to Japanese squads competing in the All Japan F3000 Championship during the following season.

T87/50

An enhanced version of the T86/50 featuring a carbon monocoque structure. Although Stefano Modena won the International F3000 title driving a March chassis, more teams in Japan adopted Lola vehicles during All Japan F3000’s inaugural season in 1987. Kazuyoshi Hoshino switched to a Lola and clinched that championship.

T88/50

Developed for the 1988 season, Aguri Suzuki captured the All Japan F3000 crown using both Reynard and March cars, while Kazuyoshi Hoshino finished runner-up driving a Lola.

T89/50

In All Japan F3000 competition, Hitoshi Ogawa secured the championship piloting the T89/50 (initially using the previous year’s model early on). Lola’s competitiveness increased gradually although Reynard continued to dominate International F3000 events.

T90/50

This model was notable for introducing an engine cover behind the roll hoop and an air intake duct adjacent to the cockpit—design elements reminiscent of Benetton’s Formula One cars. Kazuyoshi Hoshino won All Japan F3000, while Eric Comas took the International F3000 title behind the wheel of this chassis. Midway through the season, numerous Reynard users transitioned to Lola cars.

T91/50

Despite bearing visual similarities to its predecessor, approximately 80% of this car was redesigned. The adoption of radial tires in International F3000 necessitated suspension modifications. Allan McNish encountered difficulties early on while racing for DAMS in International F3000. In All Japan F3000, initial dependence on the older T90/50 gave way as teams increasingly switched to the T91/50 throughout the season.

T92/50

The T92/50 introduced a revamped underbody and front wing aimed at enhancing aerodynamic efficiency and vehicle stability. It replaced the Benetton-style air intake with a new opening positioned behind the roll bar. Performance in International F3000 was modest, with Jean-Marc Gounon securing victory solely in the final event. In contrast, the All Japan F3000 saw widespread adoption of the T92/50 by over ten teams; Mauro Martini clinched the championship while Toshio Suzuki finished as runner-up.

T93/50

Building upon its predecessor, the T93/50 incorporated a Hewland horizontal sequential gearbox. This gearbox added between 20 kg and 25 kg above the designated weight limit, a factor journalist Manabu Kumano identified as the primary contributor to its increased mass relative to the T92/50. To counterbalance this in All Japan F3000, certain teams employed lightweight under panels and transmission housings or reverted to the T92/50’s gearbox to reduce rear-end weight. The T93/50 was exclusive to the Japanese series, with no entries in International F3000. It achieved pole positions in Rounds 7 and 8; however, fog-related cancellations prevented race wins. Kazuyoshi Hoshino secured the championship driving the more dependable T92/50, supported by extensive data analysis. Following the International F3000 season, Vincenzo Sospiri demonstrated a T93/50 at a European track, setting a new performance standard for Reynard and bolstering Lola’s prospects for international orders.

T94/50

The T94/50 showcased a slimmer chassis and reduced-length side pods designed to improve aerodynamic balance and minimize pitching motions. The previously heavy horizontal gearbox was redesigned with a lighter casing approximately one inch narrower, which improved airflow behind the vehicle. Weighing in at 530 kg, it required an additional 20 kg of ballast to comply with regulations. Teams such as Nordic and Omegaland campaigned Lola chassis in International F3000, with Jordi Gené of Nordic achieving a best finish of fourth place at the Catalan circuit.

T95/50

Significant alterations to bodywork distinguished the T95/50 from its forerunner. This model sustained Lola’s competitive presence in International F3000 since 1992, highlighted by Mark Goosen’s third-place finish in the championship. In All Japan F3000, Nova ran the T95/50, although Toshio Suzuki captured the 1995 title driving the older yet dependable T94/50 chassis.

T96/50

In an effort to reduce expenses within International F3000, Lola chassis combined with Gibson Judd engines established a single-make series that eliminated hardware rivalry. While International F3000 concluded in 2004, Lola designs continued to dominate Euroseries 3000 through 2009, relying on these proven chassis.

Formula 5000

During the late 1960s, Formula A under SCCA evolved into Formula 5000, attracting professional drivers and teams by offering cost-efficient, high-powered open-wheel racing powered by tuned stock-block V8 engines. Lola entered this arena and, after competing against McLaren, Team Surtees, and Chevron, came to dominate Formula 5000 throughout the 1970s across Europe, North America, and Australasia. When Can-Am was revived using Formula 5000 cars as its foundation, Lola smoothly transitioned into sports car competition, capturing five consecutive Can-Am titles.

USAC / CART / Champ Car

Since the 1960s, Lola has been crafting chassis for the Indianapolis 500, achieving significant victories with modified Lola vehicles driven by Graham Hill in 1966 and Al Unser in 1978. The company's full-scale involvement in the American open-wheel racing scene began during the mid-1980s.

Following the demise of the CanAm series in 1986, Lola concentrated on CART and the Indianapolis 500, initially entering in 1983 with Mario Andretti competing for Newman/Haas Racing. Lola swiftly established dominance, reducing competitors such as March to a single CART team by 1990 and eliminating them entirely by 1991. Another Indy 500 triumph came with Arie Luyendyk behind the wheel in 1990.

The competitive dynamic between Lola and Reynard extended into both US and European F3000 championships. Reynard made its CART debut in 1994 and nearly overtook Lola by 1998, as most teams opted for Reynard chassis, with only a handful choosing Swift or Eagle designs. Penske Racing transitioned from its proprietary chassis to Lola in 1999, then switched to Reynard between 2000 and 2001. In 2002, Newman/Haas and Chip Ganassi Racing adopted Lola chassis, resulting in a balanced split between Lola and Reynard across the grid.

Reynard’s financial collapse and the migration of leading teams to the Indy Racing League IndyCar Series by 2003 caused Reynard development to cease, leaving Lola as the exclusive supplier of new Champ Car chassis. From 2002 until the series adopted a spec Panoz DP01 chassis in 2007, Lola's B02/00 model was the standard.

Additionally, Lola provided the official spec chassis for the CART Indy Lights developmental series from 1993 through 2001, replacing the previously utilized modified March 85B Formula 3000 car.

Formula E

In March 2024, Lola revealed its comeback to single-seater racing by partnering with Yamaha as a powertrain supplier for the upcoming 2024–25 Formula E World Championship. One month later, they secured their first customer, Abt, launching the Lola Yamaha Abt Formula E Team with drivers Lucas di Grassi and Zane Maloney.

By November 2024, Lola assumed control of Abt’s Formula E entrant license while Abt maintained operational duties. The team celebrated its inaugural podium finish at the 2025 Miami ePrix, with di Grassi securing second place within just five races of formation. Additional points were collected at events in Shanghai, Tokyo, and London.

During the Berlin ePrix, Lola Yamaha Abt showcased a unique Superman livery as part of a collaboration with DC, boosting brand exposure during their debut season in Formula E.

Other motorsport activities

Lola manufactured chassis for various lower-tier racing categories such as Formula Atlantic, often adapting designs from F2 and F3 models. Their vehicles also competed in classes like Formula Ford, Sports 2000, and Formula Super Vee, frequently crafted by emerging talents including future industry leaders like Patrick Head of Williams. Although these smaller formula cars generated modest revenue and were typically produced during slower summer periods, they played an important role in keeping personnel active, developing engineering expertise, and establishing early relationships with drivers.

Formula 3

In 2003, Lola joined forces with Japan's Dome to create a Formula 3 chassis aimed at competing with the dominant manufacturer Dallara. This collaboration concluded in 2005, after which Lola independently manufactured a chassis that achieved victory in its British series debut. Nevertheless, Dallara continued to hold a near-exclusive position in the market.

World Rally

The Lancer WRC04 was equipped with a 4G63 engine combined with a 5-speed semi-automatic gearbox and an all-wheel-drive system developed collaboratively by Ricardo Consulting Engineers and Mitsubishi Motors Motorsports. Lola Cars carried out comprehensive aerodynamic evaluations within their wind tunnel, resulting in substantial modifications to the vehicle’s bodywork.

Naming scheme

Originally, Lola designated its sports and formula cars using a sequential Mark (Mk) numbering from Mk1 through Mk6. This method was replaced in 1964 by a Type system identified by the letter T, where the initial digits represented the car category and the final digit indicated the version. In 1986, this was updated: the T prefix remained, followed by two digits signifying the design year and another two for car type, with an additional digit denoting variants. In 1998, the prefix was changed from T to B as a tribute to owner Martin Birrane; otherwise, the numbering structure stayed consistent.

Since 1986, the last two digits correspond to specific car types:

  • /00 – CART and Champ Car
  • /10 – Group C, IMSA GTP, Le Mans Prototype SR1, LMP900, LMP1
  • /20 – Indy Lights
  • /30 – Formula One (later replaced by Formula Three)
  • /40 – Le Mans Prototype SR2, LMP2
  • /50 – Formula 3000, Formula Nippon
  • /60 – LMP675 class, subsequently LMP1 Coupes
  • /70 – Mexican Formula 3000, touring cars, currently Daytona Prototypes
  • /80 – LMP2 Coupes
  • /90 – Sports 2000

For instance, T92/10 refers to a 1992 Group C model; B02/00 indicates a 2002 Champ Car chassis.

Lola’s former A1 Grand Prix vehicles carry the simple designation Lola A1GP, while their successors in Euroseries 3000 and AutoGP are labeled B0552.

Racecars

>- Lola T88/00 - IndyCar >- Lola T88/50 - Formula 3000 >- >- rowspan="4" |1989 >- Lola LC89 - Formula One >- Lola T89/00 - IndyCar >- Lola T89/50 - Formula 3000 >- Lola T89/90 - Sports 2000 >- >- rowspan="4" |1990 >- Lola LC90 - Formula One >- Lola T90/00 - IndyCar >- Lola T90/50 - Formula 3000 >- Lola T90/90 - Sports 2000 >- >- rowspan="4" |1991 >- Lola LC91 - Formula One >- Lola T91/00 - IndyCar >- Lola T91/50 - Formula 3000 >- Lola Horag HSB - Sports 2000 / Interserie Division II >- >- rowspan="3" |1992 >- Lola T92/00- IndyCar >- LolaT92/10- Group C >- Lolat92/50-Formula3000 >- >- rowspan="4" |1993 >- Lolat93/00-IndyCar >- Lolat93/20-Indy Lights >- Lolat93/30-Formula One >- Lolat93/50-Formula3000 >- >- rowspan="3" |1994 >- Lolat94/00-IndyCar >- Lolat94/20-Indy Lights >- F3000 cars: Lolat94/50 >- >- rowspan="4" |1995 >--Lolaat95/00-IndyCar >--Lolaat95/20-Indy Lights >--Lolaat95/30-F1(Unraced) >--Lolaat95/50-F3000 > >--rowspan=4 |1996 >--Lolaat96/00-IndyCar >--Lolaat96/20-Indy Lights >--Lolaat96/50-F3000 >--Lolaat96/70-F3000 > >--rowspan=3 |1997 >--Lolaat97/00-IndyCar >--Lolaat97/20-Indy Lights >--Lolaat97/30-F1 > >--1998 >--Lolaat98/00-IndyCar > >--rowspan=3 |1999 >--B98/10-WSC/LMP >--B99/00-IndyCar >--B99/50-F3000 > >--rowspan=3 |2000 >--B2K/00-IndyCar >--B2K/10-LMP900/SR1 >--B2K/40-LMP > >--rowspan=2 |2001 >--B01/00-IndyCar >--MG-Lola EX257-LMP675 > >--rowspan=2 |2002 >--B02/00-IndyCar >--B02/50-F3000 > >--2003 >--B03/51—Formula Nippon > >--rowspan=2 |2005 >--Lola A1GP-A1 Grand Prix >--B05/40—Le Mans Prototype LMP2 > >--rowspan=2 |2006 >--B06/10—Le Mans Prototype LMP1 >--B06/51—Formula Nippon > >--rowspan=3 |2008 >--B08/60—Le Mans Prototype LMP1 >--Proto-Auto B08/70—Daytona Prototype >--B08/80—Le Mans Prototype LMP1 & LMP2 >|- >|-rowspan=3 |2009 >|-Lola-Aston Martin B09/60—Le Mans Prototype LMP1 >|-B05/52—Auto GP >|-B09/60—Le Mans Prototype LMP1 >|- >|-rowspan=2 |2010 >|-B10/30—Formula One(Unraced) >|-B10/60—Le Mans Prototype LMP1 >|- >|-2011 >|-B11/40—Le Mans Prototype LMP2 >|- >|-2012 >|-B12/60—Le Mans Prototype LMP1
Summary of Lola racecar models
Year Model Category
1958 Lola Mk1 Sports Racing Car
1962 Lola Mk4 Formula One
1963 Lola Mk6 Experimental Grand Touring (Sports prototype)
1964 Lola T54 Formula Two
1965 Lola T60 Formula Two
Lola T70 Group 7
Lola T80 IndyCar
1966 Lola T61 Formula Two
Lola T90 IndyCar
1967 Lola T100 Formula One / Formula Two
Lola T110 Group 6 / Group 7
Lola T120 Group 7
1968 Lola T102 Formula One / Formula Two
Lola T140 Formula 5000
Lola T150 IndyCar
Lola T160 Group 7
1969 BMW 269 Formula One / Formula Two
Lola T190 Formula 5000
1970 Lola T210 Group 6
1971 Lola T220 Group 7
Lola T260 Group 7
Lola T300 Formula 5000


Complete Formula One World Championship outcomes

(key)

Year Entrant(s) Chassis Engine(s) Drivers 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Points WCC
Template:F1 NED MON BEL FRA GBR GER ITA USA RSA 19 4th
Bowmaker-Yeoman Racing Team Mk4 Climax FWMV
V8 		Template:Country data UKTemplate:Namespace detect showall John Surtees Retired 4th place Finished 5th Fifth position Runner-up Second place Retired Retired Retired
Template:Country data UKTemplate:Namespace detect showall Roy Salvadori Retired Retired Retired Retired Retired Retired Did not start Retired

... [Table continues with similar format for other seasons and teams] ... 

- The constructor results from the 1990 season were attributed to "Larrousse" rather than "Lola" according to the 1991 FIA Yearbook of Automobile Sport.

Formula E results

Season Chassis Model Power Unit Tyre Supplier Car No. Driver Name(s) 1st Race 2nd Race 3rd Race 4th Race 5th Race 6th Race 7th Race 8th Race 9th Race 10th Race 11th Race 12th Race 13th Race 14th Race 15th Race 16th Race Total Points T.C.

|- ! colspan="24" | Lola Yamaha Abt Formula E Team |- ! rowspan=3 |2024–25 Formula E World Championship season ! rowspan=3 |Formula E Gen3 Evo ! rowspan=3 | Lola-Yamaha T001 ! rowspan=3 |Template:Hankook | | |SAP |MEX | colspan=2 |JED |MIA | colspan=2 |MCO | colspan=2 |TOK | colspan=2 |SHA |JAK | colspan=2 |BER | colspan=2 |LDN ! rowspan=3 |32 ! rowspan=3 |11th place |- !11 |"align=left"|Template:Country data BRATemplate:Namespace detect showall Lucas di Grassi |" style="background:#efcfff;" |Retired |" style="background:#cfcfff;" |20th position |" style="background:#000000; color:white" |Disqualified |" style="background:#cfcfff;" |16th place |" style="background:#dfdfdf;" |2nd place |" style="background:#cfcfff;" |13th position |" style="background:#efcfff;" |Retired |" style="background:#cfcfff;" |17th position |" style="background:#dfffdf;" |5th place |" style="background:#cfcfff;" |18th position |" style="background:#dfffdf;" |9th position |" style="background:#cfcfff;" |13th place |" style="background:#cfcfff;" |18th position |" style="background:#cfcfff;" |12th position |" style="background:#cfcfff;" |17th position |" style="background:#dfffdf;" |9th place |- !22 |"align=left"|Template:Country data BARTemplate:Namespace detect showall Zane Maloney |" style="background:#cfcfff;" |12th position |" style="background:#cfcfff;" |15th position |" style="background:#cfcfff;" |16th position |" style="background:#cfcfff;" |18th position |" style="background:#cfcfff;" |19th position |" style="background:#cfcfff;" |21st position |" style="background:#cfcfff;" |14th position |" style="background:#cfcfff;" |16th position |" style="background:#cfcfff;" |14th position |" style= "background:#cfcfff; " |19th position |" style= "background:#cfcfff; " |11th position |" style= "background:#cfcfff; " |18th position |" style= "background:#cfcfff; " |16th position |" style= "background:#efcfff; "  Retired |" style= "background:#efcfff; "  Retired |" style= "background:#cfcfff; "  16th position |}


See also

External links

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