The initial optimism and favourable reception by management and driver alike shortly evaporated, as the 101 proved to be a disaster. The use of the Judd engine did permit Dernie and Coughlan to design a smaller and lighter car than before indeed the narrowness of the cockpit required Momo to build a special steering wheel to allow the drivers to fit their hands between the wheel and bodywork of the car.

Judd were therefore enlisted to supply their CV 32 valve V8 engine, but as Lotus were only a 'customer' (Judd's principal contracts were the supply of their latest EV V8 engines to the Brabham and March teams) solutions were sought to make up the power deficiency by appointing Tickford to research and develop a version of the Judd engine with a five-valve-per-cylinder head. Lotus, along with other competitors, now had to incorporate 3,500 cc normally aspirated engines into their cars. The 101 was to be a rushed design built within weeks and to a series of constraints.ĭucarouge's departure coincided with end of the 1,500 cc turbocharged era. Despite his appointment the majority of the work for the 101 had been conducted by chief designer Mike Coughlan. Gérard Ducarouge's departure during 1988 had necessitated the former Williams aerodynamicist Frank Dernie to be appointed as Technical Director in November 1988. It was powered by a Judd V8 engine and driven by triple World Champion Nelson Piquet and Satoru Nakajima, in their second and third seasons with the team respectively.

The Lotus 101 was the car with which the Lotus team competed in the 1989 Formula One World Championship.

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