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France’s Car Taxes Have Become Extreme: A €40,000 Car Could Cost €100,000 to Register

France has dramatically tightened its vehicle taxation system, and the changes are hitting buyers of heavy, powerful and high-emission cars particularly hard. Under the revised rules, a new car can face both a steep CO2 tax and an additional weight-based charge, turning what looks like a €40,000 purchase into a six-figure financial commitment.

The result is one of the most unusual distortions in Europe’s new-car market: buyers who want performance, large SUVs or simply heavier vehicles can face taxes that rival or even exceed the price of the car itself.

And there is another uncomfortable twist. If the vehicle is subsequently stolen, those registration taxes generally do not become part of the car’s insured value.

France’s Car Tax System Gets Much Tougher

France has taxed new vehicles according to their CO2 emissions since 2008. However, the system has become considerably more aggressive, with the latest changes combining two separate charges.

The first is the CO2-based malus, which increases according to a vehicle’s certified emissions. The second is a weight-based tax, commonly referred to as the mass malus.

For buyers of large gasoline and diesel vehicles, the two charges can combine into an enormous registration bill.

The CO2 tax now begins at just 108 g/km, while vehicles with very high emissions can face penalties reaching tens of thousands of euros. At around 192 g/km, the CO2 component alone can reach approximately €80,000.

The weight tax adds another layer. It applies to vehicles above a specified mass threshold, with the penalty increasing for every additional kilogram.

In other words, France is effectively taxing two characteristics that are closely associated with modern performance cars, large SUVs and many plug-in hybrid vehicles: how much CO2 they emit and how much they weigh.

A Ford Mustang GT Can Become a Financial Nightmare

The scale of the system becomes easier to understand with a performance car such as the Ford Mustang GT.

The Mustang GT is one of the classic examples of a car that becomes dramatically more expensive in markets with aggressive emissions taxation. In France, a vehicle costing roughly €60,000 can face a maximum CO2 penalty of around €80,000, with the weight-based charge potentially adding even more.

That means the government’s tax bill can approach or even exceed the price of the vehicle itself.

A buyer could therefore be looking at a total financial commitment approaching six figures for a car whose underlying purchase price is nowhere near that amount.

The situation illustrates a broader problem with punitive vehicle taxation: the tax is no longer simply a surcharge added to the purchase price. For some vehicles, it becomes the dominant component of the transaction.

The Weight Tax Creates a Second Problem

The CO2 malus is relatively straightforward: vehicles that emit more CO2 pay more.

The weight tax is more controversial because vehicle mass does not necessarily correspond directly to real-world emissions.

Modern cars have become heavier for numerous reasons, including larger batteries, additional safety equipment, more sophisticated chassis systems, sound insulation and increasingly generous dimensions.

That means a vehicle can be relatively clean from an emissions standpoint but still face a substantial financial penalty because it is heavy.

This is particularly relevant for plug-in hybrids.

Plug-In Hybrids Are Not Automatically Safe

The Peugeot 5008 Plug-in Hybrid is a good example.

Because its certified CO2 emissions are sufficiently low, the 5008 PHEV can avoid the CO2 malus under the relevant threshold. But that does not mean the buyer escapes taxation.

With a mass of approximately 2,123 kg, the vehicle can incur roughly €6,100 in weight-based taxation.

The example highlights an important weakness in a system designed around environmental objectives.

A plug-in hybrid may produce very low official CO2 figures under testing conditions, yet its large battery, electric motor and associated hardware can make it substantially heavier than a conventional vehicle.

The tax system therefore shifts some of the environmental penalty from emissions to mass.

Renault 5 E-Tech Shows the Other Side of the Equation

At the opposite end of the spectrum is the electric Renault 5 E-Tech.

With a mass of around 1,450 kg, the small electric hatchback falls below the relevant weight threshold. Because it produces no tailpipe CO2, it also avoids the emissions-based tax.

The result is a dramatic difference in taxation compared with a large gasoline-powered performance car.

This is clearly the behavior policymakers want to encourage: smaller, lighter and zero-emission vehicles receive favorable treatment, while heavy and high-emission vehicles become increasingly expensive.

But the consequences extend beyond the immediate tax bill.

What Happens If the Car Is Stolen?

One of the most controversial aspects of the system concerns insurance.

Imagine buying a car for €35,000 and paying another €55,000 in taxes and penalties when it is registered.

The vehicle has effectively cost you €90,000.

If it is later stolen, however, the insurance payout is generally based on the insured value of the vehicle rather than treating government taxes as an additional recoverable asset.

That creates a painful scenario.

The owner could have spent €90,000 in total but potentially receive compensation corresponding to only the €35,000 value of the vehicle itself, depending on the policy and its valuation terms.

In practical terms, the registration tax becomes a sunk cost.

This is especially significant for expensive performance cars because their taxation can represent a huge proportion of the owner’s total investment.

France’s New Car Taxes Could Boost the Used-Car Market

Perhaps the most interesting consequence is what these taxes could do to the French used-car market.

The taxation system primarily targets the purchase and registration of new vehicles. Older vehicles can therefore become comparatively attractive, particularly for buyers looking for large engines, high performance or substantial dimensions.

Why pay an enormous penalty for a new performance car when an older example can provide much of the same experience without the same level of taxation?

That economic calculation could increasingly push consumers toward used vehicles.

The irony is that this can undermine one of the fundamental objectives of environmental vehicle policy.

The “Havana Effect” Comes to Europe

The phenomenon has sometimes been compared with the “Havana effect”, referring to places such as Cuba where people continue operating decades-old vehicles because replacing them with newer cars is difficult or prohibitively expensive.

France obviously isn’t experiencing anything remotely comparable on the same scale, but the basic economic mechanism is similar.

If new vehicles become excessively expensive while existing vehicles remain comparatively affordable, owners have a stronger incentive to keep their current cars for longer.

That can create a market in which well-maintained older vehicles become increasingly valuable.

For enthusiasts, this could be particularly significant.

Cars equipped with larger engines, manual transmissions or increasingly rare powertrains could become desirable precisely because new alternatives are becoming financially inaccessible.

Could Environmental Taxes Actually Make the Car Fleet Older?

This is where the French system creates an intriguing paradox.

The objective of emissions taxation is straightforward: encourage consumers to purchase vehicles that produce less CO2.

But taxation can only achieve that objective if consumers can realistically afford the alternatives.

If the price difference becomes too large, some buyers may simply postpone replacing their existing vehicle.

Instead of replacing a 10-year-old car with a new, more efficient model, an owner may decide to keep the older vehicle for another five years.

That can produce an unintended consequence: the average vehicle fleet becomes older rather than newer.

France’s average vehicle age has already moved beyond 11 years, illustrating the broader challenge facing European governments as they attempt to accelerate the transition toward cleaner transportation.

The Problem With Taxing Weight

The weight-based component also raises a wider question about how governments should measure a vehicle’s environmental impact.

Weight matters. Heavier vehicles generally require more energy to move, and producing large vehicles also requires additional raw materials.

But mass alone does not tell the complete environmental story.

A heavy electric vehicle and a heavy gasoline SUV can have dramatically different operational emissions.

Likewise, a lightweight older gasoline car can produce substantially more CO2 over its lifetime than a newer but heavier electrified vehicle.

A tax system based heavily on vehicle characteristics therefore risks creating unintended market distortions.

Performance Cars Are Becoming a Luxury Few Can Afford

For enthusiasts, the consequences are even more obvious.

Large-displacement engines and high-performance cars are already facing increasing pressure from emissions regulations across Europe. France’s tax system takes that trend several steps further by making the initial purchase potentially extraordinarily expensive.

A car that might otherwise be considered an attainable performance vehicle can suddenly become a luxury product.

The result could be a shrinking market for new sports cars and high-performance sedans and SUVs, while older examples become more desirable.

That could also affect manufacturers.

If customers abandon expensive new performance cars for used alternatives, automakers have less incentive to offer combustion-powered enthusiast models in the French market.

A Tax System With an Unexpected Side Effect

France’s approach demonstrates the difficulty of designing environmental taxation.

On paper, the logic is compelling: make high-emission and heavy vehicles more expensive, and consumers will choose smaller, cleaner alternatives.

In practice, consumers respond not only by changing what they buy but also by changing whether they buy at all.

A customer faced with a €60,000 car and an enormous registration penalty may not necessarily choose a €30,000 electric car. They may simply keep their existing vehicle.

That distinction is crucial.

Environmental policy can change purchasing behavior, but excessive taxation can also delay vehicle replacement, strengthen the used-car market and preserve older vehicles on the road.

The Bigger Question for Europe

France’s experience could serve as a warning for other European countries considering increasingly aggressive vehicle taxation.

The transition toward lower-emission transportation is already transforming the automotive industry. Electric vehicles are becoming more common, combustion engines are being regulated more heavily and manufacturers are investing billions in electrification.

But the affordability question remains.

If governments make new vehicles dramatically more expensive through taxation, consumers with limited budgets may not have the ability to switch to the newest and cleanest technology.

Instead, they may hold onto the vehicle they already own.

That could create a peculiar automotive future in which new cars become cleaner, but the cars people actually drive become older.

Source: Bloomberg

News

Bentley Celebrates 80 Years of Crewe Production With Heritage-Inspired Continental GT Azure

Bentley is celebrating 80 years of automobile production at its legendary Crewe factory with a special tribute that brings together the past and present. At the British Motor Museum on August 29, members of the RREC—the International Club for Rolls-Royce and Bentley enthusiasts—will mark the milestone with a display of significant Bentley models spanning eight decades, from the 1946 Mark VI to the latest Continental GT.

At the center of the celebration will be two cars separated by 80 years but connected by the same philosophy: a heritage-collection Bentley Mark VI and a one-off Continental GT Azure created by Mulliner specifically to honor its historic predecessor.

The pairing offers a striking illustration of how Bentley’s interpretation of luxury has evolved since production began at Crewe in 1946.

Bentley Marks 80 Years of Production at Crewe

The story of modern Bentley production at Crewe began in the aftermath of World War II. The Pyms Lane factory was originally constructed in 1938 to manufacture Rolls-Royce Merlin aero engines, but in 1946 it took on a new role as a car manufacturing facility.

The first Bentley to emerge from the Crewe production line was the Mark VI.

That makes the 1946 Bentley Mark VI more than simply another model in the company’s history. It represents the beginning of an era that continues today, with every modern Bentley produced at the historic Crewe site.

For the 80th anniversary celebration, Bentley and Mulliner have chosen one particular Mark VI as the inspiration for a contemporary Continental GT Azure. The result is a modern grand tourer that deliberately avoids chasing contemporary styling trends and instead looks back to one of the most elegant Bentleys in the company’s Heritage Collection.

A Modern Bentley Inspired by a 1950 Mark VI

The inspiration for the anniversary Continental GT Azure is a two-tone green-and-black Bentley Mark VI with coachwork by H.J. Mulliner.

The historic Bentley is one of just 241 coachbuilt four-door, six-light saloons produced by H.J. Mulliner, which at the time operated as an independent coachbuilder.

Delivered in January 1950 to its first owner, William Lount of Alabastine Co Ltd., the Mark VI eventually became part of Bentley’s Heritage Collection in 2021.

Its distinctive combination of green bodywork and black roof became the foundation for Mulliner’s design of the anniversary Continental GT Azure.

Rather than reproducing the historic car literally, Mulliner has translated its visual character into the language of a modern Bentley.

The Continental GT Azure is finished in solid Barnato Green, complemented by a Mulliner Black contrasting roof. The combination immediately recalls the 1950 Mark VI while giving the contemporary Continental GT a distinctly traditional appearance.

Azure exterior brightware provides additional contrast, while the carbon-fibre Styling Specification adds a modern performance-oriented element.

Black-painted and bright-machined 22-inch ten-spoke wheels complete the exterior treatment. Black brake calipers and self-levelling Bentley “B” wheel badges provide the finishing touches.

The result is a Continental GT that looks contemporary at first glance but reveals its historical connection through carefully chosen details.

Bentley’s Heritage Meets Modern Luxury

If the exterior pays tribute to Bentley’s past, the interior demonstrates just how dramatically luxury-car technology has evolved over the past eight decades.

The 1946 Mark VI represented the height of British automotive luxury for its time. Its cabin featured Connolly leather, walnut veneer and wool-pile carpeting, while practical equipment such as an improved heater and demister reinforced its credentials as a long-distance grand tourer.

The modern Continental GT Azure takes those same ideas and pushes them into an entirely different technological era.

Its cabin is upholstered in rich Cricket Ball main hide combined with Beluga secondary hide. The deep red-and-black combination creates an atmosphere that deliberately recalls the classic Bentley interiors of the post-war era.

But the details are unmistakably modern.

Contrast stitching and piping, embroidered Azure emblems, diamond quilting and perforated leather demonstrate the level of craftsmanship now possible through Bentley Mulliner’s bespoke division.

These details aren’t simply decorative. They illustrate how Bentley has transformed traditional craftsmanship into a modern luxury proposition where almost every element of a vehicle can be individually specified.

Dark Walnut Veneer Connects Two Generations

One of the most effective links between the Mark VI and Continental GT Azure is found across the dashboard.

The historic Bentley’s burr walnut interior inspired the modern car’s dark stained burr walnut veneer, positioned over Grand Black piano veneer.

A chrome pinstripe separates the two materials and extends across the dashboard fascia and into the door waistrails, creating a continuous visual element throughout the cabin.

The Continental GT’s Rotating Display adds another clever connection between old and new.

At the press of a button, the driver can rotate the central dashboard section to reveal one of three configurations: a high-definition touchscreen, traditional analogue instruments or a plain veneer surface.

The analogue dials and veneer options are particularly appropriate for an anniversary car whose entire purpose is to celebrate Bentley’s history.

Bentley’s Definition of Luxury Has Changed—But Not Its Philosophy

The contrast between the two Bentleys is particularly interesting because it highlights how much the definition of luxury has changed since 1946.

The Mark VI delivered its occupants leather, wood, carpeting, improved heating and the ability to cover huge distances in comfort. The Continental GT Azure adds technologies that would have been unimaginable when the first Mark VI left Crewe.

The anniversary car features Bentley’s Front Seat Comfort and Wellness specifications, an air ioniser and a Naim for Bentley premium audio system.

In other words, the modern Bentley doesn’t abandon the principles of its predecessor. It expands them.

Comfort has become wellness technology. A high-quality radio has evolved into a concert-standard audio system. Hand-finished wood remains important, but it now shares the cabin with sophisticated digital interfaces.

That continuity is arguably the most important part of Bentley’s 80-year Crewe story.

Mulliner Shows What Bentley Bespoke Can Do

Bentley’s customers today have access to an enormous range of personalization possibilities, with almost 100 exterior paint finishes available across solid, metallic, satin, ombré and Spectraflair options.

Yet for this particular Continental GT Azure, Mulliner’s designers deliberately resisted the temptation to showcase contemporary trends.

Instead, they went back to the Heritage Collection.

The approach is significant because it demonstrates how Bentley can use its historical archive as a source of inspiration without creating a car that feels like a retro design exercise.

The Continental GT Azure remains unmistakably modern. Its proportions, technology, materials and performance are products of the 21st century. But its color scheme, wood treatment and interior palette establish a direct visual conversation with a Bentley built in 1950.

The Mark VI That Started the Crewe Era

The original Bentley Mark VI was powered by a 4,257cc six-cylinder B60 engine.

Despite its understated appearance, the Mark VI was designed to provide both performance and reliability. Some examples were capable of covering more than 100,000 miles, or approximately 161,000 kilometers, without requiring a major engine overhaul.

That level of durability helped establish the Mark VI as a capable grand touring automobile at a time when Britain was still living through post-war austerity.

The Mark VI’s restrained appearance also suited the era. Bentley offered an understated form of luxury rather than the flamboyance associated with some of its competitors.

Production continued until 1951, with 4,001 examples built. Of those, 3,171 received Bentley’s standard steel body.

The remaining cars were supplied as rolling chassis and could be fitted with bespoke bodies from independent coachbuilders.

That coachbuilt tradition is particularly relevant to the anniversary Continental GT because the specific Mark VI that inspired it was one of those bespoke-bodied cars.

A Meeting of Two Bentleys Eight Decades Apart

The decision to display the historic Mark VI and the new Continental GT Azure together is more than a convenient anniversary photo opportunity.

It creates a visual timeline of Bentley’s evolution.

The Mark VI represents an era when luxury cars were defined by coachbuilt bodies, hand-finished wood, leather interiors and mechanical engineering designed for durability.

The Continental GT represents a world of digital displays, advanced chassis technology, sophisticated comfort systems and virtually unlimited personalization.

Yet both cars were created around the same fundamental concept: a Bentley should make long-distance travel effortless while combining performance with exceptional comfort and craftsmanship.

That philosophy has survived even as the technology surrounding it has changed almost beyond recognition.

Anniversary Details Complete the Continental GT Azure

Mulliner has also incorporated a discreet but meaningful anniversary detail into the car.

The treadplates feature graphic outlines of both the Mark VI and Continental GT, accompanied by the inscription:

“Celebrating the 80th Anniversary of production in Crewe, 1946-2026.”

It is an appropriately understated detail for a car inspired by a brand whose most enduring designs have rarely relied on excessive decoration.

Instead, the anniversary Continental GT Azure communicates its significance through craftsmanship, color, materials and historical references.

Bentley’s Past, Present and Future in One Display

The RREC event at the British Motor Museum provides an appropriate setting for Bentley’s 80th anniversary of Crewe production.

Cars brought by club members from around the world will represent Bentley’s long manufacturing history, creating a collection that stretches from the post-war Mark VI through to the newest Continental GT.

Among them, the two green-and-black Bentleys should command particular attention.

One was created at the beginning of Bentley’s Crewe era, when the Mark VI introduced a new generation of British luxury motoring. The other is a modern Continental GT Azure, created by Mulliner to celebrate the legacy of that original car.

Eight decades separate them, but the connection is unmistakable.

The 1950 Mark VI demonstrates what Bentley luxury meant in the post-war era. The new Continental GT Azure demonstrates what the same philosophy looks like in 2026.

Together, they tell a much larger story about Bentley: a company that has changed dramatically in eight decades, yet continues to place effortless performance, exceptional comfort and meticulous British craftsmanship at the heart of its automobiles.

For Bentley, the 80th anniversary of production at Crewe is therefore more than a celebration of longevity. It is a reminder that the most valuable part of the company’s heritage isn’t a particular engine, body style or design detail.

It is the ability to evolve without losing its identity.

Source: Bentley

News

2028 Lotus Esprit V8 Hybrid: 1,000bhp Supercar to Bring Back the V6 and V8 Era

Lotus is preparing a dramatic return to the world of combustion-powered supercars, with the upcoming Lotus Esprit expected to combine a high-performance V8 engine with hybrid technology, more than 1,000bhp and a target weight of just 1.5 tonnes. A new V6-powered version is also planned, giving the revived Esprit range a lighter and potentially more accessible alternative to the flagship V8.

Codenamed Type 135, the new Lotus supercar is scheduled to launch in 2028 and will sit between the Emira and the all-electric Evija in Lotus’s performance-car lineup. More importantly, it represents a major change in direction for the British sports-car manufacturer, which had previously planned to transition its entire range to electric power by 2028.

Instead, Lotus is embracing a mixed powertrain strategy that combines internal-combustion engines, hybrid technology and fully electric propulsion.

Lotus Esprit V8 Hybrid Targets 1,000bhp

The headline figure for the new Lotus Esprit is expected to be a peak output of more than 1,000bhp. Power will come from a turbocharged V8 engine paired with an electric motor and an 800-volt electrical architecture.

Despite the complexity of the hybrid system, Lotus CEO Feng Qingfeng has confirmed that the company is targeting a vehicle weight of approximately 1.5 tonnes for the V8 model.

That is an ambitious goal for a supercar using a V8 engine, hybrid hardware, high-voltage electrical components and an eight-speed dual-clutch transmission.

“Achieving that target with an 800V architecture, a hybrid system, a V8 engine and electric motor in [the car] just is not easy,” Feng said during Lotus’s second-quarter earnings call.

For Lotus, however, reducing weight is more than a technical exercise. It is central to the company’s identity.

The new Esprit is therefore being engineered around the principle that electrification should enhance performance without sacrificing the lightweight, driver-focused character traditionally associated with Lotus.

Formula 1 Technology Could Make the Hybrid System Much Lighter

One of the biggest challenges facing Lotus engineers is the weight of the electric motor.

According to Feng, a conventional 150kW electric motor typically weighs between 75kg and 95kg. Lotus claims it has applied technology derived from Formula 1 development to reduce that figure dramatically.

The company’s target is an electric motor weighing just 20kg.

If achieved, that would represent a substantial reduction in hybrid-system mass and could help Lotus maintain the agility expected from a car carrying a V8 engine and electrification hardware.

The combination of low weight and more than 1,000bhp could also give the new Esprit an exceptional power-to-weight ratio.

That figure may ultimately prove more important to Lotus than outright horsepower, particularly because the company is attempting to differentiate the car from heavier, increasingly electrified supercars.

New Lotus Esprit Will Also Get a V6 Hybrid

The V8 will not be the only engine available for the new generation of Lotus supercars.

Lotus has confirmed that a V6 hybrid powertrain will also be offered, providing a lighter and potentially less expensive version of the car.

The V6 has previously been announced for the next-generation model replacing the Lotus Emira, but its application in the flagship Type 135 marks an important expansion of the combustion-engine strategy.

Both the V6 and V8 engines are being developed by Horse, the powertrain company jointly owned by Geely and Renault.

For buyers who want the Lotus driving experience without the full weight and cost associated with the V8 hybrid system, the V6 could become the more interesting version.

It could also allow Lotus to position the Esprit more effectively against a wider selection of Ferrari, Lamborghini, Aston Martin and McLaren models.

Why Lotus Chose a Hybrid Instead of a Plug-In Hybrid

Perhaps one of the most interesting decisions behind the new Lotus Esprit is the choice of a conventional hybrid system rather than a plug-in hybrid.

Many modern supercars have moved toward plug-in hybrid technology to deliver enormous combined power and meaningful electric-only driving capability. Cars such as the Ferrari 296 GTB, Lamborghini Temerario and Aston Martin Valhalla demonstrate how quickly electrification has become integrated into the supercar segment.

Lotus is taking a different approach.

By avoiding a large plug-in battery, Lotus can reduce battery mass and eliminate some of the additional hardware required for external charging.

The result should be a more compact and lightweight hybrid system.

That fits perfectly with Lotus’s traditional engineering philosophy: use technology where it improves the driving experience, but avoid carrying unnecessary weight.

For a company whose famous philosophy has long revolved around reducing mass rather than simply adding power, the decision makes considerable sense.

Lotus Esprit Design Inspired by the Theory 1

The new Lotus supercar will draw heavily from the Lotus Theory 1 concept unveiled in 2024.

The Theory 1 was designed as an electric supercar concept focused on lightweight construction and driver engagement rather than simply pursuing hypercar-level performance.

Its influence is already visible in Lotus’s preview imagery of the production car.

The rear-end design appears closely related to the Theory 1, although the production version adds a particularly important visual feature: two large exhaust outlets.

That detail provides an unmistakable indication that the upcoming car will have an internal-combustion engine at its heart.

Lotus design chief Ben Payne has confirmed that the Theory 1 received an extremely positive response, making it a logical source of inspiration for the production model.

The Theory 1 measured 4,490mm in length and used a carbonfibre tub to reduce weight.

Lotus previously claimed that approximately 85% of the technology showcased by the concept was ready for production, raising expectations that some of its most radical ideas could appear in the Type 135.

Could the New Lotus Esprit Have Three Seats?

Another potentially controversial feature could be the adoption of a central driving position.

The Theory 1 used a McLaren F1-style three-seat configuration, with the driver positioned centrally and two passenger seats located behind and to either side.

Lotus CEO Feng Qingfeng has suggested that the arrangement could be offered on the production car.

There is also a practical reason for considering the configuration.

A centrally positioned driver would eliminate the need to engineer separate left-hand-drive and right-hand-drive driver positions, potentially simplifying production for a global market.

Whether Lotus ultimately adopts the three-seat layout remains to be seen, but it would certainly give the new Esprit a distinctive identity in an increasingly crowded supercar market.

Eight-Speed Dual-Clutch Gearbox for the Lotus Supercar

Power will be transmitted through an eight-speed dual-clutch transmission designed specifically to cope with the enormous torque generated by the hybrid V8.

Lotus says the gearbox will be engineered to handle high torque while keeping weight as low as possible.

This focus on transmission mass is another indication that Lotus is approaching the Type 135 differently from manufacturers that have accepted significant weight increases in pursuit of electrification.

The combination of a high-output V8, electric assistance and a lightweight dual-clutch transmission could produce extremely rapid acceleration while retaining the mechanical character Lotus believes its customers value.

Lotus Is Reconsidering the Future of the Internal-Combustion Engine

The Esprit is more than a new model for Lotus. It is a symbol of the company’s strategic reversal.

Geely originally intended Lotus to become an electric-only manufacturer by 2028. However, that strategy was abandoned in 2024 as the transition to EVs proved more difficult than expected, particularly in the luxury and performance segments.

According to Feng, customers in the luxury market continue to value the emotional character of large combustion engines.

The result is a new Lotus strategy based on multiple powertrain technologies rather than a single solution.

That means Lotus can continue developing electric cars while simultaneously investing in combustion engines and hybrid systems.

The upcoming Esprit sits at the centre of that strategy.

The Esprit Will Become Lotus’s New Combustion Halo Car

The new Type 135 will effectively become Lotus’s flagship internal-combustion sports car.

The all-electric Evija remains an extraordinary technical showcase, but production volumes are extremely limited, with only around eight to 10 examples reportedly being produced each year.

The Esprit is intended to occupy a much more commercially significant position.

Feng described the Type 135 as a model that will bridge the gap between the Emira and Evija, combining the mechanical driving character associated with the Emira with technology capable of challenging the performance benchmark established by the Evija.

It will also be built at Hethel in Norfolk alongside the Lotus Emira, strengthening the role of the company’s historic British manufacturing site.

The Lotus Emira Will Continue With Combustion Power

The arrival of the new Esprit does not mean the end of the Emira.

Lotus has confirmed that the current combustion-powered sports car will receive further development.

An updated Emira is expected next year, with Lotus promising that it will be the most powerful and lightest version of the model yet.

A more substantial update will follow later in the decade, with the Emira expected to adopt the Horse V6 engine.

This gives Lotus an increasingly clear hierarchy: the Emira as the more accessible sports car and the Esprit as the company’s flagship combustion-powered supercar.

Lotus Wants Sports Cars to Drive Future Growth

The new strategy also has a significant commercial objective.

Lotus is targeting annual sales of approximately 30,000 vehicles, with sports cars expected to account for around one-third of that volume.

That represents a major shift from the company’s historical sales profile and demonstrates why the continued development of combustion-powered sports cars remains strategically important.

Lotus reportedly sold 6,520 vehicles last year, meaning the company is targeting substantial growth as it expands its lineup across electric SUVs, hybrids and sports cars.

The Esprit will therefore need to be more than an engineering statement. It will have to play an important role in rebuilding Lotus as a globally recognized performance brand.

How Much Will the New Lotus Esprit Cost?

Lotus has not yet announced an official price for the Type 135.

However, Feng has identified the Ferrari 849 Testarossa as a key rival, suggesting that the new Lotus Esprit could enter the market at a price approaching the Ferrari’s £407,617 starting point.

If Lotus can deliver more than 1,000bhp while keeping the V8 model around 1.5 tonnes, the Esprit could offer a compelling alternative to considerably heavier hybrid supercars.

The V6 version should provide a lower entry point, although pricing and final specifications have not yet been revealed.

2028 Lotus Esprit: What We Know So Far

The key specifications and details currently associated with the upcoming Lotus Type 135 include:

  • Expected launch: 2028
  • Model: Lotus Type 135
  • Expected name: Lotus Esprit
  • Powertrain: V8 hybrid and V6 hybrid
  • V8 output: More than 1,000bhp
  • Target weight: Approximately 1,500kg for the V8
  • Electrical architecture: 800 volts
  • Electric motor: Approximately 20kg target
  • Transmission: Eight-speed dual-clutch gearbox
  • Construction: Lightweight architecture with extensive use of advanced materials
  • Design inspiration: Lotus Theory 1 concept
  • Possible seating: Three-seat, central-driving-position layout
  • Production location: Hethel, Norfolk, UK
  • Key rivals: Ferrari, Lamborghini, Aston Martin and McLaren
  • Indicative positioning: Between the Emira and Evija
  • Expected starting price: Potentially around £400,000 for the flagship version

The New Lotus Esprit Could Be the Ultimate Expression of Lotus’s Philosophy

The return of the Esprit name would be significant on its own. The original Lotus Esprit became one of Britain’s most recognizable sports cars and eventually gained a V8 engine before production ended in 2004.

More than two decades later, Lotus appears ready to revive that formula for a radically different era.

Instead of choosing between combustion and electric power, the new Esprit will attempt to combine the two. The V8 will provide the emotional soundtrack and instant performance expected from a traditional supercar, while hybrid assistance will deliver additional power and help Lotus meet increasingly demanding emissions regulations.

The real engineering challenge will be keeping everything light.

A 1,500kg target for a 1,000bhp-plus V8 hybrid supercar would be an impressive achievement, particularly when the industry is moving toward increasingly complex electrified drivetrains.

If Lotus succeeds, the 2028 Esprit could become one of the most interesting performance cars of the decade: a supercar that embraces modern hybrid technology without abandoning the lightweight engineering and driver-focused dynamics that made Lotus famous.

And perhaps that is the most important part of the Esprit’s comeback. Lotus is no longer trying to decide whether its future should be electric or combustion-powered. Instead, it is betting that the future of performance cars will be about using the right technology while keeping the driver at the centre of the experience.

Source: Autocar

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