Almost immediately from the outset, Colin Chapman's Lotus Engineering established itself as a forward thinking company with incredible engineering prowess. Chapman started the firm in 1952, before spinning off a division dedicated to motor racing in 1954. This division was fittingly named Team Lotus.

This name would go on to be associated with various engineering geniuses, superstar drivers and groundbreaking racing cars. In 1962, the Lotus 25 introduced the monocoque chassis to Formula One, and proved nearly unbeatable in the skilled hands of Scottish virtuoso Jim Clark.

Colin Chapman and Jim Clark celebrating their success in style. Colin Chapman and Jim Clark celebrating their success in style.

Clark then helped develop the 49, which incorporated the Cosworth DFV V8, which burst onto the scene with a debut win in 1967, and would go on to become the most successful engine in the history of the sport.

Further advancements were made with the 72 in 1970, which laid the foundation for the modern F1-car with its side-mounted radiators, top mounted intake, pronounced wedge shape and the efficient integrating of downforce-generating wings.

A similar aerodynamic quantum leap came in 1977, when Team Lotus introduced the 78, the first car to utilize the dark art of ground effect. The following year, the 79 ironed out the previous car's flaws, and with it flattened the opposition. Lotus was on top of the world.

Mario Andretti taking the first ground effect F1 car around Long Beach, 1977. Mario Andretti taking the first ground effect F1 car around Long Beach, 1977.

As the 1980s dawned however, Team Lotus' glory seemed to fade. The team had been in Formula One since 1958, and had made champions out of Jim Clark, Graham Hill, Jochen Rindt, Emerson Fittipaldi and Mario Andretti.

Even so, Lotus was losing the ground effect war they themselves had started, and as the turbo era began, was still using a development of the venerable Cosworth DFV. When ground effect was finally banned and a supply of Renault turbo engines was found, it was really already too late.

Despite some displays of brilliance, the 1980s weren't very kind to Team Lotus. Despite some displays of brilliance, the 1980s weren't very kind to Team Lotus.

Without the guidance of Colin Chapman, who passed away in 1982, the team had a hard time recapturing their former form. Lotus showed flashes of competitiveness due in no small part to the skills of Nigel Mansell, Elio de Angelis and Ayrton Senna, but by the end of the decade the fun was well and truly over.

With turbo engines banned for the 1989 season, Honda ended its relationship with Lotus. Tellingly, even with the best engine in the field, their 1988 100T chassis was nowhere near the pace of the all-conquering McLaren MP4/4, which used the exact same powerplant. For 1989 though, they wouldn't even have the luxury of a competitive engine, as the only option was Engine Developments' new Judd CV V8.

The 101 was Lotus' first naturally aspirated car since 1983. The 101 was Lotus' first naturally aspirated car since 1983.

Predictably, the resulting 101 wasn't much to write home about. The 610 horsepower Judd engine was some 75 down on the Honda RA109-E V10 used by McLaren. Adding insult to injury, the tires didn't agree with the rest of the chassis, as they had been designed with heavy input from Ferrari and McLaren.

With 14 retirements, four failures to qualify, one non-classification and just 15 points between Nelson Piquet (BRA) and Satoru Nakajima (JAP), the 1989 season was marked as a disaster.

Disappointed, the team opted to switch to Lamborghini's 620-horsepower 3512 V12-engine in the hopes of improving power and reliability over the customer-spec Judd. Lamborghini had only ever powered the back-marking Larrousse team, but had shown promise in 1989.

Three-time World Champion Nelson Piquet left the team over the decision, feeling the engine would be too underdeveloped to make a proper return to the winner's circle possible. He was ultimately proven to be right.

Veteran Derek Warwick (GB) would only score three points with the 102, while his teammate Martin Donnelly (IRL) would suffer a debilitating, career ending crash at Jerez. The result was Lotus' worst since its debut in 1958, and caused the team to lose all major sponsorship.

The 102B used classic Team Lotus colors at launch. The 102B used classic Team Lotus colors at launch.

The devastating effects of the 1990 season saw the Chapman family finally cut themselves loose from the team, selling it off to a consortium lead by former Team Lotus employees Peter Wright and Peter Collins. Owing to the dismal failure of the 102 and their very late takeover of the team, there was no sponsorship continuity, forcing the new Team Lotus to start from a clean slate.

As a result, the freshly rescued outfit first presented its 1991 challenger in the classic green and yellow color scheme made famous by the team, before adding large sections of white to increase visibility for potential sponsor's decals.

This car was not the planned 103, but rather a heavily revised version of the previous season's car. Without the funds to build his all-new machine, designer Frank Dernie set about modifying the older car, and fitted around 800 new components.

Due to the dramatic unreliability, high weight and lackluster power of the Lamborghini engine, he reverted to using a Judd unit. This was the two-year old EV V8, a narrow 76-degree angle evolution of 1988's CV, which provided 640 horsepower. By 1991, that number was still 80 less than the 720 horsepower Honda RA121-E V12 used by McLaren.

Despite an increasing number of teams switching to the semi-automatic transmission concept pioneered by Ferrari in 1989, Lotus still used an in-house 6-speed manual gearbox due to budget constraints. Otherwise the car was rather conventional, being made up of a carbon fiber monocoque chassis with the traditional double wishbone and coil spring suspension setup. In essence, the 102B was a wholly unremarkable car, giving no indication the team's fortunes would turn.

As with sponsorship, Team Lotus failed to retain their drivers. Derek Warwick retired from Formula One to try his hand at touring car racing, while Martin Donnelly's replacement Johnny Herbert was still tied to a Formula 3000 campaign.

Because of this, the team signed two relative nobodies for 1991. Former Tyrrell and Nissan Group C driver Julian Bailey (GB) took one of the seats, while the other was filled by a young gun from Finland. At 22 years old, Mika Pauli Hakkinen had become the British Formula Three champion in 1990, shortly after gaining sponsorship from Marlboro, despite Marlboro World Championship Team judge James Hunts initially refusing to review his late application in favor of a planned trip to the pub.

Hakkinen gained the Lotus drive with help from 1982 World Champion Keke Rosberg, his manager. Hakkinen gained the Lotus drive with help from 1982 World Champion Keke Rosberg, his manager.

Hakkinen had his first taste of Formula One at a Silverstone test with Benetton. Despite the enormous difference between an F3 car and a fully-fledged F1 weapon, he had very little trouble adjusting to the B191.

In fact, he clocked faster lap times than regular driver Alessandro Nannini (ITA). However, he felt Benetton was unlikely to drop one of their drivers in favor of him, so he decided to join Lotus for 1991.

Julian Bailey and Mika Hakkinen. Julian Bailey and Mika Hakkinen.

Bailey's experience in formula and sportscar racing gave him a certain edge over his young team mate, but the Finn had undeniable raw talent. This juxtaposition gave Lotus an interesting driver lineup, as there was no telling who would come out on top. Though Hakkinen was obviously the faster of the two, he could still be caught out in the mad world of Formula One.

Hakkinen on his Grand Prix debut, Phoenix 1991. Hakkinen on his Grand Prix debut, Phoenix 1991.

The team would be put to the test at the first Grand Prix of the season, contested on the tight street circuit of Phoenix, Arizona in the United States. Despite the new management, Team Lotus had retained its name, negating the need for a new World Championship entry.

This had the added benefit of the team keeping continuity in terms of points. The three points scored in 1990 were enough to guarantee the plagued outfit an entry into the main qualifying sessions.

In the process, Team Lotus avoided the horrible quagmire known as pre-qualifying, a unenviable club of underfunded teams relegated to fight for the last four spots in qualifying, as there were simply too many entries. After an early eight 'o clock session on Friday morning, teams who were too slow after were immediately evicted from the track, and would then have to try again the following race weekend.

In qualifying, Mika Hakkinen immediately assumed his dominance when it came to sheer pace. With a best lap of 1.25.448, he out-qualified his team mate by a dramatic 3.122 seconds, as Julian Bailey only managed a 1.28.570. The times put Hakkinen 13th on the grid, with Bailey dead last in 30th. As only 29 cars were allowed to start, this meant Bailey had failed to qualify, and was barred from starting the race.

Mika Hakkinen retiring from the race, Phoenix 1992. Mika Hakkinen retiring from the race, Phoenix 1992.

Nevertheless, Hakkinen was unable to enjoy the benefits of his qualifying speed on race day. During the race, he reported his steering wheel loosening and eventually even coming off. The issue was apparently fixed however, only for the Judd engine to fail on lap 59.

Julian Bailey failed to impress at Interlagos. Julian Bailey failed to impress at Interlagos.

In Brazil, Mika Hakkinen slipped down the order to qualify 22nd, some 4.219 seconds behind polesitter Ayrton Senna (BRA) and his McLaren MP4/6. Bailey on the other hand kept true to form, again setting a time only food for 30th, 7.198 seconds behind pole.

Unsurprisingly, Julian Bailey again failed to qualify, while Hakkinen lined up on the grid. His car stayed together this time around, netting him a respectable 9th place finish. In the process, he had been lapped three times by race winner Ayrton Senna.

The revamped Lotus team scored their first points at Imola, 1991. The revamped Lotus team scored their first points at Imola, 1991.

The third round of the season took place in the tiny Republic of San Marino, home of the infamous high-speed Autodromo Enzo e Dino Ferrari, also known as Imola. For the first time of the season, the Lotus drivers were very close to one another. Hakkinen was still ahead in 25th, but Bailey had closed the gap to just 0.655 of a second, slotting in 26th position.

On race day the pair would keep a similar formation. By staying out of trouble and looking after their cars, they were able to bring them home in 5th and 6th position. This marked the team's first double points scoring finish since 1988, although the cars had been lapped three times by race winner Ayrton Senna.

Mika Hakkinen at Monaco. Mika Hakkinen at Monaco.

The Loti were again positioned back to back during qualifying for the legendary Monaco Grand Prix, although the gap was a lot bigger than it had been at Imola.

An embarrassing 2.166 seconds separating 25th and 26th place, which saw Julian Bailey fail to qualify once again, as the principality enforced a 25 car maximum on its narrow streets. Mika Hakkinen had little to celebrate on Sunday however, as an oil leak forced his 102B to a stop on lap 64, making him the last of the day's retirements.

Julian Bailey was replaced by Johnny Herbert from Monaco onward. Julian Bailey was replaced by Johnny Herbert from Monaco onward.

Following yet another dismal result, Julian Bailey was unceremoniously fired from the team, and 1990 driver Johnny Herbert (GB) was brought back on board. Herbert had raced for Benetton and Tyrrell from 1989 to 1990, but had suffered badly from an earlier injury sustained in Formula 3000.

This crash had damaged his foot and ankle to the point of near-amputation, and gave him difficulty pressing the brake pedal. When Lotus called upon him, he had been racing in the Japanese Formula 3000 series, working hard on recovering from his injuries an changing his driving style accordingly. His return to Lotus at the Canadian Grand Prix was less than successful however, as he failed to qualify.

Mika Hakkinen on the other hand kept station with a 24th best time, 4.086 seconds behind the Williams FW14 of Riccardo Patrese (ITA). Sadly though, he would again fail to finish the race. A spin on lap 21 took the Finnish driver out of the race, the second retirement of his debut season.

Johnny Herbert found his form in Mexico. Johnny Herbert found his form in Mexico.

At the Mexican Grand Prix, Johnny Herbert was back on track, qualifying right behind his teammate with a minuscule 0.007 second deficit to Hakkinen. The pair was 24th and 25th, around four seconds behind pole-sitter Riccardo Patrese.

Both cars finished the race once more at long last, as Mika Hakkinen took another 9th in front of Herbert in 10th. Both drivers were again lapped, but this time only twice instead of three times.

The Lotus driver running nose to tail during qualifying, Magny Cours 1991. The Lotus driver running nose to tail during qualifying, Magny Cours 1991.

Johnny Herbert's single lap pace kept improving, as he was ahead of his Finnish competitor for the French Grand Prix at Magny Cours. Herbert only just breached the top 20, leaving Hakkinen 1.306 seconds and seven places behind in 27th.

As a result, Mika Hakkinen failed to qualify for the first time in his short career. Johnny Herbert on the other hand went on to score a 10th place finish, two laps behind Nigel Mansell's winning Williams.

Mika Hakkinen rolling onto the track for practice, Silverstone 1991. Mika Hakkinen rolling onto the track for practice, Silverstone 1991.

At Silverstone, Johnny Herbert kept his edge over Mika Hakkinen, qualifying 24th to the Finn's 25th. However, just 0.183 seconds separated the two, signifying a hefty recovery from Hakkinen. Race day wasn't very positive though, as Hakkinen recorded 12th two laps behind Nigel Mansell, and Herbert was classified 14th despite dropping out with a fatal oil leak.

Hakkinen at the German Grand Prix, Hockenheim 1991. Hakkinen at the German Grand Prix, Hockenheim 1991.

For the 9th round of the 1991 season at Hockenheim, Lotus was forced to let Johnny Herbert go just as he found his mojo. Commitments to his Formula 3000 campaign meant he had become temporarily unavailable, necessitating the hiring of Formula 3000 competitor Michael Bartels (GER).

Qualifying for the German Grand Prix revealed Bartels wasn't quite up to Herbert's level, as he dropped back behind Hakkinen to take 27th place. The Finn had qualified 23rd., 5.639 seconds behind Nigel Mansell, thereby earning a race start. Michael Bartels had however failed to qualify with his 1:43.624 lap, some 6.537 seconds down on pole. Hakkinen failed to finish once more though, as his Judd engine seized on lap 19.

At the Hungaroring, Mika Hakkinen qualified 26th, 0.913 seconds ahead of Michael Bartels. This put the German 30th and dead least, another DNQ. Hakkinen was able to convert his lackluster qualifying performance to a 14th place finish however, three laps down on Ayrton Senna's winning McLaren.

Johnny Herbert being chased by rookie Michael Schumacher in practice for the Belgian Grand Prix, 1991. Johnny Herbert being chased by rookie Michael Schumacher in practice for the Belgian Grand Prix, 1991.

The Belgian Grand Prix at Spa Francorchamps saw Johnny Herbert's schedule allow him to rejoin the team. He immediately reasserted his position, and out-qualified Mika Hakkinen by 0.438 seconds to take 21st to the Finn's 24th.

While Hakkinen suffered another engine failure on lap 25, Herbert came very close to a single World Championship point, as he took 7th place. His amazing performance was given extra credence by him narrowly staying on the lead lap, 1:44.599 behind Ayrton Senna.

Michael Bartels substituted for Herbert once more at Monza, but again failed to turn in a respectable result. His time of 1:26.829 was only good enough for 28th in qualifying, which left him 0.413 of a second from the final grid position.

Meanwhile, Mika Hakkinen directed his 102B to 25th. With Bartels sidelined with another DNQ, Hakkinen was left to fend for Lotus' honor alone. Sadly he could do no more than 14th, four laps down on Nigel Mansell.

Johnny Herbert getting ready, Estoril 1991. Johnny Herbert getting ready, Estoril 1991.

Michael Bartels was again relieved by Johnny Herbert for the Portuguese Grand Prix at Estoril. The Brit promptly retook the lead of the Lotus squad in qualifying, besting Mika Hakkinen by 0.699 seconds to take 22th over Mika's 26th.

He was unable to capitalize on his superior speed on race day though, as his engine exploded on the opening lap. Hakkinen soldiered on however, and scored another 14th place, three laps down on Riccardo Patrese.

Michael Bartels crawling out of his Lotus, Barcelona 1991. Michael Bartels crawling out of his Lotus, Barcelona 1991.

Michael Bartels was back again for the Spanish Grand Prix at Barcelona, as Johnny Herbert had one more commitment to the Japanese Formula 3000 series. As with every other entry by the German, this one ended in a stern DNQ.

Bartels set the 29th fastest time on the Spanish track, 2.746 seconds behind Mika Hakkinen, who qualified 21st. Despite this, the Finn spun off on lap 5, taking him out of the race.

Johnny Herbert at Suzuka, 1991. Johnny Herbert at Suzuka, 1991.

For the Japanese Grand Prix at Suzuka, Johnny Herbert was obviously available, as the Japanese Formula 3000 Championship would never organize a race on the same day. Michael Bartels was dropped for the last time as a result, as all of his four entries had ended with a failure to qualify.

Surprisingly, Mika Hakkinen managed to out-qualify Johnny Herbert at Suzuka. The Finn settled on 21st on the grid, 0.146 of a second ahead of Herbert in 23rd. Both men dropped out of the race proper though, as Hakkinen encountered an early engine failure on lap 4, and Herbert ran into the same problem on lap 31.

Johnny Herbert during qualifying, 1991 Australian Grand Prix. Johnny Herbert during qualifying, 1991 Australian Grand Prix.

Finally, the team reached the last round of what had been an incredibly taxing season. On the streets of Adelaide, Lotus could hope for a number of retirements, and could find solace in the lessened reliance on ultimate power.

As he had done for most of the season, Johnny Herbert bested Mika Hakkinen in qualifying. His 102B took 21st with a 1:18.091, leaving Hakkinen's car 25th with a 1:18.271. The gap was small at just 0.180 of a second between them, but it was more than enough.

Mika Hakkinen battling Alessandro Zanardi's Jordan, Adelaide 1991. Mika Hakkinen battling Alessandro Zanardi's Jordan, Adelaide 1991.

On race day the rain came own hard, causing chaos throughout the day. Both Lotus cars managed to stay out of trouble however, as Herbert took 11th place in front Hakkinen in 19th.

The race had seen a number of crashes and retirements in the appalling conditions, which even cost Nigel Mansell a chance for the race victory. Team Lotus' drivers did good to survive the race, but once again failed to score any points.

With the season over, it was time to make up the balance. Despite a heavily redesigned car and a return to Judd engines, the 102B hadn't done much good at all. In fact, it had exactly equaled the Lamborghini-powered car's points total.

With only the 5th and 6th places scored at Imola netting points, Team Lotus found themselves 9th in the constructors standings with three points, one position down on the three-pointer scored by the original 102 in 1990.

However, after a load of misguided decisions and scheduling conflicts, the team finally had a dependable and fast driver pairing in Mika Hakkinen and Johnny Herbert. The Finn in particular managed to catch the imagination of the F1 paddock, as he was sensationally fast and competent as a rookie in an inferior car.

Indeed, his debut in the Lotus would be a clear prediction of things to come. Like his future rival Michael Schumacher, he debuted in an underfunded car in 1991, and would eventually go on to take multiple World Championships. Though his successes all came with McLaren, he would never have been noticed without Lotus taking the chance to put him into a car.

HAPPY (BELATED) 50TH BIRTHDAY MIKA HAKKINEN!