The car was a classic Chapman design, being extremely light and simple; the body was made up of lightweight panels bolted to heavily-triangulated tube frame[1] (spaceframe) chassis.

[2] In 1960, the FPF was enlarged slightly to 2497 cc (3.70" x 90 mm), which produced 239 hp (178 kW) at 6,750 rpm from a weight of only 290 lbs (132 kg)[2] and had a wide torque range.

Further contributing to the weight advantage was the adoption of lightweight sequential manual transmission originally developed for Lotus 12 by Richard Ansdale and Harry Mundy incorporating the unique sequential-shifting motorcycle gearbox, and a ZF limited-slip differential in a common Magnesium alloy housing to form a transaxle, which also provided the mounting points for inboard rear brakes.

In order to capitalize on the weight advantage, Chapman designed a light, sleek machine only 28 inches (71 cm) high (excluding windscreen) and weighing just 980 lbs (440 kg).

Shortly, the Lotus 18 was proving to be faster than any car Grand Prix racing had ever seen,[5] eclipsing even the legendary Auto Unions and being widely copied.

He then won at the fearsome Nürburgring in changeable weather, while Innes Ireland took a third win in the USA to help Lotus finish second in the constructors' championship in 1961.

The Belgian Grand Prix at Spa in 1960 was notable for Moss's accident in the Rob Walker 18 in practice which kept him from the race and the death of Alan Stacey when he left the track in his 18 apparently following a bird strike in the face.