Kurt Lotterschmid —
Rennfahrer und Konstrukteur
Kurt Lotterschmid's motorsport career spans three distinct engine partnerships — Porsche, BMW, and Mercedes-Benz — each defining an era of LOTEC's evolution. He did not merely race cars; he built them, and then raced what he built. This dual identity as both racing driver and constructor is the foundation of everything LOTEC became.
Beginning with a Porsche 912 at hillclimbs in 1966, Lotterschmid progressed through Formula V, gained crucial experience on TOJ and Porsche customer chassis in the Interserie (1978–1980), built his own BMW-powered prototypes, and ultimately entered Group C — the most technically demanding category in international motorsport. His LOTEC-BMW prototypes won the Interserie outright in 1979 and 1980.
The transition to Mercedes-Benz engines in the late 1980s — through the Group C programme — laid the technical foundation for the C1000 and Sirius hypercars. Every LOTEC road car traces its engineering DNA directly to the circuit.
The Porsche Years
From hillclimbs to the first LOTEC construction
Kurt Lotterschmid's racing career began in the mid-1960s with Porsche machinery — the lightweight, rear-engined cars that defined European club racing. His Porsche 912, entered in the small GT-1600 class at hillclimbs, proved immediately competitive. Multiple second-place finishes established him as the fastest Porsche driver in his class, beaten only by the nimble Lotus-Elan.
Exposure to the Porsche 908 sports prototype deepened Lotterschmid's understanding of mid-engine chassis design and the engineering principles behind factory-level race cars. But it was the 1969 Formula V season that transformed him from a talented driver into a constructor. Sixteen races, six victories, five second places — and at the Jim Clark race at Hockenheim, first place from 74 participants with a new lap record.
By the end of the decade, Lotterschmid had begun building his first racing car. The Porsche era was over. The constructor era had begun.
LOTEC Founded — Kolbermoor, Germany
Kurt Lotterschmid establishes LOTEC in Kolbermoor, Bavaria. The company begins as a small engineering workshop focused on vehicle preparation and performance modification.
First Race Outings — Porsche 912
Lotterschmid makes his competitive debut on a Porsche 912 in the small GT-1600 class at hillclimbs. He claims multiple 2nd places, establishing himself as the fastest Porsche in his class — beaten only by the Lotus-Elan.
Porsche 908 — Factory Sports Prototype
Lotterschmid gains experience with the Porsche 908 sports prototype, deepening his understanding of mid-engine chassis design and high-performance flat engines. This exposure to factory-level engineering shapes his approach to future own constructions.
Formula V — 6 Victories, 16 Races
16 races in Formula V 1300. Results: 6× 1st place, 5× 2nd place. At the 'Jim Clark' race in Hockenheim, Lotterschmid finishes 1st from 74 participants and sets a new lap record. The first LOTEC racing car construction begins — Lotterschmid transitions from driver to constructor.
Before LOTEC Cars
TOJ prototypes, Porsche 908, and the road to own constructions
Before building his own racing cars, Lotterschmid gained critical experience on customer chassis in the Interserie — the European sports-prototype championship that served as a proving ground for independent constructors. In 1978, he raced a Deutsch Special Porsche 908 at the Nürburgring for the Austrian Deutsch Brothers team, his first documented Interserie entry.
The following two seasons on TOJ prototypes — the SC205 with BMW inline-four power and the SC306 with the Ford Cosworth DFV V8 — were formative. Lotterschmid consistently dominated Division II, winning the class at Most in 1979 and taking three Division II victories in 1980. His partnership with co-driver Kurt Hild at the Nürburgring 1000 Kilometres on the DFV-powered SC306 gave him direct experience with the engine that would later power the LOTEC C302 at Le Mans.
These years on proven customer machinery taught Lotterschmid what worked — and what he could improve. By 1981, he was ready to build the LOTEC 681, his first entirely own construction.
Deutsch Special Porsche 908 — Interserie Nürburgring
Lotterschmid races a Deutsch Special Porsche 908 (#7) at the Interserie Nürburgring-Trophy for Deutsch Brothers Racing & Mechanics Team (Austria). Division I, 11th overall. White livery with red/blue accents. His first documented Interserie entry.
TOJ SC205 — BMW-Powered Prototype
Full Interserie season on the TOJ SC205 with BMW inline-four engine. At Interserie Nürburgring (#57): 9th overall. At Interserie Most (#51, BMW/Baier engine): 2nd overall and 1st in Division II, qualifying 2nd. Castrol sponsorship, white livery. These results on a customer chassis prove Lotterschmid's pace before building his own cars.
TOJ SC205 & SC306 — Interserie & Nürburgring 1000km
Expanded programme on two TOJ chassis. The SC306 (#36, Ford Cosworth DFV V8, 2,993 cc) is entered at the Nürburgring 1000 Kilometres with co-driver Kurt Hild — DNF. The SC205 (#50, BMW L4) continues in the Interserie: 4th at Most (1st in Div.II), 4th at Hockenheim (1st in Div.II). Castrol sponsorship, Goodyear tyres. Lotterschmid dominates Division II consistently.
The BMW Years
Own constructions, Interserie dominance, and Group C
The BMW era represents LOTEC's transformation from a one-man racing operation into a serious chassis constructor. Beginning in 1971 with a two-seater prototype and a Formula 2 car — both entirely own constructions powered by BMW engines — Lotterschmid proved he could design, build, and race competitive machinery without factory support.
The Interserie championships of 1979 and 1980 were the breakthrough. Racing his own LOTEC-BMW sports prototypes against established constructors, Lotterschmid won the overall title both years and took the FIA Europa Cup twice. The LOTEC 681, built in 1981 with the BMW M88 straight-six, continued this lineage — finishing 3rd at Nürburgring and qualifying 2nd at Most with Cassani/BBS sponsorship.
The move to Group C in 1982 with the LOTEC M1C (chassis #001) was the most ambitious step yet. Competing in the Deutsche Rennsport Meisterschaft against factory-backed Porsche and BMW teams, the M1C won the Group C-Junior championship in 1983. Sold to Auto Beaurex Motorsport in Japan, the car achieved its greatest result at the 1984 Fuji 1000km WEC round — 6th overall and 1st in C2, behind five Porsche 956 factory cars driven by Bellof, Ickx, Mass, Stuck, and Winkelhock.
The LOTEC C302, built in 1985 with a Ford-Cosworth DFV V8, attempted Le Mans but did not qualify. It was the final chapter of the BMW-era racing programme before a new engine partnership emerged.
Own Constructions Begin — BMW Power
Construction of a two-seater racing car and a Formula 2 car — both entirely own constructions using BMW engines. Multiple 1st places at international hillclimbs. This marks the beginning of LOTEC as a chassis constructor, not merely a tuner.
Interserie Champion — LOTEC-BMW
Full season in the Interserie on LOTEC-BMW sports prototypes (two-seater). Lotterschmid takes the overall championship and wins the FIA Europa Cup. The LOTEC-BMW prototype is entirely his own construction — chassis, bodywork, and engine integration.
Interserie Champion — Back-to-Back
Second consecutive full season in the Interserie on LOTEC-BMW sports prototypes. Again: overall champion of the Interserie and winner of the FIA Europa Cup. Two consecutive titles cement LOTEC's reputation in European prototype racing.
LOTEC 681 — Interserie Prototype
The LOTEC 681 is built — a Group 6 open-top sports prototype powered by the BMW M88 straight-six (3,500 cc, naturally aspirated). Raced in the Interserie at Nürburgring (3rd), Most (2nd in Heat 1), and Zolder. Sponsors: Cassani/BBS. White livery with #1. Dunlop tyres.
LOTEC M1C — DRM Group C Debut
The LOTEC M1C (chassis #001) is built — a closed-bodywork Group C car powered by the BMW M88 I6. Lotterschmid enters the Deutsche Rennsport Meisterschaft (DRM) with #9, achieving 4th at Zolder, 6th at Hockenheim, and 2nd at Erding. Sponsors: LOTEC, later Herto/Schuh Rosenheim. Dunlop and Goodyear tyres.
DRM Group C-Junior Champion
The LOTEC M1C wins the German Motorsport Championship in Group C-Junior. Entered by Herto-Kathrein Team with #9/#10/#24. 4th at Zolder, 4th at Hockenheim Jim Clark. At season's end, the car is sold to Auto Beaurex Motorsport in Japan. LOTEC GmbH is formally incorporated.
Japan — Auto Beaurex Motorsport
Racing in Japan with drivers Naoki Nagasaka and Keiichi Suzuki. Results include 3rd at Fuji 500 Miles, 2nd at 500km Suzuka, 2nd at Tsukuba, 3rd at Suzuka 1000km. At the 1984 Fuji 1000km WEC round (#84), the M1C finishes 6th overall and 1st in C2 — behind five Porsche 956 factory cars.
LOTEC C302 — Le Mans Attempt
The LOTEC C302 is built — a Group C2 car driven by Martin Wagenstetter and Kurt Hild. Initially fitted with BMW M88 I6, later re-engined with Ford-Cosworth DFV V8 (2,993 cc). Entered at Le Mans 24 Hours (#106, yellow livery, KATHREIN/SACHS/Shell/BOSCH) but did not qualify. Also raced in DRM and Interserie throughout 1985.
The Mercedes Years
From Group C to the hypercar era
The transition to Mercedes-Benz engines was not sudden — it was earned through years of proximity. From 1983, LOTEC had been building aftermarket aerodynamic and performance parts for Mercedes-Benz road cars, developing an intimate understanding of the Stuttgart manufacturer's engine platforms.
The pivotal moment came in 1990 with the LOTEC C190 — a Group C car fitted with a Mercedes-Benz V8, entered at Interserie Zeltweg with #6 and LOTEC/Orient sponsorship. This car bridged LOTEC's racing heritage and its hypercar ambitions. The Mercedes V8 that Lotterschmid refined in the C190 became the foundation for the C1000, commissioned that same year and completed in 1995.
The Sirius, completed in 2000, took the Mercedes partnership to its ultimate expression — a twin-turbocharged M120 V12 producing up to 1,200 hp. Mercedes power had become the defining element of LOTEC's identity, and every road car the company built traced its engineering DNA directly to the Group C programme.
Mercedes-Benz Tuning Begins
LOTEC begins creating aftermarket aerodynamic and performance parts for Mercedes-Benz cars. This work builds deep familiarity with Mercedes engine platforms — knowledge that will prove decisive in the next decade.
LOTEC C190 — Mercedes V8 Prototype
The LOTEC C190 is built — a Group C car fitted with a Mercedes-Benz V8. Entered at Interserie Zeltweg (#6) by Lotec Cars Automobilbau with driver Henning Hagenbauer. White livery with LOTEC/Orient sponsorship. This is the pivotal car: Mercedes power in a LOTEC racing chassis for the first time.
C1000 Commission — An Emirati Client
LOTEC is commissioned to build a bespoke hypercar. The twin-turbocharged Mercedes-Benz M117 V8 — the engine Lotterschmid now knows intimately from the C190 programme — is selected as the powerplant. The C1000 project begins.
C1000 Completed — 1,000 PS
The LOTEC C1000 is completed after five years of development. Its twin-turbo Mercedes V8 produces 1,000 PS (986 hp). The carbon monocoque chassis draws directly on LOTEC's Group C construction experience. A claimed top speed of 431 km/h makes it one of the fastest cars ever built.
Sirius — The Ultimate Expression
The LOTEC Sirius is completed, powered by a twin-turbocharged Mercedes-Benz M120 V12 — the same engine family used in the Pagani Zonda. At full boost (1.2 bar), the Sirius produces up to 1,200 hp and 1,300 Nm. Mercedes power has become the defining element of LOTEC's identity.