The 100T emerged following the 1987 season, building upon the Lotus 99T. A key difference was the decision to abandon the active suspension system, initially introduced on the 99T at the insistence of Ayrton Senna. Lotus determined that the 25kg weight penalty of the active system, coupled with a reduction in Honda engine power due to FIA regulations lowering the turbo boost limit from 4.0 bar to 2.5 bar – resulting in a loss of around 300 bhp (224 kW; 304 PS) – and a further 5% power loss to run the active system, outweighed any potential benefits. The team reverted to a conventional suspension setup using Bilstein dampers. The car’s design and production were compromised by incorrect aerodynamic data obtained during testing and development at the March team’s Comtec wind tunnel in Brackley.
The Lotus 100T was powered by the Honda RA168E 1.5L turbocharged V6 engine. While the engine itself was a potent unit, the car's chassis proved to be a significant weakness. Former three-time World Champion Jackie Stewart, after a test drive at Snetterton Circuit, identified a lack of rigidity and excessive chassis flex despite the use of carbon fibre and kevlar in the monocoque construction. This flex, combined with the abrupt power delivery of the turbocharged Honda engine, made the car difficult to control. Stewart also noted a cramped driving position, with the steering wheel and instrument panel positioned too closely together, hindering visibility.
The 1988 season proved disappointing for Lotus. Nelson Piquet secured three third-place finishes in Brazil, San Marino, and Australia, accumulating 22 points and finishing sixth in the Drivers' Championship. Satoru Nakajima managed only one point, achieving sixth place at the Brazilian Grand Prix. Notably, Nakajima failed to qualify for both the Monaco and Detroit Grands Prix, marking the first and only instances of a car powered by a Honda turbo engine failing to qualify for a Formula One race. Piquet’s performance was considered lackluster, failing to defend his championship title effectively. Many observers believed Piquet should have been more competitive with Honda power, but he was often outperformed even by his teammate, Nakajima.
Peter Warr, the Lotus team boss, attempted to downplay the car’s shortcomings, stating in Monaco that “If McLaren can build a fast car then we must be able to as well.” However, the car’s inherent problems were widely recognized. Stewart’s assessment was particularly critical, stating the car was "not a car that Nelson Piquet would have wanted to drive too many more times" and rating it as "Perhaps one of the more disappointing cars I drove." Warr, when questioned about Stewart’s findings during practice for the Australian Grand Prix, refused to discuss the specifics, only acknowledging that the team was already addressing the identified issues. Lotus finished fourth in the Constructors' Championship with 23 points, a significant 176 points behind McLaren.
The 1988 season was the last for turbocharged engines in Formula One. At the end of the season, turbocharged engines were outlawed, rendering the 100T chassis obsolete.
The Lotus 100T was replaced by the naturally aspirated, Judd V8-powered Lotus 101 for the 1989 Formula One season. Following the 1988 season, designer Gérard Ducarouge left the team after five years with Lotus.
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