1991 Lotus Omega (LHD Lotus Carlton)
Discussion
I bought this car two and a half years ago. I am only its second private owner. The car was delivered new to a German Opel dealership in August 1991. It was retained by the dealer and only driven occasionally on trade plates until October 1997, when it was finally registered for the first time (hence the "R" plate) and acquired for re-sale by a specialist car dealer in Hamburg.
In December 1997 the car was bought by a Berkshire enthusiast and driven back to the UK, including some very high-speed running on the Autobahn. The owner then garaged the car and used it only on the odd occasion, until also acquiring a RHD Lotus Carlton in 2003. Consequently he used the Lotus Omega even less and it was usually SORN'd.
Eventually he sold the Lotus Omega to the Trade and I purchased it in March 2010. By this time the car had covered only 5765 miles (9299 km) since new. Under my ownership this has increased to a grand total of 7539 miles (12159 km), in 21 years. It still lives a very pampered existence!
The car is essentially as-new and has never needed any repairs or paintwork. It was featured in Classic Cars magazine a year ago, for which these photos were taken.
I paid 25k for it, which included a major service (new chains etc), just to be on the safe side.
The Classic Cars magazine compared the Lotus with the E34 M5 3.8, E500 and Turbo R. We didn't get to swap cars, but the 2234kg 330bhp Turbo R is clearly not in the same performance league as the others. The 1781kg 326bhp E500 made a lovely jackhammer noise under hard acceleration, but has an automatic gearbox only. The 1727kg 340bhp M5 3.8 was the closest, but with 377bhp and 1655kg the Lotus is the quicker car, at least in a straight-line. I don't know about the Alpina.
The Classic Cars magazine compared the Lotus with the E34 M5 3.8, E500 and Turbo R. We didn't get to swap cars, but the 2234kg 330bhp Turbo R is clearly not in the same performance league as the others. The 1781kg 326bhp E500 made a lovely jackhammer noise under hard acceleration, but has an automatic gearbox only. The 1727kg 340bhp M5 3.8 was the closest, but with 377bhp and 1655kg the Lotus is the quicker car, at least in a straight-line. I don't know about the Alpina.
That car is simply perfect. I've been starting to look for one to import (has to be a 91, soon a 92 will work) and I have yet to see one anywhere that nice.
If you paid £25k IMO you got a hell of a bargain on that car, especially of that included the chains being done! I'm told you also have to watch the clutch release pivot as they can fail and take out the bell housing?
If you paid £25k IMO you got a hell of a bargain on that car, especially of that included the chains being done! I'm told you also have to watch the clutch release pivot as they can fail and take out the bell housing?
Captain Cadillac said:
That car is simply perfect. I've been starting to look for one to import (has to be a 91, soon a 92 will work) and I have yet to see one anywhere that nice.
A good friend of mine successfully shipped his LO into the US recently under show and display rules so you should be ok to get one over.Captain Cadillac said:
I'm told you also have to watch the clutch release pivot as they can fail and take out the bell housing?
OE pin design isn't the best solution but can be easily remedied. When they break they don't tend to always damage the bellhousing though (especially on the later design of bellhousing).The show and display is what I was going to grounder. Problem is, it only exempts you from DOT, not EPA requirements so it has to be a 21 year old or older car to be EPA exempt. I think that they go by the build date, not model year.
From my recollections the weak spots were clutch, head gasket, timing chain and turbos if the car was overboosted. And I've read that they can really rust, badly.
It's on my short list of cars that I MUST own.
From my recollections the weak spots were clutch, head gasket, timing chain and turbos if the car was overboosted. And I've read that they can really rust, badly.
It's on my short list of cars that I MUST own.
Rollcage said:
A large cheque? 
Ah, I see.I have often wondered if many have converted high performance cars in the past.
I couldn't live with a LHD car after driving a couple many years ago. Over taking/ticket machines are some of the many disadvantages that spring to mind.
Apart from that its a beautiful car OP.
Biker's Nemesis said:
Ah, I see.
I have often wondered if many have converted high performance cars in the past.
I couldn't live with a LHD car after driving a couple many years ago. Over taking/ticket machines are some of the many disadvantages that spring to mind.
Apart from that its a beautiful car OP.
Aside from the cost of getting the work done, assuming you can find someone who can do a good job and not leave it looking like a kit car, I think you'd have to be prepared to write off a large chunk of what the car is actually worth. While from a driver's point of view RHD is preferable, OP's car isn't really a driver's example, and for such cars originality is everything.I have often wondered if many have converted high performance cars in the past.
I couldn't live with a LHD car after driving a couple many years ago. Over taking/ticket machines are some of the many disadvantages that spring to mind.
Apart from that its a beautiful car OP.
It is a stunning car though OP, I'd be scared to put any miles on it though, but as it doesn't get driven much I imagine the gripes of LHD are not that major, as opposed to if you were using the car every day.
Mastodon2 said:
Aside from the cost of getting the work done, assuming you can find someone who can do a good job and not leave it looking like a kit car, I think you'd have to be prepared to write off a large chunk of what the car is actually worth. While from a driver's point of view RHD is preferable, OP's car isn't really a driver's example, and for such cars originality is everything.
It is a stunning car though OP, I'd be scared to put any miles on it though, but as it doesn't get driven much I imagine the gripes of LHD are not that major, as opposed to if you were using the car every day.
What would it take?It is a stunning car though OP, I'd be scared to put any miles on it though, but as it doesn't get driven much I imagine the gripes of LHD are not that major, as opposed to if you were using the car every day.
A RH dash, pedal box, servo, wiring harness.
Nearly all cars have the relevant holes pressed into the shell too make them RH or LH drive.
We as humans can fly to the moon, I can't see it being that difficult too do.
Biker's Nemesis said:
Mastodon2 said:
Aside from the cost of getting the work done, assuming you can find someone who can do a good job and not leave it looking like a kit car, I think you'd have to be prepared to write off a large chunk of what the car is actually worth. While from a driver's point of view RHD is preferable, OP's car isn't really a driver's example, and for such cars originality is everything.
It is a stunning car though OP, I'd be scared to put any miles on it though, but as it doesn't get driven much I imagine the gripes of LHD are not that major, as opposed to if you were using the car every day.
What would it take?It is a stunning car though OP, I'd be scared to put any miles on it though, but as it doesn't get driven much I imagine the gripes of LHD are not that major, as opposed to if you were using the car every day.
A RH dash, pedal box, servo, wiring harness.
Nearly all cars have the relevant holes pressed into the shell too make them RH or LH drive.
We as humans can fly to the moon, I can't see it being that difficult too do.
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