Lotus Esprit Turbo: PH Used Buying Guide
Four cylinder sports cars are all the rage now, but Lotus was there 30 years ago - here's how to buy a good one
For a car that sold in modest numbers when new, the Lotus Esprit notched up an impressive spread of model variants that included many with a turbocharger. For the purposes of this buyers' guide, we're going to stick with the post-1987 Peter Stevens' revised X180 models as they offer a more modern driving experience and cabin. The earlier cars are just as much fun to use, but they are also more fragile so should be considered solely as classics. We'll also leave the V8-powered models for another day as they deserve a dedicated guide.
That leaves us with the models powered by the 2,174cc inline four-cylinder Type 910 engine. It used a Garrett T3 turbo running at 0.65 bar to give 218hp, which was 5hp up on the pre-facelift model. A modest gain, but performance improved to offer 0-60mph in 5.3 seconds and a 152mph top speed, which was sufficient to keep the Brit in the hunt with other junior supercars of the period.
The next big step in Esprit Turbo evolution came with the addition of an intercooler, which Lotus called a Chargecooler. It helped up power to 268hp in the SE so that 0-60mph arrived in 4.9 seconds and maximum speed rose to 159mph. At the same time, Lotus also shifted from the Bosch K-Jetronic injection system to a Lotus/Delco multi-point set-up. These models were identified by a lager rear wing and small changes to the body kit.
By 1991, the 268hp engine was the standard Turbo fitment, with the 218hp and slow-selling 231hp version dropped from the price list.
For 1993, the Sport 300 model launched with larger spoilers and wheelarches, 90kg lower kerb weight and 306hp thanks to a new Garrett T4 turbo. Only 50 were made with the intention the would be used for racing, and they provided 0-60mph in 4.7 seconds and 168mph.
Soon after, the S4 Esprit arrived with styling by Julian Thomson. It used the Sport 300 specification as its base and had a claimed output of 305hp. Performance was quoted at 0-60mph in 4.6 seconds and 168mph.
There was also an S4 S with 289hp, while the last hurrah for the four-cylinder Esprit Turbo was the GT3 in 1996 with a 2.0-litre motor delivering 243hp. It covered 0-60mph in 4.8 seconds and had a top speed quoted as 163mph.
All Esprit Turbos offer a great driving experience thanks to the superb handling and steering. Expect to pay from £20,000 for a cared for car with good history. After that, rarity, condition and mileage come into effect and prices can reach up to £40,000 for perfect examples in today's market.
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Buyer's checklist
Bodywork and interior
Glassfibre body means rust isn't a concern, but check closely for stone chips and star cracks. VARI (Vacuum Assisted Resin Injection) production method ensured greater quality and consistency of panels.
Poor resprays will show up in mismatched colours, microblisters and sinking.
Crash damage also needs to be checked for and confirm it was carried out by a specialist in glassfibre bodywork.
Pop-up headlights that don't rise when the lights are switched on are probably due to water getting into the motors, which is easily solved by drying out the motor.
Windows can stop working because of a faulty switch that's cheap and easy to replace. If it's the motor, this is a more expensive an time-consuming job to rectify.
Engine and transmission
Type 910 four-cylinder turbo engine needs regular oil changes at 6,000-mile intervals. Correct Lotus oil filter with a non-return valve is also essential to avoid con rod big end bearings being starved of lubrication. Listen for any tell-tale rumbles from the motor when starting from cold.
A misfire can be caused by oil collecting in the spark plug cavities. The oil comes from a leaking cam cover, which is often overtightened and warps the cover.
Cambelt service comes every 24,000 miles or two years. Lotus increased this to 32,000 miles later in the Esprit's life, but specialists advise sticking to the shorter routine.
Engine mounts fail, especially the one closest to the exhaust. This needs to be addressed straight away as movement will damage pipework and the exhaust manifolds.
Seized wastegate is a known fault. Listen for a flutter when you lift off the throttle to show it's working correctly.
Exhaust manifolds crack and it's a day and a half's labour to sort plus the cost of a new manifold at £545.
Overheating is most likely a failed fan or blocked radiator and either can result in a blown head gasket.
Look for leaks from the water pump. Any sign of this and budget for an immediate replacement.
The chargecooler's elements can break down with age, but fixing this isn't too pricey at around £150.
A smell of petrol is usually down to ageing pipes that will need to be replaced.
The Renault UN-1 gearbox is tough, but any slip from the clutch means it needs to be replaced very soon. A new clutch is affordable at £170, but it's 11 hours' labour to complete the change.
A stiff gear change is most likely a rusted shaft that needs to be re-lubricated.
Suspension and steering
The Esprit Turbo's 1,384kg kerb weight means it doesn't tax its steering or suspension components much.
Cracked springs can occur, but are inexpensive to replace.
Power steering became standard in 1994 and is a useful option on any earlier car you're thinking of buying.
Wheels, tyres and brakes
Brakes are strong and easy to service. Renault gearbox means the rear discs are outboard, so much cheaper and simpler to work on than the earlier Citroen-sourced transmission with inboard discs.
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SPECIFICATION - LOTUS ESPRIT TURBO
Engine: 2,174cc 4-cyl turbo
Transmission: 5-speed manual
Power (hp): 218@6,000rpm
Torque (lb ft): 220@4,250rpm
MPG: 26.4
CO2: N/A
Price new: £28,900
Price now: £20,000 upwards
Search for Lotus Esprits in the PH classifieds here.
Rear engine lid cables can fail, replacing is a nightmare, particularly if you do as we did and drill through the inside of the rear arch with a hole cutter to get to the cable - Lotus routed half the loom over the other side and we ended up having to get an auto electrician colleague to sort out the consequent mess!
We thought we did well to get out ahead, but I guess it's another of those we should have kept hold of (like my 47k mile 968CS which I sold for £12.5k a few years ago!)
Keep the mechanicals in good order and it will reward with an amazing drive
And most importantly, don't floor it coming off a roundabout on the wet!
I owned one of the last S3 Turbos.
In fact, I owned it three times over a 16 year period. Just couldn't get the bloody thing out of my system.
I loved it, but it was crap, in a wonderful sort of way.
I owned mine back to back with a Ferrari 328, which was better finished, more comfortable, easier to live with and easier to maintain. But the Lotus somehow got under my skin in a way that the Ferrari never did.
I think it was an underdog thing. It was amazing that Lotus stuck together disparate bits of Ford, British Leyland and Citroen with a bunch of self tappers, a bit of silicone sealant and some fibreglass. And came up with something which, in performance terms at least, was as good as the Ferrari.
And it seemed to attract enthusiasm and interest from the public, where the Ferrari sometimes garnered envy and resentment.
But there was lots to moan about.
The switchgear was straight out of an Austin Princess. And was crap.
The steering wheel and pedals were offset, which made it an instrument of torture to drive.
The gear linkage was a loosely assembled collection of cables, rods and nylon bushes, which made the gearbox a pain to use.
The turbo lagged. And lagged. And lagged.
The engine sounded like something out of an Escort.
The wastegate sounded like a bog being flushed.
The steering was heavy.
The transmission had loads of shunt in it.
You couldn't see out of it.
The doors didn't open wide enough. So you struggled to get in it.
Then you shut the door and it sounded like a suitcase full of Lego being thrown at a wall.
The windows didn't wind all the way down. So there was nowhere to rest your elbow.
If it was hot, it smelt like a canoe full of petrol.
It had more creaks and rattles than you could shake a stick at.
But, in fairness to the old dog, I covered plenty of miles in it, including a 1200 mile blast to LeMans and back. And it never left me at the side of the road.
If fact, it was pretty reliable.
I had a couple of headlamp rotary link failures, which left me with a bog eyed Esprit. But the parts were only a few quid.
It needed a couple of hoses. But hey, it was over 20 years old.
It wore out the (Cortina?) steering rack at 25000 miles. Which was a sod to replace.
It needed a radiator at about the same time. Which was a sod to replace.
It suffered a leaky fuel sender gasket. Which was a sod to replace.
I had the timing belt replaced a few times. Now I will attempt most mechanical jobs on a car, but you need to be a contortionist to get to the belt on an Esprit. So I left that to the experts.
It needed a clutch and some work on the flywheel at about 35000 miles.
All in all, it was a pretty wonky old thing and it was hard work to drive. You really needed to be in the right frame of mind.
If you grabbed it by the scruff of the neck and drove it hard, then the car came alive. The steering became fluid, the ride and the handling worked well together and the engine produced lots of torque and even started to sound mildly exotic.
If you just tried to potter in it, then the gearbox was obstructive, the steering was heavy, the engine was too laggy and it was just a tiring pain in the arse.
They are a wonderful, though badly flawed old car. In my opinion, those flaws are more forgivable in the older Giugiaro cars, which are now bona fide classics, than with the later Esprits.
Would I have another?
Nope.
If I was in the market for an exotic mid-engined 4 pot turbo with lots of performance, wonderful looks, and with plenty of irritating faults, then I would buy an Alfa 4C. Truly the Turbo Esprit of the 21st Century.
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Mine used to stink of petrol, so, after replacing all the breather hoses, balance pipe etc, I eventually diagnosed a rusty petrol tank.
So I set about removing the driver's side tank.
As you can see from the pics, it is tucked away right under the OSR wing and can only be reached from inside the engine bay.
I reckon that the first parts on the Esprit production line were the petrol tanks and that they assembled the rest of the car around them.
Anyway, I wore out a few spanners stripping it all down and, after about ten hours, eventually managed to liberate the tank.
Only to find that the tank was in perfect condition.
It was the gasket under the sender unit which had failed.
The fecking thing could have been replaced with the tank still in the car.....
Your looked lovely. I can see why you kept going back to it.
I have driven an early fuel injected Stephens car and, apart from the lack of induction noise, the two cars feel pretty much the same.
The late cars with the V8 dashboard are a very different animal.
And yes, the footwells are tiny. There is literally no space for your left foot. The seats have really poor adjustment range, and the driving position is absolutely terrible. For a longer drive, it's a chore. The gear change is nice and clunky, feels very mechanical. The visibility is quite bad, not as bad on some supercars, but crests and tall hedges are an issue.
A very flawed car, but yet, a very charming one. The handling is great, and the ride is quite good, especially if you're coming from something more modern.
Lots of complete bullsh!t written about these cars.
My feet are size 11 - 12, just as long as I dont wear builders boots driving is fine and there is space in footwell, and enough space left of clutch to stretch your left foot behind.
Driving comfort, Ive been to Le Mans 3 times in mine, very comfortable with plenty of arm and should rest on both sides. Although my right knee gets sore in the driving position after 2-3 hours, mind this could be attributed to to an old rugby injury. Visibility is absolutely fine forwards or backawrds, Judging the exact proximity of rear bumper is slightly tricky, but as I spend most of my time going forwards this has never been a major concern!
Steering is light and unassisted and perfectly weighted. If you find it heavy, there is something seized in your steering rack or you need to man up and visit a gym.
Fit and finish compared to contemporary Ferrari and Porsche cars is on par or better. GRP plastic body doesnt rust and chassis is galvanised. The Ferrari makes a better noise that is IMO and the owners opinion the only advantage over the Lotus.
Biggest problem buying today, is that because the prices were so low for many years, many people ran them on a shoestring budget and treated them commensurate with their cost. A body of restoration is around £20 - £30k which even at current prices isnt worth it unless like myself you plan never to sell.
"Later in intercooler was fitted, which Lotus called a chargecooler"
It's one or the other, I'd be surprised if Lotus called an air-to-air intercooler a chargecool, which is a water-to-air cooling device.
I wouldn't be surprised if PH didnt know the difference though.
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