Lotus Esprit

Fast Facts

• Best model: Turbo
• Worst model: Any rubbish cars
• Budget buy: S3
• OK for unleaded?: Yes
• Will it fit in the garage? (mm): L4191 x W1854 mm
• Spares situation: Okay
• Club support: Good
• Appreciating asset?: Steadily but surely
• Good buy or good-bye?: Yes – as a cheap supercar

Cabin looks plush but isn’t that hardy. Watch for mustiness signifying damp.

The 16 v engine is quite trusty now although turbo installations can lead to overboost and melt the pistons down at higher miles

The Esprit is has luggage space, but it gets hot back there!

GRP body is quality made and “spiders web” crazing isn’t so common as on the earlier Europa.

There were numerous special editions and the Essex Petroleum cars of the late 70s are some of the best.

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Old Esprits always throw you in at the deep end – but the rewards can be tremendous. And now’s the right time to splash out and buy one

Designed to replace the old mid-engined Europa, the Esprit was also pitched more upmarket, to rival the likes of Ferrari and Porsche. Sadly it suffered from the usual Lotus glitches, so this sharp-styled sports car earned itself an iffy reputation that still largely dogs the model to this day. No wonder Roger Moore raised the occasional eyebrow with his new 007 transport, which was a world away from an Aston. That said, thanks to 35 years of development and experience, an early Esprit now makes a great classic buy, offering strong performance, fantastic handling and attention- grabbing looks – yet all for pennies when compared to what original Elans now sell for.

History

Designed by Giugiaro , of Ital Design, as the replacement for the Europa, the Esprit (M70) was first shown off 40 years ago as a Lotus concept car, based upon a Maserati project (the Bora-derived Boomerang) and was launched three years later in October ’75, although production dind’t really start until well into ’76. The car then cost £7800, which doesn’t sound too much now, but was four times the amount Chapman asked for an Europa Twin Cam just fi ve years earlier.

Backbone of the Esprit was the tried and trusted Europa chassis, but substantially bigged up – with a 96 inch wheelbase (previously 91in) while the track was widened a whopping seven inches. Unlike the 60’s Lotus cars, the new Wedgy ‘70s’ designs were massive and the Esprit’s 6ft 1in width was a world away from the compact Elan and Elite.

Using the Vauxhall-derived 2-litre 16v engine that Jensen-Healey owners helped develop by the kerbside, it now sat mid-ships, connected to the exotic Citroen SM transmission, which also acted as a stressed part of the (modifi ed Europa) chassis: rather like contemporary preground- effect F1 car thinking, in fact.

The Esprit’s launch coincided with a downturn for Lotus, and the original S1 didn’t perform as well as those lovely looks promised, despite 160bhp on tap. Sure, it handled like a Lotus, and then some, but the original Esprit was also considerably heavier than the lithe Europa, meaning it lacked the earlier car’s pace, plus was far too crude and unrefi ned for the Porsche-like prices now being asked.

After starring as James Bond’s replacement for his Aston in the film The Spy Who Loved Me, the S2 Esprit arrived in 1978 with a host of essential refi nements, including the much needed improved build quality and better engine cooling. Also, a commemorative special edition was made to celebrate American Mario Andretti becoming the 1978 World Champion. Looking resplendent in JPS black and gold, but only 100 were made.

Two years later a revised S2 was introduced with a enlarged 2.2-litre engine giving greater torque, rather than outright power, together with a fully galvanized chassis to counter criticisms of premature rusting.

Also this year, the sizzling 210bhp Turbo was introduced, initially as a limited edition in strident Essex Petroleum livery – now priced at a cool 25 grand. Bizarrely the S3 Esprit was also introduced, being a mix and match special using the standard 2.2-litre engine but with a Turbo-type chassis, and this is certainly the best developed and easy owning Esprit of them all.

Six years later the ultimate original Esprit was introduced: the HC. With power up slightly to 215bhp (care of a higher compression engine – hence the name) a limited edition model was also offered to commemorate Lotus being based in Hethel, Norfolk. A year later, the original Esprit is replaced by a softer looking car (X180), designed by leading stylist Peter Stevens, who went on to pen the last MGs.

Looking razor sharp and lean and mean, the original S1 didn’t perform as well as those looks promised despite 160bhp on tap. Sure, it handled like a Lotus, and then some, but the original Esprit was also considerably heavier than the Europa, meaning it lacked the true pace of the Europa, plus was far too crude and unrefined for the Porsche-level prices asked.

After starring as James Bond’s replacement for his Aston in the film The Spy Who Loved Me, the S2 Esprit arrived in 1978 with a host of refinements, including improved build quality and cooling. Two years later a revised S2 was introduced with a stroked 2.2-litre engine for greater torque rather than more power and a fully galvanized chassis to counter criticisms of premature rusting.

Also this year, the 210bhp Turbo was introduced, initially as a limited edition in strident Essex Petroleum livery. Bizarrely the S3 Esprit was introduced, being a mix and match special using the standard 2.2-litre engine but with a Turbo-type chassis. Six years on the ultimate early Esprit was introduced: the HC. With power up slightly to 215bhp (care of a higher compression engine – hence the name) a limited edition model was also offered to commemorate Lotus being based in Hethel, Norfolk. A year later, the original Esprit is replaced is replaced by a softer looking car, designed by leading stylist Peter Stevens, who went on to pen the last MGs by the way.

Driving

As the Esprit is based upon the tried and tested Europa platform, it’s no surprise that it handles just as brilliantly, although being larger, fatter and lardier than the earlier car it’s not so agile. But we’re splitting hairs here because even 30 years on, very few sporting moderns can keep up with a well driven, well maintained Lotus Esprit cross country. Fast but not furious best sums up the Lotus’ straight line pace. In standard 160bhp tune a hot Vectra would embarrass the owner. 0-60 is quoted at eight seconds and over, with the 2.2 cars no quicker. But the Turbos are another matter and easily provide supercar grunt and yet, like all versions, return 20mpg and over with ease. Even the most ardent Lotus lover wouldn’t call the Esprit a GT. Early cars in particular were harsh and noisy while even later models with their plusher cabins can’t disguise their cheap build origins, although there’s a fair bit of cabin space for two.

Prices

If nothing else the Esprit smacks of great value. For the very brave and spanner-loving, old dogs can be bought for well under £2000, although they will be real liabilities. Average to good examples cost around £3-4000 and you can cheerfully double this if it’s a Turbo. Top cars can break into five figures with a concours Turbo commanding up to £16,000 or so.

Improvements

A good Esprit is good enough for many and really that should be the starting base. A thorough service and adjustment to the geometry will transform many cars because the majority are in such poor shape. In terms of tweaking, the Esprit uses a suspension mix of Opel Ascona (Vauxhall Cavalier Mk1) at the front with Europastyle rear end with Lancia Beta front brakes and Vauxhall drums, so contemporary upgrading is on the cards although any car handles great if in good order. So, don’t upset all the work done by Lotus by fi tting wrong uprated dampers and springs for example.

To make an Esprit even better it’s generally reckoned the brakes need beefi ng up to 1994 Brembo spec and there are numerous kits around to do this, costing around £600 – not bad value if the originals are shot anyway. The suspension benefi ts from a tailored spring and damper kit (£550 from PNM) and if you want to fi r polyurethane bushes to the suspension, then this specialist advises you only use Lotus parts.

Up to 190bhp is on the cards by way of conventional head modifications and on any model a good session on a rolling road can easily provide up to 10bhp more by fi ne tuning of the ignition and jets alone. We’d also fi t modern electronic ignition and an uprated radiator for peace of mind.

If a stock 2.2 Turbo Esprit isn’t quick enough then you can obtain a strong 250bhp or so by fi tting a turbo dump valve (£125) along with an adjustable wastegate actuator for another £250. With suitable engine brain chipping it will go like a rocket we’re reliably informed! Another route to go is fi t another engine and V8s do squeeze in.

Three Of A Kind

Renault GTA

GTA is arguably the Esprit’s closest rival although it’s rear rather than mid-engined. It wore the Renault badge not Alpine and so the image was never there, but ability still is with handling that’s as involving as a 911 but pre ‘92 cars are bit wonky though. 2.5 V6 Turbo is really fast, the 3-litre 250bhp normally aspirated is a wiser choice. There aren’t too many GTA experts around but this car is a bargain.

Honda NSX

It was Senna’s supercar as the F1 legend had a big hand in developing this Honda and the NSX is one of the most userfriendly exotics you could wish for – as fast and thrilling as a Ferrari yet as easy to own as a Civic hatchback. Beautifully engineered and built, reliability is rarely an issue. For some the NSX will seem too cold and clinical but supercars don’t come more reliable and user-friendly as this.

Lotus Esprit S4

Replacement for the Esprit was initially just a clever reskin on the S3 plus other improvements. Be in no doubt however that the ‘Softer Stevens’ reshell (22 per cent stiffer) isn’t as good as a genuine, later S4 even though the cars look much the same. They aren’t – but this model is still a darn sight better than early Esprits and the model ran from 1987 to 1993 in 172bhp NA (normally aspirated) form.