Esprit V8 - Road & Track #1 |
Question 10 enthusiasts
about the most important quality in a high-performance sports car, and
you will, of course, get 20 different answers. A high-revving
multi-valve engine. Turbocharged or supercharged. With the engine in the
middle. Precise steering. Big brakes. Big tires. Sleek. Balanced. Fun.
And a low price would be nice. The Lotus twin-turbocharged Esprit will
give you all of the above except the low price.
Elementary physics
suggest that more power and less weight will make a car faster, all else
like gears, tires and aerodynamics being equal. At less than four feet
high, an Esprit is acceptably slick, the 285/35ZR-18s on the back have
substantial grip, and gearing is fully appropriate. And even when
saddled with the weight of luxury appointments, the Esprit just tops the
3000-lb mark.
Right behind the driver and ahead of the rear wheels, exactly where many
would argue it should be for a sports car, is the engine. About the size
of a 27-in. television, and under 500 lb fully dressed with starter, air
conditioner and two water-cooled Garrett turbos, is a 3.5-liter 4-cam
V-8. Hooked to a twin-disc clutch and a 5-speed transaxle, and revved
up to 6500 rpm, it generates 350 bhp and will fire the lightweight Lotus
to 60 mph in under 4.5 sec, and to 100 mph before many cars reach half
that speed. Terminal velocity is 175 mph, at which point you are happy
to compromise rearward visibility with that big wings stability.
Figures like this mandate
superior handling, a Lotus hallmark from the companys inception. Coil
sprung all around, the Esprit uses upper and lower control arms, an
anti-roll bar, and rack-and-pinion steering up front, with trailing arms
and lateral links in the rear. Though it will change direction and go
round the bends at ridiculous speeds, it remains compliant enough to
drive until the tank empties. Very large Michelin Pilots clear very
large Brembo vented discs and transmit all this energy to the pavement.
Despite its age, but
given the occasional facelift, the Esprit looks distinctive. The angular
edges, "ear scoops" behind the doors and deep chin spoiler are both
aesthetic and effective. The interior provides a high degree of
amenities including polished walnut, leather and an Alpine sound system.
Accommodations for two are provided, and those drivers over six feet
will be firmly ensconced in the cabin.
The Lotus Esprit does not
have the brute force of a Viper, nor the wail of a Ferrari V-12, but
will put up a respectable showing against either. Whether you prefer the
sophisticated finesse of the Colin Chapman racing heritage, or just want
to put numbers on the side of it, a twin-turbo Esprit is a sports car of
the first order.
Quickfacts
MODEL |
MSRP |
ENGINE |
TRANS |
ABS |
SEATS |
A/C |
Esprit V8 |
est $85,675 |
V-8t |
5M |
STD |
2 |
STD |
Specifications
Layout |
rwd |
|
Wheelbase |
96.0 in. |
|
Track, f/r |
60.2/60.8 in. |
|
Length |
172.0 in. |
|
Width |
73.5 in. |
|
Height |
45.3 in. |
|
Curb weight |
3043 lb |
|
Base engine |
350-bhp |
|
|
twin-turbo dohc32V
V-8 |
|
|
Bore x stroke |
83.0 x 81.0 mm |
|
Displacement |
3506cc |
|
Compression ratio |
8.0:1 |
|
Horsepower, SAE net |
350 bhp @ 6500rpm |
|
Torque |
295 lb-ft @ 4250rpm |
Fuel econ, city/hwy |
15/23 mpg |
|
Optional engine(s) |
none |
|
Transmission |
5M |
|
Suspension, f/r |
ind/ind |
|
Brakes, f/r |
disc/disc, ABS |
|
Tires |
235/40ZR-17 (f) |
|
|
285/40ZR-18(r) |
|
Luggage capacity |
5.4 cu ft. |
|
Fuel capacity |
19.3 gal. |
|
Warranty,
years/miles: |
|
|
|
Bumper-to-bumper |
2/unlimited |
|
Powertrain |
2/unlimited |
|
Rust-through |
8/unlimited |
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98 Esprit V8 - Road & Track
#2 |
LOTUS ESPRIT
When you think of exotic
sports cars around the world, images of a roaring 12-cylinder Ferrari or
Lamborghini immediately pop into mind. But when you think of a Lotus
Esprit, well, you certainly see the style of an exotic car, but perhaps
not all of the sound and the fury that should accompany it.
Why did Colin Chapman,
famous for his engineering achievements, put a whiny turbocharged
4-cylinder engine into the Esprit in the first place? Well, the truth is
that when the Esprit was first conceived in 1970, a V-8 project
(code-named M71) was already in the works. Maybe it's because of cost
considerations that the V-8 did not make it into the Esprit's engine bay
until 1997. But now, with double the cylinders making deep throaty
sounds through its tailpipes, the Esprit can truly call itself a
supercar.
For 1998, the compact and
efficient Lotus Type 918 V-8 engine remains unchanged. This 3.5-liter
32-valve twin-turbo V-8 is capable of pumping out 350 bhp at 6,500 rpm
and 295 lb-ft of torque at 4,250 rpm. The aluminum-block engine occupies
the same volume as the previous 2.2-liter turbocharged inline-4, but
weighs only 485 lb.
The deep, throaty growl
of the Esprit's eight cylinders lets you hear the power as they launch
the car to 60 mph in just 4.4 sec. It beats last year's turbocharged
4-cylinder Esprit S4S by 0.3 sec, and it's more than a half-second
quicker to 60 mph than the Ferrari F355.
Complementing the V-8
engine are the Esprit's already first-rate handling characteristics.
This Lotus continues with its upper and lower A-arms in front and
lateral links with trailing arms at the rear. Around the skidpad and
slalom, the Esprit V8 is well balanced, with mild understeer, but
amenable to throttle-induced antics pretty much at will.
Wrapped around the Esprit
V8 chassis remains the familiar low- and wide-stance styling that has
made the car famous all these years. Its wedgy shape at the front
precedes a low roofline and low-set doors. Though dramatic looking,
ingress and egress through them are a challenge for anyone over 6-ft
tall.
But once you hop over the
tall door sill and climb into the driver's seat, you are treated to
surroundings of rich Connolly leather and glossy walnut veneer. For
1998, the Esprit has an updated instrument panel with Stack gauges
(similar to Esprit's sibling in Europe, the Lotus Elise) and
more-integrated switches. According to Lotus, the interior space will
also appear roomier even though its dimensions will remain unchanged.
The freshened interior is scheduled to debut at this year's London Auto
Show.
With a price tag that
starts at $79,325, the Esprit V8 is a bargain, considering the
4-cylinder S4Ss were selling at $75,995. The Esprit V8 comes fully
loaded, with all the amenities of a luxury car. But you can still add on
the customer-selected paint ($3,200), or the special O.Z. racing wheels
($1,500), or even a glass roof ($695) to put that personal touch on your
car.
Now that the Esprit has
all of the basics to be an exotic sports car -- the look, the feel, and
finally a proper guttural sounding V-8 -- we can perhaps experience what
Colin Chapman intended the Esprit to be in the first place.
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96 Esprit - Road & Track #3 |
Lotus's plans for 1996
are somewhat uncertain as of this moment, at least as far as revelations
are concerned. It's no secret that a new V-8-powered car is nearing
introduction; when that will happen has yet to be announced. What is
certain is that the Esprit is still available. That's good news, since
the mid-engine Lotus has lost none of its appeal.
Two versions of the
evergreen Esprit are available. The S4 remains as it was after a host of
1994 body and chassis changes. A second model, the S4S, made its debut
last year; it incorporates interior and exterior styling cues from the
European S4 300.
In either case, power
comes from a turbocharged dohc 16-valve inline-4. The Lotus-built
engine's electronics have been massaged to allow increased boost for
limited periods. Combined with larger intake valves and other detail
refinements, this raises maximum power to 300 bhp. Last year's new
engine block, cylinder head, and oil sump castings increased rigidity,
coolant capacity and reliability. Internal revisions to the 5-speed
manual gearbox made it more durable, while linkage changes improved
shift feel. These changes have been joined by a new timing belt with a
100,000-mile life.
If anything, the Esprit's
chassis is even more impressive. It is no understatement to put the S4
(and S4S) among the world's best-handling GT cars. Roll-free through
corners, stable under heavy braking, and almost supernaturally
responsive to driver input, the Esprit is a textbook example of how
high-performance cars should handle.
With a few
exceptions--most notably the seats--the Esprit cabin matches the chassis
for competence. It's cozy inside, though all but the tallest drivers can
find room to maneuver. The S4S adds electronic gauges and wood trim to
the standard interior.
Even with a new--and
presumably faster and fancier--Lotus on the way, the Esprit offers
driving pleasure that can only be found in a few other places. It is a
solid alternative to such stalwarts as the Porsche 911 and Acura NSX,
and as desirable today as ever.
Specifications
Layout...............rwd
Wheelbase...............96.0 in.
Track, f/r...............60.0/60.5 in.
Length...............170.5 in.
Width...............73.2 in.
Height...............45.3 in.
Curb weight...............2955 lb
Base engine...............300-bhp turbo dohc 16V inline-4
Bore x stroke...............95.3 x 76.2 mm
Displacement...............2174cc
Compression ratio...............8.0:1
Horsepower, SAE net...............300 bhp @ 6500 rpm
Torque...............281 lb-ft @ 3500 rpm
Fuel econ, city/hwy...............17/27 mpg (1995 model)
Optional engine(s)...............none
Transmission...............5M
Suspension, f/r...............ind/ind
Brakes, f/r...............disc/disc, ABS
Tires...............215/40ZR-17 (f)
245/45ZR-17 (r)
Luggage capacity...............8.2 cu ft
Fuel capacity...............19.3 gal.
Warranty, years/miles:
Bumper-to-bumper...............2/unlimited
Powertrain............................2/unlimited
Rust-through.........................8/unlimited
Quickfacts
MODEL / MSRP / ENGINE / TRANS / ABS / AIRBAG / AIR
Esprit S4 / est $72,000 / I-4T / 5M / STD / DUAL / STD
Esprit S4S / est $75,000 / I-4T / 5M / STD / DUAL / STD
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Acura NSX vs. Lotus Esprit
Turbo - Road & Track #8 |
Exotic Diversions
The journeys may differ, but the destination is the same
Envision, for a moment, a
special heaven created just for automotive engineers. They'd pass
through some pearly-looking gates, perhaps pluck a few chords on
oversize, gilded harps, then maybe recline for a few moments on a
comfortable, puffy cloud. Before long, I'd venture, they'd carefully
place their halos and wings aside, roll up their sleeves and set about
designing the perfect exotic car.
These chosen-from-above
gearheads would be given free rein and many clean sheets of paper for
the task; after all, this heaven would be recompense for cruel earthly
toil involving the design of power-steering pumps and license-plate
brackets. Before the first sketch was rendered, though, an essential
prerequisite would have to be met: careful study of the Acura NSX and
Lotus Esprit Turbo, two benchmarks in the evolution of the exotic car.
Ground-scrapingly low
slung. Room for two. Mid-mounted engines. Largely handcrafted from
lightweight materials. Possessing enough forward thrust to keep one's
backside pressed firmly into the seat, enough deceleration under braking
to suspend driver from seatbelt like a bottomed-out bungee jumper, and
enough mechanical stamina to repeat the process over and over again
without breaking a sweat. They attract small crowds when parked, and
even when driven--they're sort of the Pied Pipers of the automotive
world.
While both the Acura and
Lotus are fascinating means to the same end, their origins are decades
apart and their approaches, a study in contrasts.
The Lotus has been in
production since 1975, and the sharp-edged Giorgio Giugiaro-designed
prototype dates back to 1971. Through the years, it has been
significantly updated mechanically and had its edges softened visually,
but it remains true to the original inspiration of Anthony Colin Bruce
Chapman and his tightly knit, intensely focused band of engineers. Its
structure follows traditional Lotus practice, with a galvanized steel
backbone chassis whose tubular aft structure cradles what's currently
the highest-specific-output production car engine sold in the U.S.--a
2.2-liter twincam inline-4 that, with help from a turbocharger and
water-to-air intercooler, makes 264 bhp. Its shape, crafted of
fiberglass composite panels and made famous through the years in James
Bond films (and more recently at the gearbox-gnashing hands of Richard
Gere's character in Pretty Woman), continues to grab its share of
admiring glances from even the car-callous denizens of Newport Beach.
The NSX is a
computer-engineered child of the Nineties, brought into this world
screaming at the top of its lungs. Its aluminum 3.0-liter dohc V-6
develops its 270 bhp through ingenious valvetrain technology and
expensive bits such as titanium connecting rods, which enable it not
only to spin to 8000 rpm, but to make usable power at those revs as
well. Its structure? While the unit-body method of the NSX's
construction is nothing new, the material itself is
unconventional--aluminum stampings and extrusions are used for body
panels and all major load-bearing members, with the exception of a steel
tube that runs the width of the car to support the steering column. And
the NSX is thoroughly modern in its approach to occupant comfort--the
car's generous interior dimensions were carved in stone first, then the
mechanicals designed around them, a rarity in a class where providing
adequate space for people can seem like an afterthought.
The NSX lists for
$68,600. The Esprit, pegged last year at $86,750, is now $67,345, within
a whisker of the NSX's price tag; the nearly $20,000 reduction is Lotus'
response to the high-end sports-car market that's recently sagged like
the jowls of a Saint Bernard. With the playing field of price nearly
level, we thought it was high time to see how England's Old Guard exotic
stacks up against Japan's only mass-produced mid-engine supercar, on
both the Streets of Willow race track near Lancaster, California, and in
that acid test of low-speed temperament, the daily commute.
On entering the Esprit,
the scent of leather overwhelms. no wonder with what seems like acres of
the supple tan stuff covering just about every exposed surface, stitched
with just enough imperfection to suggest it's been done by hand. You
face a battery of thick-bezeled round gauges, all too small with rather
crowded markings, set in a panel sheathed with polished wood veneer. The
nonadjustable steering wheel is--aaargh!--pulled straight from the
Firebird/Camaro parts bin, replete with bulbous airbag and rubbery
covering, but at least its rim is thick and leather-wrapped. The seating
position is low, semi-reclined and cozy, and now there's enough room for
six-footers to be comfortable, thanks to a newly revised firewall
bulkhead and stretched footbox. It's real work to see out, with the base
of the almost flat, steeply raked windshield seeming very far away. And
the view straight back is neatly bisected (and heavily compromised) by a
large wing, restyled for 1993. Rear-quarter outward vision? Slim to
none, making lane changes and reversing maneuvers exercises in neck
craning...and faith.
Where the NSX gives away
some of the warmth and the fussed-over look of the Esprit's cabin, it
gives back in day-to-day livability. The dash and
the instrument panel, done up in imitation leather and dark gray
plastic, feel as though they've been poured in around your knees, so low
is the cowl and so good the forward vision. Tach and speedometer are
huge and clearly marked, offer information without study, and are
visible through a three-spoke wheel with tiny airbag and what's possibly
the most supple leather ever to encircle a steering-wheel rim. Footwells
are generously wide, with a proper dead pedal and room for even big,
clumsy feet--in the Esprit, there's no room to the left of the clutch
pedal, leaving your left foot to flop against the sizable wheel arch
when it's not helping change gears. Seat facings are genuine bovine
skin, as are the door panel inserts, and the seats themselves are either
vastly more supportive or somewhat more confining than the Esprit's
rather flat-cushioned devices, depending on the way your own particular
chassis is put together.
Fire up the engines, blip
the throttles, and you'll see why variety is said to be the spice of
life. Our test Lotus, after two or three twists of the ignition key,
settled into a slightly thumpy idle. Once underway, accomplished with a
light, easily modulated clutch action, whine from the toothed timing
belt just inches behind your head ascends in concert with the tach
needle scurrying around to the Esprit's 7400-rpm redline. At each shift,
the turbo's wastegate titters just a little, keeping that little
compressor ready to deliver its full 12.5-psi wrath for the next
gear--which it does with just a half-beat of lag. And those gears are
served up through the most mechanically exact shift linkage Lotus has
offered yet, though its throws seem long when compared with the
economical wristy motions required to select the NSX's different cogs.
Whether puttering down Main Street or going all-out for acceleration
runs, there's always a certain amount of mechanical ruckus competing
with the noises made by your passenger and/or the excellent JVC sound
system. And equally satisfying lunges of acceleration are at the command
of your right foot.
The NSX's V-6 leads a
double life--it's the engine of a sophisticated, refined GT when
cruising or at small throttle openings; but crack the throttle wider and
the monster within awakens. Induction sound segues from a subdued purr
to a series of sharp, honking pulses, which meld into one of the most
mellifluous mechanical symphonies of all time--almost as if someone
slipped in the soundtrack of a recent German Grand Prix into the NSX's
commendable Acura/Bose stereo/cassette system and turned it up full
blast. At between 5800 and 6000 rpm, Acura's Variable Valve Timing and
Lift Electronic Control (VTEC) comes into play and hydraulically shifts
valve actuation to a second set of camshaft lobes with higher lift and
longer duration, and voila!--instant top-end charge without sacrificing
low- to mid-rpm smoothness and punch. For passing, you'll still want to
drop from 5th to 4th, or even 3rd just for the sheer exhilaration of
spinning the engine to its 8000-rpm redline--even though the NSX serves
up one of the broadest, tastiest platters of torque anywhere.
With the 5th wheel
fitted, both cars get off the mark like a Fred Couples tee shot; the
Esprit shows just a little more Boom Boom, reaching 60 mph in 5.3
seconds, versus 5.8 for the NSX. Hethel's finest holds most of its
advantage through the quarter mile, posting a fleet 13.7 sec. in the
face of the Acura's 14.0-sec. time. The odds shift in braking, where the
NSX's big 11.1-in. vented discs and ABS give it easily reproducible,
incredibly short stops from 60 and 80 mph of 120 and 200 ft., edging out
the still amazing 121- and 225-ft. efforts of the smaller-rotored,
ABS-equipped Esprit.
With test equipment
stowed and all fluids up to operating temperatures, Streets of Willow
awaited. Time to brush up on the old heel-and-toe technique, brush off
any preconceived notions and find out what these cars really do when
pushed hard in a safe, controlled race-track environment.
First, the NSX. In a
word? Precise. In three words? Precise, predictable, stable. This is a
ridiculously easy car to drive quickly, a car that doesn't require you
to put forth the skills of a Fangio to rattle off some pretty impressive
laps. Grip is excellent, as is the feel through the brake pedal that
allows you to threshold brake and just barely invoke the ABS, time and
time again. Steering is precise, with a nice linear increase in effort
as more lock is used, and isn't darty at all under hard braking. With
its traction control switched off, the rear tires are willing partners
in pointing the fronts, either through very subtle, catchable
drop-throttle-
induced oversteer, or squeezing the throttle on--in 2nd gear. With
taller ratios and less torque multiplication, options disappear and the
NSX reverts to steady-state mild understeer. Lap after lap, you think of
the line you'd like to take around a particular corner. You brake, steer
and accelerate, and the NSX just flat executes it, with lots of g-force
and a bare minimum of heart palpitation.
Sweetening the experience
is--I've mentioned this before, but it merits repeating--the excellent
outward vision. Confidence can't help increasing when you can clearly
see the outlines of the front fenders (and thus the car's position
relative to the road) and the immediacy of the asphalt ahead. And
pedals are ideally spaced for second-nature throttle blips when braking.
On to the Esprit, which
will lap Streets of Willow about as quickly as the NSX, but it's more of
a wrestling match than a dance. The culprit? Lots of understeer, which
calls for careful planning in the early stages of a corner so that
pavement remains at its exit. Sudden drop-throttle will pivot the car
briefly, but as power is reapplied, strong understeer resumes,
predictable as sunrise. Classic Nuvolari power-on drifts are entirely
out of the question. The steering, normally jabbering with feedback,
goes strangely silent when the front tires start scrubbing; and the
braking system, though possessing nice, firm pedal feel, shows a hint of
fade and doesn't quite spawn the confidence that the Acura's system
does.
There's a likable
lightness in the way the Esprit changes direction, but that dreaded
understeer, not-insignificant body roll and a relatively less precise
handling feel tarnish its overall entertainment value when pushed to the
limits at the track. Driven at aggressive speeds on the street, though,
the Esprit returns more of a race-car feel than the NSX, by virtue of
its more high-strung engine and steering that reacts more quickly just
off center.
For 1994, Lotus will be
offering the S4 Esprit, claimed to be a tauter, crisper-handling car
with 17-in. wheels and tires, stiffer springs and significant styling
revisions inside and out. Said Roger Becker, Lotus' director of vehicle
engineering, in Britain's Autocar & Motor: "We engineered understeer
into the old Esprit to keep its handling safe but, to be honest, we
overstepped the mark. For the S4, we wanted quicker responses, a neutral
to oversteer handling balance, less roll and more grip." That's music to
our ears, inner and otherwise.
And much like people's
taste in music, taste in exotic cars is a highly subjective thing,
having no completely rational explanation. On one hand there's the NSX,
dynamically superb, exceedingly well mannered and civil to a fault. If a
fault is to be isolated, it's that the car is a little too ordered and
antiseptic, with styling that takes few risks. On the other hand there's
the Esprit, certainly a little rougher around the edges but thoroughly
saturated with personality, style and heritage. Observers who didn't
give the Acura a second look have been known to trip all over the Esprit
parked adjacent to it; evidently the essence of Giugiaro's original
design has weathered the test of time.
By Douglas Kott
Transmitted: 94-02-11
21:32:50 EST
Document ID: mtrt0002
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