Editing Lotus Esprit (section)

=={{anchor|S4}}S4 (1994) and derivatives==
{{Infobox automobile
| name = Series 4
| image = 1995 Lotus Esprit S4s exfordy.jpg
| caption = Lotus Esprit S4 Sport
| manufacturer = 
| aka = Lotus Esprit V8
| production = 1994–2004<br>3,630 produced
| model_years = 
| assembly = 
| designer = Julian Thomson
| class = 
| body_style = 
| platform = 
| related = [[Lotus Esprit GT1]]
| layout = 
| engine = {{unbulleted list
  | {{cvt|1994|cc|L|1|disp=flip}} ''Type 920'' [[Turbocharger|turbo]] [[Straight-four engine|I4]]
  | {{cvt|2174|cc|L|1|disp=flip}} ''Types 910 and 910S'' turbo I4
  | {{cvt|3506|cc|L|1|disp=flip}} ''[[Lotus 900 series#Type 918|type 918]]'' [[twin-turbo]] [[V8 engine|V8]]
  }}
| transmission = {{unbulleted list
  | 5-speed manual
  | 6-speed manual
  }}
| propulsion = 
| wheelbase = {{unbulleted list
  | {{convert|96.0|in|mm|0|abbr=on|order=flip}}: 1993–2001
  | {{convert|95.3|in|mm|0|abbr=on|order=flip}}: 2002–2004
  }}
| length = {{unbulleted list
  | {{convert|172.0|in|mm|0|abbr=on|order=flip}}: 1993–1995 & 1999–2004
  | {{convert|173.8|in|mm|0|abbr=on|order=flip}}:1996–1998
  }}
| width = {{unbulleted list
  | {{convert|73.5|in|mm|0|abbr=on|order=flip}}: 1993–1995 & 1999–2001
  | {{convert|74.1|in|mm|0|abbr=on|order=flip}}: 1996–1998 & 2002–2004
  }}
| height = {{convert|45.3|in|mm|0|abbr=on|order=flip}}
| weight = {{convert|1300-1338|kg|lb|0|abbr=on}}
| sp = uk
| predecessor = 
| successor = 
}}

Another refresh of the car in 1993 penned by Julian Thomson resulted in the '''Series 4''' (or '''S4''').<ref>{{cite web|url=http://www.espritfactfile.com/Mod_Info.html#S4 |title=The Lotus Esprit Fact File - Model Information |publisher=Espritfactfile.com |date=9 October 1990 |access-date=16 May 2010}}</ref> Exterior changes included a smaller rear spoiler placed halfway up the rear deck-lid, revised front and rear bumpers, side skirts and valence panels. New five-spoke alloy wheels were also fitted. The taillights from the pre-facelift [[Toyota AE86]] were carried over from the previous generation. The S4's engine had the same power output as the SE at {{convert|268|PS|kW hp|0|abbr=on}}. The S4 was the first Esprit to use [[power steering]].

The S4 was complemented in 1994 by the '''S4 Sport''' ('''S4s'''). The most obvious external change from the S4 was the addition of a rear wing from the '''Sport 300'''. The engine was still a 2.2&nbsp;L 910-series, but with performance-enhancing modifications that included enlarged inlet ports, cylinder head modifications, a re-calibrated ECM and a revised turbocharger.<ref>{{cite web|url=http://www.espritfactfile.com/Mod_Info.html#S4s |title=The Lotus Esprit Fact File - Model Information |publisher=Espritfactfile.com |date=9 October 1990 |access-date=16 May 2010}}</ref> Engine output rose to {{convert|305|PS|kW hp|0|abbr=on}} and {{convert|290|lbft|Nm|0|abbr=on|order=flip}} of torque. Top speed was {{convert|168|mph|kph|abbr=on|order=flip}}, slalom speed {{convert|61.7|mph|kph|abbr=on|order=flip}}, lateral acceleration increased to 0.91g and 0–97&nbsp;km/h (60 mph) took 4.6 seconds.<ref>{{cite magazine |last=Mitani |first=Sam |date=July 1995 |title=Lotus Esprit S4S |url=http://www.lotusespritworld.com/ERoadtests/RoadnTrack_Jul95.html |magazine=Road & Track |access-date=6 August 2017}}</ref><ref>{{cite web|author=kato |url=http://www.lotusespritworld.com/EModels/S4s.html |title=Esprit Models |publisher=Lotusespritworld.com |access-date=16 May 2010}}</ref>

[[File:1998 Lotus Esprit GT3 at Beaumanor Hall - mick.jpg|thumb|left|1998 Lotus Esprit GT3]]

The last iteration of the four-cylinder Esprit was the '''GT3''', a turbocharged, Chargecooled variant with the 2.0&nbsp;L [[Lotus 900 series#Type 920|Type 920]] which had previously been used only in Italian market cars. The GT3 was produced alongside the Esprit V8. Lotus originally intended to produce 50 GT3 models, but following the car's popularity, a total of 190 units were eventually built. The interior of the GT3 featured a re-designed instrument binnacle, which was narrower and more focused than the design used for previous models. Other notable interior features included a milled steel gearshift knob and a colour coded central tunnel to complement it.

==={{anchor|V8}}V8 (1996)===
[[File:Lotus Esprit (2724227240).jpg|thumb|left|Lotus Esprit V8]]

In 1996, Lotus launched the '''Esprit V8'''. The car came equipped with Lotus' own [[Lotus 900 series#Type 918|Type 918 V8 engine]]. The engine is an all-aluminium 90° [[Overhead camshaft#Dual overhead camshaft|DOHC]] [[Multi-valve#Four-valve cylinder head|4 valve]]s per cylinder with a [[flat-plane crank]]shaft and two Garrett T25/60 turbochargers but with no Chargecooler. The transaxle used was the same [[Renault]] unit as before but upgraded by Lotus. Despite having a modified transaxle, the Type 918 engine was detuned from a potential {{convert|507|PS|kW hp|0|abbr=on}} to {{convert|355|PS|kW hp|0|abbr=on}} to prevent gearbox damage.<ref>{{cite web|url=http://www.espritfactfile.com/Mod_Info.html#2004 |title=Esprit |publisher=Espritfactfile.com |date=9 October 1990 |access-date=10 October 2010}}</ref> In period tests, acceleration from 0&ndash;97&nbsp;km/h (60 mph) was achieved in 4.1 seconds, with a {{convert|1/4|mile|m|0|order=flip|abbr=in}} of 12.7s at {{cvt|112|mph|km/h|0|order=flip}}.<ref>{{cite web |url=https://www.caranddriver.com/reviews/a44702420/1998-lotus-esprit-v-8-by-the-numbers |title=1998 Lotus Esprit V-8: About Darn Time|publisher=Car & Driver Magazine|access-date=13 March 2024}}</ref>
The top speed is at {{convert|174|mph|kph|abbr=on|order=flip}}.<ref>{{cite web |url=http://www.motortrend.com/roadtests/112_9611_lotus_esprit_v8/specifications.html |title=Lotus Esprit V8 - European Car - Specifications - Motor Trend Magazine |publisher=Motortrend.com |access-date=16 May 2010 |archive-date=4 June 2011 |archive-url=https://web.archive.org/web/20110604100054/http://www.motortrend.com/roadtests/112_9611_lotus_esprit_v8/specifications.html |url-status=dead }}</ref><ref>{{cite journal| first = Sam | last = Mitani | url = http://www.lotusespritworld.com/ERoadtests/RoadnTrack_Nov97.html | title = Ferrari F355 Berlinetta vs. Lotus Esprit V8 | page = 73 | journal = [[Road & Track]] | publisher = [[Hearst Corporation|Hearst]] |date=November 1997 | access-date=17 March 2012}}</ref>

In 1998 the V8 range was split into '''SE''' and '''GT''' models. Both cars had revised interiors and similar performance with the SE being the more luxurious of the two and the GT being more lightweight and performance focused. 
 
The ultimate incarnation of the Esprit was the 1999 '''Sport 350'''. Only 50 were made.<ref name="lotusespritworld.com/ERoadtests/350">{{cite web|url=http://www.lotusespritworld.com/ERoadtests/350_topgear.html|title=Lotus Esprit 350|access-date=17 December 2007|work=lotusespritworld.com/ERoadtests/350}}</ref> the ECU in the Sport 350 was remapped to have the same Lotus type 918 power output of 350 horsepower (per the name), but in different rpm / gear range (turbo spool characteristics) compared to the normal SE/GT sales version and had chassis, body and braking improvements that included thinner fibre layer in the body, AP Racing brakes and stiffer springs .<ref>{{cite web|author=kato |url=http://www.lotusespritworld.com/EModels/350.html |title=Esprit Models |publisher=Lotusespritworld.com |access-date=16 May 2010}}</ref> Among the visual changes was a large carbon fibre rear wing on aluminium uprights in place of the standard fibreglass rear wing. The Sport 350 weighed {{convert|1300|kg|lb|0|abbr=on}} and could accelerate to {{convert|60|mph|kph|0|abbr=on|order=flip}} in 4.3 seconds and to {{convert|100|mph|kph|0|abbr=on|order=flip}} in under 10 seconds.<ref>{{cite web|last=Kuah |first=Ian |url=http://www.lotusespritworld.com/ERoadtests/350_racecar.html |title=Esprit Road Tests |publisher=Lotusespritworld.com |access-date=16 May 2010}}</ref><ref>{{cite web|author=kato |url=http://www.lotusespritworld.com/ERoadtests/Evo_Dec04.html |title=Esprit Road Tests |publisher=Lotusespritworld.com |access-date=16 May 2010}}</ref>

===GT1===
{{main|Lotus Esprit GT1}}
Having raced the Esprit in GT2 and GT3 classes, Lotus began to develop a new version of the car to race in GT1 class racing. Development of the car was entrusted to the newly formed Lotus GT1 Engineering group, which included many staff from the recently dissolved Team Lotus Formula One team.

The Esprit GT1 was built on the Type 114 platform using the body from the new S4 road-going Esprit made from composite materials and carbon fibre. Changes to the bodywork included a new carbon fibre splitter, diffuser and floor. Power came from a Type 918 V8 engine with a single Garrett T4 turbocharger that had a power output of {{convert|557|PS|kW hp|0|abbr=on}}. The Renault transaxle was not considered adequate for the task. Where the GT2 cars used Hewland DG300 units, the GT1 would use the new TGT200 6-speed transverse transaxle.<ref name="ultimategt1">{{cite web|url=http://www.ultimatecarpage.com/chassis/3147/Lotus-Esprit-GT1-114-002.html|title=Lotus Esprit GT1|work=www.ultimatecarpage.com}}</ref> The front suspension was now upper and lower A-arms, while at the rear were upper and lower lateral links paired with upper and lower trailing links. The braking system used AP Racing carbon ceramic discs and calipers, and Penske triple-adjustable gas-pressurised shock absorbers were used at all four wheels. The chassis was similar to the production Esprit but with a roll-cage that added stiffness. Weight was reduced to {{convert|900|kg|lb|0|abbr=on}}.

Production amounted to 3 units: chassis 114-001, 114-002 and 114-003. Two cars debuted at the 1996 BPR Global GT Series 4 Hours of Donington. Reliability dogged the car throughout the year, with problems linked to brakes, oil pumps, oil pipes and overheating, and it was succeeded by the Type 115 Elise GT1 the next year. Two of the Esprit GT1 cars were converted to GT2 specifications. Chassis 114-001 was acquired by Mike Haines Racing, who developed it into a competitive GT2 car. Chassis 114-001 now resides in a private museum in Tokyo, Japan. Chassis 114-002 was damaged at Oulton Park and became a parts donor for the remaining cars. Chassis 114-003 was destroyed in a fire.<ref name="gt1history">{{cite web|url=http://www.lotusespritgt1.com/gt1history.html|title=GT1 Racing History|work=www.lotusespritgt1.com}}</ref>

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