Lotus Esprit S3
There are two Lotus ages: pre- and post-esprit. In the former it was a cottage producer of scintillating, deftly handling sports and racing cars, but the new arrival changed everything, propelling it into the big league. Supercar looks were soon backed up by supercar performance. Factor in some legendary appearances on the big screen and the Esprit’s cult status was assured.
We’ve sifted through lots of variants from its 28-year production run, balancing values with performance, and taking on board owner and specialist advice, to take five of this year’s best buys to the test track at their Hethel birthplace. These are the cars our market experts think won’t stay at these prices for ever. Mr Giugiaro, I’ve been expecting you – just perhaps not in
Esprit S3 form. Those with an Esprit de corps for the first and second generations are likely foaming at the mouth at our decision to jump straight to the third, but S1 values have peaked and dropped off slightly. And while S2 prices are still rising, it’s the naturally aspirated Series 3 variant that is the most attainable of the original shaped cars, both in terms of price and availability.
And my what a shape it is. Even today, some 47 years after the arrival of designer Giorgetto Giugiaro’s ‘Silver Car’ design study that presaged it, the silhouette still enchants, beguiles and turns heads in equal measure – its sharp-suited body and low-slung snout screaming that a piece of exotica has just rolled up.
Yes, Martin Start’s white Turbo Esprit of the same vintage has Bond cool, but shorn of most of its excess adornment – slats, scripts et al – Barrie Cornes’ stunning Glacier Blue S3 is a lesson in design simplicity. However there is a distinct nod to Eighties modernity in its body-coloured side sills and front spoiler, in place of the matt black items of earlier models.
Initially the seating position feels pure supercar comedy, legs out almost horizontally as if fully reclined on a sun lounger, yet it’s immediately comfortable, and it works. The helm controls are perfectly to hand and the Smiths gauges, rather than earlier Veglia items, are intelligently set in a wraparound binnacle. Best of all is the optional ‘sunshine roof’, which on this lovely clear-sky day sees me surrounded on all sides by a sea of blue – even if the correct name for the interior’s similar hue is silver.
First impressions are dominated by the steering feedback and handling, both of which sparkle. Fire the S3 into one of Hethel’s tight corners and it’s an intuitive delight, remaining neutral as it dissects it with the aplomb of a master surgeon’s scalpel. Swift direction changes won’t upset its inherent balance, and I’m engendered with the confidence to push harder. The 2.2-litre Twin Cam provides a stimulating soundboard – not overly intrusive, but enough to titillate. And while it lacks the Turbo’s clout, the S3 is no slouch. It offers a smooth yet punchy 160bhp, enough to see it race from 0-60mph in 6.5sec – not quite supercar pace, but not far off.
It’s aided by a positive gear change and decent brakes, but it all comes back to that steering wheel; it’s the centre of the Esprit universe, and the driver’s gateway to tactile pleasure.
‘Fire the S3 into one of Hethel’s tight corners and it’s an intuitive delight’
‘It’s a simple car to maintain,’ says Geoff Downhill of Salisburybased specialist Esprit Engineering. ‘As with all Esprits, check when the cambelt was last changed [it should be at 20k intervals]; failure will result in bent valves – an engine out, cylinder head off job costing £2500-plus. It also leads on to other things; mounts and pipes you don’t normally consider. A full engine rebuild is £5000.
‘Radiators normally last seven to ten years, because they rot away at the front. You’ll pay £300 for a re-core, or £700 for a wider stainless steel three-core unit and more modern fan arrangement.’
Giugiaro bodies can sometimes suffer stress fractures along weak points like headlamp pods, door edges and side flanks. A car that’s been used regularly and maintained relatively well over a number of years is always preferable to one that’s seen little action and a lot of recent expenditure.
S3s start at £12k, with a good car around £20k and the very best another £5k more. As a starter there’s no doubt it’s a particularly appetising entry price point, even more so when you factor in that it shares the Turbo’s wider, stronger, galvanised chassis and is far less temperamental than earlier variants.