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Car and Driver
a day ago
- Automotive
- Car and Driver
1988 Lotus Esprit Turbo Archive Road Test
From the June 1988 issue of Car and Driver. At 120 mph the tiny engine is wound tight, and the world beyond the windshield is hurtling by you in a violent blur, and the wheel is quivering in your hands, and the seat of your pants feels the urgent beat of the tar strips as you rocket over the narrow two-lane at two miles per minute, the engine note climbing, climbing, and your view liquefying into a frenzied funnel of road and trees and sunlight and leaves and the flat, fiberglass projectile surrounding you going fast, faster, so fast you actually feel the speed. And then you shift into fifth. Speed. It's the essence of the new Lotus Esprit Turbo. Admit it: You weren't lured to these pages by a desire to enrich your knowledge of drag coefficients or suspension settings or headlamp washers. You're here to read about speed, and we promise not to disappoint you. Twisted to the top of fifth gear, the new Esprit Turbo pulls all the way to 148 mph. From a standing start, it storms to 60 mph in 5.3 seconds and flashes through the quarter-mile lights in 14.1 seconds at 97 mph. If those numbers don't impress you (and they should), consider one additional fact: The Esprit Turbo achieves them with a 2.2-liter four-cylinder engine. From 0 to 60 mph, the new Lotus is the quickest four-cylinder-powered car available in the United States. View Photos George Lepp | Car and Driver The 1988 Esprit Turbo, in fact, is one of the quickest cars in the U.S. of any kind. Consider a few comparisons. The V-8-powered Mustang GT accelerates from 0 to 60 in 6.3 seconds. The new Porsche 944 Turbo S hits 60 mph in 5.5 seconds. The automatic-equipped Corvette reaches 60 mph in 5.6 seconds and the quarter-mile in 14.3 seconds at 94 mph. Properly launched, the Esprit Turbo trounces them all. Only a handful of uncompromising speed machines—the Ferrari Testarossa, the Lamborghini Countach, and three of the most expensive Porches—can better the Esprit both from 0 to 60 and in the quarter-mile. Only a few more can match or exceed its terminal velocity. The new Lotus Esprit Turbo, in short, is a seriously fast car. As you have already noticed, the new Esprit Turbo is also a seriously attractive car. More attractive than ever, we think, and that brings us to the big news this year. Though built on the same chassis as last year's car, the 1988 Esprit Turbo flaunts a stunning new exterior shape and a thoroughly revised cockpit. Please feel free to drool. View Photos George Lepp | Car and Driver It took guts to tamper with Giugiaro's original Esprit design. If Lotus had spoiled the famous wedge-shaped sports car, introduced in 1975, it would have had to answer to such Esprit aficionados as James Bond. Fortunately, the factory in Hethel, England, appears to be safe from Q's lethal gadgets, for Lotus has pulled off the reskin with flair and panache. (We're told that the updated edition doesn't drive underwater, but we bet 007 is pleased with it anyway.) Restyled completely in-house, the new Esprit Turbo is softer, sleeker, and more refined than the original. That it looks distinctly different is remarkable because, with its chassis unchanged, none of the car's dimensions could be significantly altered. Easily as provocative and attention-grabbing as the original, the new Esprit Turbo is even sexier and more rakish. Except for the Lamborghini Countach and a few Ferraris, no other road car causes so much "Look at that!" rubbernecking. The Esprit Turbo is also gorgeous on the inside. The old car drew criticism for its claustrophobic cockpit; the new car's cabin, though far from perfect, is noticeably better. Thanks to a reshaped transmission tunnel, there is more room for hips and thighs. At last, the seats offer rake adjustment, so trying to find a decent driving position is no longer an exercise in frustration. The dash has been redesigned, and many of the switches operate more easily and with better feel. New leather dash and door trim sets off the sumptuous Connolly-leather seats. A superb three-spoke, leather-wrapped steering wheel completes the luxurious but purposeful driving environment. View Photos George Lepp | Car and Driver Opulent as it is, the Esprit's cabin still suffers from a number of shortcomings. The footwells are so cramped that operating the pedals is like trying to play the piano with your toes. The thick steering wheel, which does not adjust, blocks the tops of some of the instruments unless you recline the seat as far back as possible. Surprisingly, the instrument layout still lacks an oil-temperature gauge. Worst of all is the crude climate-control panel. A build-it-yourself Heathkit version would look better and work more smoothly. Underneath its slinky new body, the Esprit Turbo is completely unchanged. In the rumpus room, right behind the driver's head, sits the same turbocharged, sixteen-valve, 2.2-liter four-cylinder that powered last year's car. Fortified with Bosch K-Jetronic fuel injection in 1986, the all-aluminum engine churns out 215 horsepower at 6250 rpm and 192 pound-feet of torque at 5000. Sleeker than ever, the 1988 Esprit Turbo makes the most of that power: its 148-mph top speed is 5 mph faster than the old car's. Indeed, our 1988 test car probably would have gone even faster if not for its rev limiter, which inexplicably cut in before the engine could reach its 7000-rpm redline in top gear. View Photos George Lepp | Car and Driver Fast as the Esprit Turbo is, dizzying velocity is only one of its talents. Lotuses are renowned for their handling prowess, and the new Esprit doesn't disappoint. Several staffers returned from Esprit afternoons with the same conclusion: the new Turbo thinks it's a single-seat race car. Its steering response is go-kart quick, and hard cornering produces almost no body roll. It exhibits more understeer than we expected, but you can slide the tail out with a sudden move on or off the power. Shod with fat Goodyear NCT tires-195/60VR-15s in front and 235/60VR-15s in back—our test car circled the skidpad at a vein-popping 0.86 g, one of the highest such figures we have ever recorded. Despite its grip and its four disc brakes, though, our Esprit required 196 feet to stop from 70 mph. And, sadly, Lotus still does not offer anti-lock brakes. We think ABS should be standard on any car that so loves to be driven fast. View Photos George Lepp | Car and Driver Scratch that: this car needs to be driven fast. The open road is the Esprit Turbo's element. Its steering, slow and heavy in traffic, becomes lighter and more precise at speed. Its wonderfully smooth engine, generally obedient but not happy around town, comes to life above 4000 rpm. Driving hard, you find the rhythm of the car. It begs to show you what it was designed to do. Before you know it you're snapping off shifts at 7000 rpm, squirting from corner to corner in explosive bursts of turbocharged fury, and sailing through turns faster than you've ever dared. And you're grinning like a born-again fool. All of the race-car essentials are in evidence: the low-slung driving position, the ferocious engine, the stubby shifter, the narrow footwell, even the sky over your head if you remove the sunroof. Driving an Esprit Turbo is the next-best thing to having your own Formula 1 machine. View Photos George Lepp | Car and Driver Don't let our giddiness mislead you, however. We are not yet ready to cash in our pensions for an Esprit Turbo. Our test car squeaked and rattled over harsh pavement, the engine displayed a nasty tendency to stall at stoplights, and the rev limiter limited our fun. We even had trouble getting into and out of the cocoonlike cockpit. Such annoyances do not make for all-out automotive lust. And then there's the question of money—a $64,000 question. Corvette owners will rightly assert that their steeds perform as well as the Esprit and are more comfortable—at half the price. The Esprit Turbo, of course, isn't a rational car. It's a toy for those who can afford it; a race car for country roads and weekend blasts. It's a stylish, potent exotic for those who, unlike most of us, have the money to indulge in its undeniable charms. Lotus plans to sell only 400 Esprit Turbos in the U.S. this year, including 88 Commemorative Editions. That should be just enough to keep the well-heeled boy racers on our shores from embarrassing themselves by trying out for Formula 1. The rest of us, if we're lucky, will catch an occasional glimpse. View Photos George Lepp | Car and Driver Counterpoints It's been said that only a madman would consider owning one of these expensive, cramped, ergonomically deranged devices. If that's so, measure me for one of those canvas car coats with the extralong sleeves that tie in the back. The Lotus Esprit Turbo is fast, flashy, and fine. To feel it leap under your spur is to know what sudden speed was meant to be, but to look at its price is to suffer the degradation of fiscal self-pity. There ought to be more room in the footwells, the instruments could be a bit more visible, and getting out of the car after the parking brake has been set could be a little less like trying to crawl out of a train wreck. And it costs $64,000. The Lotus Esprit Turbo is, by commonly accepted principles of reason and good sense, an expensive, impractical car. Cher or Madonna would be an expensive, impractical companion by those same stupid, petulant yardsticks. —William Jeanes View Photos George Lepp | Car and Driver The Lotus Esprit Turbo has all the elements that define an exotic sports car: an outrageous price tag, exclusivity, exhilarating performance, and, of course, numerous shortcomings. Given the engineering expertise at Lotus's disposal, some of those shortcomings are difficult to accept. If Lotus's suspension experts are smart enough to master active suspension, why does the Esprit pound so hard over small bumps? If Lotus has been building composite structures for nearly 80 years, why does the Esprit's chassis creak and groan so loudly? And if Lotus's designers could rework the Esprit's skin so beautifully, why couldn't they figure out how to keep the steering wheel from blocking the instruments or the engaged hand brake from barricading the driver's feet? State-of-the-art engineering and painstaking production development appear to be two different things. —Csaba Csere I didn't want to like the Esprit Turbo. Sure, it's got a sensational body, but try comparing it with mass-produced cars of similar performance. A twelve-cylinder BMW 750iL will go faster while providing limousine-like accommodations for four. A Corvette will hang with the Esprit Turbo in the critical go, stop, and turn contests, and it costs only half as much. But then I spent the better part of a day behind the wheel, and the Esprit cast a spell over me. Every time I glanced at the speedo, I was in contempt of traffic court. The tach needle always seemed to be at 7000 rpm. It was easy for the Walter Mitty in me to imagine that the Lotus F1 team had worked on the handling: the Esprit felt like a formula car. What can I say? Trying to be rational about a car like this is totally irrational. And now a word to those few who can actually afford an Esprit: If you expect automotive perfection for your 60-odd grand, go buy a big German luxocruiser. But if you want a car that moves your soul as well as it moves your body, drop into the Lotus store. —Rich Ceppos Specifications Specifications 1988 Lotus Esprit Turbo Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe PRICE Base/As Tested: $63,645/$63,645 ENGINE turbocharged DOHC 16-valve inline-4, aluminum block and head, port fuel injection Displacement: 133 in3, 2174 cm3 Power: 215 hp @ 6250 rpm Torque: 192 lb-ft @ 5000 rpm TRANSMISSION 5-speed manual CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 10.2-in vented disc/10.8-in disc Tires: Goodyear Eagle NCT60 F: 195/60VR-15 R: 235/60VR-15 DIMENSIONS Wheelbase: 97.8 in Length: 170.2 in Width: 73.2 in Height: 45.7 in Passenger Volume: 47 ft3 Trunk Volume/R: 8 ft3 Curb Weight: 2885 lb C/D TEST RESULTS 60 mph: 5.3 sec 1/4-Mile: 14.1 sec @ 97 mph 100 mph: 15.5 sec Top Gear, 30–50 mph: 13.0 sec Top Gear, 50–70 mph: 8.7 sec Top Speed: 148 mph Braking, 70–0 mph: 196 ft Roadholding, 300-ft Skidpad: 0.86 g C/D FUEL ECONOMY Observed: 18 mpg EPA FUEL ECONOMY Combined/City/Highway: 17/27 mpg C/D TESTING EXPLAINED
Yahoo
2 days ago
- Automotive
- Yahoo
Tesla's 'Robotaxi' problem, Toyota's big EV bet, and more — 4 EV stories you need to know this week
Toyota is going big on electric models, Tesla could lose yet another battle, and Americans are still surprisingly bullish on EVs — here's all that, and the other big news you need to know about electric, hybrid, and clean gas vehicles this week. After lagging other car manufacturers in bringing EVs to market, Toyota recently announced a completely overhauled version of its original crossover EV, the bZ4X, called the bZ. Plus, the Japanese juggernaut also announced production of a smaller, sportier crossover, the CH-R, due to go on sale next year. The company says the vehicle will feature 338 horsepower, all-wheel drive, and a solid 290-mile range. The legal battle to trademark terms is heating up fast in the world of self-driving taxis — and Tesla is on the losing end. The company's attempt to trademark the term "Robotaxi" was recently rejected for being too generic, while its applications for the term "Cybercab" were stalled after other companies applied for similar trademarks. The company's "Robobus" trademark application is still being considered, though. That $7,500 credit you get when you buy a new EV is about to be history, if the newly proposed federal budget gets approved. According to Car and Driver, "The budget would completely kill the tax credit after 2026. However, models from automakers such as GM and Tesla, which have sold more than 200,000 EVs, won't be eligible for the credit after December 31, 2025." The proposed bill would also do away with tax credits for used EVs, which are currently as much as $4,000. If the cuts are approved, it will likely cause a rush by consumers to buy or rent before the tax benefits go away — the boom before the bust. According to the J.D. Power Electric Vehicle Consideration Study recently released, 24% of U.S. buyers are "very likely" to buy an EV, while 35% are "somewhat likely" — both figures remaining basically the same as last year, despite the fluctuating news about electric alternatives. According to Autoweek and Kelley Blue Book, Americans purchased 1.3 million EVs last year, and that number may well hold for 2025. If you were going to purchase an EV, which of these factors would be most important to you? Cost Battery range Power and speed The way it looks Click your choice to see results and speak your mind. Join our free newsletter for weekly updates on the latest innovations improving our lives and shaping our future, and don't miss this cool list of easy ways to help yourself while helping the planet.
The Drive
2 days ago
- Automotive
- The Drive
A Stock 2025 Corvette ZR1 Has Already Beaten Chevy's Official 0 to 60 Time
The latest car news, reviews, and features. Me telling you that the new Chevy Corvette ZR1 is quick is kind of like saying that water is wet. Of course it is, right? But now that people outside General Motors are testing the car with real instrumentation, we're seeing just how quick it is in the public's hands. For proof, a totally stock ZR1 on factory tires just ran from zero to 60 miles per hour in 2.2 seconds. Car and Driver conducted the experiment and named the beastly Bowtie the quickest rear-wheel drive car it's ever tested. It beat a European supercar, in true Corvette fashion, reaching 60 mph a tenth of a second quicker than a McLaren 750S. That's scootin'. Now, the 1,064-horsepower Corvette ZR1 has a lot more grunt than the McLaren, given that the 750S is listed at 740 hp and 590 lb-ft of torque. But that isn't always an advantage when it comes to off-the-line traction. The Chevy's Michelin Pilot Sport Cup 2R ZPs surely helped it succeed as they measure 345 millimeters wide out back; meanwhile, the Macca makes do with 305mm-wide Pirelli P Zero Trofeo rears. To round it out, the ZR1 weighs 3,831 pounds—a full 625 pounds more than the McLaren, but because the Corvette's engine is so mighty, its power-to-weight ratio is still better. That 2.2-second time achieved by Car and Driver is also a full tenth quicker than Chevy's own estimate, for what it's worth. I took these photos at the Corvette ZR1's media reveal last July. When a car looks this fast sitting still and has the stats to back it up, you know it's special. Caleb Jacobs The thing about the Corvette ZR1 is that the gap only grows as the speedometer climbs. The 5.5-liter LT7 V8 with a flat-plane crank and the largest twin turbos ever fitted to a production car is a total worldbeater. (They measure 76 millimeters apiece on the compressor side, in case you were curious.) Car and Driver says it trounced the quarter-mile in 9.5 seconds at 149 mph, compared to the 750S's time of 9.8 seconds at 145 mph. Beyond that, the McLaren was a full second slower to 150 mph than the Chevy, and it tops out at 206 mph while the ZR1 can go up to 233 mph. My guess is we're about to see a lot more crazy stats like this as the Corvette ZR1 takes on drag strips and road courses around the country. And while it's nowhere near cheap at $175,000 to start, it's a heck of a bargain compared to the $325,000-and-up 750S. It's undeniably the peak Corvette—at least, for now. Got a tip or question for the author? Contact them directly: caleb@
Yahoo
3 days ago
- Automotive
- Yahoo
5 Reliable Cars That Will Have Massive Price Drops in Summer 2025
The impact of Trump's tariffs on car prices may have you thinking twice about buying a vehicle this summer. However, it's still quite possible to find good deals — and perhaps snag a reliable vehicle with a big price drop this summer. Consider These: Learn More: Here are some factors to consider as we head into the summer car buying season. 'We're entering a rare window where some of the most reliable cars on the road are also the most negotiable,' said Zach Shefska, CEO and co-founder of CarEdge. 'Models like the Nissan Altima and Subaru Legacy are being phased out, while others like the Honda Passport and Toyota RAV4 are making way for redesigned versions. That's a recipe for aggressive summer discounts.' For discerning buyers, especially those who prioritize long-term value and dependability, June and July could offer serious opportunities. Shefska said that's especially true, as dealers start clearing out inventory ahead of 2026 releases. Keep in mind that it never hurts to shop around — both at dealers and online — and negotiate for even better prices. I'm a Car Expert: Shefska shared with GOBankingRates a list of five reliable cars that'll have massive price drops this summer, along with reasons why these particular vehicles will be discounted. MSRP: $28,140-$35,970 Why it'll be discounted: Discontinued model, slow sales, high inventory MSRP: $27,980-$41,280 Why it'll be discounted: End of production, final model year clearance MSRP: $43,850-$49,920 Why it'll be discounted: Full redesign, 2026 model already available MSRP: $30,645-$40,350 Why it'll be discounted: Incoming redesign, highly competitive segment MSRP: $53,975-$71,875 Why it'll be discounted: Incoming model year, slow sales Note: Pricing information was pulled from Car and Driver. More From GOBankingRates 9 Downsizing Tips for the Middle Class To Save on Monthly Expenses This article originally appeared on 5 Reliable Cars That Will Have Massive Price Drops in Summer 2025
Car and Driver
5 days ago
- Automotive
- Car and Driver
Subaru Raising Prices on Nearly Every Model, Cites Market Conditions
Subaru has just raised prices on nearly every model in its lineup, citing "current market conditions" as the reason for the increases. The price hikes are between $750 and $2055, depending on the model, with the electric Solterra the sole Subaru that avoids the cost increases. A spokesperson for Subaru confirmed the increases to Car and Driver but wouldn't outright confirm that tariffs are to blame. Subaru is joining a growing list of automakers engaging in the practice of midyear price increases by spiking costs for nearly every product in its lineup. Depending on the model, prices were raised between $750 and $2055, according to a now-deleted notice posted to a dealer website. The electric Solterra, which Subaru struggles to sell in large numbers, is the sole model that avoided this round of price hikes. Michael Simari | Car and Driver While it may seem that tariffs are to blame, a Subaru spokesperson was more vague, pointing to "current market conditions" as the culprit. "The changes were made to offset increased costs while maintaining a solid value proposition for the customer. Subaru pricing is not based on the country of origin of its products," the company said in a statement to Car and Driver. Michael Simari | Car and Driver According to the dealer notice, pricing for the Crosstrek and Impreza increased by $750. Pricing for the Ascent jumped between $1085 and $2055, depending on trim, while the BRZ and WRX each jumped by $2000. The soon-to-be-discontinued Legacy sedan increased by $1600. The Outback and Forester saw similar increases, with the former increasing by between $1715 and $1820, and the latter increasing by between $1075 and $1600. The decision to increase pricing between model years isn't new to Subaru. Earlier this month, Ford increased prices on three models produced in Mexico, though, in Ford's case, the automaker listed tariffs as a contributing factor to the increases. Jack Fitzgerald Associate News Editor Jack Fitzgerald's love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn't afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf.
