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Espritment

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About Espritment

  • Rank
    L
  • Birthday 07/10/1956

Profile Information

  • Gender
    Male
  • Interests
    Exotic cars, Innovations

More Info

  • Name
    Joe dos Santos
  • Car
    Various Esprits - S1, Turbos - 'G' and 'S' type, Seven

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  1. MJK also told me that the remaining early chassis numbers that I have not managed to account for �. 0101G � 0104G (0105G???) were used for crash testing etc� I think 0106G was exported to Australia. I have owned 0201G in South Africa since 1986
  2. Just as a matter of interest to Lotus interested parties, I owned a fire damaged Esprit that had a colour of blue, but then found the copper colour below the blue. I was busy investigating the strange origin of this car (thinking Essex), as it had the chassis numbers changed at the factory from a normally aspirated to the turbo type. The new owner now seems to believe that it was the first production turbo Esprit, but I suspect that it may also have been a back-up copper colour car for the movie "For Your eyes only", as it was at that time period. I still have the engine for that car and can get in contact with the owner of the chassis. I will have copy paperwork to establish chassis numbers etc. Any interested parties can contact me. Best wishes, Joe dos Santos
  3. I live in South Africa and also own a S1 Chassis number 76 10 0201 G with engine number CC 776 1013 140. There are another 3 x S1 cars in our country. One was sold today to a person that is very keen to restore it to it's original condition. To my knowledge their chassis numbers are: 76 11 0218 G (sold today), 76 10 0238 G, 76 10 0232 G. I hope that this may help with your records.
  4. I bought an Esprit, which I believe may have been a JPS model, but sadly had already lost the black paint for a new white coat, and had lost the original motor for a very powerful 2 lt turbo engine with intercoler. Would anyone perhaps confirm the JPS status and the sequence number of it.
  5. Hi Bevan, Gordon and everyone that has contributed to this subject. In response to the subject of establishing the chassis number - After receiving an email from you, I replied and quote : "You will find the chassis number stamped on the front right section of the flat metal part of the chassis, behind the front right wheel. It usually is stamped vertically. Please check this and let me know, as this will eliminate the following discrepancy. Your papers say the chassis number is 76102386. They probably meant to be 76 10 238G, as this seems to be in line with the numbering sequence at the time. However, both doors have the numbers 217-G2, telling me that they probably came off car 7610 217G. The engine number of CC7761013187 seems to be in line with the production numbers of the car 217G, so I would guess that the papers that you have would be for the wrong chassis number, but please confirm the chassis number with me." My belief is that the car may be 76 10 217G as seen above and not 76 10 238G , previously suggested. I have subsequently sent a photo to you of where to find the chassis number, and include it here for the benefit of other members as I have not seen this position mentioned above. This picture is not of the S1 but of a Turbo. : "It is on the vertical flat plate in front of the steering rack, but behind the anti-roll bar attachment point to the chassis on the front right side." I hope that this is interest, and look forward to knowing the actual Chassis number. As a matter of interest for anyone wishing to update records, I own the S1 with the following details Chassis Number 76 10 0201 G with engine number CC 7761013140 and is red, and good condition, but not used very often. Best regards Joe
  6. I have joined fairly recently and added my 2 cents worth from time to time including the odd new topic. I started a new topic yesterday on what my positive sentiment of L-O-T-U-S is. I now notice that the subject has been locked. Would anyone shared some light as to why this may happen, as I have not noticed it before.
  7. Dear Mike, If you are in my neck of the woods next year with the 2010 World Cup Soccer, please contact me if you wish, as it would be an honour to meet you. You may wish to see my Esprits, including an S1, which I have owned and mainained since 1986, (which Mark F from Lotus has seen), and talk about things Lotus. Here's wishing you well in all aspects of life and enjoy ! Best wishes Joe
  8. Great to see that you are not too old to drive an enjoy a proper Sports car. I know of a cousin of my Dad in Portugal still driving at age 92. Best wishes ,Joe

  9. I have heard many anecdotes for L-O-T-U-S, mostly derogatory, but have always corrected them with mine - "Loads Of Testosterone, Usually Sufficient". I have owned Esprits since 1986 and have been very busy flying the flag. All the work on my cars has been performed by me since owning them, with one small exception, and most of this work has been to correct bad workmanship from previous mackies. The pleasure derived from owning and driving them by far outstrips any woes during maintenance or repairs. Once sorted they are bullet proof, but must be cared for, like anything mechanical.
  10. Esprits had never been raced in South Africa, and I entered an Esprit in a race a few weeks ago in the Lotus 7 series, and was rather dissapointed in the outcome, despite not having slicks and being almost 500Kgs too heavy. Besides having consistent times to within 0.1 second on laps over 2 minutes each, I was the slowest on the track. The car had a good engine but was just not competitive to the other cars. As 'red vtec' said earlier, "Time marches on" I found that the springs were too soft in standard form, with the tyre profile too high, particularly at the back. I could not understand why I was oversteering when I came OFF the brakes, but after some thought, seems to be due to the sudden weight transfer to the back wheels after suddenly coming off the brakes, when the set up is in equlibrium into the corner. Having the engine in the rear would also contribute to this. The brakes were an issue as the brake fluid boiled, and we had to replace it with racing fluid, but still had to pump for brakes, which were still too spongy. The weight was a problem, weighing in at 1103 Kgs despite having removed many items and using the lightest battery possible. If I had to do it regularly for fun, I would have to skim off much more weight, upgrade the brakes, wheels and tyres, stiffen up the springs and get adjustable shocks. For it's era, it must have been quite a sensation, but materials and methods have moved on. Having said all that, I am still happy with my Esprits, and know that I can climb in, and travel several thousand kilometers in relative comfort in any weather, as opposed to all the cars I raced against. Esprits must have been meant to be eyecatching sporty cruisers, and they fill that specification with unquestionable ease ! Let us not now start comparing, some 30 years on. How would a Ferrari 308 of the same era compare to a modern Maranello job? I think that Esprits have stood the test of time and even today, will live up to one of the early marketing drive campaigns -- "Even With The Engine Off, It Leaves The Others Standing"
  11. Hi Andrew, I am sorry to hear of your trauma of seeing your own car go up in smoke, but am happy to know that you suffered nothing physically. Recently I posted an article of a car which I bought with fire damage in the engine compartment, (Lost Essex No 9?) and was sad to include a picture of the resultant damage. Sadly your news comes as a surprise to most owners on the forum, and we should take notice of the good advice given such as changing of fuel lines. I have been told that a common problem is on the vent line from the fuel intake pipe which then goes around the top of the window in the engine bay on the partition between engine and interior. The older cars certainly have a type of rubber which hardens and cracks, allowing fuel vapour to escape into the engine compartment. If this vapour ignites and there is a source of fuel in the area, the resultant is a big fire. This line should definitly be replaced, if it breaks to it's bending motion. We should most certainly have a portable fire extinguisher easisly accessible, but after seeing the horrific photos, and how the fire developed, I am thinking of having an additional extingisher plumbed into the engine compartment, so that it can be activated, while still driving. Perhaps we can learn something from this to prevent further occurences.
  12. Its performance that counts and not noise ! I could'nt be shaken off a few years ago in my '89 'Stevens' by following a NEW 4 wheel traction turbo Porsche and driven by a racing driver, over a distance of some 200 kms in our Mpamalaga area over some very winding roads. I had purchased the car with boost turned down to about half, to prevent another engine failure, as it's previous owner had blown it twice before. The boost remains that way till now as I feel it's enough for road use. It cost me a set of rear tyres as they wore down to the canvas, and I was unaware of it. Fortunately my wife felt rather sick due to this high speed cornering into mostly blind corners, which forced me to slow down eventually. All this Porsche driver had to say at the destination about my Esprit was : " This thing handles !" What an understatement. I say: " Pois esta claro - It's obvious ! " Joe OOPs , It should have been posted under another topic, but enough said.
  13. I ended up buying this car as spares, and stood in that condition untouched for many years before being sold. I still have the engine, cockpit radio and the only 3 wheels which came with it. Not sure about the fire but it may have been at the time of filling with petrol, as the petrol cap on that side of the car was not damaged by fire. I tried to follow the ownership trail, but hit a wall at one stage. I had some history before and after the fire, but never managed to speak to the owner at the time of the fire damage. We have established that it was not an Essex car, as all Essex cars are accounted for now. The factory have it as a Copper colour, but was in blue at the time that I got it.
  14. The car was purchased for spares originally in that condition, and stood for many years. I was in contact with the factory towards the end to establish some facts which were vague at the time, and sold the car soon thereafter. I still retain the dry sump engine, the Panasonic cockpit radio and 3 wheels, as spares for an early turbo of mine which also has a dry sump. Further to the thread, I am in contact with Brian at the moment, and it seems as if we may get to the bottom of this car. We don't think that it is an Essex. Pity about a real Essex in Japan standing idle.
  15. I owned Chassis No. SCC082910AHD10901 with engine No. CD901801118920. The engine was dry sumped and the interior had the Panasonic cockpit radio on the ceiling. Some factory records seemed to indicate that the car left the factory as a copper colour. It seems as if it left with the Metalic blue as blue was seen under the windscreen, which did not seem to have been replaced. There was copper under the blue and yellow under the copper. The build book at Lotus indicates the car to have chassis number prefix SCC079912 indicating it as a S2 car, but was substituted with the use of Typex to the current SCC082910 indicating it to be a Esprit Turbo. M75 is also crossed out and M82 is substituted, and someone also wrote "looks like a turbo" on the engine page. The chassis number prefix stamped in the wheel arch has been changed after partial grinding from SCC079912 to SCC082910 and both numbers are visible by very careful inspection, despite the thinning of the metal due to grinding. I believe that this was done at the factory. At the time of my enquiries in 2003, a specialist in Essex cars, seemed to think that it could be the missing Essex No. 9, as the Chassis No. 0901 is the missing one in the sequence of Essex Nos 0899 to 0907, in the very first Essex cars produced. Other interesting features which I found was that not all the paint under the skin was consistent with it being a production car, if it left the factory that way. For instance, the driver door had been replaced with a new one, but because there was a damage behind the door, it could have been involved in a accident at some stage. The front and rear valences had been replaced with new ones, but the light pods had various differing colours under them as well. There was also an interesting modification done on the chassis in the engine bay, indicting some possible experiment with a larger pulley or additional component on the lower left side of the chassis plate. Any views or knowledge on this one?
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