Got the same email from Scott at Renegade. I'm glad that they have finalized Esprit Conversion Kit development.

Very exciting and price seems to be quite reasonable!
.

 

I had not seen this. Bumping for other newbies.

 

Is this the same thing as mentioned in the UN1 replacement thread?

 

Sounds like it might be, but Renegade at the moment is only offering to do the transmission kit together with the LS swap, not separately. I wonder if that would change if there is more interest.

 

Oh - no, the UN 1 thread is about adapting the boxster trans to the stock lotus block. I think Renegade had a system to mount the Box trans to the LS for a long time. I think that is a popular kit car swap.

 

Hi All!
Just heard from Scott of Renegrade Hybrids.

Renegade Hybrids

They are the ones that did the G-body Esprit LS V8 conversion a while ago and since last year, have been talking to them about specs and pricing for a kit that the Esprit community can use to convert an Esprit to an LS V8 or a kit to do the Porsche Boxter S transaxle conversion that they use in their conversions.

Sadly, things were delayed due to a tragic accident last year, where they lost one of their own, but now they have pricing and info for those who prefer to do the conversions on their own. As always, they are still offering full conversions at their facilities in Las Vegas. Be sure to check out that Esprit LS V8 youtube link below as well.

Here's is the announcement and pricing, as well as contact info, that I received from him below:



Renegade LS-V8 Lotus!

Thank you for your interest in our new Lotus Esprit LS-V8 conversion kit. As of Spring 2017, we completed the engineering, construction, testing, and the first small production run of Lotus Esprit conversion kits. The test car you saw in the video used our production parts with obvious success. We are so pleased with the outcome to say the least!

Then came a very unfortunate and tragic delay...

The development team at Renegade Hybrids has consisted of a pool of engineers in Vegas at the shop, as well as two brilliant engineers/machinists/fabricator/consultants that have been contributors to our 30+ years of success from the beginning. Shortly after the first Lotus production parts were completed, we lost one of extended family in a tragic accident. It took us a 'second' to find our collective way back to this project with good reason. Thank you for your patience and your hundreds of emails.

Now, let's have some fun!


Here are all the parts we offer:


$3895 - Adapter Kit (Flywheel, Clutch Disc, Pressure Plate and Hardware)

- Rear Custom Lotus to Boxster S six speed Transmission Mount

- Front Custom Engine Mount uprights and rubber isolators


REQUIRES Bolt-on outboard brake system from later Esprit


$995 - Custom Axle Kit

$995 - Electric Water Pump Kit


This kit requires the six speed Porsche Boxster S transaxle, shifter and stock cables, and may require an outboard brake conversion kit. The Boxster six speeds are readily available for roughly $2000 on Ebay or through your local salvage yards, and outboard conversion kits can be sourced for as little as $1200.

We use a front accessory kit to put the AC and Alternator up high from Dirty Dingo Motorsports GM LS Gen 3 LS1 Gen 4 Conversion Swap Engine Mounts and Accessory Brackets who specialize in front belt-drive serpentine systems. Some modifications will be necessary to make it shallow enough to clear the Lotus fire-wall.

If a reliable Lotus Esprit with loads of cheap power is in your dreams, let a Renegade conversion kit wake you up to reality:

Thank you for your continued interest, your patience, and your persistence. It's time to for Renegade to go British!

Sincerely,
Scott >>> Renegade Hybrids
Renegade Hybrids
702-739-8011

 

Old post resurection;
Anyone here do the Renegade or other swap? Is this taboo in lotus circles as it would be in others?
Always loved Esprits but have never driven one. Just curious...

 

IMO if you drive a car with this swap, you have not driven an Esprit.

 

Right... Because using parts from other manufacturers is just not how Lotus does things...

 

Big fan of what the renegade folks do. This LS3 conversion looks like a very nicely engineered engine swap providing a lot more horsepower over the 4 cylinder.

The esprit was designed right from the start in anticipation of a V8. There's lots of room in the engine bay for small block chevy or ford. I'm just completing my conversion to a small block ford (347) with audi transaxle. I was frustrated with the modest power of the 4 cylinder, and the weak citroen transmission. The esprit can handle a lot more.

I can attest to the enormous amount of time involved to properly engineer an engine swap like this. The renegade pricing looks very reasonable. I say go for it if you want more power in your esprit. These 80's esprits aren't vintage ferraris....

 

Thanks for the varied candid replies, I don't have one but I did breifly toy with this idea before I bought my Evora 400. No plans to change or add to my garage I was more curious what others thought. Still be great to hear from someone who's used the Renegade kit or had them do it.
Thanks

 

"These 80's esprits aren't vintage ferraris...."

Just for fun, a quick comparo:

1989 Ferrari 328 GTB
3.2 L V8 engine: 270 BHP
0-60 mph: 5.5 sec
Top speed: 163 mph

1989 Lotus Esprit
2.2 L I4 engine - type 910s: 264 BHP (280 BHP on transient overboost)
0–60 mph: 4.7 sec
Top speed: >160 mph

As with HP, the overall performance numbers don't tell the real story for a passionate enthusiast. But from an objective standpoint a vintage Esprit is certainly no slouch, especially in relation to its exotic contemporaries... 🥰

 

I'm new to the forum. I'm ramping toward a DIY Renegade LS3 480 conversion in a 1985 G owned since new and long in "storage." This should be a nice project with my son-in-law to pull the wrenches. In the late '80s I modified the car with an HCI bottom end, air-to-air intercooler, water injection, and 16-18psi boost.

I've had several conversations with Scott at Renegade and am currently in process of converting from inboard to outboard brakes with a used X180/Stevens rear end. In addition to the basic kit, Scott will provide a rebuild Porsche S686 trannie and a custom shift linkage. I'll post more details as the project unfolds.

 

I acquired a Stevens rear suspension for the conversion and placed an order with Renegade for the LS3 kit and a Porsche transaxle to be rebuilt by Renegade or its pro subcontractor. Lead time is around eight weeks. There are some ambiguities regarding the custom driveshafts, but one way or another I'll find a way.

 

This is going to be fun

 

There's a company in Florida that will make a CV axle for you any length you want.

 

Thanks. The problem at the moment is how to transition from the stock female splines in an outboard Stevens hub carrier to a flanged Porsche CV930 half-shaft.

 

Get the Stevens outer CV joint/spines and the P car inner CV joint/splines, take your measurements, send it all to the driveshaft people and they will make it for you.

Sorry I don't know what the outer hub is off of and I don't seem to have that in my database.

 

The outer hub is off an '88 or '89. I also have the '88/'89 drive shafts with the male splines and outer bearing cartridge, which as far as I know, are unchanged across models through S4.

 

 

Then all you need is the P car inner and splined shaft and you'll have all the parts. That should be pretty easy to acquire.

 

While waiting for the Renegade kit, I've ordered Wilwood brakes from Claudius-- 6-piston and 12.25" disks up front in anticipation of transitioning to 17" wheels. Meanwhile the car has been stripped for a full restoration, albeit with body on.

After agonizing about replicating an X180R-style cage, I read a nice piece about the increase in torsional strength achieved by Lotus circa ‘88 by stiffening the composite body. Apparently this was more significant than modifying the backbone. Since the interior of my ’85 is stripped, it would be relatively straightforward to strengthen the GRP into a monocoque a la F1. This could be done across the bulkhead, the roofline or roofline edges and corners, down the window pillars, and across the floor pan to the backbone. Perhaps the L & R upper corners of the bulkhead could be sufficiently layered up to support attachment of an X180R-style metal tube frame across top of the engine compartment to the rear uprights. The CF reinforcing shell inside the cabin could be layered up solid, or wrapped around thin alum tubing, thickened at the corner joints, and bonded to the existing fiberglass panels. So what we have here is basically a rigid CF bicycle frame all around the cabin and joined to the chassis via existing chassis bolts. The CF paneling could be laid up solid, or as a honeycomb sandwich, or wrapped around a foam core.

 

.....
After agonizing about replicating an X180R-style cage, I read a nice piece about the increase in torsional strength achieved by Lotus circa ‘88 by stiffening the composite body. Apparently this was more significant than modifying the backbone. Since the interior of my ’85 is stripped, it would be relatively straightforward to strengthen the GRP into a monocoque a la F1....

Interesting. Where was the article? Did they provide any before/after quantitative analysis or measurements of torsional rigidity?

A bit difficult to imagine the FG buildup would be more effective than a properly designed and installed roll cage, either aluminum or steel, that triangulates all the suspension attach points. Welding the cage to the frame rather than bolting might help, although I'm not sure if that's practical. It's how I installed the cage in my Europa but that was a stripped out race car.

This approach shows additional tubes running to the lower front suspension attach points. I don't think the X180 version has those tubes (see below). Again, maybe not practical on a road car depending on comfort/performance tradeoffs.

Lotus Esprit Turbo race car - raced by Lotus F1 engineer will race again

Please enjoy the photos of the rebuild of an ex Lotus Engineering Lotus Esprit as raced by Lotus F1 engineer George Howard Chappell.

www.classicandracing.co.uk

The Esprit S model has 14 bolts attaching body to frame, expect the G model is similar. Maybe installing some additional attachment points and/or brackets between body/frame would help make the total structure more rigid.

I've also seen writeups that suggested reinforcing the backbone around the shift mechanism cutout.

Wonder if this approach adds any stiffness, or lightness 🤯

 

if you decide to move forward with a 180 R style bolt in cage, I would be interested in a copy also. Perhaps some savings in building two at once. Not sure if the difference in years between our cars would be an issue.

 

If I recall, the X180 had a rather simple reinforcement plate around the shifter opening that added a lot of stiffness.

In discussing the Europa frame design with my civil engineer friend who helped me design the Europa space frame I built, he said that the way they made the backbone was actually very good, and he used similar designs all the time. He suggested that torsional rigidity could be greatly increased by welding in a piece of sheet metal going across the inside of the backbone box, with a hole in the center no more than 1/3rd diameter to run the stuff through.

 

What did the Esprit do for side impact protection? Just fiberglass doors?

 

Yes why would you want/need any more

Actually I think there is a big metal box beam in there,.

@Dr.Hess

I am trying to envision what you are saying. Maybe I will load up a picture to see if I have it right. Does not seem that hard to do if you had the backbone on the floor completely stripped.

Thinking pull all of the hoses and lines out, 1/2" slot to slide the plate in. Weld the top, plug welds on the side and bottom.

I think we could actually calculate the increase in rigidity with a few assumptions and some measurements to see if it would be worth while.

Would you have to cut an access panel to get the hoses, cables and wires routed back through the 1/3 diameter hole?

 

Don't know about the access panel. I thought of notching the edges for the coolant tubes, that is, run the tubes secured to the box and have the plate clearance for the tubes, but I didn't run that by my friend. Europas have 2 steel coolant tubes not really well attached that run down the backbone, that is until they rust out because English.

 

 

The photos above came from another thread. I'm planning something of this sort for the '85. Of course for the Renegade conversion, there will be a Porsche Boxter S cable shifter inside...

 

That is beautiful but way too much work unless the car is stripped down.