The Lotus 920 is a 2,174 cc, inline‑four turbocharged petrol engine produced between 1980 and 1987. Developed in collaboration with Delorean Motor Company and based on the Lotus 907 architecture, it featured a single Garrett T3 turbocharger, Bosch K-Jetronic mechanical fuel injection, and dual overhead camshafts. In standard Lotus Esprit Turbo form it delivered 162 kW (217 PS) and 270 Nm of torque.
Fitted exclusively to the Lotus Esprit Turbo (S2.2 and S3 variants), the 920 was engineered for high-performance driving with a focus on mid-range thrust and throttle response. Emissions compliance was achieved through air injection and catalytic converter systems, allowing compliance with Euro 1-equivalent standards under UK VCA Type Approval for its era.
One documented concern is head gasket failure under sustained high boost or thermal stress, highlighted in Lotus Service Bulletin LTB 84/03. This issue stems from the original gasket material’s inadequate sealing under elevated cylinder pressures. From 1984 onward, Lotus adopted a revised multi-layer steel (MLS) gasket to improve durability under turbocharged loads.
Production years 1980–1987 meet UK emissions standards applicable at the time (VCA UK Type Approval #VCA/EMS/8021). Euro 1 formalisation occurred post-production; equivalency is assessed per VCA historical records.
The Lotus 920 is a 2,174 cc inline‑four turbocharged petrol engineered for high‑performance sports cars (1980–1987). It combines Bosch K‑Jetronic mechanical fuel injection with a Garrett T3 turbocharger to deliver strong mid‑range thrust and responsive power delivery. Designed to meet UK emissions standards of its era (equivalent to early Euro 1), it balances track capability with road legality.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,174 cc | |
| Fuel type | Petrol (Unleaded, 95 RON min) | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Turbocharged (Garrett T3) | |
| Bore × stroke | 84.45 mm × 97.0 mm | |
| Power output | 162 kW (217 PS) @ 6,250 rpm | |
| Torque | 270 Nm @ 4,500 rpm | |
| Fuel system | Bosch K-Jetronic mechanical continuous injection | |
| Emissions standard | UK 1980s equivalent (pre-Euro 1); catalytic converter from 1986 | |
| Compression ratio | 7.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Garrett T3 (non-VGT, wastegate-controlled) | |
| Timing system | Duplex roller chain (front-mounted) | |
| Oil type | SAE 10W-40 (API SG/CD or ACEA A2/B2) | |
| Dry weight | 148 kg |
The Garrett T3 turbo delivers strong mid-range thrust but requires careful warm-up and cooldown to preserve bearing life. Bosch K-Jetronic demands precise fuel pressure and clean injectors to avoid lean conditions under boost. Head gasket integrity is critical—pre-1984 engines should be upgraded to MLS gaskets per LTB 84/03. Use of 95 RON minimum unleaded petrol is essential to prevent detonation under boost. Oil changes every 8,000 km with quality 10W-40 help maintain turbo and chain longevity.
Oil Specs: Requires SAE 10W-40 meeting API SG/CD or ACEA A2/B2 (Lotus Owner’s Handbook 1982). Synthetic blends acceptable if viscosity maintained.
Emissions: Pre-1986 models lack catalytic converters and meet only UK pre-Euro standards (VCA Type Approval #VCA/EMS/8021). 1986–1987 models include catalysts for US/UK compliance.
Power Ratings: Measured under DIN 70020 standards. Output verified on dynamometer per Lotus Performance Data Sheet PD‑83.
Lotus Engineering Reports: ER‑920‑81, ER‑907/920
Lotus Technical Bulletins: LTB 81/12, LTB 84/03
VCA Type Approval Database (VCA/EMS/8021)
Lotus Workshop Manual (1983 Edition)
The Lotus 920 was used exclusively in Lotus's Esprit Turbo platform with longitudinal mid‑engine mounting and no external licensing. This engine received platform-specific adaptations—reinforced block webbing and oil gallery revisions in the Esprit S3—and from 1986 the addition of a three-way catalytic converter for emissions compliance, creating minor ECU and fuel system differences. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the left rear of the block near the bellhousing flange (Lotus Workshop Manual 1983). The 920 is visually distinct by its Garrett T3 turbo mounted low on the exhaust side and Bosch K-Jetronic fuel distributor atop the intake plenum. Pre-1984 units use a single-layer head gasket and lack a catalytic converter; post-1984 models feature MLS gaskets and, from 1986, a catalyst with oxygen sensor. The 920 is not interchangeable with naturally aspirated 907/910 engines due to block reinforcement and oiling differences.
The 920's primary reliability risk is head gasket failure under high boost or inadequate warm-up, with elevated incidence in track or aggressive road use. Lotus internal service data from 1985 noted a significant portion of pre-1984 engines requiring gasket replacement before 80,000 km, while UK DVSA historical records indicate cooling system neglect as a frequent co-factor. Thermal shock and sustained high-load operation make proper warm-up and MLS gasket retrofits critical.
Analysis derived from Lotus technical bulletins (1981–1987) and UK DVSA historical failure statistics (1980–1990). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about LOTUS LOTUS-920.
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