Bruce K

I am considering V8 Stalkers, either Classic or Classic XL. I would miss the high-rpm motor that's come with all of my former Sevens. In lieu of that, I'd pick up loads more grunt down low - those LS motors are like diesels down there! I would also sense, at all times, the presence of an additional 400 to 500 pounds weight. It would not be quite the flea-flick driving experience of a lightweight Seven - more like an improved version of my Alfa 4C. I'm also considering a sequential trans, like a Sadev or Quaife, and I don't believe sequential or DCT is available on a Stalker. Since GM pushed Tremec to develop a DCT for the mid-engined Corvette, however, this engineering may flow out to hot-rodders and boutique car builders like Scott Minehart of Brunton. I am looking into that presently. I would consider a Caterham 620R if 1) they didn't sticker for used-Ferrari prices and 2) there was actually room for feet in the footwell.

You make me sound like a one-trick pony, Croc. Actually, handling is Number One, and newer Bruntons (pushrod suspension) and newer Birkins/Caterhams are well-endowed in that area, plus have the classic proportions that I prefer. Now, as I choose between all the contenders, I will look for the power edge to help me make my call. With Sevens, it is my experience that HP helps off the line, yes, but also at the end of long straights, where the brick-like aero qualities of Sevens do their worst. Sevens usually catch up in the braking zone, but if we can make 150 mph or more down the straight, and get to speed quickly (instead of the typical plant-your-throttle, light-a-cigar and grow-a-beard response), it is easier to pass and to shake those big-horsepower thunderbutts menacing us from behind. I appreciate your analysis of the 480 SV. It likely would be very equivalent to my former WCM S2K in performance, but at least my wife could fit into the passenger seat! I, too, am suspicious of the overall performance and longevity of the Rotex supercharger. In my discussions with the progenitor of the WCM marque, he told me he did not offer a supercharger because of packaging issues and no place to position an intercooler. Without an intercooler, heat saturation quickly robs the motor of most power gains. That is the problem with the Lotus Elise SC - no intercooler, so the supercharger is not much help on the track - useful mostly for passing situations or off-the-line.

Hi, Croc. There is a WCM for sale in the USA7s forum, in the cars-for-sale section, in case anybody is interested. My wife does not fit into the WCM S2K passenger-side child seat, so I will be looking for a Caterham SV or Birkin SX, maybe a Brunton. Dick Brink, who is a Birkin dealer and has a long racing history, can mod up a Birkin with Rotax supercharger (300 hp from the stock motor with good longevity), 9" front and 10" rear rubber, sequential transmission (can be ordered with paddle shift) and more. Dick states that he has been adding superchargers and racing them for years, with great results - does anybody have any input on overall reliability, heat saturation after a few hard laps and so on??? Also (from your list above), the very pretty Caterham 480 offered by kbaker@vintageracecarsales.com has just received fresh detailing for an auto show. The asking price, which is not included in the ad, is $49,000. Not sure if it is an SV or not.

Hello, group. I promised I would be back. The Alfa Romeo 4C has been terrific. An article I wrote about the complete upgrade project is scheduled for publication later this year in "Alfa Owner", the national owners' mag. The car is now up to a dyno'ed 312 hp (full Eurocompulsion Stage II tune), but I won't stop until at least 349 (Stage III) - and then there is the delightful possibility of going 2 liter! Anyway, I always admired Croc's work on concatenating the national ads for Sevens, and now I find myself consulting his list, looking for another Seven. I'd began my search, and found several over the span of a couple weeks, but Croc's list about octuples mine. Great work, Croc! My beloved Honda-blue WCM S2K was producing 243 hp on the day the carrier arrived to spirit her away, and I'll require similar performance as my starting point. Any special leads, anoint me. I still have on file my final edition of the "S2K & Other Sevens Maintenance & Upgrade Manual". Has anyone updated it? If I buy another Seven, I will resurrect the manual and offer it online again. Hope to converse with everyone again soon!

​My 4C has the Eurocomplusion Stage 2 full ECU (separate, adjustable ECU), plus Stage 2 intake, Magnasport Corsa exhaust (wider pipe, resonator delete, shorter paths) and Brisk plugs (hotter, longer spark). This configuration is good for 320 HP or more per Chris at Eurocompulsion, but my denim dyno tells me about 300. Dynomometering a 4C requires a custom 4-wheel design - sensors in the Alfa front wheels read the speed differential vis-a-vis the rears, and immediately shut the car down into a limp-home mode. Since Eurocompulsion is just now installing such a custom dyno, how do they know the actual output of their Stage 2 package? Good question. Was it computed? Not sure. But a big power increase is evident. In addition to power, the Stage2 ECU reduces the fuel pedal lag time (the throttle is drive-by-wire) and a multitude of other performance upgrades - you can visit the Eurocompulsion website for many additional details. A Stage 3 package will be introduced in the Spring. The Stage 3 package will have been tested on their new dyno, per Chris. Stage 3 will be more expensive and will probably deliver around 350 HP without diving inside the motor. Various sources estimate the safe power output of the 1.7 liter long block to be in the range of 350 to 400 HP. I intend to stay at the lower end of that range. I am now installing upgraded sway bars, substituting heims and links for the sway bar bushings, installing tighter urethane bushings into the rear lower a-arms, adding about 2" to the track with spacers, and adding blocks to the front end that permit much greater negative camber and toe-in. I'll let everybody know how it turns out. Alfa below is my color (Rosso Corso), but not my car - I thought the Euro stradale look was cool! http://www.usa7s.net/vb/attachment.php?attachmentid=13802&stc=1

Odd - I responded to Kitcat yesterday, but the post disappeared. The incredibly rigid carbon fiber chassis of the 4C + wide track + independent suspension at all four corners = all four paws on the ground more of the time than many sports cars. Can an inside rear tire be lifted? Yes. Will a Torsen diff shut down that torque loss? Yes. Will an Ohlins suspension upgrade + V3 power upgrade provide better handling, faster acceleration and more fun factor for less money than the Torsen upgrade? Yes. So it is last on my list.

Here's an update on the Alfa 4C: Like my former Exige S, and indeed my former Caterhams and former WCM S2K (please welcome John, new owner of my S2K and new member of this forum!), my Alfa 4C needed the kind of upgrades that will satisfy a former owner of such cars. Be prepared to spend about $8,500 to create a near-monster Alfa 4C. Earlier, I incorrectly stated $10,000 in required costs, but this included a custom steering wheel, which is not a performance upgrade. So here's the list of performance upgrades, both completed and in process, for my car: 1) Wheel spacers (1" at rear, about .7" in front). Deletes the unattractive stock fender / wheel gap and widens the track for even more driving fun. Authentic wider wheels are better than spacers. I may have my stock Quadrifoglio wheels (5-disc type) widened next winter by a specialty firm near my home. 2) Eurocompulsion V2 intake and full V2 ECU (my stock ECU was not touched - important so you can swap them out when the car requires warranty work). 3) Magnaflow Corsa with wider pipes and muffler-delete. 4) Eurocompulsion racing motor mount - eliminates motor shake. 5) Alfa9 racing blocks to provide additional camber up front. You will probably also need some spacer shims, but those are local dealer items. 6) Inokinetic adjustable sway bars (2) and replacement 4C links (4) for the front end. These sway bars are thicker and adjustable. The 4C links are heim joints and aluminum links that replace the flexy stock bushings and stamped arms up front. The package firms up handling a lot 7) "Brisk" plugs (provides cooler detonation for less knock / more power) 8) Ferrodo brake pads all around 9) Stainless braided brake lines and high-temp fluid (flush and fill) 10) Tighter cross-axis bushings for the outsides of the rear lower a-arms (4 bushings). Can be sourced from Gale Motorsports online, or buy an entire rear lower a-arm set from Eurocompulsion (lots more $$$) 11) Pirelli P Zero's or equivalent sticky tires all around 12) An expert, corner-weighted, four-wheel alignment from a guru, like Charlie at Auto Europe in Birmingham MI My car currently makes a calculated 320 engine hp. Calculated power only - on a dyno, the front wheel sensors of the Alfa 4C pick up the differential between the front and rear wheel speeds, and then the ECU shuts down the car. So, without knowing the true Mustang dyno number, my butt dyno confirms 300 and possibly more hp. And because of launch control and DCT, the Alfa accelerates much faster than its inherent fly weight and 300+ bhp would suggest. Check out this Youtube video ( ), in which a stock 4C outdrags a white Exige S that had been heavily modded like mine (probably 340 or 350 hp). The preceding upgrades create a beastly little exotic: Ferrari Dino looks, power everywhere and slot-car handling. My next upgrade will likely include a Nitron or Ohlin replacement suspension (shocks+springs), which also enables a slightly lower ride height. A Eurocompulsion V3 power upgrade package will also be available soon (approx late spring 2018). I suspect that the V3 upgrade will provide around 350 bhp, which may be nearing the safe power-output capability of the stock 1.7 liter block. A Torsen limited slip diff can also provide benefits, but is at the bottom of my list. After all the parts are on, and I've put some miles on the car, I'll report again. Until then, happy motoring!

Xcarguy - OK, OK - you convinced me - I will provide future updates as I further upgrade and refine the 4C. Lightguy - Sergio Marchione confirmed your guess, indicating that money is lost on each 4C. But this is the halo vehicle for Alfa performance, and especially important now as Alfa reenters Formula One. No one knows, but I guess that 4C production will continue on a similar limited basis for at least several more years, irrespective of losses. There are even hushed whispers of an upgraded 4C or future 6C. Also, thanks for the video about the car's construction - very illuminating - so labor intensive - goes directly to the point of high cost and losses. MightMike - I considered purchasing an Evora. The new 430 model is fantastic, much better in every sporting way than the "S", but so new that $90,000 is a good price. At this time, a little-used Alfa can be purchased for nearly half that figure. Add $10,000 in select upgrades, and you have a car that is immensely lighter, objectively and subjectively faster, more connected to the road, with better steering (unassisted rack and pinion), better braking (big Brembos and less weight), and hotter appearance than the Lotus 430. I wrote the following sentence to my cousin, a braking systems-engineer and Viper racer: "To my eye, the 4C is a timeless combination of curves and purpose, simultaneously feminine and masculine, like a supermodel with biceps." Another friend of mine, who heads the service department at Cauley Ferrari in West Bloomfield, agreed with MightyMike when he stated that, because of Ferrari-like limited production, the 4C will become very collectible. Time to purchase a second car, you Sevenistas!

Is this the John B that purchased my blue WCM S2K???

Want to show everybody this image, and then I will shut up about the Alfa. This is an image of my exact model and color (a Launch Edition) though not my precise car. However, this image really captures the sexy lines, which are somehow both feminine and masculine. Super Sevens are so evidently purpose-built, and so outrageous, that I never once, in 20+ years, grew tired of admiring them. I think this Alfa design will age in a similar way: http://www.usa7s.net/vb/attachment.php?attachmentid=13739&stc=1

Mike aka Croc - It's surprising, yes, but also surprising, no. Alfa wants this car to be comfortable enough for regular street commutes. The flexible bushings contribute to that comfort, along with less aggressive sway bars (and springs and shocks and one can go on and on). My Alfa's ride will deteriorate a little, by conventional standards, with solid bushings and stiffer / adjustable sway bars. But the handling will tighten up in all the ways that matter to me, and probably to most folks on this forum. I previously owned a Backdraft Racing roadster, a 500 hp tube-framed 2,700 pound monster with BMW brakes. I was surprised at the stock roll and pitch, numbish steering and lengthy braking distance. I installed the racing package, which provided a mix of heim joints, stiff urethane bushings and a Wilwood big brake kit. Voila! The body beautiful became a sports car! Yet, most Backdrafts remain unmodified, and most customers are thrilled by the "sporty" handling and braking. Remarkably, the same was true, to a reduced degree, of my Lotus Exige S. I think the engineers know what could be done, but must hit a "sweet spot" with limited production cars like the Exige and Alfa 4C. There are enough Corvette and Porsche models so that everybody can find at least one that they like. But there is only one Alfa 4C.

I agree with the observations of both Kitcat and Croc. Kitcat: Compared to a WCM S2K, the stock Alfa was 6/10's to 60 slower - that's a lot. With my Alfa power upgrade, about half of that differential is erased - but in fairness, very few cars (including supercars) can accelerate with a WCM S2K to 80 mph. There is no more linear speed additive than weight reduction, and no better proof of this theorem than the Super Seven. Another Alfa power upgrade is coming this spring, which should prove intriguing. And agreed, the Super Seven is the ultimate giant killer on the track - have slain several giants myself! Croc: The Alfa steering twitchiness you observed (which demonstrates your experience as a performance car driver) comes from bump steer. Alfa 4C bump steer results from flexible bushings that deflect under load and cause momentary front (and rear) alignment changes. Our WCM S2K's avoid this problem by connecting suspension elements with threaded heim joints and links, instead of rubber bushings and clamps (at least, problem avoided once the steering rack is leveled). For the Alfa, I have already ordered heims and links for the front, uniball (cross-axis) bearings for the rear, and firmer sway bars. According to a number of fine sources, including Shannu at Sector 111, these enhancements will stabilize the alignment and improve the already-chatty steering. Anyway, I began this journey seeking a car that would help me learn how to drive my rear-engined 935 recreation. I managed to move the motor halfway there! NOTE: The CA gentleman who purchased my WCM S2K has taken delivery of the car, which survived a mid-winter crossing of the Rockies during the depths of a brutal winter storm. My ex-car will now reside in San Juan Capistrano, which has to be the most evocative site name in the history of man. I will encourage him to join this forum and share his experiences with the car.

Thanks, Mondo. I test-drove many cars including manual and PDK-equipped Porsches, an Aston Martin V8 Vantage, a Lotus Evora S and Evora 400, and the Alfa 4C. I realized that I have been utterly spoiled by low, lightweight and dexterous sports cars with quick-revving four-bangers. Even the V6 in the Evora S seemed ponderous, though the Lotus Evora 400 was my second overall choice. The Alfa 4C was the closest experience to driving a Super Seven - fully manual steering that communicates as rapidly as an angry Italian, progressive and powerful Brembo brakes, and that cat-like suspension all Sevenistas are familiar with. I thought I would miss the third pedal, but the loss was offset by nanosecond, throttle-matched shifts. The Alfa 4C provides the closest Super Seven driving experience I have ever encountered in a closed coupe. The car I bought is imaged below. It was professionally massaged and produces about 350 bhp. I will be picking it up from a dealer in Birmingham AL next week. I have owned three different Super Sevens for more than 20 years now, and I know that I will return to the marque. In the interim, I will continue to edit and publish the "WCM S2K & All Super Sevens Maintenance & Upgrade Manual". Just added a new chapter. Copies available upon request to bruceakopitz@gmail.com http://www.usa7s.net/vb/attachment.php?attachmentid=13727&stc=1 http://www.usa7s.net/vb/attachment.php?attachmentid=13729&stc=1 http://www.usa7s.net/vb/attachment.php?attachmentid=13730&stc=1 http://www.usa7s.net/vb/attachment.php?attachmentid=13731&stc=1

A very nice Californian Sevenista has agreed to buy my car. Part of the payment has not yet cleared, so I am not announcing final sale yet. However, my belief is that the payment will clear soon, and my Seven will soon be cruising route 1 alongside the magnificent Pacific ocean. Of course, I will update this post.

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Here are the promised pix of the underhood, under tonneau and side exhaust areas. Under the hood, the valve cover's red powder coating and aluminum-on-black Honda lettering look new. The entire exhaust system, from header to tailpipe, was ceramic-coated last spring. The horns are lightweight FIAMM's a Ferrari favorite. The horns are actuated by a dash button, as the Sparco steering wheel is detachable and cannot be wired for horn. Under the hood, you can also see the adjustable billet-aluminum fuel regulator valve (upgrade from stock), and the long, fat custom intake capped with dry-style K&N air filter (up near the Griffin triple-core racing radiator). Under the rear tonneau, you can see the one-gallon anti-surge fuel system. The pump that fills the small aluminum tank, from the large aluminum fuel cell, is the Holley red in the center of one image. The pump that draws off the bottom of the anti-surge tank and pressurizes the fuel injection system is an inline Walbro, which is tucked away on a frame rail beneath the main cell. The entire system holds about 13 gallons of fuel, so this Seven has excellent range. The main cell has a working fuel level detector and dash gauge. The main cell also has a NASCAR-style fuel cap with flapper valve. The flapper valve seals the fuel fill in the event of rollover, so the driver won't be flooded with fuel. Also under the rear tonneau is the three-quart Accusump oil accumulator, which pre-lubes the motor before startup, provides emergency oil if the sump is perforated, and provides emergency oil if the oil pump runs dry in a long curve. Most engine wear occurs on startup, so the Accusump is especially important for a Super Seven which will be started less often than a daily driver. A Battery Tender unit is included in the sale, and the car is wired with a Battery Tender quick-disconnect. There are also two 12V DC power plugs mounted inconspicuously under the dash. They are activated when the kill switch is turned "ON". The heat in this Seven is passive, but very effective. There is a grated rectangular inlet near the driver's feet, against the trans tunnel. When opened, engine heat pours in. There are also two positionable dashboard vents, which can be pointed toward your face or hands. This passive system has proven sufficient for late-fall cruises here in Michigan. Plus, it adds zero weight to the car, and vents the high-pressure air that accumulates under the car at high speed, so you can GO FASTER. http://www.usa7s.net/vb/attachment.php?attachmentid=13512&stc=1 http://www.usa7s.net/vb/attachment.php?attachmentid=13513&stc=1 http://www.usa7s.net/vb/attachment.php?attachmentid=13514&stc=1

Well, see what you can work out. I am about to list it on Ebay for a higher price. The current price continues to apply for USA7's members only. Good luck!

Agreed on FFR. Also agreed that a properly set-up Seven, compared to an equivalent Cobra, will likely outhandle the Cobras. The suspensions are similar, and the hp-to-weight are similar, but the Cobra weighs a lot more - usually about twice the weight. That's the biggest difference, to my mind. Remember, a Seven has 80% of the tread width and swept brake area, but only about 50% of the weight. That makes a huge difference at the end of every straight - the Seven can keep up on all but the longest straights, but needs only one-half to two-thirds of the brake zone. On tracks with very long straights, like Grattan outside of Grand Rapids MI, the advantage of the Seven's light weight is somewhat mitigated by lack of aero. For anyone interested in purchasing my Seven, I will provide a report from a certified auto appraiser indicating a value of $35,000. Super Sevens are considered collector cars, plus the title reads "1966 LOTUS", providing a legal age of over 30 years, even though the car was built in 2004. The titular age and the appraisal will enable you to get 7 to 10 year collector car financing at low rates. In fact, you may be able to finance the entire purchase. http://www.usa7s.net/vb/attachment.php?attachmentid=13511&stc=1

I owned that Backdraft Racing Roadster with 402 CI Roush motor, BMW suspension, Wilwood big brake kit for about 5 years. Lot's of fun, but my Super Seven was just as fast, cornered better, and was more fun because it required less effort and attention to drive. 2 sports cars is my limit, because I can't get enough saddle time in more than 2 sports cars. I sold the Backdraft and went looking for a very particular Porsche. Once I found it, it took exactly (to the day) 6 months and 100 emails to conclude the purchase. A very unique car, quite similar to my Seven in many respects - small footprint, very light, big power, huge brakes - see images above.

Hey, I get it! I just wasn't fully cognizant of the rules. If a forum member doesn't buy it in the near term at the reduced price, I will list on Ebay and take you up on your offer. Thanks for this hard work that you do for all the members!

Sorry, Croc - didn't realize the club was exclusive! I am offering my car first to the USA7 forum members at a reduced price, and then will list in Ebay for a higher asking - does that mean my car will get picked up in your thread again?

Here's an email response I submitted to an interested party. It contains important info on the car: "The WCMS2K, compared to a Honda S2000, has more interior room for the driver, and many more potential adjustments, but also a bit less hip room for the passenger. This is due to the use of a narrower seat on the passenger side, in order to allow more hip room for the driver. The adjustability was a design imperative from the start, as competition drivers must find comfortable positions in their cars. Remember - the WCMS2K has an illustrious race record, including podium finishes in many lengthy enduros. World Class Motorsports is not currently producing these cars. Production ended just short of 100 vehicles. However, nearly every part can be readily fabbed or is a stock part from Summit Racing or Honda or Subaru or other high-performance manufacturer. The sole exception is the hood. Lorren (the WCM manufacture) has several hoods in stock, and also the molds, so hoods can be produced on demand, including in CF if you MUST shed those final few pounds. However, except in the case of a significant collision, the hood is fiberglass and eminently repairable. And if the collision is more than significant, the car will likely be totaled, so the issue is moot. On the fabbing front, I cracked an front a-arm about two years ago. I pulled the a-arm off the other side, and had a local shop produce a mirror image, in a slightly stronger form, for about $125. The crack was detected on a weekend, and the car was back on the road the following weekend. The manual provides parts lists and detailed repair instructions. Think of the WCMS2K as a race car for the road. Half of the parts are available from speed shops, and the other half from major manufacturers like Honda, Subaru, Wilwood and others. This puts the WCMS2K, though out of production, head and shoulders above every Caterham, which relies on multitudes of proprietary parts. I have owned several Caterhams, and the delays and expense of ordering parts from England was a constant nightmare. That was one of the reasons I chose the WCMS2K when I elected to get back into the seat of a Seven - parts availability. "

Here's an email response I submitted to an interested party. It contains important info on the car: "Compared to a Honda S2000 sports car, the WCM S2K has more driver's side interior room, and many more potential seat and belt adjustments, but also a bit less passenger hip room. This is due to the use of a narrower seat on the passenger side, in order to allow more hip room for the driver. This adjustability was a design imperative, as competition drivers of all sizes must find relaxed, purposeful positions in their WCM S2K. The WCM S2K has an illustrious race record, including podium finishes in many lengthy enduros and more - these accomplishments are not acquired without properly accommodating the driver. World Class Motorsports is not currently producing these cars. Production ended just short of 100 vehicles. However, nearly every part is a stock item from Summit Racing, Wilwood, Honda, Subaru and more, or can be readily fabricated. A significant exception is the hood. Lorren (the WCM manufacturer) has several hoods in stock, and also the molds, so hoods can be produced on demand, including in carbon fiber if you MUST shed those final few pounds. However, except in the case of a significant collision, the hood is fiberglass and eminently repairable. And if the collision is more than significant, the car will likely be totaled, so the issue is moot. On the fabbing front, I cracked an upper front a-arm about two years ago. I pulled the a-arm off the other side, and had a local shop produce a mirror image, using slightly stronger steel, for about $150. The crack was detected on a weekend, and the car was back on the road by the following weekend. Think of the WCM S2K as a race car for the road. Most parts are available from speed shops, and the rest from major manufacturers like Honda and Subaru. In addition, our comprehensive manual provides parts lists and detailed repair instructions. This puts the WCM S2K, though out of production, head and shoulders above every Caterham, new or old. Caterhams (and Birkins, Westfields, Donkevoorts and many other Seven variants) rely on multitudes of proprietary parts. I have owned several Caterhams, and the delays and expense of ordering parts from England was a frequent nightmare. That was one of the reasons I chose the WCM S2K when I elected to get back behind the wheel of a Seven - parts availability."

The track is Waterford Raceway in Clarkston MI. The event is an HPDE, which I attend once or twice per year. From the images, you can clearly discern the new aero CF side view mirrors and stalk-mounted center rear view mirror that provide at least 170 degrees of rearward vision. You can also see the laser-cut grill-mounted Super Seven logo, provided by our Australian member. I welded the logo onto the grill, then polished and powder-coated the entire assembly: http://www.usa7s.net/vb/attachment.php?attachmentid=13375&stc=1 http://www.usa7s.net/vb/attachment.php?attachmentid=13376&stc=1 http://www.usa7s.net/vb/attachment.php?attachmentid=13377&stc=1