Bruce K

I feel you, brother. My daily driver for years has been an older, larger Explorer. After a prior evening spent behind the wheel of the Cat, leaving my house the next morning and climbing into the Explorer was like going back home and dropping into the recliner. Nearly every sports car I have owned has been brutal - why buy a dull sword? Thus, the SUV always serves as a welcome change, and renews me mentally and physically, preparing me for the next intense sports car experience.

OMG, that image with the F-Series! Either the Ford gave birth or had a bowel movement. The former, because the Lotus is too competent to be the latter.

I agree, those were incredible experiences, not duplicated in most ordinary lives. But something must have happened to me during the last 40 years. It's like I now believe that I could die while performing certain acts of bravado. I never believed that while I was a kid or a young man. I don't know what's wrong with me, but the concept of sharing crowded airspace with WWII fighters and bombers while riding in flivvers built of wood spars and canvas is offputting. If I am totally honest, I must use the term frightening.

A back-seat ride upside down a mile up in the sky? For me, the logic in that proposition is what's upside down! The plane looks neat, though. Biplanes are so evocative of another era - of WW!, of barnstorming, of leather caps and long silk scarves. They possess an undeniable pioneer spirit, an aura of possibility, a promise of freedom.

Great topic, Croc - everyone's OTHER cars! In my case, remaining cars, because I was required to sell my gorgeous Caterham. This happened because the wife capped me at three sports cars for the time being, and I never want that to happen again, because, believe me, getting capped hurts! For all with any interest, my Caterham is now SOLD. After a brief bidding war, the Cat went to an enthusiastic young man from NC for $53,500. Because the new-to-my-garage third car is receiving updates and repairs in Atlanta GA, I agreed to deliver the Caterham on my way to pick up the Lola. For me, the Lola is automotive sex, like it was in our twenties - still mysterious, incredibly exciting, just a skosh naughty, and all wrapped in a lithe and lissome body. When I first laid eyes on the ad for the car, I was instantly transported to Watkins Glen, the Back Straight, yards from the rail, eardrums thwacked by dopplering straightpipes. A Can-Am car with 383 mouse built to bursting by Hypercision! Genuine AP racing brakes and Fuel-Safe cell. An ex-works fiberglass body of Renaissance perfection laid over an aluminum and steel monocoque. HSR and SVRA logbooks. A flyweight English roadster for the ages - or in my case, the aged. My Lola is a hybrid replica – a mixture of old and new - re-engineered via CAD / CAM for dual purpose street and track. The exterior proportions are precise – the car wears factory panels from Huntingdon. Track and wheelbase also match. Original AP racing brakes drop anchor, and the underlying structure is familiar aluminum monocoque. But the monocoque in my Lola is mated to a steel ladder frame, for improved resistance to harsh public roads. For the same reason, the a-arms, uprights, hubs and spindles are C4 Corvette (fragile spindles nearly killed John Surtees while campaigning his famous red Lola at Mosport in 1965). Additionally, the car is LHD, with a wider cockpit favoring passengers girthier than Wicket the Ewok or Tattoo from Fantasy Island. But the list of street creds was incomplete. Designer John Gyann of Can-Am Creations intended to produce a series of cars. However, a recession intervened, and he produced just two in 2003, neither of them fully outfitted for street. Turn signals, high beams, horns and much more were missing. All are now supplied. The car has a Georgia title, and will be plated in Michigan for road use. Because of the HSR and SVRA logbooks, I may be able to fulfill a bucket-list dream of obtaining a racing license and competing in vintage events. My purchase also included an expert inspection, and thus an opportunity to meet Jason Plante, proprietor of Balanced Performance Motors in Cumming GA. I grew enamored of Jason and his second-generation knowledge of race and street performance. His acumen, references and communication skills were superior, and so were his Georgia labor rates compared to high-cost Michigan. Jason won the bid for a long list of upgrades and repairs. He soon retrieved the car from Atlanta Motorsports Park, long my Lola’s home. Thus were completed the first steps on my journey of a thousand miles. At Jason’s enclave, Lola body panels flew up against the walls. Her naked frame exposed vulnerability and lack of mass, not unlike a boudoir experience. Also exposed were the reasons for The Attack of the Killer Cockpit Fumes: Blowback leaks from manifold couplings. That, plus resonators that would no longer pass decibel muster at track, let alone the boulevard, meant a complete restoration of the exhaust system including new ceramic coating. The grungy wheels required refinishing, with black and clear coat to match my car’s intended livery: Lola T70 # 83 piloted by the immortal A. J. Foyt. The carbon fiber spoiler on my car was replaced with raw aluminum to match # 83. All the original rubber-cored lines wrapped with stainless weave were rotted or bulging - these were replaced with Teflon-cored varieties including new -AN fittings. Every variety of fluid, and every hose, belt and tire, plus boxes of hardware were renewed. Dual Hella air horns with steering wheel button were fitted. New headlights with high intensity LED bulbs, integral turn signals and a convincing tri-bar look were installed. The AP brakes went back to their factory for refurbishment, and ditto the QA-1 shocks. A 14 gallon cell was fabricated by Fuel Safe. The 500 pound spring rate per corner was deemed essential for track days, and was not reduced – from other track cars converted to boulevardiering, I'd learned that a secondary thick memory foam pad under the seat cover substantially tames a track-capable ride. A full tuneup and corner-weighted four-wheel alignment were the raisins in the spotted dick. I'm still deciding where to have paint and livery applied - GA or MI. White images below are the car with current livery. Blue images are the livery I intend to apply:

Sounds like fun! Lots of the folks on this forum have other sports cars, so many could join in. Regarding the Shelby Omni: I stopped in at a local dealertship to buy a truck for my business, and that little black-with-silver-stripes beauty caught my eye. I didn't own a single sports car at the moment, and the Shelby was aggressively priced. It was fitted with big gooey Yokohamas, lightweight Shelby wheels and Koni shocks, and the handling was decent. The interior was much better than anything I had experienced with my many British sporters, and the car was fast. With a little turbo-fettling, I once overhauled a Camaro IROC Z. It was also durable and relatively trouble-free. Without the inducement of any grain alcohol, I have to say I enjoyed owning and driving the car. I admit - the square Omni GLH would have made more sense dynamically, but the sleeker Shelby coupe was easier on the eye - actually kind of pretty in an '80's sort of way.

Yes, the windshield in the Drakan, with the compound curves. Those are very costly to replicate individually - often, it it not possible to purchase just one - you have to buy 10 or 12, or buy 2 and pay for 12. If the glass is destroyed and not just cracked, you have to scan the space first, or otherwise convert the form to a design. The windshield in the Caterham, on the other hand, is off-the-shelf, as are all other parts. A friend of mine recently purchased an LS3 powered, rear mid-engined, low volume car called the Deronda, off BAT. Part of the reason for our mutual interest in the car (I bid against him in the auction) was a plethora of spares that went with the car, including windshields. Spares are a vital attribute for cars produced in quantities like 10 or fewer. My forthcoming Lola is a hybrid replica, consisting of original and updated parts. Only 2 were completed before a recession doomed the business. I bought a package including the car plus spare transaxle, complete spare body and more. AND the windscreen is plexiglass! Here's images of the Lola when I bought it, and what it looks like at the moment:

Around three years ago, before I purchased the gorgeous Caterham I am selling now (see "Cars for Sale" in this forum), I almost purchased a very nice Drakan from Shinoo Mapleton at Sector 111 in CA. Presciently, I offered about $80,000, based on market research into similarly configured low-volume sports cars. Shinoo held firm at $125,000, so we were unable to conclude a deal (according to Shinoo, he sold it later for $110,000). But the Drakan and its Palotov predecessor are intriguing sports cars - bigger, safer, more comfortable and better handling Ariel Atoms IMO. Down the line, however, maintenance will be a problem because of the many bespoke parts. Sector 111 can manufacture a lot of them, but costs will be high and delays long, and items like windshields could be problematic. Following are images of my concours-winning R400 / R500 Caterham replete with $25,000 in options and offered for $55,000:

Sean - thanks so much for sharing the images and memories. I've added the photos to my Lola album. Brian's Lola was recently offered for sale - don't know if the hammer came down or not. Included in this response is a link to a recent article in which the author was permitted to pilot Brian's Lola around Sebring Racetrack in Florida. Brian's car appears to be significantly more difficult to drive than mine. My car is LHD, to which I am more accustomed. Also, Brian's Lola is equipped with a Hewland LG-500 transaxle. Providing a top speed of plus 180 with only four gears means first is TALL, making launches difficult and low speeds intractable. Plus, the Hewland is hard-shifting - a rock-crusher, like the first 4-speed trannies installed in XKE's. My car is equipped with a later Getrag 016 that was upgraded with stronger shafts and gears. My Getrag features 5 speeds, rendering launches easy and slow speeds viable. It also includes effective baulk-ring synchronizers, so shifts are smooth. My Mountney steering wheel is also wider than Brian's, so I have more leverage while parking and so on, but with the big gooey tires that Lola's wear, and manual steering the only option, shoulder muscles are required. However, this is true of most sports cars I have owned, including my Backdraft Cobra, Lotus Exige, Porsche 935, Alfa 4C, and even to some degree the Caterham R400/500 - it's like an initiation fee you pay in order to enjoy the unassisted steering at speed. Regarding Brian's warning about the car's widow-making tendencies, those are wise words, providing my rationale for no longer engaging in elbows-out competition. I realize that Can Am race cars, Caterhams, Backdrafts and stripped-out 935's share escape velocity performance without benefit of air bags, collapsible steering columns, crush zones and the like, so I am now more cautious than brave. I don't need to ride the razor's edge to know I'm alive, and maybe that makes me the wrong owner for my car. Or maybe the right one? https://classicmotorsports.com/articles/behind-wheel-driving-lola-can-am-racer-owned-acdcs/

What's amazing to me is how a stiff-lipped Englishman managed to create one of history's most voluptuous car designs. A vehicle like this was supposed to be the product of Scaglietti, Pininfarina or Giugiaro, those Italian experts in sheet-metal sex. Instead, it was Eric Broadley’s T70 that piled on the supercar tropes: Huge scoops behind the doors and atop the rear quarters - every McClaren, Ferrari and Lambo now sports these. That sinuous S-curve beginning at the nose and wending up and down the entire length of the car - again, a feature of most super and hypercars for decades now. The aerodynamic kammback tail - true, Wunibald Kamm pioneered the design in the 30's, but major implementation did not occur until deep into the 70's, and few ever looked as good as this. Even the mouth of the car - big and wide, like an athlete gulping air, flanked by two amusing dimples (brake air ducts) and topped by wide, aggressive eyes - cars haven't had such expressive faces until recently, but Broadley's was gawping at us back in the 60's. The T70: As iconic and contemporary as the Ford GT40. the Alfa Romeo Tipo 33 Stradale, the Lamborghini Miura and the Jaguar XKE. That stiff-lipped English gentleman created a prototype for the pantheon. Salutare, Eric! T70's in other liveries, and one famous patron:

OK, Slowdude - challenge accepted! First image group is current paint and livery. Second group is intended paint and livery. Number 83 is A J Foyt's car, which won a number of races and podiumed others. It has four sets of dual-throat Webers like mine, but is powered by a larger (427 vs 388 ci) Ford motor rather than the Chevy in my car. However, a Chevy was the original motor in Foyt's car, and I loved his selection of color and livery, so I am honoring his car with mine. I had an aluminum spoiler fabbed to duplicate his, and my wheels have been finished with clear rims and black centers, also like his. The car is currently in GA receiving numerous upgrades including all new rubber, as everything was aged out - new fuel cell, rebuilt QA-1 shocks, street/track air filters (this car has a title and will be plated), turn signals, air horns and much more. Note the image of the available diecast model. I have a collection of diecasts limited to all the best cars I have owned - it is a frequent source of fond memories, and a little chagrin regarding some I shouldn't have let go:

Hey, Sebastien - good to hear from you. It's nice that your signature photo features you and your son, and also great that he enjoys doing car things with dad. In that regard I failed - none of my children view cars as more than conveyances. One even owns a midnight blue Alfa Giulia with every option including Nero, and the car still sits in the drive on gorgeous summer afternoons. Pity. My Caterham is finally ready for sale. Late summer, I detected a defect in the clutch slave and master cylinders, necessitating an early R&R. The repair was proceeding well, but disruptions in global supplies resulted in an extra several weeks of parts delay, and I unfortunately missed the last couple months of summer driving. Then along came my Lola T70 purchase opportunity, and now this outstanding Caterham will belong to some other lucky soul. Please advise your friends that the car is available and 100% ready for street, track or show. Besides the items listed in the preceding ad, I have ATTACHED a report listing many other spares. Thanks, and start teaching your son how to drive your beautiful red R400! 2010 Caterham Superlight R SPARE PARTS LIST001.pdf 2010 Caterham Superlight R front of title001.pdf

Thank you. Perhaps so beautiful that you must buy it ? ? ? Seriously, note that weather gear in the image second from last. The face mask is a Harley Davidson item - really cuts the chill. Ditto the leather helmet - keeps the bald head and ears toasty. the jacket was also purchased at a Harley store. It has a liner, plus detachable neck wrap. With driving gloves and heater, I can cruise around comfortably on 40 degree days - really extends the driving season! Also there is a wide-angle billet rearview mirror glued onto the windshield, plus, per the image below, a carbon fiber flat-lens center stalk mirror that bolts to the cowl for use with the carbon fiber windscreen. Everything is included in the sale. The excellent previous owner (a craftsman responsible for most of the artistry inherent in this car) informed me that, regarding wind buffeting, there was not much difference between the windshield and the carbon fiber windscreen at high speed. I was surprised to find this statement to be accurate. I was told by Scott Minehart of Brunton Automobiles that the largest part of wind buffeting in Caterhams is due to the 90 degree included angle of the rear fenders relative to the body. This observation appears to be correct, making the windscreen an arguably better option for late spring through early fall driving - the car looks cleaner, and better aero means superior high-speed acceleration. However, the windshield is required to hang the doors, which are essential for cockpit heat, so the windshield is a better option in early spring and late fall.

THIS GORGEOUS CATERHAM HAS BEEN SOLD ON 12/16/2022!!! Presenting for sale my Concours-winning 2010 Caterham Superlight R400/500 S3. This lightweight “bucket list” supercar includes more than $25,000 in options, and would cost around $90,000 new including dealer assembly. At the 2022 "Eyes on Design" Concours, celebrated on the grounds of the Henry Ford Estate in Grosse Pointe Shores MI, this Caterham won the "Design of Distinction" award. VIN: NY71329, clear Michigan title with NO liens and NO salvage or other demerits. Chassis number: SDKLDKLNS90023720 MILEAGE: About 5,400. USE & CONDITION: Garage-stored since new (my garage is heated). Road use only. NO collisions or extensive repairs. Original motor and transmission. Never driven in rain or snow. Near-perfect, with only tiny chips and spots that all Caterhams accumulate at lower fender and body edges. BODY: The nose, fenders, dashboard, mirrors, valve cover, license plate surround/light and turn signal nacelles are naked carbon fiber finished in glossy clearcoat. The balance of the car is painted metallic Daytona Blue with twin silver stripes. MECHANICAL: This Caterham’s astonishing veneer is exceeded only by its performance. The aluminum 2 liter Ford Duratech I4, upgraded by Caterham, features larger injectors, strengthened bottom end, high-lift camshafts and performance ECU. A low-restriction Piper Cross air filter feeds turbulence-free roller throttle bodies. The motor exhales through a polished stainless R500 exhaust system with cat delete (removed converter is included in the sale). Transmission is an aluminum-cased Caterham 6 speed close ratio. Double-spoke 13" Caterham wheels are shod with Avon ZZ's (4/32” tread remaining). Dampers are Bilstein double adjustable. This car is equipped with the factory precision-cut and laser-welded chassis upgrades plus Dedion rear including 30 improvements and LSD diff. About 230 horsepower propels this 1,157-pound missile from 0 to 60 in around 3 seconds (see the uploaded video for proof). MAINTENANCE: All fluids have been replaced with the finest synthetics, and the car was fully torqued, aligned and corner weighted. Due to a factory defect, the clutch master and slave cylinders were just replaced, providing the next owner with another 100,000 miles of dependable enjoyment. I spent $9,260 within the last 12 months on the car, primarily on upgrades including new mohair doors, lowering floorboards, a heater installation, and a new Caterham cowl-mounted shift indicator light. I intended to keep this car until I could no longer drive. OPTIONS & EXTRAS: R400 performance package including wide track front A-arms and Dedion rear upgraded with LSD and stouter anti-rollbar. Factory carbon fiber body package. Two identical Tillett racing seats, constructed of lightweight Kevlar and fitted with Schroth 6-point harnesses. These seats are mounted on adjustable sliders, and provide improved lateral support and driver control. Two uninstalled lowering floor pans drop each occupant about 1.5 inches, centering vision vertically in the windshield and providing additional footbox room. Taillights are upgraded white with colored bulbs. The rollbar is extra-height and FIA-approved. Includes a full windshield with wipers, washers and wind wings, plus a carbon fiber windscreen with center stalk mirror. You will not lose your grip on the Alcantara rim of the detachable MOMO steering wheel. A three-speed heater and mohair weather gear (top, tonneau, doors, binnacle cover) enable several additional months of touring every year. Aero-fill fuel cap, push-button start, external kill switch and ultra-bright LED rain light are also installed. A new Caterham shift indicator light is mounted on the driver’s cowl. Extra parts include two touring-style Caterham seats, a stock fiberglass nose, a set of four stock fiberglass fenders, four Caterham 15" wheels wearing Avon CR500's, and a box full of various parts and manuals. HISTORY: This car was imported from England in 2010 by “LeBrun Motors”, a former New York Caterham dealer. Assembly was completed by the dealership in 2011. The car served as the dealer’s personal transportation and as a demonstrator. It was sold circa 2016 to a sportsman in Niagara Falls, who invested extensively in the car’s appearance, adding multiple carbon fiber and kevlar upgrades. I am the third owner, having purchased the car a bit more than a year ago. I have owned four Super Sevens over the span of forty years, but none with appearance or performance to rival this. I searched for years to find her. SUMMARY: Inclusive of both appearance and performance, one of the finest Caterhams available anywhere in the world at this time. 2010 Caterham Superlight R SPARE PARTS LIST001.pdf 2010 Caterham Superlight R front of title001.pdf

And is THIS a nakedly transparent attempt to drum up collections? Something that would help mightily is a recent invention: A billing. I use them in my business - highly effective. That said, I assure you, though reasonably skilled at paying my bills, I am completely incompetent and unable to prepare the amounts due to my suppliers - I count on suppliers to prepare and submit their billls to me. For purposes of efficiency, I will consider this public disgracing as this year's billing, and pay it Monday. But how am I expected to remember next year's contribution. Or will it just be another audienced spanking?

Croc - Regarding my Superlight R400 sale, I am suspending or pulling my Hemmings and Haggerty ads momentarily, to advertise in pcarmarket.com, another BAT-like venue for your weekly searches. I decided, based on explanations extended by pcarmarket staff, that 7 exclusive days on their website could be a fruitful investment, but we'll see. As a seller, my total cost is $99. Buyer pays $500 minimum or 5% up to $5,000. They are auctioning cars over the internet for 4 years now and claim an 80% sell-thru rate. If this fails, it's back to Hemmings and Hagerty and other venues.

Croc - It is official - my Superlight R Caterham is now officially FOR SALE. Incidentally, there is another listing venue that you can now scavenge: Hagerty Marketplace. Hagerty is the first place I have advertised the car. Photos of the little blue beast are downloaded elsewhere on this page, and the URL for my Hagerty listing is https://www.hagerty.com/drivers-club/my-garage/995k8qlu/bruce-a-kopitz/98051fe0-a495-4e2b-8c9b-0c85a2741324 I am also offering the car to a few exotic sports car outlets, and if that fails, I will increase my advertising in customary outlets like Hemmings. This car is both a concours-winning work of art and a low-flying cruise missile, with 230 hp propelling just 1,150 pounds. The chassis is the upgraded laser-cut and precision-welded unit, and the Dedion rear includes the 30 upgrades that were implemented at the same time. In the Hagerty ad is a copy of the two pages of included extra parts, such as two complete sets of Caterham wheels and Avon tires, two uninstalled lowering floorpans, a windshield and CF windscreen and much, much more. Not cheap at $50K, but one of the finest examples of the marque available anywhere at this time. Anyone interested can message me on this forum.

Well, Croc, if you are planning any jaunts up to the Detroit area, you are welcome to visit my home, and we'll take the Lola out to M59 for a spin - er, wait, for a drive between the lines!

Thanks, Panamericano. I am truly blessed, far beyond my just deserts. I don't understand why He has treated me so well, but I thank Him for it every day.

Bob - Good to hear from you, and great question. I looked long and hard for an ultimate Seven. I've owned many, and I wanted a "bucket list" version. I found it in this award-winning Superlight R S3. However, before I bought this car, I was very close to purchasing a Lola T70 MkII Spyder. It is a special car, a replica very true to the originals - fitted with an authentic ex-works Eric Broadley body and original AP racing brakes, for example. The SBC engine was built by Hypercision to Can-Am specs, with one exception - the compression ration of 10.5:1 allows use of 93 pump gas. Also, the unusual inboard front brakes fitted to Broadley's T70's resulted in spindly uprights, which bumps and potholes would break (John Surtees was nearly killed at Sebring in such an incident). In my car, these weak uprights were eliminated in favor of robust versions sourced from Corvette. And, rather than a 100% aluminum monocoque, the body is aluminum monocoque stretched over a steel tube-frame backbone - much stronger. Overall, my T70 is 350 pounds heavier than a Broadley T70, but still light at 2,200 pounds. It has HSR and SVRA logbooks and has podiumed several times, including third at the prestigious Road Atlanta Walter Mitty Vintage International Race (2012). As a qualifying race car, it is equipped with a robust wraparound roll cage and two-stage fire suppression, making for a safer environment. A car I can drive everywhere I could pilot a Seven, but faster, with more ultimate grip and safer accomodations. So why didn't I buy it? My left knee was damaged, and I was looking for a lighter clutch. Hence, the purchase of my current Seven. However, I have since undergone restorative stem cell therapy in my knee, with significant improvement. A clutch is no longer an issue. As the ex-owner was doing little to sell the Lola, it was still available, so I bought it, and now I'm selling my ultimate Seven. Below are images of the Lola in current livery. The blue Lola (A J Foyt's famous # 83) is depicted because that is the livery I intend to apply to my car. PS - Early on, I checked with Croc. I can still participate in this forum while owning a Lola rather than a Seven, so I will not lose touch with you, Croc, John and other great members.

Aha! I made a prediction regarding the red, home-designed and built "Seven" with the Olds Rocket V8, 3-speed slushbox, telephone-pole tube-frame, pointless wire wheels and superfluous room for four. My belief was this: The reserve better be less than $15K or it won't sell. It sold on BAT for only $7,200! A well-executed but flawed design. The link: https://bringatrailer.com/listing/v8-powered-custom-roadster/ Now, if you wish to buy a heavy Seven, with performance that will flatten your eyeballs and style to match, the silver Diva looks intriguing. SBC with a strong build and tune, CF dash with white-faced Autometer guages, and acres of rubber to handle all the torque. Tremec trans, Hurst shifter, Ram Clutch with shatterproof steel bellhousing. La Carra racing wheel, Simpson harnesses, Wilwood brakes and big whole-bay fire suppression system. 8.8" Ford rear with Moroso racing axles - this jet is engineered to fly low. Lots of extras and nearly perfect condition. Not my cup of tea, but if you like the look and don't mind the girth, this car is brilliantly executed, and an excellent design . The link: https://www.hemmings.com/classifieds/dealer/lotus/unspecified/2519795.html For anyone interested, I will be selling my concours-winning 2010 R400/500 S3 Superlight. Carbon fiber everywhere including the nose, fenders, dash, Tillett seats, mirrors and turn signal nacelles. White rear taillights with colored bulbs. Windshield and CF windscreen. Detachable MOMO wheel and windwings. Heater. Full weather gear, all in mohair except the top. Caterham twin-spoke 13" wheels with Avon ZZ's mounted. Sale includes four Caterham 15" wheels with Avon CR500's and two uninstalled lowering floorpans. Painted gorgeous Daytona Blue with Silver stripes and glossy clearcoat over naked CF. Winner of the "Design of Distinction" award in it's class at the recent "Eyes on Design" Concours at the Henry Ford Estate in Grosse Pointe Shores. About 7,000 miles of use. Ad will appear in Hemming's in a day or so. $50,000 obo.

Yes, but if it is the Church of Heavyweight Hot-Rods, should Sevenistas attend? I get your inclusivity point, but would you really recommend this car to anyone looking for the Seven experience? The cruiser experience, yes. The asphalt-ripping experience, yes. But all the rest, consisting of the most essential parts??? You, Croc, owner of many fine sporting vehicles, know that they all have discrete functions. Some are not light, not as nimble, but have living-room level seating and eat highway miles for 3 square a day. They are terrific for their purposes - cars which I can respect without reservation - but cars largely alien to the Seven experience. The red Sevenesque hot-rod is one of them.

From the ad for this car: "The red-painted custom fiberglass bodywork emulates the style of a Lotus Seven." But the "style" of a Seven, which I interpret as design ethos, is all about small, nimble, lightweight, track-capable, high-revving, fully-analog including gearshifts and so on - traits which were designed out of this car. Colin Chapman designed brilliant, ground-breaking performance cars beginning in the late 50's, including the Seven, without a whiff of electrons or photons or software. My Lola T70 was designed without CAD/CAM, but provides contemporary supercar performance today. I stand by my statements: This is a sevenesque hot-rod, a middleweight cruiser, but no sports car and certainly no Seven.

I would call this car a sevenesque hot-rod. Probably quick in a straight line, with an interesting appearance and quality construction. However, if this car has a reserve of more than $15,000, I bet it doesn't sell. It's like the guy who built a gorgeous yacht inside his basement: Terrific execution, bad plan.

Vovchandr, we have had many points of agreement in the past, but here we diverge: Although I agree this custom car is well-executed, a bad plan well-executed remains a failure. 3 speed Turbo-Hydramatic slushbox? The extended wheelbase resulting from a 4-passenger layout? The massive overweight resulting from a big old iron block V8, an auto trans, solid Olds rear axle and tube frame? These design concepts are anathema to Seven enthusiasts, because they deprive the car of a paramount virtue: Lightness. Further, that rollbar has no posterior braces, so it could easily bend in rollover, an undesirable consequence of. providing seating for 4. Well-done or not, a bad design results in a bad car.