Vovchandr

Not an expert here but to my eye I think this is a mid 40's car in todays market. Might not sell immediately but it should sell well on a long time table. Between the world going electric and demand for anything enthusiast like already on the up and up, as well as the back order build dates for Caterhams being about a year out this nicely equipped modern Duratec model is well positioned. There was a Zetec that recently sold on BAT in the 40's. BAT is a good option to consider as it reaches the widest audience with seemingly deepest pockets but obviously this site has been used with success by many. Just recently there was a member bumping threads with hope of finding something available. One thing thats expected by any modern seller is pictures and lots of them. They don't have to be professional but that surely helps and usually pays for itself even if you have to hire somebody. Plus you get to keep the pictures to look back on fondly after that experience. With you being in TX there likely will be lots of CA residents interested but they are going through the whole SB100 registration issues which you can't really help them with. Many other buyers will be interested in how it's titled due to complications of owning it in their states after. I assume it's registered as a 2013 in Texas. Ideally if it's titled as a 1965 replica or similar that's most desired at it opens up most possibilities for use in other states without issues. Unfortunately the mods will not typically help the resale. If you're looking to get most back out of the sale you're likely better of selling doors and half hood separately here. They will likely sell very quick and add more value than being part of the sale overall. Edit: Could you do me a small favor and measure your front fender width in the center > edge to edge? You have the same wheels I have and I'm troubleshooting my fitment issues in a different thread and looking for more data points.

That extra half inch is likely the culprit.

Yes. That was a mockup fit to see how they are. These are primary my backup track wheels as I like my 13's more but don't want to waste a day on the track if I have a blowout. Mine should be identical to yours and came off pretty much the same spec model car, but there is one wild card caveat. It's highly unlikely that this is the reason here but when I looked into it more CSR Caterham had same style wheel but they have different offset, which would explain my problems but I again highly don't think that this is the situation. I believe offsets are printed on the back side of the wheel and I double checked to make sure my were right last time I did this. Your fit looks great! So variables for me are as follows *Wheels (offset, should be identical, so unlikely) *Cycle wings *Fender stays themselves (I have a new replacement on there now, can try to test fit again, maybe old one was bent?) I just measured my cycle wing and it's 8 inches wide edge to edge. When you have a chance can you take a tape measure to yours?

I appreciate the pictures and will get some measurements to compare. I was quite perplexed when I found out that they stick out. OEM's sit flush so Im not sure where the delta is. As far as speedometer, unfortunately I have different unit where I can easily calibrate ratios in the unit.

That's a clever piece of kit. Seems too pricy for the casual user who would want a tuner to do the tuning part while on the dyno, but very useful for anybody who would tune their own car.

That's a lovely story. I'm trying to do napkin math here. Are you ~80? if so, thats doubly impressive. I like the look of the 7. How come no custom plate??? Does NH even need a front plate at all? NY mandates it, but there is 0 chance I'm putting it on.

Hi Kenny, I might pick your brain a little. You should have the same set of wheels as me. Square setup, 6in wide 195 Cr500'S. However your fit is quite different than mine.

https://www.autoweek.com/news/a2062611/seven-caterhams-iconic-bare-bones-sports-car-gets-stiffer-and-quicker/ To find a vehicle more minimalist than a Caterham you would have to look at something like a skateboard. But it would have to be a rocket-powered skateboard, like an Ariel Atom. After the Atom and maybe that rocket sled the Air Force used in the 1950s out at Edwards Air Force Base, the next thing in line as far as power-to-weight and screaming fun is a Caterham. Caterham is about the barest of the bare-bones sports cars. Originally designed and built by the master of minimalism, Colin Chapman, in 1957, the basic car hasn’t changed much in the half century since. Chapman built it up until 1973, when he sold the rights to car dealer Graham Nearn, who renamed the car the Caterham Super Seven and cranked it out, largely unchanged, until last year (okay, they did go from live axle to de Dion axles and a few other things, but it’s not like comparing a 1957 Corvette to a 2006 Z06). Last year three guys from Lotus, backed by venture capitalists, bought Caterham. At the time the Super Seven was in the midst of a redesign, which was finished under the new owners and is what you see here—the first real new Seven ever. Looks the same, you say? Well, it is and it isn’t. It’s still a crazy-light, boxy-snouted road-squealer that seats two and has absolutely no room for luggage. So don’t worry that it has gone all Grand Touring on you with statistics about how many golf bags fit into some huge new trunk. It’s still insanely fast and completely uncomfortable. So relax, purists. Indeed, rejoice! The mild steel tubular space- frame chassis is new, up 100 percent in torsional stiffness thanks mostly to improvements around the central transmission tunnel. If the old one was stiff, then this new C’ham is stiff, stiff, stiff. To that stiff structure is bolted a new suspension system with inboard-pivot-activated coil springs controlling double wishbones up front and a fully independent rear suspension replacing the live and de Dion axles that floated and crashed around back there for decades. Aerodynamically speaking, the car is significantly improved. You might have noticed a little front-end lift at 100 mph in the old Seven. Officially the car had 100 pounds of lift at 100 mph. Depending on what you were doing at the time, that lift could be felt as increased understeer or as scary wandering around. So one of the design goals for the new car was to reduce that lift. Look closely and you’ll see little trailing edges at the rear of the front fenders, which took out about 10 or 15 pounds of lift. Moving the coil springs inboard, race car-style, took out another 10 or 15 pounds. And channeling the engine-cooling airflow up and out the top of the hood took out a whopping 40 or 50 pounds of lift. So while this may not be a Bonneville streamliner, it at least won’t fly as easily as before. It is also new under the hood. While this may be a kit car into which you can stuff anything you want—and about 10 percent of buyers do—the semi-official engine is a 2.3-liter four-cylinder Ford, developed by Cosworth. Yes, you can buy a Cosworth-powered car once again. All is right with the world. The four-cylinder aluminum block and 16-valve aluminum head is about 20 pounds lighter than the old ZTEC four and puts out 200 hp or 260 hp, depending on which setup you choose. Both are 2.3-liters. Our test car, the 260, comes with cast crank, forged rods, forged Cosworth pistons, Cosworth camshafts and really cool roller-barrel port throttles that operate like a flute rotating along the head to open and close the four throttle valves. Cosworth developed the intake manifold and exhaust manifold as well as the dry-sump lubrication system. Engine management ECU is calibrated by Cosworth. Power is way up from the last pair of engine choices, the 1600-cc 147-hp or 1700-cc 202-hp ZTEC. We actually preferred the 2.0-liter 204-hp ZTEC we drove a few years back in the Superlight R (“Caterham Seventh Heaven,” Feb. 17, 2003), but that might just have been that car’s 1080-pound curb weight. This new car weighs 1315 pounds “with gas, oil and no funny business,” according to Jonathan Nelson, CEO of Caterham USA. All in all, we might favor waiting for a Superlight R, should Caterham decide to make one, but that could be a long wait. Nonetheless this one is still quite a thrill. It rides on Avon 195/45 fronts and 245/40 rears mounted on “Formula Three engineered 15-inch tires.” Given the choice of drive locations, and it being midweek in Los Angeles, we met up with Nelson at the base of California Highway 2 in La Canada, the goal being lunch at Newcomb’s Ranch Inn. Between La Canada and the Ranch are hundreds of third-gear twists running over pavement that is less than a decade old. This road is suicide-crowded on weekends, with every contraption known to man lumbering over the double-yellow line willy-nilly. During the week it was just us and a handful of superbikers. Nelson said this first car is still being calibrated. In fact he asked us afterward how we thought the suspension should be set up. As it was, our version was track-day stiff. And even with the relatively new pavement (thanks, Caltrans), there were many bumps. For this drive we would have softened up the front end a little, allowing the springs, shocks and links to do their job. The car reminded us of an open-wheeled race car with a little bit of the bang-crash feeling over bumps and divots. But reminding the driver of a race car is a good thing for Seven buyers, since most look at it as a race car. “The market has really changed,” said Nelson, who remembers when a stouthearted enthusiast might drive a Seven every day the sun shone. “Now it’s all track-day guys who just want a real fast car.” Those guys will not be disappointed in the Seven. The balance is good, 48/52 front/rear. Had we been going all the way to the Willow Springs track out in the desert, the CSR would have shone when we got there. This being a kit car, you can set up your own suspension how ever you like it, even changing it up, down and all over the place every weekend, depending on your itinerary. Still, the overriding emotion from the day’s drive is fun. How often do you get to toss all compromise out the window and drive a car made solely to take you and maybe a small whimpering passenger directly to an apex? The CSR turns in fairly quickly and hangs on through whatever line we set. Steering is so responsive we had to recalibrate our internal steering clock. While your garden-variety car muffles most of the feel through the wheel, this unmuffled Caterham takes some getting used to. There is a small amount of bump steer, but it isn’t unmanageable. Again, probably just right for track day. Power is good, and with the six-speed manual we never had trouble accessing it. A couple of times we ran it out to the soft redline of 7500 rpm, never hitting the hard line at 8000. We stopped to take pictures and swap drivers and found the ingress and egress is as much fun as ever. We also drove without shoes, as seems prudent in this traditional British sports car with its tiny foot box—wouldn’t want to let a foot slip and make tomorrow’s newspaper. Track day calls for Puma Speed Cats, if not real racing shoes. “Our advantage is that we don’t make any pretense of practicality,” said Nelson. Caterham’s pretense, if you could call it that, is fast track times, and on that it does deliver. Since the car is aimed at an infinitesimally small sliver of the American buying public, maybe 30 to 50 a year, Caterham can afford to avoid compromise. The CSR should arrive at the 10 U.S. Caterham dealers in April (see uscaterham.com). The dealers sell the cars as kits, remember, minus the engines and transmissions. A base kit should run about $44,000. The engine and six-speed manual should cost another $20,000. If you get somebody else to put those two together it will cost $2,500 to $4,000, depending on who you get. Your dealer can tell you. So you’re looking at as much as $68,000 for a car with no cupholders. Which is exactly how those 30 to 50 drivers will want it.

https://www.autoweek.com/news/a2094221/2003-caterham-seven-superlight-r-caterham-seventh-heaven-what-colin-chapman-meant/ 2003 Caterham Seven Superlight R: Caterham Seventh Heaven: What Colin Chapman meant when he said 'add lightness' IF THERE IS A STREET car lower and lighter than a Caterham Seven, we haven’t driven it. Strapped into the driver’s seat you can set your hand palm-first on the ground. The ride height is just over three inches, lower than most speed bumps. The overall height is less than three feet, lower than most parking lot arms. And at 1080 pounds and 204 hp, the power-to-weight ratio (1 hp: 5.3 pounds) of this Superlight R model beats every production street car sold in America. It’s as terrific on the road as it sounds on paper. No doubt that’s just how Colin Chapman wanted it when he unveiled the Lotus Seven at the 1957 London Motor Show. The Caterham Seven can trace its roots (not very far back) to the cars Chapman built in his girlfriend’s garage in North London in 1948. It’s like a time machine, though better engineered. Chapman built the Lotus Seven until 1973, when production was turned over to Caterham, which has been making it in England ever since. Caterham USA now sells the kits over here. Through it all, the engineering has not lagged one whit. The Superlight R model we drove was as tightly screwed together as any full-scale production car, better than many. Tolerances were exact, nothing squeaked, nothing rattled. In proportion, it was like sitting at the back of a long, low go-kart with a big snout. Ours had no real windshield to speak of, just two little flaps that suggested the breeze go north. It didn’t. So the Caterham guys included goggles. Underhood, our test car had a normally aspirated, 2.0-liter longitudinal Ford Zetec four loaded with Stage II cams, programmable engine management, custom heads and aluminum flywheel. It was attached to a Caterham six-speed manual transmission, limited-slip differential and de Dion rear suspension. Adjustable double wishbones kept the front wheels straight. The Superlight R body gets bigger brakes, suspension upgrades, Avon R500 tires, composite race seats, four-point belts and carbon fiber fenders, nose cone and dash. On the road? Pip, pip, cheerio! It drove like a 204-hp skateboard. The engine is remarkable for a four-cylinder. Stomping on the gas blurred everything in the periphery. Caterham claims 0 to 60 mph in 3.8 seconds. And it’s just as impressive in a corner. Of course, so little suspension travel means your body absorbs what the swing arms don’t. Stones flung up by traffic aim for your head. And if the driver of that huge SUV isn’t paying attention, you’re road pizza. Such is the price of a no-compromise design. The other price is not as high. The engine- and transmission-less Superlight R kit lists for $29,950. Our test car totaled $44,550 for everything except engine installation and import duty. That’s also the best dollar-per-giggle ratio we’ve tested.

And I thought we were supposed to be the "free" ones

Old home was better

Do you have a heater core? Usually it ends up being a high point in the system. During my troubleshooting I've bought the peak/prestone radiator flush kit which comes with an extra inline valve to install at the back of the motor and I've been happy with the amount of air that I can quickly release by using it https://www.amazon.com/Prestone-AF-KIT-Flush-Fill-Kit/dp/B000CCFY5W (or any parts store for blue Peak unit) Your system isn't pressurized? If that's the case the funnel can be a lot of use to you. I had to make my own adapter to fit my specific overflow but it fits most vehicles. I know mechanics use them all the time. Creates the high point, gives access, allows things not to spill during expansion and overall a very useful tool at my disposal. Allows to see bubbles come up etc. https://www.amazon.com/gp/product/B072BWG5GF/ref=ppx_yo_dt_b_search_asin_title?ie=UTF8&psc=1 If my thread is any indication there is a million reasons why something overheats. Start small and go from there. Off the top of my head - Radiator blockage, running lean, air pockets, sticking thermostat, heater core blockage, blown head gasket, broken water pump, not functioning fan, blocked passage way in the motor and more. Does it only over heat while use and fine idling/parked?

Seems to be an interesting and controversial build According to the chat about it, it was a one off engineering and construction of IRS in the back of this thing and nobody is sure if geometry is well done No pictures either of the IRS https://www.gpsevens.co.uk/portfolio-item/caterham-superlight-r500-2-0-duratec-263bhp-6-speed-manual-2008-independent-rear-suspension-34995/

Oh thats right. Good call. I should do another scan while I still have the gun on the next run with the pressure cap.

This is #1, front most one. However referencing back the camera scoped pictures #1 and #4 did look the same - both looked clean. I'll probably test coolant again this time under pressure and make sure that bubbles are still forming and it's not just boiling (even though the temp was well below 85 according to gauge which is right next to the head in Tstat housing, but who knows, stranger things have happened). I'm a fan of the coolant filter gadget so far. I think I ordered it just one dimension too big but it works fine. Caught some material here and there and it allows me to have an eye on whats going on. You guys are very likely to be right about the valve springs. Stay tuned for next episodes of the head coming off.

Right. If everything goes right I'll start this week.

Small update. Still pending head gasket replacement over the next few weeks. In the meantime curiosity still has the best of me and I'm seeing what I can tinker with. Dumped the Prestone flush and refilled again. Cleaned the new coolant filter from a few contaminants, got the car back upto temp and saw this. Lots of air constantly being fed/circulated at idle as the car got warmer, eventually turning into a pretty constant air feed. The filter is certainly paying for itself here as a troubleshooting tool. Also gave some thought to my number 1 cylinder/ITB making loud "slapping"/mechanical noise. It's louder than all the other cylinders. For some reason I always wrote it off as the butterfly in the ITB making noise but it seems more likely that it's coming from the cylinder head and just being fed into the runner/butterfly. Anybody care to comment on this?

Courtesy of Facebook

This could be problematic

No real updates on the car as of this moment. Drove it around to get the Prestone ran again, refilled and drove again to be able to drain it again per instructions. Decided to look into the correspondence I have on the car. It appears that I have "Fast Road cam" in the head and it has gotten "stage 3 competition port and flow development" The engine appears to have been been "blue printed" and built with Carrillo connecting rods and forged pistons. Side note: Very happy with "JAL" LED tail lights. I wouldn't feel comfortable at all with clear lights if I didn't have that brightness.

Hm. We shall see what I'm looking at once the head comes off. I do know I have full intention of making it to NJMP this year again so if I need to source a local Zetec for a quick fix, I'll end up doing that. Watching this thread with curiosity however. I just cannot commit to a Zetec build. For me either I'll succeed with fitting SC for FI or I'll commit to a full Duratec swap/build since I already have the engine, but I can certainly appreciate a crazy build.

Also some here. Also time stamped

This should work. They show function at the end TImestamp @ 18 mins Center strip for turn signal. Block towards outer edge for rear foglight. Blocks towards inside for brake lights. Not sure on reverse.

Not so fast....the IMDB rating here is a little low Tough crowd