Pokey

Ye gad, you are triggering my own PTSD.

This 2003 Caterham Super 7 race car was imported as an SCCA E-Production model as part of a SCCA homologation program. This program was created in the early 2000’s by Jon Nelson with Caterham USA and Jez Coates with Caterham UK. The number of cars imported under the program is unknown, but several dealers participated, including George Alderman (Delaware), Chip Bond (Virginia) and Jeff Sloan (Texas). This car is thought to have been imported by Alderman’s Delaware dealership. Homologated models were configured with an imperial S3 chassis, 147bhp Zetec, 6-speed Caterham gearbox, limited slip differential, Watts linkage supporting the De Deon rear suspension, 250# front and 215# rear springs with nonadjustable Bilstein dampers, 10-inch AP Racing rear discs, cantilevered slick tires, clamshell front wings, and a fire suppression system. After racing in SCCA the car was acquired by Beachman-McClure Racing for racing in NASA. During this period several changes were made: · The homologated Zetec motor was swapped with a Zetec SVT · The homologated roll cage was replaced with the current tall cage with side intrusion NASCAR style bars · The homologated fuel cell was replaced with a 21-gallon fuel cell for endurance racing · A jack point was brazed to the rear suspension for use with a quick-jack style jack · A brake bias (proportioning) valve was added · The clamshells front wings were replaced with cycle wings · PIAA night race lights were added (since removed but wiring remains) · MOMO quick release hub and “formula” style steering wheel replaced the Caterham setup · The OEM SVT oil pan was replaced with a Raceline wet sump · And an Accusump was added for extra oiling protection The car is best known for placing third overall in the 25 Hours of Thunderhill in 2009 behind two Porsche Cup cars and in front of a third (https://beachman-mcclureracing.blogspot.com). Beachman-McClure Racing sold the car in 2013 to the prior owner before the current owner purchased in 2022. Under the prior owner the fuel bladder and hoses were replaced in 2017, and a short block Zetec SVT engine swap was performed in 2019 (see attached dyno report). The original Zetec SVT engine is included in the sale. In preparation for the 2022 sale the prior owner had Rocky Mountain Caterham go through the car replacing worn and damaged parts: · The 22% “fast” steering rack was replaced with a new 8% rack and rod ends · The A-frame was replaced as the existing A-frame was binding · The front dampers and springs were replaced with new Bilstein dampers and new 250# springs · The rear dampers were replaced with new Bilstein dampers and 215# springs reused · The brake rotors, pads and fluid were replaced · The radiator was replaced as were the coolant hoses · The nosecone, front wings and wing stays, and rear wings were replaced · The Momo containment seat seen in historical pictures was replaced with a Caterham GRP seat (same as used for Caterham Academy racing) · And a new Sabelt six-point harness good until 2028 was installed Rocky Mountain Caterham also set up the suspension, using 2-2-2 for the A-arms and corner weighting (see attached suspension setup sheet). Under current ownership the following noteworthy changes and maintenance were done: · A Quickcar Racing Products ignition panel was added · The Accusump valve was replaced with an electric valve and a cutoff switch added to the ignition panel · A switch was added to the ignition panel for the return-type fuel pump circuit · An older MYLAPS TR2 not requiring a subscription was hardwired to the ignition circuit · Connection points were added for an AiM data logger · The front upper ball joints were replaced with Jack Webb Motorsports heim joints for easy camber adjustment and wing stay removal · The clutch slave cylinder was replaced, and a Caterham clutch pedal stop added · The transmission and differential fluid were replaced · And Avon ZZS tires (dated 2019) mounted to Panasport 13” wheels This Seven was raced by the current owner during the 2022 and 2023 seasons in the Caterham Cup Class of the ICSCC series, and the ICSCC/Northwest Motorsports Vintage Racing Nostalgic Series. These cars are very light and inexpensive to operate. Brakes and tires can easily last a season, even more if not heavily campaigned. And as can be seen in the picture gallery, it fits comfortably in a 7x14 cargo trailer. Note that this is a race car, it is not street legal and not titled. It also has its share of race patina including wrinkled aluminum skin where Bill the Cat now resides. You can find pictures at: https://drive.google.com/drive/folders/1WislJ68m6ZyRfUvyBhLYggICPjqC_1f1?usp=sharing And videos at: https://youtu.be/tS1MktpApo0 https://youtu.be/9cP40IjVlcE https://youtu.be/umUFj9Twxbo https://youtu.be/rc9OyipTHLc https://youtu.be/U2wJ-8gsa_0 https://youtu.be/br4zSdk5lXA https://youtu.be/jP_GmbI3X9Y

Below are some of the things I try to remember. Everyone’s list will be a little different, but I imagine most will include a chair and tire pressure gauge. Have fun! Chair Water Hat Sunblock Sunglasses Visor cleaner Large towel to lie on Paper towels and rags Hand cleaner Oil Tools Floor jack and jack stands Air tank Spare wheels Safety wire Tape Jump box Tire pressure gauge

Have you considered splicing to create enough length to make the connections before the transmission is tucked into the tunnel?

Thanks Mike, I've added the bit about the transmission, differential and the Cup cars. No idea how to address the fit though. I'm 5'10" and 165# and fit fine, and other than elbow room don't notice a difference between the S3 and SV presumably because the seats are the same size. I guess my size 11 feet notice too.

Really good point @joe7, I should get ahead of the questions as sometimes the BaT peanut gallery gets carried away with speculations. I'll get a picture of the dates stamped on the tires and on the fuel cell.

I'm already guilty of taking a video with not so great sound, so good point @Outbound. Classic though, I jabbed the throttle on a hill up to our house and my hat flew off. The video is great but the sound is, well, disappointing.

Nice catch @FE07, thanks!

Thanks @Croc, I'll take a picture of the gauge on the fire extinguisher and get one of the Accusump's gauge too. I should probably mention in the ad that I raced the car sporadically so it has gone through the annual technical inspection process.

Thanks @Kitcat. I'll add the MOMO quick release steering wheel and fire suppression. The fuel pump has a separate switch too rather than operate using the ignition, and there is also a transponder. While it may be possible to license for street use, that would require a title which this car does not have. If I had the Manufacturer Statement of Origin like what Caterham provides now with the kits we import then it could be done in Washington State, but I've no idea what the rules are for other states. In either case, I'm selling as a track/race car only as I really don't like dealing with bureaucracy.

Thanks Steve, appreciate the review and response.

I know some on this forum are familiar with a car I'm preparing to list on BaT as it was owned and tracked by @Kitcat, so I'm hoping to enlist help in making sure what I've written for BaT is accurate and complete. Any comments or suggestions would be greatly appreciated! Here we go: This 2003 Caterham Super 7 race car was imported as an SCCA E-Production model as part of a SCCA homologation program. This program was created in the early 2000’s by Jon Nelson with Caterham USA and Jez Coates with Caterham UK. The number of cars imported under the program is unknown, but several dealers participated, including George Alderman (Delaware), Chip Lamb (Virginia) and Jeff Sloan (Texas). This car is thought to have been imported by Alderman’s Delaware dealership. Homologated models were configured with an imperial S3 chassis, 147bhp Zetec, Watts linkage supporting the De Deon rear suspension, 250# front and 215# rear springs with nonadjustable Bilstein dampers, 10-inch AP Racing rear discs, clamshell front wings, and cantilevered slick tires. After racing in SCCA the car was acquired by Beachman-McClure Racing and modified for NASA racing. During this period several changes were made: · The homologated Zetec motor was swapped with a Zetec SVT · The homologated roll cage was replaced with the current tall cage with side intrusion NASCAR style bars · The homologated fuel cell was replaced with a 21-gallon fuel cell for endurance racing · A jack point was brazed to the rear suspension for use with a quick-jack style jack · A brake bias (proportioning) valve was added · The clamshells front wings were replaced with cycle wings · PIAA night race lights were added (since removed but wiring remains) · The OEM SVT oil pan was replaced with a Raceline wet sump · And an Accusump was added for extra oiling protection The car is best known for placing third overall in the 25 Hours of Thunderhill in 2009 (https://beachman-mcclureracing.blogspot.com). Beachman-McClure Racing sold the car in 2013 to the prior owner before the current owner purchased in 2022. Under the prior owner the fuel bladder and hoses were replaced in 2017, and a short block Zetec SVT engine swap was performed in 2019 (see attached dyno report). The original Zetec SVT engine is included in the sale. In preparation for the 2022 sale the prior owner had Rocky Mountain Caterham go through the car replacing worn and damaged parts: · The 22% “fast” steering rack was replaced with a new 8% rack and rod ends · The A-frame was replaced as the existing A-frame was binding · The front dampers and springs were replaced with new Bilstein dampers and new 250# springs · The rear dampers were replaced with new Bilstein dampers and 215# springs reused · The brake rotors, pads and fluid were replaced · The radiator was replaced as were the coolant hoses · The nosecone, front wings and wing stays, and rear wings were replaced · The Momo containment seat seen in historical pictures was replaced with a Caterham GRP seat (same as used for Caterham Academy racing) · And a new Sabelt six-point harness good until 2028 was installed Rocky Mountain Caterham also set up the suspension, using 2-2-2 for the A-arms and corner weighting (see attached suspension setup sheet). Under current ownership the following noteworthy changes and maintenance were done: · The Accusump valve was replaced with an electric valve and cutoff switch · The front upper ball joints were replaced with Jack Webb Motorsports heim joints for easy camber adjustment and wing stay removal · A Quickcar Racing Products ignition panel was added · The transmission and differential fluid were replaced · The clutch slave cylinder was replaced, and a Caterham clutch pedal stop added · And connection points were added for an AiM data logger

Assuming that isn't the solution, I'd try moving the harness around while idling, particularly the connectors that lead to the injectors and the coils. Different car and different symptom, but I chased random and intermittent stumbling that was caused by a bad pin in one of those connectors.

Might just be one screw, can't recall, but, yes, make sure it is secure.

But is the sensor itself in there nice and tight, or has it backed out a bit?

Yes to having a spring clip holding the connector to the sensor, but the sensor itself can start to work itself out. A lack of signal from the crank will cut the ignition and, at least in my car, the fuel. For me the problem arose on the track in fast corners. If that isn't it then I would consider manipulating the harness with the car idling to see if you can trigger a stall.

Wild shot in the dark, but you might check to make sure your crank sensor hasn't started backing out.

This look familiar to anyone? I’ve tried polishing to no avail..

The alternator itself is grounded through its mount.

Sorry, misunderstood. Are you asking about the black wire with the ring terminal? That looks like a chassis ground. The loom has one up front for the light circuit. Or are you asking about the “missing” wire in the pigtail? I don’t claim to know but would guess it is for the indicator light we don’t have.

My guess to the starter, on its way to the battery.

For posterity, the combination Zetec with the Caterham 6-speed seems to work with these hydraulic release bearings (slave): Ford F5RZ7A508BA, F5RZ7A508BB, 94ZT7A564BA, 94ZT7A564BB Sachs SB60093 Sachs 3182 654 208 AMS Automotive N1767SA LuK 510 0067 770 LuK LSC273 Perfection Clutch 360062 I can personally vouch for the Sachs 3182 654 208 and the Perfection Clutch 360062. The others should work but beware of one possible caveat in differences in the casting where the nipples are located. I've seen some derivations that look to expect to have the top of the slave protrude out the opening in the bell housing which only works if the slave is aligned with the hole.

Thanks @CarlB, same here, I didn't use a LUK-273 but the equivalent. I've installed a pedal stop and a new slave cylinder and all seems to be working as it should.

Thanks @MV8. Sounds like you agree that the pedal stroke increasing could account for the failure then? BTW, I bled using suction from the slave’s bleed screw after assembly.

Long story short, hydraulic fluid dumped from the slave onto the bottom of the bell housing. We replaced the slave, bled, and the same thing happened. The original slave's manufacturer is unknown, but the replacement was a Perfection Clutch 360062. The two look identical down to the first four digits of the number stenciled on the casting as shown in the picture below. The release bearing touches the clutch's fingers but does not look to be depressing them. When the clutch pedal is operated the release bearing does not move. That's the facts, now comes the random thoughts: I took the clutch off to inspect, and while it seems unlikely I installed the clutch disc backwards, and unlikely that I could have cinched down the pressure plate had I done so, and it isn't clear how doing so would cause the fingers to become unmovable, if the fingers were stuck in position then what could have happened is the slave cylinder seals failed as the hydraulic fluid had to go somewhere. Note that this thought does not explain why the original slave failed in seemingly the same manner. The clutch pedal does not have a stop, or more precisely the stop appears to be the bulkhead, which over the yeas has deformed outward by a centimeter or more. Assuming the master cylinder can move more hydraulic fluid than the slave can accommodate, and that the pedal-induced bulkhead bulging allows more pedal movement and hence more fluid leaving the master, then, again, the slave cylinder's seals would suffer as a result. This would also explain why the original slave failed, but it also requires that while bleeding the clutch I pressed down to where the pedal pushed on the bulkhead. I can't say that I did or did not as I wasn't paying attention. Operating the pedal now using only half of the pedal stroke still results in hydraulic fluid transfer onto the floor of the bell housing, so that either means the clutch fingers are immovable or the slave's seals are so utterly destroyed that the resulting pressure isn't enough to move release bearing against the fingers. Anyone every experience anything like this? And those with a Zetec/6-speed setup, do you happen to know what slave you have installed?