BruceBe

John is correct about utilizing the standard Raceline pan in a Caterham. We routinely remove the bosses on the Raceline pans for install in a Caterham. The earlier Cosworth system utilized a bell-tank rather than an external reservoir. This is the system utilized on the CSR260 and CSR200. To complicate matters even further for the early CSR260/200, there are multiple pan designs. Fortunately, these variations have no impact on the interface to the bell-tank, which is a pair of internal scavenge/supply, double O-ringed tubes between the bell-tank and the rear of the pan. The oil reservoir *is* the bell-housing, and makes sure the concentric slave cylinder never gets too cold :-) Cheers, -Bruce

There are two factory demonstrators - one on the East coast and one on the West coast. Having said that, Beachman Racing has never been unable to accommodate a test drive for a serious buyer, and I'm sure this is the case for the other dealers as well. Certainly, the demonstrators add even more flexibility, as they will be migrating around the country to all of the dealers. We have a Caterham Cup race series up here in the Pacific Northwest, and going into our fourth season, look forward to 10+ car grids every weekend. You can check out the rules HERE. We participate under the sanctioning of the International Conference of Sports Car Clubs (ICSCC) in the CC4 class. This season, the 15-race championship is spread across 7 race weekends. To repeat what was posted in my earlier thread - under the new model, one can acquire either a rolling chassis, or kit via the new R/S Pack model from your Caterham dealer. Many folks do enjoy assembling their car from kit form. Cheers, -Bruce

Good article, if just a bit oversimplified for easier reading/digestion. A tire does not differentiate between longitudinal and lateral forces - the traction circle is a function of contact patch and normal load on the tire. These cars have high-speed understeer in corners on throttle - a side-effect of the front-end lift he describes. The analysis prioritization of the brake effect vs. cornering is largely a function of the circuit. Inherent front-end lift is why a better rear brake package with proportioning is so effective. The rear can do so much more than the front very early in the brake event - allowing you to be a little more urgent with the pedal (later), getting the speed off a bit (reducing lift), and then the front can really start contributing. Empirically, cars fitted with full windscreens get more front-end lift earlier than those without. Download cars are a different beast, each one of them is a bit unique, and should be methodically and incrementally approached as a driver. With extensive experience in a Caterham/Lola SP/300.R, I can share that the aero effect is very wide ranging. A lower speeds, it's just an over-sprung car with sticky tires, but you get the hand-of-gawd pushing down on you at 100+mph. And be careful in a draft :-) Cheers, -Bruce

Good observation on the dry sump for the 180HP engine. I'm told it will be supported - details to follow. On domestic power-train shipping, it will be up to the power-train supplier to determine whether they absorb that cost, or it is extra. Cheers, -Bruce

Correct.

You'd have to look at the specifics of the configuration to fully quantify it, but yes, prices have gone up since 2022...twice. Prior to this new pricing/sales model, the last factory price increase was October of 2023. I can appreciate your point about cost vs. value. We do now live in a world of $90K+ pickup trucks and $200K Corvettes. Of course, A Caterham can't tow 30,000lbs nor top-out at 233mph with the AC on. But, it can be fearsome around a race circuit with truly minimal running costs, and you won't have trouble picking it out in the movie theater parking lot. With this new MSRP model, and the guidance I provided on powertrain in the original post, quantifying an "all-in" cost is quite straightforward. I can confirm that the option MSRP price lists for all chassis Packs are available through the USA Caterham site. Alternatively, contact one of us (Caterham dealers) and we can provide them. Cheers, -Bruce

The goal is that end-user custom fabrication will not be required. This suggests that at the time of ordering your chassis kit/roller, the intended powertrain HP level and gearbox choice is identified.

The increased capacity of the new factory, along with incremental process improvements instituted by Bob Laishley during his tenure, and the dynamics of global demand have resulted in as close to "go buy a Caterham" as you'll get. Cheers, -Bruce

Right now, lead-time is approximately 12-weeks before an order enters production - the shortest it will ever get. Orders placed now must be “spec complete”, given the shallow build queue.

Some of you may have already noticed some new names for products, and associated pricing on the USA Caterham website. I thought it worthwhile to provide an overview of how Caterham are packaging their product for the USA, and how one will go about purchasing a new Caterham in the USA. First, and foremost, Caterham are no longer selling specific vehicle models here in the USA. Instead, they are offering chassis kits and incomplete rolling chassis in the form of "Packs", that suggest a particular final build-out of the car. There are six advertised packs/variants for a chassis kit/rolling-chassis: S Pack R Pack Super Seven Seven Cup Seven Encore CSR Twenty The first two should be quite familiar (touring vs. track orientation), while the Super Seven and Seven Cup chassis/kits anticipate a final build character of the UK Super Seven 2000, and UKSeven 420 Cup, respectively (LHD, of course). For example the USA "Super Seven" will have clam-shell wings and bodywork/interior identical to the UK Super Seven 2000, and the "Seven Cup" will have a central fuel filler location and all the other body/running-gear features of the UK Seven 420 Cup. The last two variants reflect the specialized UK models of similar name. Finally, we have a special variant of R/S Pack that is RHD, and anticipates the installation of a 300+ HP 2L Duratec engine. Your USA Caterham dealer will be offering these kits/rollers, and partner with you to specify options/etc., just as in the past. The new price-lists (with options) should be available on the USA Caterham website. They are also available from a USA Caterham dealer. The move to manufacturer suggested retail pricing (MSRP), in US dollars, is another significant change going forward. MSRP pricing is being utilized for the base kit/roller, as well as all options. Of course, buyers have always paid in US dollars, but due to how dealers purchased from Caterham in the past, each dealer implemented slightly varying pricing approaches to accommodate our back-end transactions in Pounds sterling, and the issues associated with long-duration, multi-currency purchases. The current plan is that MSRP pricing also accommodates shipping/duty (and now tariffs). As a result, right now, these additional costs are included in MSRP - another significant change. Of course, the other component to this model is a suitable powertrain. As mentioned above, your Caterham dealer will work with you to specify and order an incomplete kit or rolling chassis. However, Caterham dealers do not sell/provide powertrains. Speaking for Beachman Racing, as in the past, we will refer a client to an approved powertrain provider for purchase of a powertrain for their Caterham. While it is not our role to price and sell powertrains suitable for the Caterham kits/rollling-chassis, we have been advised of the variants of powertrains that will be available to powertrain installers through a 3rd-party powertrain distributor: 155HP Ford Sigma engine and 5sp gearbox +/- $21,844 180HP Ford Duratec engine and 5sp gearbox +/- $22,994 210HP Ford Duratec engine and 5sp gearbox +/- $25,179 210HP Ford Duratec engine and 6sp Sadev sequential gearbox +/- $33,804 310HP Ford Duratec supercharged engine and 5sp gearbox +/- $31,389 (RHD chassis-only, in a Caterham) 310HP Ford Duratec supercharged engine and Sadev sequential gearbox +/- $40,014 (RHD chassis-only, in a Caterham) The MSRP prices for these powertrains are an educated guess - each powertrain installer will set their own pricing. However, it is a very educated guess. Since the new pricing model has been in-effect for almost a month, I thought it appropriate to appraise this community of the details. Cheers, -Bruce

CatKong will be pounding its chest at the top of Valkyrie Hill at ORP, swatting away everything else. I'm sure Catzilla will be there as well, along with its owner. We've also just finished another 2.5L CSR that is nicknamed "Blue Baller". It remains to be seen, where that one winds up (it's available). Let's hear from the other California track rats - you won't be disappointed! Cheers, -Bruce

I posted this in the regional sub-forum, but I don't know how often people get over there. The PNW Caterham Cup racers would like to hold a race at Oregon Raceway Park in mid-July. We'd also like to welcome Caterham/Seven lappers/sport-drivers as well, and there will be ample track time for all. This will be a two-day event at one of the most technical tracks in the country, with *huge* elevation changes, blind entries, connected turn complexes, and no runway-length straights. This track was made for a Seven. Currently, we're looking at either July 15/16, or July 23/24. Yes - these are mid-week, but you've got plenty of lead-time to request the time off :-) Please respond to this thread, or send a PM if you want to attend.

The majority of the time, the wiring in the car will be correct. For a modern Caterham, a gauge sweep, fuel pump prime, and immobilizer deactivation at key-on will tell you to start cranking. Putting aside any initial mechanical priming of the engine for oil pressure (plugs removed, coil and injector connectors disconnected for prime), several sub-10-second cranking cycles should result in some combustion or a start. If not, as mentioned earlier, we start working from the outside-in, starting with the simple and working to the complex. For example - are the grounds all connected? The Caterham schematics are primarily designed to help the supplier build the harness, not troubleshoot an electrical issue. As such, they are some of the harder schematics to use for this purpose - doable, but not intuitive. For a modern Caterham, If you are getting neither spark nor fuel during cranking, once grounds are checked, start focusing on the crankshaft position sensor - a clean, correct signal from it to the ECU is what gets the party started. None of the above is done "during" the build. Powertrain is installed, and everything is wired-up and full of fluids. Oh, and the gearbox is in neural, right? Cheers, -Bruce

Hello everyone, The PNW Caterham Cup racers would like to hold a race at Oregon Raceway Park in mid-July. We'd also like to welcome Caterham lappers/sport-drivers as well, and there will be ample track time for all. This will be a two-day event at one of the most technical tracks in the country, with *huge* elevation changes, blind entries, connected turn complexes, and no runway-length straights. This track was made for a Seven. Currently, we're looking at either July 15/16, or July 23/24. Yes - these are mid-week, but you've got plenty of warning to request the time off :-) Please respond to this thread, or send a PM if you want to attend. Cheers, -Bruce

That's pretty far off the Caterham engine controls reservation :-) Could be the tank then. Cheers, -Bruce