BruceBe

We have some exciting news about SCCA approval of Caterham factory-offered roll-cages. All of the details are in the road racing sub-forum, and that's probably where the conversation makes most sense - just putting a tickler here. -Bruce

Caterham Seven owners: There is an interesting, and positive turn of events in approving the Caterham Seven for SCCA competition. I am pleased to announce that after petitioning the SCCA competition committee, we were successful in a request for approving UK MSA-certified roll cages for SCCA competition. All versions of the Caterham factory-offered roll-cages are MSA certified, and thus provide a turn-key path for creating an SCCA-legal Caterham Seven racecar! Our petition and resolution may be found in the April FASTTRACK, and the updated (April) SCCA rulebook contains the new GCR section 9.4.G.8.2: "Cars may compete with an approved MSA (Motor Sports Association UK) Roll Over Protection System Certificate. All related engineering drawings and documents shall be submitted to SCCA Technical Services. Cars must have MSA identification plate attached to the cage along with a letter from SCCA Technical Services certifying the cage was approved by the MSA." With support from Caterham UK Engineering and Business Management, Beachman Racing has already provided the supporting MSA certificate documentation to SCCA Technical Services for all four roll-cage and chassis combinations: S3 - Roadsport cage S3 Chassis - SLR (Superlight) roll cage SV/CSR - Roadsport roll cage SV/CSR - SLR (Superlight) roll cage In addition to the MSA documentation, which has already been provided, the car owner should submit the following: Full name of owner with contact info Chassis of Caterham Seven (specify "S3", or "SV/CSR") Type of roll-cage ("Roadsport", or "SLR (Superlight)") Chassis number/VIN The request for an approval letter should be submitted to SCCA Technical Services, care of Christopher Blum (CBlum@scca.com). Please also include an image of the MSA label/sticker on the roll-cage, as well as an image of the vehicle chassis number. I've attached a boiler-plate request letter. -Bruce SCCATechServicesApprovalRequest-Caterham Seven.pdf

This is the correct advice. It sounds like the main terminal to the sensor was grounded, not the body. Create a wire with a small ring terminal, and a large ring terminal. The large ring terminal would be installed under the sensor, while the smaller ring terminal would be installed under the head of a bolt that secures the Thermostat housing to the head. See the black wire in the attached photo -Bruce

While I don't completely dispute the economics discussion here, getting the ancillaries package sourced and put together definitely adds up, in both time and money. The devil is in the details - where do you source the correct engine harness to interface with the chassis wiring? Which bell-housing will you use? The clutch setup is entirely custom to the Caterham power train application and expected output. Are you prepared to invest in an MBE ECU, and either secure the tuning software/hw, or hire someone else to dial-in the engine calibration? In either case, you're paying for dyno time. Something as simple as a throttle cable assembly can become a huge treasure hunt, depending on induction system and chassis. I can go on and on, until we all run out of words. None of it is insurmountable, and to the buyer looking to solve a grand puzzle, could be the preferred route. The 480 engine package includes a very-trick, *electronically* controlled roller-barrel, which has earned Caterham Powertrain design recognition. We support what we sell, including kits, component parts and systems. And as a Caterham agent, we will provide ad-hoc support to any Caterham owner, reasonably proportional to our commercial involvement. Again - I'm not trying to explain-away, or rationalize the pricing, just filling-in a few details that might help paint a more comprehensive picture. Cheers, -Bruce

Hello Everyone, We have been developing a custom 3-piece, 15" track wheel package for the Caterham Seven over the winter, and should have first articles in the next few weeks. The sheer lack of selection of wheels with correct offset, bolt-pattern, and performance/quality characteristics drove the project. We are utilizing a very well-respected, professional motor-sport wheel manufacturer to realize our design, which borrows styling elements from the Caterham F1 wheel. Initially, it will be offered with a black anodized center and high-polished outer shell. The BR Signature Series wheel is designed to fit under any Caterham CSR without body/fender modifications, while maximizing wheel width - 15" x 10" in the rear; 15" x 7" in the front. The extra width (1" rear; 1/2" front) provide a more favorable wheel size for the Avon slicks that we use and recommend. We have not finalized pricing, but expect it to be in-line with the cost of other premium-quality, motor-sport 3-piece wheels in the market. This thread will be updated when we have our first articles fitted. -Bruce

The cage in the article is *not* the SLR cage depicted on the white car earlier in this thread. It appears to be a modified/altered Roadsport cage. The SLR cage is tied into the tubular space frame at more points, while the Roadsport cage mounts at four primary points. The primary advantage of the Roadsport cage is the ability to mount a standard windscreen, which is not easily accomplished with the SLR competition cage. The door bars on the car in the article must have been added, or, it was a custom/unusual article from Caged. For those visiting the track on a frequent basis, I recommend starting with an SLR cage, and not worrying about fitting a standard windscreen. -Bruce

Often, you do not "see" oil starvation, especially if you're relying on a gauge, and waiting until you have a moment to look. The tendency toward oil starvation is exaggerated by track configuration. Long, sweeping, high-grip and high G-loaded turns are the worst. Turn 2 at Thunderhill is a benchmark turn for oil control. Kitcat - I wouldn't recommend pulling the Accusump. Cheers, -Bruce

The wheel arch clearance varies quite a bit, based on nominal wheel size, damper lengths, and rake, which is obviously adjustable. An unladen, 13-inch wheeled, touring car will look like it has too much fender gap in the rear. -Bruce

Nonlinearity in wheel rate is definitely an acquired taste. Most modern GT sports-cars incorporate progressive rate springing - taking these cars hard into the first phase of a corner usually feels like the car is falling over on itself, and then as the spring rate rises and rate of roll decreases, things start to feel more rational and predictable. However, it's a bit of a leap of faith, as the tires on the laden side of the car quickly start working harder during this wheel rate increase. Stock Caterham CSR springs are progressive rate, and IMO, do not inspire confidence when driven hard. With the rear weight bias, it's a better idea to get the rate of roll under control early, and give the driver a predictable, (nearly) linear response. Perhaps Silasto tuning could navigate a middle-ground between the typical progressive spring response, and a linear spring with (always) higher rate. A similar effect to a sway bar, without the negative impact of inside tire-lift. -Bruce

1) Are the frost "heaves" bumps or holes? How high/deep are they? 2) Are you hitting a bunch of these in succession? The "jacking" effect mentioned earlier is a result of excessive rebound damping over a series of critical bumps. The rebound damping does not allow the suspension to completely return to an equilibrium point before another bump repeats the cycle. The net effect is a jacking-down of the vehicle on the effected corner/end of the car. I seriously doubt that is the case here. Stiffening the car may mitigate some tendency to harm the chassis over these frost "heaves" at 70-80mph, but they're not going to make the car *handle* much better. In fact, we generally want more compliance and overall travel in a suspension, to cope with this particular scenario (bumpy track). -Bruce

The inboard front suspension, as found on the CSR chassis, was developed by Multimatic under contract to Caterham. Take a good look at the angularity of the coil-overs on that front suspension in the photo. Not something to strive for. -Bruce

Whoops - didn't see this. Yes, the new R500's have the same ducting/venting mechanism. -Bruce

The rollers will be assembled in the UK, and shipped to the US, without a power-train. Superformance, or any dealer for that matter, will not install the power-train for the roller or kit they sell. However, Caterham now also sells a power-train package for each model, intended to drop-in and work. For example, the power-train package for a Seven 480, will come complete with a fully dressed engine (harness, ecu, accessory drive, etc.), ready to drop-in to a Seven 480. This model, while new to Caterham here in the US, is exactly how Superformance products are currently offered. Cheers, -Bruce

We have at least one new style badge in-stock, for anyone who is interested. You can send a PM, to avoid any public ridicule here :jester: -Bruce

With the new pricing, there is a $4K *reduction* in component chassis cost, if one opts for the unassembled kit, versus a roller. The thinking is to migrate future buyers toward a "roller" approach, as it makes the product generally more accessible with standardized build quality from the factory. -Bruce

I just posted an overview. Lots of typing :-) -Bruce

Caterham is introducing a new Seven model ladder in the USA, and they are as follows: Seven 160 Entry level for the model range, the Seven 160 includes a Suzuki-sourced, 80HP engine, mated to a Caterham 5-speed transmission. Highlighted standard features: Cloth seats Black powder-coated interior Inertia reel 3-point seat belts Wind deflector 14" wheels with Avon ZT5 tires Highlighted optional features: Full weather equipment Black-out package Heater Leather seats Carpeted interior Seven 280 Second in the range, offered with a 140HP Ford 1.6L Sigma engine mated to a 5-speed Caterham transmission. Highlighted standard features: Cloth seats Carpeted interior Heater Push-button start Full weather equipment 14" wheels Highlighted optional features: Available in SV chassis configuration (4" wider) Sport Package Race Package Track day rollbar 13" wheel/tire upgrade Lowered floors Seven 360 Third in the range, offered with a 180HP 2.0L Ford Duratec engine mated to a 5-speed Caterham transmission. Highlighted standard features: Cloth seats Black powder-coated interior Suede steering wheel Blackout package Supersport suspension with limited-slip differential 13" wheels on Avon CR500 tires Full weather equipment Highlighted optional features: Available in SV chassis configuration (4" wider) Sport package Race Package Carpeted interior Heater Lowered floors Seven 480 Fourth in the range, offered with a 240HP dry-sumped 2.0L Ford Duratec engine mated to a 6-speed Caterham transmission. Highlighted standard features: Black leather seats Black leather tunnel top Black powder-coated interior Race harnesses Black wind deflector Carbon components - front wings, fender shields, dash, sill guards Push-button start Superlight suspension with 15" wheels and Avon CR500 tires Ventilated front disk brakes with AP 4-piston calipers Highlighted optional features: Sport package Race package Available in SV chassis configuration (4" wider) Full weather equipment Lowered floors Carpeted interior 13" wheel upgrade with staggered wheel widths Seven 620R Currently top of the range, offered with a 310HP supercharged 2.0L Ford Duratec engine mated to a 6-speed sequential Sadev gearbox Highlighted standard features: Adjustable padded carbon seats Race harnesses Carbon interior panels and dash Lowered floors Q/R momo steering wheel Bespoke gauge cluster and sequential gear-change display Aero wishbones Race damper system Upgraded brake master cylinder 13" Apollo diamond cut wheels with Avon ZZR tires Blackout package Carbon front and rear wings Highlighted optional features: Full weather equipment Exhaust bypass pipe The standard and optional features above are a highlighted list, and not comprehensive. The 280/360/480 all include "Sport" and "Race" packages. Generally, the sport package includes upgraded brakes, wheels/tires, leather seats, and a limited slip differential. The race package is additive to the sport package, and generally includes race harnesses, track-day roll bar, composite race seats, carbon front wings, and alternate wheels/tires. Both packages have specific badging, and are progressive as the model numbers increase. For example, the 360/480 race package includes a race damper setup and aero wishbones, but the 280 race package does not. Interestingly, the 360 race package includes a Stack dash display, but the 480 does not. Also noteworthy, is the absence of a CSR model. This is a temporary situation, and models utilizing the CSR chassis will be introduced later this year. We (Beachman Racing) specialize in CSR performance and track preparation, so look forward to the re-introduction of those models. A word about the 620R - currently, the 620R is only available in RHD, as it is not EU-compliant, and the larger markets worldwide for Caterham are RHD. However, if the demand (e.g. placed orders) for a LHD 620R is significant, it is very likely that Caterham will invest in the necessary engineering and packaging changes to start manufacturing it. With Superformance taking the helm of US distribution, Caterham is migrating to a model of delivering "rollers", instead of unassembled "kits", as has been previously the case here in the US. Power-train packages are separately available, fully dressed to drop-in to the intended model. This approach simplifies complete vehicle assembly, and mitigates some of the difficulties and complexities of sourcing donor engines. Hopefully, this overview of the new model lineup (as it currently stands) will provide some clarity as the US Caterham business ramps up. Cheers, -Bruce

The Seven 160 *is* available in the USA. Best, -Bruce

Due to the dimensional similarity of the SV and CSR, it made sense to share the nosecone and ducting system between them. It was a trickle-down benefit from the CSR.

@lucky dawg Yes. There is a new model lineup, going forward, for the US. I will create a separate thread on this. -Bruce

The CSR and SV have been sharing the same nosecone for at least a year now. And the CSR always had the top venting radiator. -Bruce

It is an EU5 480. 240Hp duratec, with EU-compliant mirrors. Those mirrors are not what will be sold here. All SV chassis vehicles have the open top Nosecone, with venting of waste air out the top. NACA duct is for engine intake air. -Bruce

Well, now that the cat is out of the bag, so to speak - I will be at the show, and will post a few photos of the display. Cheers, -Bruce

Dave, The "retailers" tab was removed over the last few days. Other things have changed, and will continue to change with the US Caterham web-site, as Superformance takes over that web presence and refreshes it with whatever look, info, and branding they mutually plan with Caterham Cars LTD. There is updated pricing with the re-launch of Caterham in the US - if you'd like, contact me privately, if you are interested in purchasing one of these great cars, and our location, expertise, and background as an authorized Caterham Cars dealer is a good fit. Best, -Bruce

Respectfully, there is a bit of irony to recommending that US owners purchase parts overseas, and at the same time muse about lack of support stateside. As a dealer, we constantly walk the line of committing capital to parts inventory while meeting ongoing customer demand. In a perfect world, we would have enough spares to build a complete version of every current model, and a good sampling of older models. We would love to quickly grow our parts inventory as demand dictates. We have LHD headlights (large bowls), in both black and chrome :-) Cheers, -Bruce