BruceBe

Caterham UK does not contract with the crating company. That is the responsibility of the exporter (Caterham USA, Superformance, etc). It's unfortunate that the mix-up could not be caught sooner, before the crates were sent on trucks all over the country. In this case, a portable screw gun and about 10-minutes would have pre-empted a big WTF moment and additional expense. -Bruce

Yes - we've been contacted for parts.

We have arriving, a new CSR Roadsport kit: Carbon dash Black pack Carbon front wings Momo wheel with quick release column Race 4-point belts White with black noseband Leather seats The kit is built, and awaiting pick-up at the factory in the UK. For those familiar with the Caterham purchasing process, this is an opportunity for a very accelerated delivery timeframe. With a black pack, carbon front wings, and a white body, the car promises to be a stunning example, looking as good as it performs. This is a kit, not a roller. Price: $57.2K FOB Seattle, WA The kit is available outright, and we would welcome the opportunity to provide assembly services. As others have mentioned, assembly of a CSR is just a bit more involved, and not nearly as well documented, since the vehicle is only kitted for the USA. We are offering a discounted kit+assembly price of $61.3K. Of course, we will provide technical support for the adventurous, who would like to assemble the kit themselves. The CSR is the most advanced chassis Caterham has ever offered, designed by Multimatic for Caterham ca. 2004. For those unfamiliar with it, the CSR chassis offers a fully independent and adjustable rear suspension, and an inboard bell-crank front suspension, allowing ride-height adjustment that is independent to front spring pre-load. The CSR also offers the widest overall track-width of any Caterham Seven, while providing the interior cockpit room of an SV chassis. -Bruce

We had our first test-fit of a front last week. The good news is that we hit the fitment numbers correctly, but have just a couple of cosmetic design changes. I'll get a photo up very shortly. In its current form, the wheel weighs 10.5 lbs. Given the generous amount of caliper clearance, we'll likely migrate to an inner/outer shell with a dropped center, to further reduce rotational inertia. We're getting close. -Bruce

There is your answer. Cheers, -Bruce

Not sure if all of these questions were fully answered. The Cosworth engine and gearbox are separately sourced. The engine is sourced directly from Cosworth, and the gearbox is available through Caterham/Superformance. The kit comes with many of the necessary parts to fit the Cosworth engine However, the Cosworth engine comes complete, fully dressed and pretty much ready to run. For example, the engine is delivered with the full accessory drive installed, along with clutch/flywheel, full engine harness, roller barrels, ECU etc. Therefore, those parts are *not* included in the vehicle kit. Since the kit anticipates the dry sump system installed on the Cosworth engine, the bell-housing that comes with the kit contains the oil reservoir, swirl tower, etc. Fitting a "normal" Duratec is very do-able, but involves some make-up parts, and sorting the oiling system (wet sump, or, alternate dry-sump with a separate oil reservoir). We have a CSR kit arriving soon - it is available outright, we offer professional assembly services, and can work with you on an alternate power-train solution. Caterham is what we do. -Bruce

The CSR chassis is not currently offered. Based on my last briefing, it will return in the near future. -Bruce

I'd like to echo comments made about measuring what you have before buying anything. The clutch disc hub diameter and spline configuration is very unique here in the US - 1971-1976 Pinto. While the Merkur XR4Ti was brought over with a T9, the input shaft spline configuration was different. An over the counter clutch system here in the US will not likely have the correct hub configuration, unless it is explicitly designed for a Pinto. As a point of comparison, the Caterham Duratec clutches are made up of a Saab 900 (circa 1982) pressure plate assembly (re-labeled by AP), and a 215mm organic AP racing disc. -Bruce

Jim, I believe you are referring to the classing of the Caterham for E-Production (EP). For regional classes (e.g. SPU, SPM, RS, etc), the constraints you mention do not apply. It would be nice to update Caterham EP vehicle specs to make it more competitive in that class. However, getting those types of competition adjustments seems to be a difficult hill to climb. Also - other sanctioning bodies often draft SCCA safety regs. Once a Caterham cage gets an SCCA roll-cage stamp (after inspection), it will be much easier to get the vehicle approved for competition elsewhere. -Bruce

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