BruceBe

The general specs and asking price ($35K, fully prepped) are at the top of the thread. These vehicles were imported fully-assembled under an EPA race-car exemption, and may not be titled/licensed for street use. However, we do have MSO's for all of the cars. Feel free to PM or give me a call, and we can discuss in more detail. Demand is in the eye of the beholder. It sounds like you might want one :-) Cheers, -Bruce

A stock bonnet with the cut-out is actually hem-rolled. About 1/8" is folded over and rolled flat. It makes a nice contoured edge, and puts back some rigidity. Van - how flexible did the bonnet get after you made the cut-out? -Bruce

A 2.5L MZR/Duratec with the correct components and assembly should net around 300HP on pump gas. In our case, it was 299HP/239TQ on a very stingy Superflow engine dyno. You'll need a different flywheel/PP/clutch assembly - we've developed one specifically for the CSR, but the standard CSR clutch package is identical to that of the R500, which uses a standard dry bell-housing. Our flywheel/clutch package is rated at 300 ft-lbs - the stock (uprated) clutch spun on the chassis dyno. Cheers, -Bruce

SO much to like in that photo. -Bruce

Larger Caterham client projects this winter, in random order: Racelogic Video VBOX in three vehicles (we're a dealer) R400 Engine upgrade (Roller-barrels; injectors; etc) Engine refresh on a 2.5L, 300HP engine package we provide Engine refresh on a 2.3L CSR260 Complete prep/re-commision of the first CSR brought to the USA (Press car) 6-speed gearbox re-build CSR rear brake upgrade (AP calipers; new uprights; etc) Roll cage install (Superlight) on a CSR CF Aero screen install Flat-shift upgrade to Sadev-equipped CSR Crash repair on an SP/300.R Tillet FIA race-seat install Additionally, we're doing post-season maintenance/prep on a few race and street vehicles. On the R&D side, our custom track wheel product will be expanding into non-CSR fitments (S3 and SV chassis - 15x6.5F and 15x9R, and no fender/body mods req'd). Also, we're toying with the idea of swinging for the fences on a maximum-effort, naturally-aspirated Duratec 2.3/2.5L race engine. Target output will be ~380HP - lots of compression, RPM and race-fuel. Incidentally, we have much of Croc's list on the shelf, for those needing parts on this side of the Atlantic. Cheers, -Bruce

I would look at a potentially defective reservoir cap, and, make sure that you're not getting coolant temp spikes from a sticking thermostat (or other cause). -Bruce

6 of 9 are currently available, in Seattle. Of those, one is a 5-speed. Best, -Bruce

Thanks guys - we'll keep building parts inventory over time as business permits, in an effort to improve service to the USA market. Of course, if you need something that we do not stock, it can always make it into the next stocking order, which saves cost for everyone on shipping from the UK. Cheers, -Bruce

It seems that kit lead-times are shorter than rolling chassis orders right now. Caterham is enjoying a robust year in terms of orders, and most buyers opt for a complete vehicle (UK and ROW), or a rolling chassis here. A kit order we placed in mid-October had a build "slot" of week-12 in 2017. A rolling-chassis order we took a few weeks later was assigned a production slot of week *38*. I've been told that the demand for kits vs. rollers is cyclical - folks want to build a kit during the rainy/snowy winter, but want to simply enjoy a car once the weather improves. Given that, I would guess that the order queue for kits will start to build further, once the scheduled production slots for kits start approaching next fall. Another point to consider - Caterham has three payment milestones, and the schedule is very much financially back-loaded. For us, a US$3500 deposit will secure an order in the system and *reserve* a production slot. A buyer may tweak and modify the vehicle spec until 12-weeks prior to the car entering production, which is also the second payment milestone. We get periodic updates on the production schedule as well. Cheers, -Bruce

Who have you most recently received a quote from? Per my earlier response, the landscape has changed. -Bruce

PM sent. The "classic" acquisition cost of a Caterham was driven by the distribution model and nominal currency exchange rates. Both have dramatically changed. We have taken orders for new Sevens over the last several months, and clients have been pleasantly surprised. Cheers, -Bruce

This gets back to the "compound" of the friction material. A NAPA street pad is not designed to operate at 800 degrees, so it will "bed" at much lower temperatures. Putting a pad on the car that is designed to operate at a temperature the car will never see on the street will yield low coefficients of friction. With regard to motorsport pads - Performance Friction motorsport pads are factory burnished, requiring no bedding *at all*. We run them exclusively on our clients' track Caterham Sevens - great pedal feel, initial bite, and overall brake force. We put new pads on immediately prior to a race, and the brakes are good-to-go before the end of the pace lap. Pagid pads *do* require bedding, but, it is not a protracted process. Cheers, -Bruce

Looking *very* nice. Please tell me you're wearing a helmet without the windscreen, or, at least are on a first-name basis with your dentist :-) Cheers, -Bruce

On the 160 - I was told that Suzuki asked Caterham to not offer the vehicle in the USA with their engine, based on the issue outlined by Skip. If you are interested in a new Seven, I think you'll be pleasantly surprised with the current affordability. Contact me privately, and we can take it from there. Cheers, -Bruce

Got it - thanks! -Bruce

I thought it appropriate to give this thread a bump, as we all get into the winter build-season, and plan our conquests on the race track next summer :-) Cheers, -Bruce

Hello all, Caterham Seven import and distribution has been changed for several months - ALL of the *dealers* listed on the US Caterham website are fully empowered to import and sell all of the US-market Caterham models (280, 310, 360, 420, and 620). Superformance is *not* the sole importer and distributor of the Caterham Seven, regardless of what is shown on their web-site right now. Beachman Racing has been consulting with potential buyers, and placing orders with Caterham UK for months. We've quietly and patiently waited for an update to the information on SPF's site since the change - at this point, we think it appropriate that this community be made aware of the current USA Caterham distribution model. -Bruce

Van - glad it all worked out! Building a Duratec adapter harness for that Zetec chassis without having the car is always a test of details. Vroom, vroom! -Bruce

Or - with negative camber, you will always see a relatively higher inside tire temperature after a straight. Cheers, -Bruce

As Mike said earlier, change, test, and measure *one* variable at a time. Start by making sure all of your suspension pivot points are in good service - no sloppy bushings, loose swaybar links, or excessive wheel bearing lash. At turn-in, we don't want the mass of the car achieving momentum due to "slop" in the mechanical systems. Make sure you don't have a dead shock. The great news - you don't need a track day to check all of that. At the track, I would start with the rear bar. Make a large change, potentially overshooting "neutral", and then back it off. More rear bar *adds* roll-couple distribution to the rear, meaning, more of the lateral load transfer is being accommodated by the rear of the car. As a result, you'll be asking the front to do less work - in most scenarios, this will cure understeer. However, in some cases, the outside front laden wheel is falling over on itself during turn-in, due to a combination of tire pressure, spring rate, and suspension geometry. Tire temps will help you determine if suspension geometry is in the ball-park. Ideally, you'll jump into the pits right after a hard corner - not after even a medium length straight. Cheers, -Bruce

We continue to build our inventory of parts here in the USA. The more parts we move, the more inventory we will stock. Front bearings, oil filters, and other maintenance items are increasingly stocked for Duratec cars. Coincidentally, we have a shipment clearing customs right now, which includes wiper arms (unfortunately, already spoken for). Many thanks to those on this forum who have helped us move things forward. And when you order parts from us, it usually comes with free, expert advice associated with the parts selection, repair, or upgrade you have in mind. Cheers, -Bruce

Up in the Pacific northWEST, we've been hitting the track all summer. We just completed a race weekend at Portland International Raceway with SOVREN - a local vintage race group. The finale for their race season is at Pacific Raceways in Kent, WA on the weekend of September 24th. Last winter, we organized a trip in February to Thunderhill and Sonoma. We rented Thunderhill West, and plugged-in with HOD for the Sonoma day. I posted an invite to this forum, hoping some of the CA folks would join us - we had ONE taker. We'll likely do the same thing this winter - hopefully, more folks will join us. I'll post a few videos of our race season. Cheers, -Bruce

We stock parts, and bring in orders from Caterham UK on a regular basis. -Bruce

Interesting - attached is a photo of a 6-speed case, circa 2005 -Bruce

Unless you jounce and un-bind the suspension each time you jack up the car (e.g. with turn-plates), your actual running weights and rake will be off.