BruceBe

I'm sure we can come up with at least another 6-10 participants through our client network. We've just placed five new cars into the area this year, and we're not done yet. To maximize interest, I recommend a tour AND a track day - two to three days in length. Pick a track like Oregon Raceway Park, and you can bookend a tour that takes you through the PNW wine country. This would make it easier for folks from both sides of the mountains to participate, and lure those in Oregon as well. Just a thought. The Ridge works as well, but, the weather over there can be unpredictable and extreme - even during the summer. -Bruce

I doubt you would regret an S3 or SV chassis Caterham Seven. The IRS of the CSR gives it ultimately more composure at the *absolute* limit, and it is an incremental step forward for the marque. However, the model has now not been in production for quite some time, and I still do not have a timeline from the UK for a re-introduction of the chassis. We have a nicely-optioned 360 SV S-pack kit, that is not yet spoken for, and has been in production for a couple of weeks. Realistically, we will have this kit in-hand and ready for assembly around mid-October, and a completed vehicle could be in a customer's hands before EOY. A very, very special Christmas/Holiday celebration, for sure. Best, -Bruce

Right - but we're talking about a 5V regulator in this case. Cheers, -Bruce

Modern voltage regulators do a very good job of providing stable voltage for a range of input. -Bruce

After enjoying the best sales year in 2-decades, Caterham is now sitting on a production backlog of nearly a year. Orders for "roller" versions of the Seven will not be fulfilled until 2018, and kit allocations are all but gone for 2017 as well. We've had a potential buyer back-out of a kit order with us, after funds have been committed to secure the production slot, which is week 32 of 2017. It's quite unusual for a buyer to back-out, but that's a story for another day. If a Caterham is in your future, send a PM, and we can configure the kit as you like. There is plenty of time to finalize the configuration, but the production slot will be forfeited soon without a committed buyer. Exchange rates remain very favorable - if so inclined, now is a great time to get into a Caterham Seven. Cheers, -Bruce

I don't think anyone manufacturers a headless bolt (it's called a stud) :-) And, the mounting boss breaks the air-box mounting plane. As mentioned, you need to either machine and counter-bore the existing tensioner upper mounting boss, or obtain a tensioner for a CSR260 or R500. With regards to putting the parts in a "kit", they have already been advised by us, that a modified (CSR260/R500) tensioner is required. Cheers, -Bruce

The upper mounting bolt/boss on the tensioner is going to interfere with the air-box, once you attempt to mount it. You need a belt tensioner for a CSR260/R500, which has that boss machined down and countersunk for a (shorter) socket-head bolt. Or, do it yourself. -Bruce

You want 4.6V at 6mm opening on the roller barrels. Use a 6mm drill-rod. This conversion reverses the sweep of the TPS. As a result, if you attempt to fire it up before flashing the ECU, it will immediately flood. As a dealer, we have the ability to download and install new ECU calibrations, coordinating with the factory. Of course, we need your ECU. Cheers, -Bruce

You're going to need a different belt tensioner, before that air-box bolts up. -Bruce

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