BruceBe

First - thanks for the photos. It inspired a more in-depth research process involving the factory, to get to a level of certainty surrounding wing stays. Two different sets of wing stays are available for 15" wheels. The standard part is intended for larger profile tires, offering more clearance. The alternate wing stays, also referred to as "race stays", are intended for low profile (e.g. CR500) front tires, and fit tighter to the wheel/tire package. We will have a set of the race-stays in-house over the next few days, and this is what we will use to determine the geometry/clearances of our track wheel for non-CSR models. If our wheels clear the tighter wing stay setup, the standard wing stays will offer further clearance. When our measuring work is complete, the race stays will be available for purchase. -Bruce

Odyssey PC680 is what we recommend, as they perform very well, and can deal with the harsh conditions of a Seven engine compartment (heat and vibration). If you find yourself on the west side of the Cascades with the car, we could also reconfigure the cables as necessary, and make sure you have a proper mount. -Bruce

As Russ said, and: Stop, once the front wheels are on the deck of the truck Using a collection of 2x6's, build a ramp in *front* of the rear tires Progressively raise the rear of the car with the above ramps, until the bellhousing is past the break-over point (about in-line with the rear bonnet latches) Every situation is different, and it's all about going slow, stopping, and evaluating clearances. We have a collection of 1" thick horse stall mats, that are cut in strips about 12" wide. We layer these horse mats as necessary, across the threshold of trailers, to clear sump guards and bell housings. Since they're flexible and adhere to surfaces, there is less chance of launching a 2x6 through someone or something. At times, you will feel like an an ancient Egyptian slave :-) -Bruce

The UFI filters have a high bypass pressure, making them very compatible with the somewhat fearsome oil pressures you'll find on the higher spec engines, especially when cold. -Bruce

Your fitment on the front is interesting. Which front wings are you using - standard or CSR? Would you mind posting a photo of your front wing stays - looking down from above? I'll bet the profile of the stay, relative to the top ball-joint, is very similar to a CSR wing stay. Or, your 6.5 x 15 wheel has a different offset than that of a CSR. -Bruce

Our CSR kit has found a great home in Vermont. I'm sure the new owner will become a regular visitor here, once we assemble and deliver it to him. -Bruce

Here are a couple of photos of our track mirrors. They utilize the standard Caterham mirror assembly, and slide into the windscreen door hinges. Mirrors are positively secured with a clamp. 6061-T6 aluminum, powder-coated black, with stainless hardware. $325+shipping. -Bruce

We have an R500 in the shop right now, and are investigating a correct fitment, in 15-inch (stock R500 wheels are 13" diameter). Due to the DeDion/watts-linkage, the rear wheel will need to be downsized to 9.5" in width. Migrating to 15-inch wheels in an R500 will require a change to different front fender stays as well. -Bruce

To answer a few questions: Tire fitment - they are fitted with Avons, but other tires of similar size could be fitted. As you can tell from the photos, the limiting factor on the front is the cycle wing width. Weight - the early prtotype used for front fitment purposes was indeed about 10.5lbs. However, we migrated to a completely custom center blank design utilzing larger diameter centers to maximize caliper clearance and improve aesthetics. As such, final weight is in the 13lb range. Construction - 3-piece, 15" diameter, 6061-T6 forged centers, correct hub-centric construction for Caterham 4 x 108 wheel hubs (specific front and rear). As 3-piece wheels, they are completely rebuildable, with replaceable inner and outer wheel shells - an important feature of a wheel designed for track use. Center caps are a nice touch for car shows and touring, and we will eventually offer a center cap for this wheel. For now, they have a very nice machined and finished hub bore. This is not a re-packaged wheel with different bolt pattern and offset. The lack of premium Caterham wheel offerings here in the USA was frustrating, so we embarked on a ground-up effort. Aesthetically, we attempted to capture an essence of the Caterham F1 wheel, while creating a more contemporary profile. By utilizing very large-bore center blanks, we pushed the effective and perceived diameter of the wheel as far out as possible - we think this wheel avoids the "chunky" look of most 15-inch diameter 3-piece wheels. Introductory pricing is $550 each for the rears, and $500 each for the fronts. Black anodizing is currently a no-cost option. -Bruce

Well - after about 10-months of design iteration, prototyping, and testing, we have our first sets of wheels! Currently, the sizing is optimized for a CSR chassis, but we will have fitments for DeDion cars (in 15") soon. Here are a few photos - the rear: Rear in a natural finish: Front On a track-prepared CSR:

Did the shifter also include a new saddle bush, to be installed where the shifter fork engages the transmission? If so, that alone could sharpen things up a bit. -Bruce

This kit is now on the ground at our shop, and available for immediate sale. -Bruce

Glad it's finally arrived. Good luck with picking it up! -Bruce

The Caterham kit we install locates the switch outside the vehicle, but within reach of the driver. It includes a metal guard, and the switch has provisions for dumping reverse EMF through a power resistor, avoiding damage to sensitive electronics when you turn the switch to "OFF" while everything is energized. For the Caterham Seven that is not driven on a weekly basis, the switch is mandatory to avoid reduced battery lifespan. The disconnect kit can be easily retrofitted to any application, and we generally keep one on the shelf. -Bruce

That destination/prep fee is not for shipping the kit/roller to your door (or an installer/dealer's door). Shipping terms are FOB Irvine, CA. In other words, the buyer separately arranges for shipping from Irvine, CA, to the final destination. This is how it has always worked, and is very similar to what you'll find when purchasing a new car. -Bruce

I can't speak for Superformance, but these kits/rollers are brought over in batches, in a container. Presumably, there are additional expenses associated with offloading the kits from containers, inspecting and verifying what was ordered vs delivered (to avoid the problem that started this thread), and then storing/flooring the inventory until it is shipped out to a buyer. We just received our latest CSR kit (see our other thread in the for sale section for details - still available!), and it takes time and resource to simply coordinate with the shipping company, offload the crates, inspect for damage, etc. Best, -Bruce

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