Another thing to consider when choosing a Seven.

[MoPho]

 

Excellent presentation - thought provoking. The CSR suspension design cures many of the handling ills that I find dissatisfactory in my regular roadsport model Seven - rear bump steering and over-reaction to poor road surfaces. Some of this is because I live in an area with crap roads which is a downside to my owning a car like this.

 

The only time I drove a CSR was on a smooth track and it was before I owned mine, so can't really compare it, but from the opinions I've read the more modern suspension tends to dull the handling of the car a bit and that many people prefer the deDion http://www.websmileys.com/sm/sad/533.gif

 

It's also interesting to note that Caterham hasn't adapted the IRS to the smaller chassis and that the R500 is considered the top spec and most desirable version of the car despite the deDion

 

That said, if I could do it all over again with the $79k I don't have, I would put serious consideration to a CSR 260 for the reasons you mention above

(though admittedly, the over reaction to poor road services adds to the excitement sometimes)

 

 

.

[Croc]

It's also interesting to note that Caterham hasn't adapted the IRS to the smaller chassis and that the R500 is considered the top spec and most desirable version of the car despite the deDion

 

 

That is an interesting observation. Going and checking the retail price lists now, a R500 kit is $61057 and a CSR superlight is $50250. Some of that difference is going to widen because CSR is SV and an R500 is svelte (more size = more money in theory). Then I would expect the price difference to narrow as the R500 has more goodies as standard over the CSR superlight which features them as options. The CSR is not too slow as it unofficially did a 1.17.6 around Dunsfold (Top Gear track) which was faster than the R500 rover engine car. Pretty close even after allowing for weather, driver, temp, etc variables.

 

Blatchat once had a similar discussion and one commenter mentioned that Caterham did not feel the need to go to IRS for R500 as it was seen as a track-oriented car and with a smooth track surface there was no advantage to IRS over de Dion in handling/performance and there was a weight advantge in favor of the de Dion (IRS is heavier). Not sure how true that is but it sounds plausible as I vaguely recall Dick Brink writing a similar opinion paper a while back making the similar performance assertion for live axle cars vs IRS on track cars. I am at Caterham UK next week so I will take this question away for then.

 

Having driven a Birkin IRS back to back with the Birkin live axle the difference was significant - way in favor of the Birkin IRS Seven. It just felt like a bigger car and was far more composed on a rough road surfaces. The live axle hopped and jounced around plus gave more wheel spin trying to put power down. I felt the Birkin IRS was a big improvement over my de Dion SV. It was such a big difference that I came home thinking I needed to re-set my suspension as it must be out of whack. It was not - the Birkin IRS was just better in real world rough roads.

 

Now in CA where I think you have pretty decent quality roads unlike NJ plus a stud driver like yourself (Mazda - want to be a passenger again? ) then the need for IRS may not be be as great.

[Kitcat]

I thing the de Dion offers more "trunk" space than the IRS set up, no?

 

Probably not the biggest consideration for most se7en owners:).