csr260 or 620s?
Discussion
I would say the CSR has a better ride both on road and track with its independent rear suspension. You can get it with race spec suspension and it will be far from soft. Yes, the power to weight ratio is not as good and I don't think you can get a factory mounted seq box on the CSR.
Even if the 620R has quicker lap times (anyone have lap times to compare?) the CSR can still be very track oriented. It even used to have an own race series.
Even if the 620R has quicker lap times (anyone have lap times to compare?) the CSR can still be very track oriented. It even used to have an own race series.
nicemd said:
I would say the CSR has a better ride both on road and track with its independent rear suspension. You can get it with race spec suspension and it will be far from soft. Yes, the power to weight ratio is not as good and I don't think you can get a factory mounted seq box on the CSR.
Even if the 620R has quicker lap times (anyone have lap times to compare?) the CSR can still be very track oriented. It even used to have an own race series.
I can assure you (we did 'quite well' out of the CSR race cars) that the road and race versions were VERY different animals indeed. There's NO comparison.Even if the 620R has quicker lap times (anyone have lap times to compare?) the CSR can still be very track oriented. It even used to have an own race series.
But the race CSR, after we'd finished developing it for Caterham cars (roasted feet, anyone?) was, and still is, a damn fine racecar. Buddy of mine regularly topped 163mph at Spa (and sometimes returned with all 4 wings still attached!!!!).
Another friend regularly tours Europe in his road CSR. It's comfortable (courtesy of that IRS) flexible and reliable.
Standard tune Duratecs are very reliable indeed. Great engines actually.
I just recently got hold of a 2006 CSR 260, with the tubular frame option (stiffer) and with an absolute mountain of ‘options’.
Drove it to Le Mans for the 24 hrs race weekend, and enjoyed hours of great French D roads miles from Les Flics.
After owning a Superlight R (SV) in 2004-7, I was looking for the obvious step up, and I genuinely believe the CSR is ‘the holy grail’ of Caterhams. You’ll not get a more robust engine, especially if you’re looking at track work. And you could upgrade to newer 2.5L Duratec/Cosworth units, if you have funds, with way more horsepowers.
My CSR will hit 60 in 3 seconds, and drive to an accredited and certified 149 mph. The full Cosworth engine service (every 12,000 miles) costs around £2500, with all parts readily available.
Also recently corner ‘geometried’ by BOSS racing at Brands Hatch, to make drive comfort better suited to a road and track driving experience, using the custom/optioned 35 point adjustable Bilstein dampers (25 more than the new 420 Cup!
The unique (to CSR) front and independent suspension offers a track experience that will, if you’re a slave to slip angles, offer way more predictability and pace through corners.
I genuinely have no idea why Caterham didn’t use the CSR development program as a stepping stone, instead of reverting back to the preceding chassis/suspension technology.
If you get a 620, you’ll still yearn for a CSR 260.
Like I said.
Holy Grail.
Drove it to Le Mans for the 24 hrs race weekend, and enjoyed hours of great French D roads miles from Les Flics.
After owning a Superlight R (SV) in 2004-7, I was looking for the obvious step up, and I genuinely believe the CSR is ‘the holy grail’ of Caterhams. You’ll not get a more robust engine, especially if you’re looking at track work. And you could upgrade to newer 2.5L Duratec/Cosworth units, if you have funds, with way more horsepowers.
My CSR will hit 60 in 3 seconds, and drive to an accredited and certified 149 mph. The full Cosworth engine service (every 12,000 miles) costs around £2500, with all parts readily available.
Also recently corner ‘geometried’ by BOSS racing at Brands Hatch, to make drive comfort better suited to a road and track driving experience, using the custom/optioned 35 point adjustable Bilstein dampers (25 more than the new 420 Cup!
The unique (to CSR) front and independent suspension offers a track experience that will, if you’re a slave to slip angles, offer way more predictability and pace through corners.
I genuinely have no idea why Caterham didn’t use the CSR development program as a stepping stone, instead of reverting back to the preceding chassis/suspension technology.
If you get a 620, you’ll still yearn for a CSR 260.
Like I said.
Holy Grail.
I just recently got hold of a 2006 CSR 260, with the tubular frame option (stiffer) and with an absolute mountain of ‘options’.
Drove it to Le Mans for the 24 hrs race weekend, and enjoyed hours of great French D roads miles from Les Flics.
After owning a Superlight R (SV) in 2004-7, I was looking for the obvious step up, and I genuinely believe the CSR is ‘the holy grail’ of Caterhams. You’ll not get a more robust engine, especially if you’re looking at track work. And you could upgrade to newer 2.5L Duratec/Cosworth units, if you have funds, with way more horsepowers.
My CSR will hit 60 in 3 seconds, and drive to an accredited and certified 149 mph. The full Cosworth engine service (every 12,000 miles) costs around £2500, with all parts readily available.
Also recently corner ‘geometried’ by BOSS racing at Brands Hatch, to make drive comfort better suited to a road and track driving experience, using the custom/optioned 35 point adjustable Bilstein dampers (25 more than the new 420 Cup!
The unique (to CSR) front and independent suspension offers a track experience that will, if you’re a slave to slip angles, offer way more predictability and pace through corners.
I genuinely have no idea why Caterham didn’t use the CSR development program as a stepping stone, instead of reverting back to the preceding chassis/suspension technology.
If you get a 620, you’ll still yearn for a CSR 260.
Like I said.
Holy Grail.
Drove it to Le Mans for the 24 hrs race weekend, and enjoyed hours of great French D roads miles from Les Flics.
After owning a Superlight R (SV) in 2004-7, I was looking for the obvious step up, and I genuinely believe the CSR is ‘the holy grail’ of Caterhams. You’ll not get a more robust engine, especially if you’re looking at track work. And you could upgrade to newer 2.5L Duratec/Cosworth units, if you have funds, with way more horsepowers.
My CSR will hit 60 in 3 seconds, and drive to an accredited and certified 149 mph. The full Cosworth engine service (every 12,000 miles) costs around £2500, with all parts readily available.
Also recently corner ‘geometried’ by BOSS racing at Brands Hatch, to make drive comfort better suited to a road and track driving experience, using the custom/optioned 35 point adjustable Bilstein dampers (25 more than the new 420 Cup!
The unique (to CSR) front and independent suspension offers a track experience that will, if you’re a slave to slip angles, offer way more predictability and pace through corners.
I genuinely have no idea why Caterham didn’t use the CSR development program as a stepping stone, instead of reverting back to the preceding chassis/suspension technology.
If you get a 620, you’ll still yearn for a CSR 260.
Like I said.
Holy Grail.
Brian-wrfml said:
I just recently got hold of a 2006 CSR 260, with the tubular frame option (stiffer) and with an absolute mountain of ‘options’.
Drove it to Le Mans for the 24 hrs race weekend, and enjoyed hours of great French D roads miles from Les Flics.
After owning a Superlight R (SV) in 2004-7, I was looking for the obvious step up, and I genuinely believe the CSR is ‘the holy grail’ of Caterhams. You’ll not get a more robust engine, especially if you’re looking at track work. And you could upgrade to newer 2.5L Duratec/Cosworth units, if you have funds, with way more horsepowers.
My CSR will hit 60 in 3 seconds, and drive to an accredited and certified 149 mph. The full Cosworth engine service (every 12,000 miles) costs around £2500, with all parts readily available.
Also recently corner ‘geometried’ by BOSS racing at Brands Hatch, to make drive comfort better suited to a road and track driving experience, using the custom/optioned 35 point adjustable Bilstein dampers (25 more than the new 420 Cup!
The unique (to CSR) front and independent suspension offers a track experience that will, if you’re a slave to slip angles, offer way more predictability and pace through corners.
I genuinely have no idea why Caterham didn’t use the CSR development program as a stepping stone, instead of reverting back to the preceding chassis/suspension technology.
If you get a 620, you’ll still yearn for a CSR 260.
Like I said.
Holy Grail.
I’m in the market for a CSR at the moment, there aren’t many about, are there!Drove it to Le Mans for the 24 hrs race weekend, and enjoyed hours of great French D roads miles from Les Flics.
After owning a Superlight R (SV) in 2004-7, I was looking for the obvious step up, and I genuinely believe the CSR is ‘the holy grail’ of Caterhams. You’ll not get a more robust engine, especially if you’re looking at track work. And you could upgrade to newer 2.5L Duratec/Cosworth units, if you have funds, with way more horsepowers.
My CSR will hit 60 in 3 seconds, and drive to an accredited and certified 149 mph. The full Cosworth engine service (every 12,000 miles) costs around £2500, with all parts readily available.
Also recently corner ‘geometried’ by BOSS racing at Brands Hatch, to make drive comfort better suited to a road and track driving experience, using the custom/optioned 35 point adjustable Bilstein dampers (25 more than the new 420 Cup!
The unique (to CSR) front and independent suspension offers a track experience that will, if you’re a slave to slip angles, offer way more predictability and pace through corners.
I genuinely have no idea why Caterham didn’t use the CSR development program as a stepping stone, instead of reverting back to the preceding chassis/suspension technology.
If you get a 620, you’ll still yearn for a CSR 260.
Like I said.
Holy Grail.
Brian-wrfml said:
I genuinely have no idea why Caterham didn’t use the CSR development program as a stepping stone, instead of reverting back to the preceding chassis/suspension technology.
Hopefully without sparking the debate again, it was because it was hard to package (ie big), expensive and the benefits over the DD setup weren't needed. BertBert said:
Hopefully without sparking the debate again, it was because it was hard to package (ie big), expensive and the benefits over the DD setup weren't needed.
CSR260 - just how much better and comfier is the IRS setup for road driving?620S/R - is it true that mpg is woeful, and hence other threads suggest a 135 mile max range? Isn't this very limiting (and expensive) for road driving?
doggydog33 said:
I've got a 620S and fill up when the trip gets to about 180 miles. The most I've pushed it is to just over 200 miles.
DD33
Thanks, another PHer stated they managed 170 miles to a tank, so they seem to correlate. Works out about 25mpg? Bad but maybe not terrible. I wonder how that compares to an NA CSR260/R500/420R ?DD33
Olivera said:
CSR260 - just how much better and comfier is the IRS setup for road driving?
A LOT!I had a dedion SV before the CSR260, and the difference is very noticeable.
Also when touring with other 7s (just back from 2600 miles to Sardinia) when we get to a coffee stop the number of times the dedion drivers get out saying they've had their teeth shaken out on the previous road, and I genuinely hadn't noticed.
As mentioned elsewhere, it's not necessarily "softer", but just better suspension.
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