Caterham Superlight 1.6 K-Series

[Darren-2000]

I have recently test driven a 2002 Caterham 7 Superlight (with the 1.6 K-Series engine). It's a potential purchase and one thing I wanted confirmation of is that a) they all have heavy clutches (well, relative to new, more modern cars) and that b) the clutch bites high in the clutch travel. I think it will take me a bit of time before I calibrate to the difference with my main car, such is the tight pedal box, higher force needed for the pedals and high clutch bite point. If a Caterham owner can confirm all this is normal, it would put my mind at rest.
The car has an Stack oil pressure gauge. What would be the normal cold/no load, hot/high load operating pressures?

[Darren-2000]

I have read editorial that the clutch will be heavy, but it’s not unmanageably heavy. It’s certainly was not light like modern machinery. I was always told (or perhaps thought) that a late bite point was a sign of age and wear. Although, of course I notice differences between cars, and my main car is at the opposite end of the spectrum – it bites very early. Used to balancing equal input of clutch out, accelerator in. On test drive this approach leads to clutch engaging with a few thousand revs in the 7!

No noise from the CRB as far as I can tell. Plenty of differential noise (and other engine, wind, gear noise maybe drowning it out!). Surprised that my left foot reaches the angled bulkhead but the clutch still has further travel, and at 5’10 my leg is at full stretch with seat apparently fully forward.

It’s 2002 and 13k miles. How much is a fitted new clutch?

Engine out. Never considered that but then I guess it would have to. I have been read all the negatives about the K series in other cars in the past, but have become a convert after reading up and experiencing what it will do. I had wondered whether 140 bhp would feel enough as there are those 1.8 Ks with plenty more, but it pulls all gears similarly with no real pause / build up, and plenty of exhaust, induction and wind noise adding to the feeling of speed.

It’s a wet sump with Apollo tank.

It seems the ideal 7 spec for road and occasional track day.

[Darren-2000]

Could the differential be noisy/noisier since it has been replaced by a 3.9:1? I only noticed it more when off throttle. It don't think it was constant. I would need to test it again to check if the noise went away when depressing the clutch. It's 17k. So high then. Difficult to compare when there is no direct comparison and there is no such thing as a standard 7. I see that most have been upgraded with features from another model. This one has had some comfort added back and hence not strictly standard Superlight. Is is unusual or usual to only lower the driver floor pan? And (on a Superlight) no mesh for the radiator -- just the 7 logo in the nose cone? Reassured that pedal box and clutch can be adjusted to suit.

[Darren-2000]

I came to the same conclusion with regards to the price. The Superlight 1.6 K-Series rarely come up for sale but the Caterham trade sellers are offering Roadsports and Supersports with Superlight additions for very similar money at this age, so it does seem ballpark considering a genuine Superlight at trade price would be higher 1.5 - 2k higher. Anyway, deposit paid and collection day imminent, and so first time Caterham ownership not far away now!

On the mundane issue of protecting the car when not in use, does anyone use a specialist indoor car cover, and can confirm the supplier that they would recommend (or steer clear of). Online suppliers all make claims to be superior to the competition. No way to find out in advance of sending payment and receiving it.

[Darren-2000]

SidewaysSi said:

I think you will pay a lot more than that at somewhere like S&C etc.

I'm very envious that you have 3 - or soon to be 2 - of the cars I think must rate as must have's for focused, thrilling driving experience in any petrolhead's car collection. I am talking about the Porsche GT4, Lotus Elise and Caterham Superlight.

[Darren-2000]

Unfortunately, I missed out when they were going 'cheap'. The market price has obviously increased in the last 10 years. Currently for sale: 2003 R300 - trade price £24k. Trade price Roadsport 2001/02 circa £15k. Private 2009 Supersport £19k. Private 2003 Roadsport (modified 197bhp) £19k. The difference between trade and private prices are as you would expect. Although all sales are predominantly trade and they must have a virtual monopoly on supply.

[Darren-2000]

SidewaysSi said:

Darren-2000 said:

SidewaysSi said:

I think you will pay a lot more than that at somewhere like S&C etc.

I'm very envious that you have 3 - or soon to be 2 - of the cars I think must rate as must have's for focused, thrilling driving experience in any petrolhead's car collection. I am talking about the Porsche GT4, Lotus Elise and Caterham Superlight.

Thanks-I am a car and driving obsessive and these were boyhood heroes. Recently dug out old car mags and the original Autocar Elise road test which left me in awe at the time.

For the money, I much prefer the Superlight/Elise S1 combination that I would solely an R400/R500.

Yes I understand what it is to be a 'car and driving obsessive'. It is a gift..... and a curse when it comes to the expense!
An expense which has to undergo a cost/benefit rationalisation (which I agree with): the R400/R500 command a price premium which does not reflect the extra benefit over a Superlight, and especially when you weigh up that you can have 2 great, different driving / ownership experiences for the price of one R400/R500.

[Darren-2000]

rubystone said:

Darren-2000 said:

Unfortunately, I missed out when they were going 'cheap'. The market price has obviously increased in the last 10 years. Currently for sale: 2003 R300 - trade price £24k. Trade price Roadsport 2001/02 circa £15k. Private 2009 Supersport £19k. Private 2003 Roadsport (modified 197bhp) £19k. The difference between trade and private prices are as you would expect. Although all sales are predominantly trade and they must have a virtual monopoly on supply.

Or perhaps you're just not trying hard enough to find a car? A 2001 Roadsport for £15k is truly flying a kite. 'Trade price' is a term used to describe the price at which a car changes hands between two dealers. I'm guessing you are quoting 'retail price'?

What is your expectation of the margin between private and retail? 10%? 20%?

Oh I've been looking too hard for too long - but it was hopefully time well spent and not wasted Probably been too thorough - I realised late that what I want didn't change, so I need not have considered absolutely everything as if I was going to become a trader, rather than the long term owner. In the end you cannot be too rationale about a Caterham purchase or you would not buy one, at almost any price! Pistonheads used car search and the 100s of Caterhams on there should be reflective of the UK market of available Caterhams, I would have thought? The prices are from there, they are current, and yes, sorry, I did mean retail price from a trader, rather than trade price.

[Darren-2000]

battered said:

AndrewE said:

Back to the clutch question.....

never found mine much heavier than the modern (mines a 1.6 supersport 6 speed) I also found initially it seemed to have a high and quite sharp bite point but I have played with pedal height which made a great deal of difference to the bite and feel - now its so much easier to pull away from rest

I wouldn't worry about this either. If the clutch works as it should then everything is adjustable and the things are so simple and accessible that you can set it up to be as heavy or light as you like and to bite where you like. One word of warning - the dry sump version K series needs a different clutch release arm, Caterham had them made and the early ones were crap. They bent in use and eventually split. Engine out to fix. Later ones were modified and suitable for purpose. This problem didn't affect the wet sump verions, they used a standard arm from whatever the bellhousing came off, a Sierra or similar.

Now that I have a few hundred miles driving under my belt, I don't notice the heavy clutch. It is still takes a conscious effort to press down that first time after driving my daily driver, but I find my main car's clutch (and brakes and accelerator) too light when I drive them back to back! And prefer the 'feel' of the weight. The clutch seems to have a long travel and I don't think it needs to be fully depressed to the bulkhead, at least past first. With 6 short ratios it flies through the gears under acceleration and the clutch doesn't distract at all then. It's good to know it's all so easily adjustable but I may not adjust now that I'm comfortable with it, including the late biting point. My concern during last Sunday's run was the misfire, which came and went. For a few miles it misfired under moderate acceleration. I'm concerned it could come back, and stay like it. Probably difficult to diagnose.