Caterham 7 1.6 Superlight No.: 106 (2000)
Discussion
Since I was a little boy I have always had a soft spot for Caterham 7s. My dad used to buy the Motorsport magazine every month and within this magazine Caterham advertised. I have followed their development over the years with unabated enthusiasm.
My car history has probably followed a familiar route of various hot hatches, MX5’s and an MR2 Roadster. They have all have pros and cons and have all been compromised for use on track, to a greater or lesser extent. The more track use, the more modification became necessary … better tyres… better brakes… “better” suspension… enhanced geometry… more POWER… and so the cycle starts over! Hand in hand with this process is the corresponding law of diminishing returns allied to an increasingly sceptical (but ultimately very understanding) wife!
I have always admired the Caterham 7 type cars and Lotus E|ises and Exiges. They are almost always quick and seem very light on their feet with little of the tyres wear associated with track work when compared to normal cars and in turn less stress on the engine and running gear.
Ultimately, I excluded the Lotus Exige on grounds of cost and the Elises as they can be a b
h to work on and corrosion can be an issue. This left the 7 type cars and as my first love was a Caterham the choice was made. I know the buy in costs are high but the residuals are strong and if you want a 7 then in my book the Caterham is the original and the best; with the original Lotus 7’s being more of a classic car these days.
So what 7 would I like? Well I ideally wanted wide track suspension with a 6 speed box and an LSD. I knew that my child bearing hips were a tight squeeze in Tillets so I wanted the S type leather seats and I knew that my large 6’02” frame and size 10.5 feet fitted nicely into the S3 chassis. So ideally, I wanted an S3 R300 or R400. However, their prices were well outside my price range with the good R300’s being North of £20,000.
Also when I looked more closely at R300 specs they normally come with an open diff as opposed to an LSD so I would need the correctly spec’d R300 which again would come at a premium.
There were many Roadsports available but the spec was rarely what I wanted and they felt bit plain to me. Also service history was critically important to me; far more important than mileage,
So, I now knew that the car I wanted would also have to have excellent service history and be in really good condition.
Further research identified the original Superlight which was the exact spec I wanted allied to a cheaper price point. Described by many as the sweetest 7; This is what EVO magazine had to say in their Caterham celebration piece on 24th September 2010:
"Caterham Superlight - Hard to believe now, but the Rover K-series engine was slow to catch on. It was a perfect match for the Seven, being small, light and efficient, but it didn’t have the grunt or growl of the long-established carb-fed Ford engines, still available for less money. In the end it was frustration that helped unlock its potential and cement its appeal. Having slogged to get the catalysed K and the Vauxhall-powered cars through low-volume type approval so that they could be sold fully built, Caterham found there were desperately few takers. And when the R&D department came up with a suppler, more cosseting suspension set-up to make the Seven more habitable and useable (blame the arrival of the smooth-riding Elise), we and others hated it and asked what the point was – a Seven should be a thrill, that’s its job.
Stung by the criticism, Caterham came up with the Superlight in less than a week by simply adding lightness. Everything that didn’t add to the driving experience was discarded, including the heater, screen and wipers, carpets and paint. Everything that could be made lighter was, so the car got a carbonfibre nosecone, wings and seats. To enhance its dynamics it was fitted with wide-track front suspension, a slippy diff, vented front discs and Formula Ford ACB10 tyres. Best of all, it had the 1.6-litre K-series in 138bhp Supersport trim, mated to a six-speed ’box. With an all-up weight of 468kg, that meant 300bhp per ton. All the usual options were offered, but like snacks in a weight-watchers’ clinic they were listed in both £ and kg; paint cost 2kg.
Here was the Seven experience stripped bare, purified and concentrated, but with a wonderfully crisp, light feel. Back in ’96 it was easily the best Seven I’d ever driven and all these years later its appeal is undimmed. It feels right just trundling down to the holding area at Cadwell Park, the ride supple, the lack of inertia apparent right from the get-go. It’s owner, Steve Creggs, reckons it’s a bit down on power, but with rain now coming down and plump, lightly treaded trackday tyres, that doesn’t matter. It’s a complete joy, the delicacy and the poise evident even with so little grip to lean against, the sweetness of the drivetrain shining through. And the sensation of being a part of the car has never been stronger".
EVO concluded "Given that the Seven has aged better than Cliff Richard, it shouldn’t be a surprise that some of the greatest models have stood the test of time. After all, the basic front-engined, rear-drive layout is unchanged and the weight has hovered around 500kg, so it mainly comes down to the mix of attributes. Of the Sevens we’ve driven here, the JPE stands out as a real keeper. It feels competitive with the fastest models produced today, it’s genuinely exotic and there are limited numbers out there. It won’t be easy to find one as
most were exported, many of them to Japan, but it’ll be worth it.
I’m still drawn to the original Superlight, though. With pretty much all the weight-saving features of the JPE, the sweet-spinning 1.6 K-series and all the most desirable extras, it is a perfectly formed Seven. It has historical significance, too, being the grandaddy of all Superlight Rs. But mainly I want one because it’s so good to drive".
I also found good Pistonheads topics discussing the virtues of the original Superlght:
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
So there we have it. The search was on for an original Caterham 1.6 Superlight. It was very hard as there were so few on the market and I kept my options open looked at what the market had available. History tells me (and my wife, Tracey), that if I bought the wrong spec that in time we would be making some very expensive upgrades!!!
Eventually after along search, I found a factory built 38,000 mile original Superlight which I purchased from Caterham Cars (South) in July 2014. The price then was £15,000 but in the last year the prices have strengthened and they are regularly selling for over £18,000 in the trade through marque specialists.
This is a video taken by the previous owner at Donington:
https://youtu.be/GNIWz4hm_ao?list=PL1wsQ-551RL3e4O...
Here are a few I took when I had first got the car:
Car Limits day at North Weald:
https://youtu.be/1mjwSQyXcIw?list=PL1wsQ-551RL3e4O...
Bedford Autodrome:
https://youtu.be/wJrna668sfI?list=PL1wsQ-551RL3e4O...
https://youtu.be/f8mhYgSAMno?list=PL1wsQ-551RL3e4O...
https://youtu.be/fT34ef-dYRA?list=PL1wsQ-551RL3e4O...
I wasn’t being arty farty with the music; it was necessary as the mic had failed.
Specification:
1.6 Super Sport 138 BHP EU2 K Series engine
Carbon fibre nose cone, dashboard and front and rear wings.
Caterham 6 speed gear box and LSD
Watts linkage
Rear anti roll bar
Wide track (adjustable) suspension
Caterham AP 4 pot front brakes
AP racing uprated brake master cylinder
Avon CR500 175/55/13 all round
Lowered drivers floor
6 point Caterham (Luke) harnesses
FIA roll bar with high level LED brake light
FIA electrical cut off
DVA K14 drive ability kit as the Caterham Supersport cams are apparently very rarely
properly timed which gives bad road manners and poor drivability, typically the inlet cam
is retarded by up to 15 degrees which greatly reduces low and mid range torque. This kit comprises a pair of Piper verniers which when properly set can improve mid range torque substantially (up to 15lb/ft). Throttle response and drivability is markedly improved
Apollo oil/air separator (Breather pipe fitted with a one way (flap) valve).
Thermostatically controlled Mocal oil cooler
52mm throttle body
Exhaust By Design 4-2-1 stainless steel manifold and exhaust (As recommended by
Dave Andrews of DVA)
ACES Sureshift 2 which is a sequential shift light system for motor sport applications.
It ain't cheap, but it is the Big Daddy (or Giant Haystacks) of the shift light world!
Mechanical oil pressure gauge and low pressure warning light
Sump foam changed 01/09/2015 service
Caterham composite (quick change) aeroscreen and half doors
New (Oct 2014) black heated windscreen.
De Dion tube checked by 7 Workshop 01/2015 - all good
If you are interested I keep a blog linked to my profile at http://www.pistonheads.com/members/showServiceHist... This details the complete history of the car which now fills two folders and a third will be needed soon!
n.b. In order to make the running costs as accurate as possible the cost of work prior to
my ownership (and creating this account) is included in the description.
My car history has probably followed a familiar route of various hot hatches, MX5’s and an MR2 Roadster. They have all have pros and cons and have all been compromised for use on track, to a greater or lesser extent. The more track use, the more modification became necessary … better tyres… better brakes… “better” suspension… enhanced geometry… more POWER… and so the cycle starts over! Hand in hand with this process is the corresponding law of diminishing returns allied to an increasingly sceptical (but ultimately very understanding) wife!
I have always admired the Caterham 7 type cars and Lotus E|ises and Exiges. They are almost always quick and seem very light on their feet with little of the tyres wear associated with track work when compared to normal cars and in turn less stress on the engine and running gear.
Ultimately, I excluded the Lotus Exige on grounds of cost and the Elises as they can be a b
h to work on and corrosion can be an issue. This left the 7 type cars and as my first love was a Caterham the choice was made. I know the buy in costs are high but the residuals are strong and if you want a 7 then in my book the Caterham is the original and the best; with the original Lotus 7’s being more of a classic car these days.So what 7 would I like? Well I ideally wanted wide track suspension with a 6 speed box and an LSD. I knew that my child bearing hips were a tight squeeze in Tillets so I wanted the S type leather seats and I knew that my large 6’02” frame and size 10.5 feet fitted nicely into the S3 chassis. So ideally, I wanted an S3 R300 or R400. However, their prices were well outside my price range with the good R300’s being North of £20,000.
Also when I looked more closely at R300 specs they normally come with an open diff as opposed to an LSD so I would need the correctly spec’d R300 which again would come at a premium.
There were many Roadsports available but the spec was rarely what I wanted and they felt bit plain to me. Also service history was critically important to me; far more important than mileage,
So, I now knew that the car I wanted would also have to have excellent service history and be in really good condition.
Further research identified the original Superlight which was the exact spec I wanted allied to a cheaper price point. Described by many as the sweetest 7; This is what EVO magazine had to say in their Caterham celebration piece on 24th September 2010:
"Caterham Superlight - Hard to believe now, but the Rover K-series engine was slow to catch on. It was a perfect match for the Seven, being small, light and efficient, but it didn’t have the grunt or growl of the long-established carb-fed Ford engines, still available for less money. In the end it was frustration that helped unlock its potential and cement its appeal. Having slogged to get the catalysed K and the Vauxhall-powered cars through low-volume type approval so that they could be sold fully built, Caterham found there were desperately few takers. And when the R&D department came up with a suppler, more cosseting suspension set-up to make the Seven more habitable and useable (blame the arrival of the smooth-riding Elise), we and others hated it and asked what the point was – a Seven should be a thrill, that’s its job.
Stung by the criticism, Caterham came up with the Superlight in less than a week by simply adding lightness. Everything that didn’t add to the driving experience was discarded, including the heater, screen and wipers, carpets and paint. Everything that could be made lighter was, so the car got a carbonfibre nosecone, wings and seats. To enhance its dynamics it was fitted with wide-track front suspension, a slippy diff, vented front discs and Formula Ford ACB10 tyres. Best of all, it had the 1.6-litre K-series in 138bhp Supersport trim, mated to a six-speed ’box. With an all-up weight of 468kg, that meant 300bhp per ton. All the usual options were offered, but like snacks in a weight-watchers’ clinic they were listed in both £ and kg; paint cost 2kg.
Here was the Seven experience stripped bare, purified and concentrated, but with a wonderfully crisp, light feel. Back in ’96 it was easily the best Seven I’d ever driven and all these years later its appeal is undimmed. It feels right just trundling down to the holding area at Cadwell Park, the ride supple, the lack of inertia apparent right from the get-go. It’s owner, Steve Creggs, reckons it’s a bit down on power, but with rain now coming down and plump, lightly treaded trackday tyres, that doesn’t matter. It’s a complete joy, the delicacy and the poise evident even with so little grip to lean against, the sweetness of the drivetrain shining through. And the sensation of being a part of the car has never been stronger".
EVO concluded "Given that the Seven has aged better than Cliff Richard, it shouldn’t be a surprise that some of the greatest models have stood the test of time. After all, the basic front-engined, rear-drive layout is unchanged and the weight has hovered around 500kg, so it mainly comes down to the mix of attributes. Of the Sevens we’ve driven here, the JPE stands out as a real keeper. It feels competitive with the fastest models produced today, it’s genuinely exotic and there are limited numbers out there. It won’t be easy to find one as
most were exported, many of them to Japan, but it’ll be worth it.
I’m still drawn to the original Superlight, though. With pretty much all the weight-saving features of the JPE, the sweet-spinning 1.6 K-series and all the most desirable extras, it is a perfectly formed Seven. It has historical significance, too, being the grandaddy of all Superlight Rs. But mainly I want one because it’s so good to drive".
I also found good Pistonheads topics discussing the virtues of the original Superlght:
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
So there we have it. The search was on for an original Caterham 1.6 Superlight. It was very hard as there were so few on the market and I kept my options open looked at what the market had available. History tells me (and my wife, Tracey), that if I bought the wrong spec that in time we would be making some very expensive upgrades!!!
Eventually after along search, I found a factory built 38,000 mile original Superlight which I purchased from Caterham Cars (South) in July 2014. The price then was £15,000 but in the last year the prices have strengthened and they are regularly selling for over £18,000 in the trade through marque specialists.
This is a video taken by the previous owner at Donington:
https://youtu.be/GNIWz4hm_ao?list=PL1wsQ-551RL3e4O...
Here are a few I took when I had first got the car:
Car Limits day at North Weald:
https://youtu.be/1mjwSQyXcIw?list=PL1wsQ-551RL3e4O...
Bedford Autodrome:
https://youtu.be/wJrna668sfI?list=PL1wsQ-551RL3e4O...
https://youtu.be/f8mhYgSAMno?list=PL1wsQ-551RL3e4O...
https://youtu.be/fT34ef-dYRA?list=PL1wsQ-551RL3e4O...
I wasn’t being arty farty with the music; it was necessary as the mic had failed.
Specification:
1.6 Super Sport 138 BHP EU2 K Series engine
Carbon fibre nose cone, dashboard and front and rear wings.
Caterham 6 speed gear box and LSD
Watts linkage
Rear anti roll bar
Wide track (adjustable) suspension
Caterham AP 4 pot front brakes
AP racing uprated brake master cylinder
Avon CR500 175/55/13 all round
Lowered drivers floor
6 point Caterham (Luke) harnesses
FIA roll bar with high level LED brake light
FIA electrical cut off
DVA K14 drive ability kit as the Caterham Supersport cams are apparently very rarely
properly timed which gives bad road manners and poor drivability, typically the inlet cam
is retarded by up to 15 degrees which greatly reduces low and mid range torque. This kit comprises a pair of Piper verniers which when properly set can improve mid range torque substantially (up to 15lb/ft). Throttle response and drivability is markedly improved
Apollo oil/air separator (Breather pipe fitted with a one way (flap) valve).
Thermostatically controlled Mocal oil cooler
52mm throttle body
Exhaust By Design 4-2-1 stainless steel manifold and exhaust (As recommended by
Dave Andrews of DVA)
ACES Sureshift 2 which is a sequential shift light system for motor sport applications.
It ain't cheap, but it is the Big Daddy (or Giant Haystacks) of the shift light world!
Mechanical oil pressure gauge and low pressure warning light
Sump foam changed 01/09/2015 service
Caterham composite (quick change) aeroscreen and half doors
New (Oct 2014) black heated windscreen.
De Dion tube checked by 7 Workshop 01/2015 - all good
If you are interested I keep a blog linked to my profile at http://www.pistonheads.com/members/showServiceHist... This details the complete history of the car which now fills two folders and a third will be needed soon!
n.b. In order to make the running costs as accurate as possible the cost of work prior to
my ownership (and creating this account) is included in the description.
Edited by Green George on Saturday 3rd October 09:32
Edited by Green George on Saturday 3rd October 09:34
Edited by Green George on Saturday 3rd October 09:38
Edited by Green George on Tuesday 21st March 19:17
Edited by Green George on Wednesday 26th April 19:51
Upgrade: Mechanical oil pressure gauge and low pressure light
The standard oil pressure gauge as fitted by Caterham to the K-Series engine is electronic. The sender unit is very exposed and are notorious for being unreliable. The recommended upgrade is to fit a mechanical remote sender and optional low oil pressure light to a new mechanical gauge.
I sourced a kit consisting of a mechanical oil pressure sender and gauge with low oil pressure sensor (20 psi) and light with stainless steel braided hose through the excellent THINK AUTOMOTIVE in ISLEWORTH
They are two options for the low oil pressure sensor and I chose the 20 psi sensor as apparently the 35 psi sensor comes on at normal idle, which would initially be disconcerting until it became the 'norm' and I would then start to ignore the light.
The remote sensor is mounted through a convenient hole in the offside front engine mount using an 110 mm coach bolt.
Having fitted the Think Auto mechanical oil pressure gauge and low oil pressure switch and light I noticed that if the car has not been started for a while the oil pressure warning light and the gauge were very slow to go out / register pressure. The light and gauge could take up to about 8 seconds to go out. The gauge would then spring into life and register a very healthy 65 psi.
Initially I was concerned abut then thought about what was happening and I identified that once the engine has been run, the low oil pressure light extinguished immediately on turning the engine on and the gauge immediately registered strong oil pressure.
I was therefore happy there was no problem with the engine and it was likely that the oil pressure gauge system was draining down over time.
I e-mailed Think Auto (Richard TOMKINS T02082323525) and was advised that as there is not a one way valve fitted, over time the oil drains back into the sump and on restarting takes time to pressurise the mechanical oil pressure gauge "system".
There iwas no problem with the engine it just takes time of the system to re-pressurise. For my peace of mind more than anything else, I explored the options with him.
He recommended fitting a one way valve to my Apollo tank which stops oil draining back into the sump and provides immediate oil pressure on start up. (See www.lotus7.club/forum/techtalk/apollo-one-way-valv... for more information). I ordered the one way valve kit from Think Auto.
The kit arrived promptly and was well packaged:
It was very straight forward to install. It required the removal of the existing breather pipe work:
…and the fitting of the new kit:
Now when I start the engine car the oil pressure light extinguished immediately and the gauge registered a very healthy 65psi.
The standard oil pressure gauge as fitted by Caterham to the K-Series engine is electronic. The sender unit is very exposed and are notorious for being unreliable. The recommended upgrade is to fit a mechanical remote sender and optional low oil pressure light to a new mechanical gauge.
I sourced a kit consisting of a mechanical oil pressure sender and gauge with low oil pressure sensor (20 psi) and light with stainless steel braided hose through the excellent THINK AUTOMOTIVE in ISLEWORTH
They are two options for the low oil pressure sensor and I chose the 20 psi sensor as apparently the 35 psi sensor comes on at normal idle, which would initially be disconcerting until it became the 'norm' and I would then start to ignore the light.
The remote sensor is mounted through a convenient hole in the offside front engine mount using an 110 mm coach bolt.
Having fitted the Think Auto mechanical oil pressure gauge and low oil pressure switch and light I noticed that if the car has not been started for a while the oil pressure warning light and the gauge were very slow to go out / register pressure. The light and gauge could take up to about 8 seconds to go out. The gauge would then spring into life and register a very healthy 65 psi.
Initially I was concerned abut then thought about what was happening and I identified that once the engine has been run, the low oil pressure light extinguished immediately on turning the engine on and the gauge immediately registered strong oil pressure.
I was therefore happy there was no problem with the engine and it was likely that the oil pressure gauge system was draining down over time.
I e-mailed Think Auto (Richard TOMKINS T02082323525) and was advised that as there is not a one way valve fitted, over time the oil drains back into the sump and on restarting takes time to pressurise the mechanical oil pressure gauge "system".
There iwas no problem with the engine it just takes time of the system to re-pressurise. For my peace of mind more than anything else, I explored the options with him.
He recommended fitting a one way valve to my Apollo tank which stops oil draining back into the sump and provides immediate oil pressure on start up. (See www.lotus7.club/forum/techtalk/apollo-one-way-valv... for more information). I ordered the one way valve kit from Think Auto.
The kit arrived promptly and was well packaged:
It was very straight forward to install. It required the removal of the existing breather pipe work:
…and the fitting of the new kit:
Now when I start the engine car the oil pressure light extinguished immediately and the gauge registered a very healthy 65psi.
Upgrade: K-Series Supersport rev limiter
The Caterham K-Series SuperSport kit consists of a new set of cams and a modified rev limit up to 7600 rpm.
During my research into the car’s history I was advised by previous owner Simon Saunders that when he was having work done by Dave ANDREWS of DVA POWER who is widely accepted as an expert on the K-Series engine that he recommends that these engines do NOT exceed 7,400 rpm (Even more so in 1.8 form, apparently) if you want a long engine life; the Caterham rev limit is apparently a little optimistic.
Having heeded the advice from previous owner Simon Saunders (See Blog entry of 01/03/2011) and having e-mailed Dave ANDREWS and sought his advice.
He e-mailed me to say, " The rev limit is too high (on the Caterham Super Sport cars) as the pistons have a high probability of expiring at RPM over 7200, in fact many of the SS cars used on track had issues with pistons breaking and had them replaced with Omega forged pistons. I have lost count of the number of SS engines I have had here with broken pistons, if you keep the revs to around 7200 you will be ok. If you go to the rev limit you are in the lap of the Gods".
He provided me with three solutions:
1) Fit forged pistons which would entail:
1] Set of Omega forged pistons with anti scuff coating;
2] Skim the pistons for 1600 installation;
3] Modify rods for fully floating operation;
4] Set of big end bearings;
5] Set of rod bolts;
6] Remove, clean, hone and refit liners;
7] Strip and rebuild the bottom end of the engine;
8] Oil, filter and coolant;
9] Liner sealant;
10] Sump sealant
2) Fit an aftermarket ECU
3) Fit an aftermarket rev limiter.
I initially looked at option 1 as the preferred option, but it would work out very expensive and would require extensive running in. I am a great believer in “If it ain’t broke don’t fix it”, so i ruled that option out.
I then looked at having a new (Emerald) ECU fitted, but again would be a very expensive way of reducing the rev limit; although would be worthwhile if modifying the engine later; but I don’t want to do that and risk losing the sweet spot that the original Superlight is renowned for being.
I therefore researched the aftermarket rev limit options and purchased an Omex Clubman Rev Limiter for single coil fitment with soft cut (About £100), which I had professionally installed at the excellent 7 Workshop in Hertfordshire.
The rev limit is now set at 7200 rpm as recommended by Dave ANDREWS. The soft cut commences 200 rpm before the limit and my ACES 2 shift lights show that I normally change gear by about 7060 rpm. So there is room to modify the rev limit upwards to account for my reaction time and therefore bringing the change point closer to the desired 7200 rpm target. I can now drive with the car confidently safe join the knowledge that I am unlikely to damage the engine.
I will wait and see what happens on track and whether or not in the heat of battle the change point moves closer to the current 7200 rpm hard cut.
Well worth considering if you have a Supersport kit, equipped K-Series engine.
The Caterham K-Series SuperSport kit consists of a new set of cams and a modified rev limit up to 7600 rpm.
During my research into the car’s history I was advised by previous owner Simon Saunders that when he was having work done by Dave ANDREWS of DVA POWER who is widely accepted as an expert on the K-Series engine that he recommends that these engines do NOT exceed 7,400 rpm (Even more so in 1.8 form, apparently) if you want a long engine life; the Caterham rev limit is apparently a little optimistic.
Having heeded the advice from previous owner Simon Saunders (See Blog entry of 01/03/2011) and having e-mailed Dave ANDREWS and sought his advice.
He e-mailed me to say, " The rev limit is too high (on the Caterham Super Sport cars) as the pistons have a high probability of expiring at RPM over 7200, in fact many of the SS cars used on track had issues with pistons breaking and had them replaced with Omega forged pistons. I have lost count of the number of SS engines I have had here with broken pistons, if you keep the revs to around 7200 you will be ok. If you go to the rev limit you are in the lap of the Gods".
He provided me with three solutions:
1) Fit forged pistons which would entail:
1] Set of Omega forged pistons with anti scuff coating;
2] Skim the pistons for 1600 installation;
3] Modify rods for fully floating operation;
4] Set of big end bearings;
5] Set of rod bolts;
6] Remove, clean, hone and refit liners;
7] Strip and rebuild the bottom end of the engine;
8] Oil, filter and coolant;
9] Liner sealant;
10] Sump sealant
2) Fit an aftermarket ECU
3) Fit an aftermarket rev limiter.
I initially looked at option 1 as the preferred option, but it would work out very expensive and would require extensive running in. I am a great believer in “If it ain’t broke don’t fix it”, so i ruled that option out.
I then looked at having a new (Emerald) ECU fitted, but again would be a very expensive way of reducing the rev limit; although would be worthwhile if modifying the engine later; but I don’t want to do that and risk losing the sweet spot that the original Superlight is renowned for being.
I therefore researched the aftermarket rev limit options and purchased an Omex Clubman Rev Limiter for single coil fitment with soft cut (About £100), which I had professionally installed at the excellent 7 Workshop in Hertfordshire.
The rev limit is now set at 7200 rpm as recommended by Dave ANDREWS. The soft cut commences 200 rpm before the limit and my ACES 2 shift lights show that I normally change gear by about 7060 rpm. So there is room to modify the rev limit upwards to account for my reaction time and therefore bringing the change point closer to the desired 7200 rpm target. I can now drive with the car confidently safe join the knowledge that I am unlikely to damage the engine.
I will wait and see what happens on track and whether or not in the heat of battle the change point moves closer to the current 7200 rpm hard cut.
Well worth considering if you have a Supersport kit, equipped K-Series engine.
Edited by Green George on Saturday 3rd October 13:36
Upgrade: Exhausts By Design (EBD) stainless steel 4-2-1 external collector exhaust
Previous owner Simon SAUNDERS had Dave ANDREWS install his DVA K14 - Caterham Supersport drivability kit.
Apparently, the Caterham Superport cams are very rarely properly timed which gives bad road manners and poor drivability, typically the inlet cam is retarded by up to 15 degrees which greatly reduces low and mid range torque. This kit comprises a pair of Piper verniers which when properly set can improve mid range torque substantially (up to 15lb/ft). Throttle response and drivability is markedly improved.
Price of Kit £200
Fitting to EU2 Caterham Seven (includes cam timing) £180
Supply and fit optional 52mm TF160 TB £130
Defunct front engine mount (1kg) removed and blanking plate fitted by Dave.
Whilst doing this work Dave recommended the next tuning modification should be a 4-2-1 exhaust system and suggested a POWERSPEED of ASHFORD system .
I looked at their Caterham exhaust but the prices seemed steep; although there is no doubting their reputation for quality work. However whilst reading Dave ANDREWS K-Series DVA Power website (http://kengine.dvapower.com ), I noted that EBD t/a Exhausts By Design was also recommended by Dave ANDREWS. I contacted owner Graham FRANKLAND and he told me he would produce and fit a suitable exhaust system in stainless steel manifold with 1.5" primaries (x4) into a 4-2-1 slip connector with tags into a 2" system with a repackable silencer. The cost would be about £500 for the manifold and £300 for the silencer (fitted) which compared very well against the offering from PowerSpeed.
Graham, would require me to supply a new head to manifold gasket and have the lambda sensor wiring extended to a position just before the silencer. I easily sourced a new gasket through Caterham Parts and asked that the lambda sensor be kept in the manifold as per the standard exhaust which negated the need to extend the loom.
I went with Graham and was very pleased with the results:
Apparently stainless steel studs and bolts can seize (Thread galling), so I use the Loctite Harley Davidson anti seize compound which has an improved formulation to meet revision E of MIL-A-907E. It is a heavy-duty, high temperature anti-seize thread compound. It resists galling, corrosion and reduces wear in heavy pressure applications. This lubricant is based on a synthetic grease formulation containing graphite, aluminium, and copper and is sensor safe. It will not evaporate or harden when exposed to extreme heat or cold. Meets 1600°F temperature requirements.
Previous owner Simon SAUNDERS had Dave ANDREWS install his DVA K14 - Caterham Supersport drivability kit.
Apparently, the Caterham Superport cams are very rarely properly timed which gives bad road manners and poor drivability, typically the inlet cam is retarded by up to 15 degrees which greatly reduces low and mid range torque. This kit comprises a pair of Piper verniers which when properly set can improve mid range torque substantially (up to 15lb/ft). Throttle response and drivability is markedly improved.
Price of Kit £200
Fitting to EU2 Caterham Seven (includes cam timing) £180
Supply and fit optional 52mm TF160 TB £130
Defunct front engine mount (1kg) removed and blanking plate fitted by Dave.
Whilst doing this work Dave recommended the next tuning modification should be a 4-2-1 exhaust system and suggested a POWERSPEED of ASHFORD system .
I looked at their Caterham exhaust but the prices seemed steep; although there is no doubting their reputation for quality work. However whilst reading Dave ANDREWS K-Series DVA Power website (http://kengine.dvapower.com ), I noted that EBD t/a Exhausts By Design was also recommended by Dave ANDREWS. I contacted owner Graham FRANKLAND and he told me he would produce and fit a suitable exhaust system in stainless steel manifold with 1.5" primaries (x4) into a 4-2-1 slip connector with tags into a 2" system with a repackable silencer. The cost would be about £500 for the manifold and £300 for the silencer (fitted) which compared very well against the offering from PowerSpeed.
Graham, would require me to supply a new head to manifold gasket and have the lambda sensor wiring extended to a position just before the silencer. I easily sourced a new gasket through Caterham Parts and asked that the lambda sensor be kept in the manifold as per the standard exhaust which negated the need to extend the loom.
I went with Graham and was very pleased with the results:
Apparently stainless steel studs and bolts can seize (Thread galling), so I use the Loctite Harley Davidson anti seize compound which has an improved formulation to meet revision E of MIL-A-907E. It is a heavy-duty, high temperature anti-seize thread compound. It resists galling, corrosion and reduces wear in heavy pressure applications. This lubricant is based on a synthetic grease formulation containing graphite, aluminium, and copper and is sensor safe. It will not evaporate or harden when exposed to extreme heat or cold. Meets 1600°F temperature requirements.
Edited by Green George on Saturday 10th October 22:02
I have Superlight 191 and I love it-I have driven lots of Sevens but I can't change my K Series car as I am not sure a faster car will necessarily be better...I recently drove a 360R back to back yet preferred mine.
Just been out for 3 hours in it today and even after 5 years' ownership (and continuous Sevening for 14), I love it! Mine is currently aeroscreened and it is more than fast enough (can easily see 3 figures with little effort) and it will oversteer at will given its 175 section tyres and LSD.
It is such a brilliant package - no wonder Caterham are recreating this car with the Superlight 20. Enjoy!
Just been out for 3 hours in it today and even after 5 years' ownership (and continuous Sevening for 14), I love it! Mine is currently aeroscreened and it is more than fast enough (can easily see 3 figures with little effort) and it will oversteer at will given its 175 section tyres and LSD.
It is such a brilliant package - no wonder Caterham are recreating this car with the Superlight 20. Enjoy!
Just a quick update to add that the suspension was totally overhauled at Seven & Classics last year. They also serviced the car and I would definitely recommend them.
They carried out the following work:
Removed the front suspension and powder coated wishbones , anti roll bar , springs , wing stays and headlamp brackets;
Remove rear dampers and radius arms , powder coat springs and radius arms;
Paint dampers ,callipers , uprights and fit new Powerflex bushes to wishbones A frame, front ARB and radius arms;
Fit new front discs and pads (D3000).
They fitted a full set of Powerflex bushes for road & motorsport use - Caterham 7 (DeDion w/o Watts linkage) from Awesome GTI (Order No.: 200002952)
www.powerflexshop.com/car/caterham/7-dedion-withou...
Large lower wishbone bush 1/2" Bore (4 Bushes) - PF8-901 (Ref 1)
Small upper wishbone bush front bush (2 Bushes) - PF8-902 (Ref 2)
Front anti-roll bar bush 19mm (2 bushes) - PF8-905-19 (Ref 3)
Large upper wishbone rear bush (2 bushes) - PF8-904 (Ref 4)
DeDion "A" frame centre bush (1 bush) - PF8-907 (Ref 5)
DeDion "A" frame mounting bush (2 bushes) - PF8-909 (Ref 6)
Rear axle link bush (2 Bushes) - PF8-909 (Ref 7)
Rear axle link rear bush 1/2" bore (2 bushes) - PF8-901 (Ref 8)
The stainless steel components are machined on the latest computer controlled equipment to ensure perfect repeatability and quality.
The moulding and tooling, design and manufacturing is carried out within the factory ensuring very rapid response time to special projects and complete communication between development, prototyping, testing and manufacturing departments. Component manufacturing is carried out with the latest automatic processing equipment ensuring 100% right first time quality. Testing of new components is carried out both on the vehicle and on test rigs.
POWERFLEX were selected to receive a Queen’s Award for Enterprise International Trade 2013 and in December 2014 accredited to ISO 9001 as a manufacturer underlining their quality and stature as a global exporter.
Polyurethane has been with us as a specialised plastic for some thirty years. However recent advances have now made it possible to engineer very special properties into this exciting material. Suspension bushes are some of the most highly stressed components fitted to a motor car. They undergo enormous strains and in the most arduous of conditions with no maintenance or lubrication.
The material they are manufactured from is a rubber compound containing natural products which deteriorate with age. It becomes softer and more pliable, resisting the forces placed on it less and less. Therefore allowing more and more movement of suspension components and offering less and less control over the suspension geometry.
This in turn causes accelerated tyre wear, braking instability and poor handling. This is the single biggest reason you can instantly tell the difference driving a three year old car compared to a showroom new one. However even new cars will benefit from POWERFLEX bushes because of their superior design they offer much more effective control of the suspension components to a much greater extent than normal rubber items.
Power flex are so confident that they offer a lifetime warranty.
The geometry was set up at DPR who were also excellent.
Initially the engineer checked the car over and found everything to be okay other than t e front hubs needed adjusting to remove a little play (probably down to the front hubs having been rebuilt recently).
DPR then investigated whether the original front springs have sagged and identified that after 16 years they are still the same height as replacement springs indicating the insure was not the springs.
They diagnosed that the spring platform needed to be raised; but the higher perch would be too high! They therefore separated the adjustable platform from the shock absorber body and machined a new perch at the appropriate level.
DPR Motorsport - Hunter alignment diagnostic check then ride heights set, front and rear toe, front and rear camber, caster and corner weights.
The Car weighs 550 kilos w/o driver.
They carried out the following work:
Removed the front suspension and powder coated wishbones , anti roll bar , springs , wing stays and headlamp brackets;
Remove rear dampers and radius arms , powder coat springs and radius arms;
Paint dampers ,callipers , uprights and fit new Powerflex bushes to wishbones A frame, front ARB and radius arms;
Fit new front discs and pads (D3000).
They fitted a full set of Powerflex bushes for road & motorsport use - Caterham 7 (DeDion w/o Watts linkage) from Awesome GTI (Order No.: 200002952)
www.powerflexshop.com/car/caterham/7-dedion-withou...
Large lower wishbone bush 1/2" Bore (4 Bushes) - PF8-901 (Ref 1)
Small upper wishbone bush front bush (2 Bushes) - PF8-902 (Ref 2)
Front anti-roll bar bush 19mm (2 bushes) - PF8-905-19 (Ref 3)
Large upper wishbone rear bush (2 bushes) - PF8-904 (Ref 4)
DeDion "A" frame centre bush (1 bush) - PF8-907 (Ref 5)
DeDion "A" frame mounting bush (2 bushes) - PF8-909 (Ref 6)
Rear axle link bush (2 Bushes) - PF8-909 (Ref 7)
Rear axle link rear bush 1/2" bore (2 bushes) - PF8-901 (Ref 8)
The stainless steel components are machined on the latest computer controlled equipment to ensure perfect repeatability and quality.
The moulding and tooling, design and manufacturing is carried out within the factory ensuring very rapid response time to special projects and complete communication between development, prototyping, testing and manufacturing departments. Component manufacturing is carried out with the latest automatic processing equipment ensuring 100% right first time quality. Testing of new components is carried out both on the vehicle and on test rigs.
POWERFLEX were selected to receive a Queen’s Award for Enterprise International Trade 2013 and in December 2014 accredited to ISO 9001 as a manufacturer underlining their quality and stature as a global exporter.
Polyurethane has been with us as a specialised plastic for some thirty years. However recent advances have now made it possible to engineer very special properties into this exciting material. Suspension bushes are some of the most highly stressed components fitted to a motor car. They undergo enormous strains and in the most arduous of conditions with no maintenance or lubrication.
The material they are manufactured from is a rubber compound containing natural products which deteriorate with age. It becomes softer and more pliable, resisting the forces placed on it less and less. Therefore allowing more and more movement of suspension components and offering less and less control over the suspension geometry.
This in turn causes accelerated tyre wear, braking instability and poor handling. This is the single biggest reason you can instantly tell the difference driving a three year old car compared to a showroom new one. However even new cars will benefit from POWERFLEX bushes because of their superior design they offer much more effective control of the suspension components to a much greater extent than normal rubber items.
Power flex are so confident that they offer a lifetime warranty.
The geometry was set up at DPR who were also excellent.
Initially the engineer checked the car over and found everything to be okay other than t e front hubs needed adjusting to remove a little play (probably down to the front hubs having been rebuilt recently).
DPR then investigated whether the original front springs have sagged and identified that after 16 years they are still the same height as replacement springs indicating the insure was not the springs.
They diagnosed that the spring platform needed to be raised; but the higher perch would be too high! They therefore separated the adjustable platform from the shock absorber body and machined a new perch at the appropriate level.
DPR Motorsport - Hunter alignment diagnostic check then ride heights set, front and rear toe, front and rear camber, caster and corner weights.
The Car weighs 550 kilos w/o driver.
Fitted my half doors. Everyone needs a practical friend and my friend is Carl, who made fitting these very easy and logical. Very pleased.
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Edited by Green George on Saturday 1st July 12:56
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