Caterham 485 CSR — Final Edition

TYRES

• Compound: Soft Slick (R-spec)
• Front Pressure: 27.0 PSI
• Rear Pressure: 26.5 PSI
• Camber Front: -3.5°
• Camber Rear: -2.2°
• Toe Front: -0.05° (toe-out)
• Toe Rear: +0.10° (toe-in)

ELECTRONICS

• TC: 1 (minimal, aggressive exit style)
• ABS: 1 (minimal, allows late trail-braking)
• Engine Braking / Brake Magic: 3 (medium, stabilizes rear on trail-brake)
• Brake Bias: 54.5% (front)

SUSPENSION

• // FRONT
• Ride Height: 50 mm
• Wheel Rate FL / FR: 32000 N/m / 32000 N/m
• ARB: 14 N/mm
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 55 mm
• Wheel Rate RL / RR: 28000 N/m / 28000 N/m
• ARB: 10 N/mm
• Diff Preload: 40 Nm
• Diff Coast: 0.35
• Diff Power: 0.60

DAMPERS

AERO

• Front Splitter: 4 clicks (max attack, high front bite)
• Rear Wing: 6 clicks (strong Craner/Fogarty stability priority)
• Downforce Level: High-biased rear (stability over Craner Curves and Esses)
• Brake Ducts: Front 2 / Rear 1 (minimal cooling needed, single lap only)

KEY SETUP NOTE

• The Caterham 485's low weight and high power-to-weight ratio make Craner Curves the defining moment of the lap — the stiffer rear ARB and added rear wing sacrifice a fraction of straight-line speed for the planted rear-end confidence needed to carry full commitment through the downhill sweep without lifting.

TRACK GUIDE

• Melbourne (T1): Brake as late as possible in a straight line, trail brake to rotate, get on power early — traction off the hairpin sets up the run to Craner.
• Craner Curves (T2/3): Committed flat-in-fourth or minimal lift; trust the rear stability from the setup, keep the car planted through the dip — this is where the lap is won or lost.
• Old Hairpin (T4): Late, hard brake, rotate the car aggressively on entry, prioritize exit traction for the long uphill run to Coppice.
• Coppice (T6): Taken with confidence at high speed — rear must stay planted over the crest; any instability here costs time all the way down the back straight.
• Fogarty Esses (T8): Smooth but committed weight transfer side-to-side; front turn-in response from the alignment settings pays off here.
• Goddards (T9): Late apex, prioritize traction over rotation speed — this is the final traction zone onto the pit straight, exit speed matters most.

THEORETICAL BEST LAP

• 1:28.400 — theoretical optimal sector composite, dry track, maximum attack, no errors

REAL WORLD RECORD

• No official record (Caterham 485 CSR is a track