The first thing to know about getting into any Caterham Seven is how cosy the fit is. In fact, taller folk may find just trying to slide in and out a bit of a challenge. Luckily for average height and weight me, swinging myself aboard was pretty straight forward. Getting out can be inelegant but, practice makes (almost) perfect I learned.
Now based in Kent at a big new factory, this tiny firm seems to have a thriving business. I also had a look around the Dartford build base which also serves as company HQ. Some staffers still commute from their homes near where Caterham Cars was based for decades, which probably shows how much they enjoy working for the company.
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During my tour, I saw many customers’ motorsport cars being fettled as well as various models being put together. Two paint booths look state of the art but aside from this area of the factory, it’s very much a hand-assembly operation. And customers love that. I was told the UK and Japan remain the Seven’s best markets. Certain parts are created on site but the basic chassis is fabricated by a specialist firm in Wiltshire.
A turbocharged Suzuki engine with just 84 bhp is offered in the entry level 170 series while a couple of Ford alternatives also exist. A naturally aspirated Duratec 2.0-litre is the next step up, power being 180 or 210 bhp. You can have a 310 bhp one too, thanks to supercharging, while a new ‘Academy Race Package’ instead has a 130 bhp 1.3 Horse-sourced unit under its featherweight metal bonnet.
Every friend and neighbour who saw me in the Seven wanted to know the same thing. That being is this a kit car (yes, you can also order one in this form) and is at much fun as the low stance and looks suggest? Even more so. With perhaps one caveat, and this from me who drove from Dartford to Somerset via the M25 and M3, whilst also making the return trip: it may not be the ideal car for winter.
I mostly kept the vinyl roof on, though it’s very easy and quick to remove or attach once you know the recommended method. In this regard, the Seven is a lot like so many old British roadsters thanks to a system of press studs, most of which managed to keep the top in place even at 60+ mph on motorways. And hey, it’s fun to stay in the slow lane, occasionally switching to the middle one, seeing the smiles from those passing you. Just make sure any overtaking HGV driver sees you: the Seven is oh so low. How low? A passenger in a 911 grinned as she looked down on me.
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By GlobalDataUnlike the previous example I drove a couple of years back, the exhaust just below the driver’s door didn’t get too hot (watch your leg getting out if wearing shorts) and the steering wheel is fixed. In the 170 this would be detached each time you exited or entered the car: a clever anti-theft arrangement.
The press test Super Seven 2000 was instead specified with a fixed timber steering wheel. Lovely to look at, it could occasionally become a little slippery though it did match the tan exterior and dashboard in an appealing way.
Each of the two seats provides a very snug fit and neither is adjustable. You can though easily lift them out, not only for covering any small valuables but yes, to prevent theft of the car itself if you reckon the flashing immobiliser isn’t enough of a deterrent.
When the roof has been left in the owner’s garage or carefully folded into what passes as a boot (a space behind the seats), you really can’t drive the Seven without grinning from ear to ear. And everyone can see you doing so. Which tends to make them do the same thing. Further, each door easily lifts off should you want the total open-air feeling.
Leaving the factory floor, I was relieved not to stall the SS2000 and even selected the correct ratio (i.e. not third). You soon get used to sensing where first and reverse are, the clutch pedal is light and the change itself makes the gearbox in a Mazda MX-5 seem vague by comparison. It really is that precise and demands purposeful pushes. I also soon overcome a fear of slotting the wrong gear at higher revs.
Some of the other especially engaging things are a centrally-positioned red toggle: flick left or right for each direction of the indicators and back to straight ahead for off. You can’t forget to switch it off either due to loud beeping.
Dinky wipers are also a delight and surprisingly effective. The same applies to a rudimentary fan which has a heater setting and while there is no demister on the plastic back window, the windscreen does have heated elements. Air conditioning? Afraid not.
After a few close calls with almost brushing the wrong pedal, an owner might end up removing their shoes as a habit if they have wide feet. Me, I soon became used to how close the pedals are positioned to one another. That’s another thing you tend to forget worrying about as there are so many great experiences to savour. Such as seeing the suspension working, reflected on the backs of the pod-like headlights.
Your inner kid will utterly love any Seven and the SS2000 may even be the pick of the range: it’s ridiculously light and has just the right amount of power. I was also very happy at just half the claimed 130 mph top speed as the senses are treated to so much excitement.
Corners are the Super Seven 2000’s speciality and as you get ever less cautious, knowing there is no traction control (also, ADAS, what’s that?), the car’s inherent balance and therefore feeling of safety come to the fore.
I don’t know strong the windscreen’s metal supports would be should the worst happen but the tubular roll-over bars and its two braces behind the seats do look and feel sturdy. And basic rear-end shunt protection exists in the form of the spare wheel/tyre: this sits on a special carrier between the tail lights.
A couple of other options besides the roll bars (GBP750) include a low floor (GBP600) plus something else for the lankier clientele, this being a ‘large chassis’ (GBP2,750). You may also request a limited-slip differential (GBP1,250), sports suspension/ rear anti-roll bar (GBP800/220).
Summary
In many ways it’s incredible that the Caterham Seven still exists, so different is it to almost every other car. And therein lies so much of the appeal.
Caterham pricing starts at GBP 29,490 (Seven 170) and goes as high as GBP 79,995 (Seven CSR Twenty), while the as-tested Super Seven 2000 costs GBP 40,990 excluding options. For the SS2000, factory build is GBP 2,595. Weight is just 560 kg and 0-60 mph takes 4.8 seconds.
