Get behind the wheel of a Caterham 7 and you immediately forget about those practicalities of motoring life.
Successful formula: not a single part of the Seven's original 1957 design remains, but Caterham's staple model is still recognisable - and highly individual.
There is something gloriously irreverent about a Caterham Seven. While other manufacturers produce ever more sanitised vehicles, measuring success in gadgets per inch, Caterham continues to create cars that focus purely on driving pleasure. Strong sales, an abundant racing scene and a healthy band of devotees bare testimony to the success of this philosophy.
Gloriously irreverent: Small and nimble, the Seven is focused purely on driving pleasure, and is highly suited to Britain's narrow roads
The roots of the Seven lie with Lotus and its founder, Colin Chapman. The Lotus 7, launched in 1957, epitomised his passion for lightweight, nimble and rapid sports cars. Its simple silhouette, chopped rear end and tapered nose are instantly recognisable in the current 7, which, like the Mini and Porsche 911 of the same era, has become a design classic. Caterham's involvement began in 1959 when the company was appointed as the sole concessionaries for the vehicle. However by 1973, Lotus had its eyes set on new projects and Caterham bought the rights to the car. Today's Seven shares not a single part with Chapman's original. The engines, transmissions and suspension have all succumbed to the march of technology, while the minutiae have evolved with time and experience. However, the basic formula is unchanged and the Caterham remains a lightweight, front-engined, rear-wheel drive sports car.
Build your own: You can buy your Seven ready to run, or in kit form if you're feeling ambitious
Sliding down into a Seven requires manual dexterity and sensible shoes. It's best to step on to the seat, pivot through ninety degrees and then to lower your body supported by a hand on the outer wing and another on the transmission tunnel. This is the accepted technique with the hood off, but with the fabric roof in place, anything goes. For the longer limbed, legs first remains the most sensible option with a backside to follow. It's inelegant at the best of times and downright indecent for anyone dressed in a short skirt.
Accessible: even the lower-priced versions of the Seven offer classic - and genuine - sports-car thrills
After completing this complex manoeuvre, you're greeted by a simple facia, which is devoid of frippery. Even a heater is a £195 option on some models and adds unwanted weight. In a car with a mass of around 500kg (or a third of a Ford Mondeo), extra kilos can have a dramatic effect on performance. A trip to the gym or a heavy dose of prunes can shave valuable seconds off your trip to Tescos. It might also help you to squeeze into the seats, which are a tight fit for anyone with child-bearing hips. Legroom is more acceptable but drivers with large feet will find themselves pressing the brake and accelerator simultaneously. Driving in socks or racing boots used to be the only solution. However, in response to customer demand, Caterham is about to introduce an SV (Special Vehicle) version with a wider and longer cockpit for an extra £1250. Codenamed FB or Fat Bastard, this provides more space for 21st century man, without seriously compromising the looks or performance.
Every model has a decent sized boot, which stores the hood while leaving sufficient room for a couple of soft bags. The roof is devilishly awkward to fit with a wealth of press-studs and Velcro, but it keeps the rain out. Security, however, is a different matter. An immobiliser protects the car, but your belongings are an invite to prying hands.
None of this seems to matter, though, when you're behind the wheel. In Britain's congested streets and narrow backroads, the benefit of a small nimble sports car cannot be overestimated. Nor can the impact of raw sensations that excite at low speed. A Porsche 911 Turbo may be quicker, more comfortable and safer than the Caterham but it lacks the intimacy, the delicacy and the sheer sense of bravado that comes with being lodged behind that tiny `wheel. The steering is sharp and fast, a gearchange is a wrist-flick away and although oversteer is readily available in the wet, it's easily corrected and adds to the fun. Not even the Elise can match the driver feedback, which delights the beginner and rewards the experienced.
Five models are available. A good compromise for road use is the Roadsport, which is available with a 1.6-, a 1.8- or a 1.8-litre VVC Rover K-series engine mated to a 5 or 6-speed transmission. Performance of every model is explosive, although the VVC model is more softly sprung and tuned for long distance cruising. For track day enthusiasts, Caterham offers Superlight versions, which boast liberal use of carbon fibre to reduce the weight by 65kg and ensure a 0-60mph time of under 5sec.
Ultimate Caterham thrills, though, come in the form of the motorbike-engined Blackbird or the Superlight R500. The Blackbird uses a 1100cc motorbike engine and a sequential gearshift to provide searing performance - 0-60mph in under 4sec - with a thrilling exhaust note. Quicker still though, is the Superlight R500. With its 230bhp race-derived 1.8-litre engine it reaches 60mph from rest in 3.4sec. Only a McLaren F1 has gone quicker.
All Sevens are available in either Component form or fully built. The build-it-yourself option takes around 70 hours but saves £2250. It's a process that can prove enjoyable or frustrating, depending on your engineering ability and/or patience. Prices range from £10,995 for a Classic kit to £34,200 for a fully built R500. It seems expensive, but bare in mind that depreciation on a Caterham is almost non-existent. The factory can also arrange special deals on finance and insurance.
A Caterham is clearly not a rational purchase and only the masochistic should consider one as an everyday car. However, as a weekend plaything for the road or track it's unbeatable. Few cars at any price can conjure such a heady cocktail of driving delight.
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