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Matt Brogan13 Apr 2014
REVIEW

Caterham Seven CSR 175 2014 Review

The open-wheeler relationship might be an unorthodox one, but it's a partnership well worth the effort

Caterham Seven CSR 175
Road Test

The Seven is one of the automotive world’s oldest nameplates. If you delve deep enough, you can trace the badge back as far as 1957 (with Lotus). The Caterham-built version comprises 40 years of that history with a package that adheres faithfully to its origins, albeit with some nods to modernity. A club racer in its truest sense, the Caterham Seven sticks closely to its designer’s ethos: “Simplify, then add lightness”, and is available in its base form locally from $69,990 (plus on-road costs).

As simple as the Caterham Seven might appear, it sure does have a long and complicated history; though you wouldn’t know it once you’re sat behind the wheel. As soon as you slide the seat into place you’re at one with 600kg of steel and aluminium, and with an experience that will react to your slightest input with accuracy.

It is, however, a car that will bite. There's a definite 'edge' to its grip, and one that arrives quite suddenly should you try a little too hard.

It’s an experience lacking in many modern cars where the driver is largely isolated from the haptic and aural sensations of the vehicle’s mechanical package. In the Seven there’s no such separation -- the steering, brakes and clutch have no power assistance; there are no electronic driver aids and no airbags; there’s also next-to-no heat or noise insulation, no air-conditioning, no radio, no Bluetooth and no sat-nav.

But you know what? None of that matters.

As unforgiving as the Caterham might well be, it’s equally effusive. You can feel every last reaction. From the wheels gripping the black-top to the engine twisting on its mounts under hard acceleration and the direct action of the pedals and gearshift -- and even the steering reacting to the change in road surface and throttle input in bends -- the Seven just talks to your senses, though it’s not always a pleasant conversation.

The differential is noisy on overrun and the wind noise at freeway speeds literally painful. There’s no heat insulation either and, with the roof on, the cabin of the Seven is akin to doing Bikram yoga in a Finnish sauna. Caterham reassures us the Seven on loan was no different to any other, saying simply it’s a case of “TADS” (They All Do that, Sir).

Currently, the CSR 175 (or Cosworth Seven Racing, 175 horsepower) sits second from the top in Caterhams’s local Seven line-up. The range is offered with two four-cylinder engines, the second arriving in three states of tune.

In the CSR 175, this sees the 2.0-litre Ford-Cosworth Duratec unit (a fettled version of the Ford Focus’ engine) making 127kW at 7200rpm and 177Nm from a peaky 6000rpm. Our test vehicle was fitted with an optional Caterham-built six-speed manual transmission, replacing the standard five-speed unit, while an optional limited-slip differential (3.38:1) feeds drive to the rear wheels.

It’s an arrangement that’s immensely tractable, and quick. In normal conditions the little Seven will outpace even the most aggressive opponent from the ‘lights. But give it a little more and the engine takes on an entirely different persona; close to redline the soundtrack is utterly intoxicating.

The CSR 175’s wider and stiffer series five (SV, if you know your Roman numerals; Caterham can’t sell the smaller series three chassis locally due to ADR legislation) chassis is sprung by an inboard double wishbone arrangement with adjustable anti-roll bar up front and fully independent wishbone arrangement at the rear.

The latter chews in to what little luggage space the Seven offers, but there’s still enough room for a couple of helmets and an overnight bag. The independent rear-end also spells the omission of a spare wheel carrier.

As you may have guessed by now, all of these concessions mean the CSR 175 isn’t the sort of car you could live with day-to-day; I know, I tried. Its packaging is simply far too compromised and its focus too pointed to endure the rigmarole of the workday commute, for which it wasn’t designed. Having said that, the ride isn’t uncomfortable ride and nor is it a difficult car to drive...

...Though I wouldn’t say it’s easy, either. And I certainly wouldn’t say it’s forgiving. You need to understand how a vehicle operates and be, at least moderately, mechanically compassionate. The light flywheel, which incidentally makes for fuss-free heel and toe downshifts, is intolerant of a clumsy clutch foot. If you don’t get off the line cleanly, you’ll stall it. Get a feel for the short take-up, though, and the feedback is brilliant.

It’s a similar story when it comes to steering. The rack is quick and the action precise, allowing perfect placement through corners. It’s helped along by the fact you can actually see the wheels on the road. A word to the wise though, this can be a little mesmerising, and can detract from your concentration.

Driving an open-wheeler is quite an enthral experience, and the guy at the wheel isn’t the only one to make that observation. It seems other motorists are equally delighted – I stopped counting just how many mobile phones were pointed at me as I sat crawling in stop-start traffic.

Which is quite a daunting experience in itself; even the humble Toyota Corolla looks large by comparison, and truck tyres are terrifying. They’re just so much taller than the Caterham’s lightweight 15-inch jobbies, which incidentally house four of the brawniest little disc brakes I’ve sampled, and are shod with Avon CR500 bags which are essentially soft, all-weather, road-legal track tyres.

But if there was one final sticking point to Seven ownership it has to be the admission charge. In Australia, and due partly to the tax arrangement exacted on cars of this kind, the Caterham’s list price is quite immoderate, in fact you might say it’s Caterham to a niche... At $89,990 before you even start ticking options boxes, or doling out the on-road charges, it’s not what you’d call motoring for the everyman. But its value is largely subjective.

I compare it to buying a ticket for a ride on a roller coaster. Your 60-year-old mum might think it’s the worst outlay she’s ever made, but your 15-year-old son will love every moment. Now I’m not saying that Caterham owners are akin to adolescents, but they are the kind that will happily part with the cash required to partake in the experience.

And it’s the experience of driving a Caterham that is really what it’s all about. The connection with the car, the road, and the pleasure of feeling it all work with and around you isn’t for everyone, but it sure works for me. The open-wheeler relationship is one you have to work at, and there are bound to be a few people who’ll baulk at the effort that entails, but like any partnership the effort is worth the return.

The CSR 175 is truly a car whose unanimity with the driver has reset what I’ve come to know of tenacious handling -- and what at least one manufacturer might call ‘driving pleasure’. In short, it’s as close as you can get on four wheels to riding a motorcycle and, even if it does sweat the weight off you and contribute to hearing loss, it’s worth it just to say you’ve done it. Grassroots motoring at its very best.

2014 Caterham Seven CSR 175 pricing and specifications:
Price:
$89,990 (plus on-road costs)
Engine: 2.0-litre four-cylinder petrol
Output: 127kW/177Nm
Transmission: Six-speed manual*
Fuel: 9.3L/100km* (ADR Combined)
CO2: 216g/km* (ADR Combined)
Safety Rating: N/A

*When fitted with optional six-speed gearbox.

What we liked: Not so much:
>> Scintillating performance >> Roof-on practicality and vision
>> Tenacious road holding >> Vulnerability in traffic
>> Candid mechanical feedback >> Roof-off wind noise


2014 Caterham Seven CSR 175 pricing (as tested):
Caterham Seven CSR 175:
$89,990 (plus on-road costs)
Six-speed manual transmission: $6865
Limited-slip differential (3.38:1): $2860
Carbon-fibre front wings: $890
Front wings painted: $260
Track-day rollover bar: $630
Battery master switch: $395
Metallic paint (Anniversary Green with F1 livery): $3860
Road four-point harness: $260
12-volt power outlet: $230
Push-button starter: $120
Total: $106,360 (plus on-road costs)

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Written byMatt Brogan
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