Goodwood Test: 2021 Caterham 420R Review

Let me begin this review with a disclaimer: I’ve never driven a Caterham, or anything of a similar vein before. And while I’ve experienced many a higher power-to-weight ratio (in the form of most modern superbikes), it’s certainly never felt this… extreme. So, apologies in advance for the sheer enthusiasm of my review, but this thing is absolutely bonkers. In a good way, of course.

My first impression was borne of confusion. Confusion as to how the four-point seatbelt did up, confusion as to how to start the car and, overwhelmingly, confusion as to how the hell anyone bigger than my 5ft 7-inch, sized 10-self managed to fit into the carbon-fibre bucket seats. But fit they did, and the potent little 420R proved a firm favourite in the GRR office. However, it was I that drew the short, sporty, yellow straw to take the Caterham home on at the end of the week, ahead of our weekend track debut at a GRRC Autosolo…

Powered by a 2.0-litre Ford Duratec engine, and putting out 213PS (157kW), the 560kg Caterham 420R is named for its horsepower-per-tonne ratio, which makes it one of the most powerful Sevens available – second only to the 620. It’s available in two iterations: the road-biased ‘S’ and the track-focussed ‘R’. Given the nature of Sunday’s competition, we were testing the R version.

While the 420 itself is priced from £34,490, the example we had on test added more than £12k of options, taking the total price to £47,475.02. Admittedly, that sounds like an awful lot for what is essentially an overgrown go-kart, but when you consider the supercar level performance, the price pales into obscurity right?

‘If it’s not broke, don’t fix it’ – that’s the approach Caterham has always taken with its design strategy, and it has been an enduring success. So, today’s Seven still mimics its namesake Lotus, with the tapered nose, open cockpit, bug eyed headlights and exposed wishbones. And that stripped-back nature is partly why it is so widely revered. And there’s just something appealing about a car than can be built (almost) as easily as it is driven – a giant Mechano set through which to relive your childhood.

The Caterham design is classic and simple – everything you need is there, in an attractive and ultra-compact package, with a few added luxuries (we’ll get on to those later). ‘Our’ example was finished in a wonderful Dakar Yellow, resplendent in the sunshine, with 13-inch Apollo Black Alloys and Avon ZZS tyres. With carbon fibre wheel arches completing the look, it oozed cool.

It goes without saying that this fruity little number is built for performance. There are no frills, or even driving aids to speak of, with all 212PS (157kW) and 203Nm (150lf bt) of torque sent straight to the rear wheels via a five-speed, short-throw manual gearbox and limited-slip diff.

The 2.0-litre Ford Duratec engine produces max torque at 6,300rpm, and power peaks slightly later at 7,600rpm. However, with just a dab of throttle it’s all too easy to spin the rear wheels in a cloud of smoke. But when you get the balance right the acceleration is immense.

The steering, meanwhile, is delightfully immediate, and gives the impression that the 420R could turn on a penny even at higher speeds. With no powered element here, you can can feel every little jolt through the tiny quick-release Momo steering wheel.

The sports suspension, while it was bracing on the Motor Circuit’s smooth tarmac, gave no quarter on some of the rutted roads surrounding Goodwood. And due to the incredibly low seating position, I was unaware of potholes until I was basically sat inside them.

At motorway speeds the wind noise was deadening – not dissimilar to a superbike – but the acceleration is still grin-inducing. It was only when I overtook a lorry and made eye-contact with its wheel nuts that I realised the vulnerability of the Caterham’s low stance.

Capacious and Caterham wouldn’t usually be seen in the same sentence. But in my time with the 420R I had a date with my mountain bike, and no car (or lack thereof) was going to get in my way. So, I did what any discerning driver would do, and disassembled my bicycle. Wheels first, then the pedals and finally the frame slotted nicely into the (dust-sheet covered) carbon-fibre passenger bucket seat, forks poking out over the roof cage. The wheels slid in next to it and I set off, my unwieldly passenger strapped in as securely as I.

The cab is equally as practical as the exterior, with everything you could need located within reach of the driver, even when you’re held fast by the unforgiving harness. Simple switches and buttons sit in the black Alcantara-clad dash, each performing a function to no greater degree than is required. The blower has two settings – hot or hotter – while the heated seats (that one element of luxury) add a third option of ‘off’.

The indicators make a shrill beeping noise to remind you that they’re on (incredibly annoying), whereas the headlights don’t, so you have to remember to turn those off yourself, or risk draining the battery. And as a passenger? Well, it’s equally as roomy as the driver’s seat, and twice as terrifying. Plus, if you’re looking for a stranger-in-a-supermarket-carpark’s unsolicited help to manoeuvre your foot into the footwell, this is definitely the car for you (yes, that actually happened…).

Stick the hood on and it gets even cosier – that’s supposing you can actually get all the poppers done up – it took two of us 20 minutes and a whole lot of grunting before the rig was complete.

This section feels a tad redundant, for there really aren’t many (aside from the heated seats), but that’s all part of the Caterham’s charm. Being the ‘R’ variant, this model comes with a host of performance- and safety-enhancing extras. On the safety front, there’s the aforementioned bucket seats and four-point harnesses, a race-ready roll cage and an external battery shut off switch. And to up the ante on track? There’s the limited-slip diff, sports suspension and a host of weight saving carbon fibre elements.

I approached the Caterham expecting to be impressed – but not this much. While the performance is similar to a superbike, the sensation is something entirely different – the incredibly low seating position, immense torque and lack of any kind of driver aid all contributing to a raw, mechanical driving sensation. While it isn’t the most practical, comfortable or forgiving of cars, it’s easy to overlook its peculiarities. After all, it has heated seats and room for a mountain bike – what more could you want?