Caterham

The legendary crossflow engine that powered the original Lotus Seven and early Caterhams. This 1,599cc pushrod inline-four featured a cast iron block with crossflow cylinder head and five main bearings. The valvetrain used pushrods and rocker arms operating eight valves in a classic crossflow design that gave the engine its name. The engine employed twin Weber 40 DCOE carburetors with manual chokes, while ignition used a Lucas distributor with centrifugal advance. The crankshaft was a cast iron unit with no vibration damper, while the connecting rods were forged steel. With 9.5:1 compression, it produced 84 hp at 5,500 RPM and 92 lb-ft at 4,000 RPM in standard form. The engine's lightweight construction (298 pounds) and sharp throttle response made it perfect for the Seven's minimalist philosophy. This engine established the template for all future Caterham powerplants—light, responsive, and full of character.

The powerful slant-four that created the first high-performance Caterham. This 1,998cc overhead camshaft inline-four featured an aluminum block with iron liners canted at 45°—hence the 'slant-four' name. The valvetrain used a belt-driven single overhead cam operating eight valves via rocker arms. The engine employed twin 45 DCOE Weber carburetors with progressive linkage, while ignition used an Opel distributor with electronic advance. The crankshaft was a forged steel unit running in five main bearings, while the connecting rods were forged steel. With 10.0:1 compression, it produced 150 hp at 6,200 RPM and 130 lb-ft at 5,000 RPM. The engine's powerful top-end charge and distinctive exhaust note made the HPC one of the most exciting Sevens of its era. This engine demonstrated that Caterham could build seriously quick cars while maintaining their pure driving experience.

The experimental V6 that explored a different power delivery character. This 1,998cc 90° V6 was essentially a Vauxhall/Opel unit with two cylinders removed, featuring a cast iron block and aluminum cylinder heads. The valvetrain used pushrods and rocker arms operating twelve valves, with the camshaft mounted in the block. The engine employed triple Weber 40 DCOE carburetors with manual chokes, while ignition used a Lucas distributor with electronic advance. The crankshaft was a cast iron unit running in four main bearings, while the connecting rods were forged steel. With 9.8:1 compression, it produced 135 hp at 5,800 RPM and 130 lb-ft at 4,500 RPM. While smoother than the four-cylinder engines, the V6's weight and complexity ultimately didn't suit the Seven's philosophy. This engine represented an interesting diversion that helped Caterham refine their focus on lightweight four-cylinder power.

The sophisticated twin-cam engine that modernized the Caterham range. This 1,396cc (growing to 1,796cc) twin-cam inline-four featured an all-aluminum construction with separate bore liners and 16 valves. The valvetrain used belt-driven dual overhead cams operating sixteen valves via bucket followers. The engine employed variable valve timing on later versions and used either fuel injection or twin Weber carburetors. The crankshaft was a forged steel unit running in five main bearings, while the connecting rods were forged steel. With 10.5:1 compression, the 1.8L version produced 140 hp at 6,800 RPM and 120 lb-ft at 5,000 RPM. The engine's lightweight construction (265 pounds) and high-revving character made it perfect for the Seven, providing modern performance with classic character. This engine brought Caterham into the modern era while maintaining their essential character.

The robust and tunable Ford engine that became a Caterham staple. This 1,798cc (later 1,998cc) twin-cam inline-four featured a cast iron block with aluminum cylinder head and 16 valves. The valvetrain used belt-driven dual overhead cams operating sixteen valves via hydraulic followers. The engine employed Ford EEC-V engine management with sequential fuel injection, while ignition used a distributorless wasted-spark system. The crankshaft was a cast steel unit running in five main bearings, while the connecting rods were forged steel. With 10.8:1 compression, the 2.0L version produced 150 hp at 6,000 RPM and 130 lb-ft at 4,500 RPM. The engine's robust construction and extensive aftermarket support made it a favorite among Caterham owners. This engine represented the perfect balance of modern reliability and classic tunability for the Seven.

The high-performance evolution that took Caterham to new performance heights. This 1,598cc (growing to 1,998cc) twin-cam inline-four featured an all-aluminum construction with pressed-in iron liners and 16 valves. The valvetrain used chain-driven dual overhead cams operating sixteen valves via mechanical followers. The engine employed Weber-Marelli engine management with individual throttle bodies, while ignition used individual coil-on-plug units. The crankshaft was a forged steel unit running in five main bearings, while the connecting rods were forged steel. With 11.5:1 compression, the 2.0L version in R400 trim produced 210 hp at 7,500 RPM and 150 lb-ft at 6,100 RPM. The engine's race-bred technology and high-revving character created some of the most exciting Caterhams ever built. This engine demonstrated that Caterham could extract extreme performance from production-based engines.

The race-developed masterpiece that created the ultimate naturally-aspirated Caterham. This 2,261cc twin-cam inline-four was developed by Cosworth specifically for Caterham's ultimate models. The engine featured a fully machined billet aluminum block with steel liners and 16 valves. The valvetrain used Cosworth's signature profile grinding on billet camshafts, with titanium valves and springs allowing 8,500 RPM operation. The engine employed individual throttle bodies with Life Racing engine management, while ignition used individual coil-on-plug units. The crankshaft was a forged steel unit with knife-edged counterweights, while the connecting rods were titanium. With 13.0:1 compression, it produced 310 hp at 8,500 RPM and 190 lb-ft at 7,200 RPM. The engine's razor-sharp throttle response and race-bred character created the ultimate expression of Caterham's naturally-aspirated philosophy.

The modern turbocharged engine that brought efficiency and massive torque to Caterham. This 1,596cc (later 1,998cc) turbocharged inline-four featured an all-aluminum construction with direct injection and 16 valves. The valvetrain used twin variable camshaft timing on both intake and exhaust cams, while the turbocharger was a BorgWarner unit with electronic wastegate control. The engine employed direct injection at 2,175 psi pressure, while ignition used individual coil-on-plug units. With 10.0:1 compression and 20.0 psi of boost, the 2.0L version in 360 trim produced 180 hp at 5,500 RPM and 170 lb-ft from 2,000-5,400 RPM. The engine's massive mid-range torque and modern efficiency brought a different character to the Seven while maintaining Caterham's essential driving purity.

The extreme naturally-aspirated engine that set new benchmarks for power-to-weight. Based on the Ford Duratec but extensively modified for maximum performance, this 1,998cc inline-four featured a fully balanced and blueprinted bottom end with Cosworth components. The cylinder heads received full CNC porting and polishing, with larger valves and more aggressive camshafts. The engine employed individual throttle bodies with Emerald engine management, while ignition used individual coil-on-plug units. The rotating assembly was balanced to within 0.1g, with knife-edged crankshaft and steel connecting rods. With 12.5:1 compression, it produced 263 hp at 8,500 RPM and 165 lb-ft at 7,200 RPM. The engine's explosive top-end charge and razor-sharp response created one of the most intense driving experiences available in any production car.

The supercharged monster that delivers supercar performance in a minimalist package. This 2,398cc supercharged inline-four was developed by Caterham and Cosworth specifically for extreme performance. The engine featured a Rotrex C38-91 centrifugal supercharger with integrated intercooler producing 15.0 psi of boost. The valvetrain used Cosworth billet camshafts with titanium springs, while the fuel system used 630 cc/min injectors with dual fuel pumps. The engine management was a Life Racing F88R system with traction control and launch control. With 9.5:1 compression and supercharger assistance, it produced 310 hp at 7,700 RPM and 219 lb-ft at 7,300 RPM. The engine's explosive power delivery and supercharger whine created an entirely new character for Caterham while maintaining their essential driving purity.

The tiny turbocharged engine that proves ultimate lightness trumps ultimate power. This 657cc turbocharged inline-three was sourced from the Suzuki Cervo but extensively modified for Caterham use. The engine featured a tiny IHI RHF3 turbocharger with 10.0 psi of boost and air-to-air intercooler. The valvetrain used a single overhead camshaft operating twelve valves, while the fuel system used Suzuki's proprietary injection system. The engine management was recalibrated for the Seven's lightweight chassis, while ignition used a distributorless system. With 8.5:1 compression and turbocharger assistance, it produced 84 hp at 6,500 RPM and 85 lb-ft at 4,000 RPM. The engine's tiny size (154 pounds) and massive mid-range punch created an incredibly fun and accessible driving experience. This engine demonstrated that Caterham's philosophy was about balance and character, not just ultimate power.

The high-revving motorcycle engines used in special Caterham builds for ultimate responsiveness. These engines ranged from 999cc to 1,340cc inline-fours sourced from motorcycles like the Suzuki Hayabusa and Kawasaki ZX-14R. The engines featured dual overhead camshafts operating 16-20 valves with incredibly high redlines (11,000-14,000 RPM). The engines employed sequential gearboxes with motorcycle-style shift patterns and slipper clutches. The fuel systems used sophisticated injection with ram-air technology, while ignition used individual coil-on-plug units. With 12.5:1 compression, a typical 1.3L Hayabusa engine produced 175 hp at 10,800 RPM and 100 lb-ft at 8,200 RPM. These engines' razor-sharp throttle response and incredible power-to-weight ratios created the ultimate expression of Caterham's lightweight philosophy, though their peaky power delivery required committed driving.

Caterham's exploration of electric power while maintaining their driving philosophy. This system features a single axial flux motor producing 160 kW (214 hp) and 250 Nm (184 lb-ft) mounted in a traditional front-engine position. The motor uses YASA P400 technology with direct oil cooling and 95% efficiency. The battery system is a 40 kWh unit using NMC 622 chemistry with active thermal management, positioned low in the chassis to maintain center of gravity. The power electronics use silicon carbide technology with 98.5% efficiency. The complete powertrain weighs 185 kg (408 pounds), with the battery contributing 280 kg (617 pounds) to total vehicle weight. Caterham's focus is on maintaining the sharp throttle response and adjustable handling that define their cars, using torque vectoring and regenerative braking to enhance rather than replace the driving experience.

The latest evolution of Caterham's classic Duratec formula. This 1,998cc naturally-aspirated inline-four features Caterham's own development of the Ford Duratec architecture. The engine employs individual throttle bodies with Caterham's proprietary engine management system, while ignition uses individual coil-on-plug units. The cylinder heads receive Caterham-specific porting and camshaft profiles, while the bottom end uses fully balanced components. With 11.5:1 compression, it produces 240 hp at 7,500 RPM and 160 lb-ft at 6,300 RPM. The engine's focus is on throttle response and linear power delivery rather than ultimate power, with a broad torque curve that makes it accessible and enjoyable on road and track. This engine represents Caterham's continued commitment to naturally-aspirated purity in an increasingly turbocharged world.

Caterham's vision for maintaining their philosophy in an electric future. This system features two axial flux motors—one per axle—producing combined 240 kW (322 hp) and 500 Nm (369 lb-ft). Each motor uses YASA P400 R technology with 10 kW/kg power density and direct oil cooling. The battery system is a 55 kWh unit using structural battery technology that forms part of the chassis, maintaining the Seven's lightweight construction. The power electronics use fully silicon carbide technology with 99.2% efficiency and 40 kHz switching frequency. The system features torque vectoring across the rear axle and regenerative braking that can be adjusted by the driver. Caterham's focus is on maintaining the sharp, adjustable handling and visceral feedback that define their cars, using electric technology to enhance rather than replace the pure driving experience.

The lightweight close-ratio manual transmission optimized for Caterham's most accessible model. This 5-speed transmission features straight-cut gears for minimal power loss and precise engagement, with ratios carefully selected to keep the tiny engine in its power band. The shift mechanism uses direct cable operation with short throws and positive engagement. The casing is aluminum with integrated mounting points for the Suzuki-derived powertrain. Weighing just 68 pounds, it provides immediate, mechanical feedback that enhances the pure driving experience while perfectly matching the character of the lightweight chassis.

The race-derived sequential transmission for Caterham's ultimate performance models. This 6-speed transmission features dog-ring engagement for lightning-fast shifts without clutch operation, with straight-cut gears for maximum strength and efficiency. The system employs a pneumatic shift mechanism with adjustable shift firmness and automatic throttle blipping on downshifts. The casing is magnesium alloy with integrated oil cooling and scavenge pumps for sustained track use. Weighing 145 pounds, it provides professional-level shift speeds and durability while maintaining the mechanical purity that defines the Caterham experience.

The torque-sensing limited-slip differential that maximizes traction in Caterham's lightweight chassis. This differential uses helical gears and preloaded clutch packs to provide progressive lock-up under power, with lock-up rates from 25-45% depending on model and application. The unit features optimized ramp angles for smooth engagement and minimal torque steer, while the casing is aluminum with fins for heat dissipation. Weighing just 28 pounds, it provides exceptional traction out of corners while maintaining the adjustable handling balance that makes Caterhams so engaging to drive at the limit.

Founded in 1973 when Graham Nearn acquired the rights to the Lotus Seven from Colin Chapman, Caterham became the torchbearer for one of automotive history's most pure driving machines. Chapman's original 1957 Seven embodied his famous "simplify and add lightness" philosophy, prioritizing lightweight engineering above all else—a principle that Caterham has faithfully maintained through five decades of continuous Seven model evolution. Originally based in Caterham, Surrey, the company now operates from Dartford while preserving the kit car tradition that allows enthusiasts to build their own component cars. Despite transitioning to Japanese ownership under VT Holdings in 2021, brand continuity and the lightweight philosophy remain sacrosanct. Caterham's unwavering commitment to driving purity has made the Seven a track day staple and earned fierce loyalty from enthusiasts who recognize that sometimes the most rewarding automotive experience comes not from technology or luxury, but from the elemental connection between driver, machine, and road—precisely what Chapman envisioned nearly 70 years ago.