{"id":50751,"date":"2018-04-10T10:56:24","date_gmt":"2018-04-10T09:56:24","guid":{"rendered":"https:\/\/www.influx.co.uk\/?p=50751"},"modified":"2022-06-15T12:46:07","modified_gmt":"2022-06-15T11:46:07","slug":"caterham-620s-420r","status":"publish","type":"post","link":"https:\/\/www.adrianflux.co.uk\/influx\/cars\/caterham-620s-420r\/","title":{"rendered":"Caterham 620S – judge, jury, executioner\u2026 and Ocelot."},"content":{"rendered":"

It\u2019s well below zero, and I find myself huddled into my door-less, roof-less blue Caterham 620S, trying to absorb as much of the heat dissipating near instantly from the pocket rocket’s small heaters. Actually, in this weather, the heat from a full-size rocket probably wouldn\u2019t cut it. I\u2019m miserable.<\/strong><\/p>\n

<\/a><\/figure>\n

Parked next to me is Damien Cross. He is un-miserable. Perhaps that\u2019s because he didn\u2019t lose the back end of his less powerful and absolutely, definitely far easier to drive bright green 420R at the hairpin we just went around.<\/p>\n

\"Caterham<\/a><\/figure>\n

The 620 is Caterham at its most aggressive, its maddest, it\u2019s the Caterham you buy should you have absolutely zero fear of death. It ought to be called the \u2018Daredevil\u2019, but I guess 620 will do.<\/p>\n

My little 620S looked rather cute in its fetching Porsche-derived blue paint, but then again Ocelots look cute right up until the moment before they rip your throat out. It turns out the 620S is a bit of an Ocelot in that sense. Thanks to a supercharger, the 2.0-litre engine in the 620 makes around 310 horses, and naturally, all of those horses arrive on the ground via a smallish patch of Avon ZZR semi-slick rubber at the rear of the car. As the Caterham also weights the same as an Ocelot, the result is a power-to-weight ratio somewhere in the region of 520 per ton.<\/p>\n

<\/a><\/figure>\n

It is a remarkably exhilarating machine, but it\u2019s a fussy bugger. Much like your friendly pet Ocelot, the 620 turns its little button nose up at performing in undesirable conditions. Conditions much like those you might find on top of a mountain range in Wales, or Great Britain either side of mid-summer for that matter.<\/p>\n

<\/a><\/figure>\n

At this point, I need to really take a break from writing this article to outline this important information –<\/p>\n

In no way am I a good enough driver to pilot a Caterham 620 in the following conditions:<\/p>\n

– Drizzle
\n– Wet tarmac
\n– Icy tarmac
\n– Snow
\n– Snowy tarmac
\n– Generally cold weather<\/p>\n

So, what happens when you face all of the above on the same day? Well, the little Caterham 620 becomes well and truly out of my league. This is a car that requires absolute skill to drive well in anything other than perfect weather, and despite having a fair few experiences under my belt, I wasn\u2019t really that guy<\/em>. As a result, I actually can\u2019t tell you if it\u2019s any good or not. Yep, I know that\u2019s sort of my job, but nope, can\u2019t do it. What I can assure you of is that there are very few experiences in the motoring world as raw and as exciting as driving this car in the above weather. It\u2019s all down to you, it\u2019s all on you. Your skill, your experiences, and your efforts are rewarded, and your shortcomings are exposed, it\u2019s a motoring judge, jury, and executioner.<\/p>\n

<\/a><\/figure>\n

It\u2019s not the Caterham I\u2019d buy. Having now driven just about every car in the firm\u2019s line-up, it\u2019s reinforced my belief that the better Caterham models sit in the mid-range, and it just so happens that our friend Damien is in the 420R, a car which stretches the Caterham power output theory about as far as it should go.<\/p>\n

<\/a><\/figure>\n

210horses in a car of this size is still supremely fast, and it\u2019s easily the better car out of the two we brought on test, primarily because it is a far more usable car. You can let it sing a bit more, exploit the performance. The 620 needs a circuit and perfect weather to come alive, but Caterham says it still gets plenty of owners asking for even more power. Clearly, these people are mental.<\/p>\n

\"Caterham<\/a><\/figure>\n

If the usability isn\u2019t enough to convince you that the 420 is the better car, perhaps the price will. At 28,910 quids, it isn\u2019t exactly a cheap toy, but actually, when compared to the 620 it makes for remarkably good value. If you want that 620S you\u2019ll need \u00a346,410. That\u2019s nearly \u00a320,000 – or a decent small hot-hatch if you\u2019ve got \u00a350k and want a 420 and<\/em> something more sensible for the day-to-day.<\/p>\n

<\/a><\/figure>\n

The Daredevils among you will naturally gravitate towards the 620, of this there can be no doubt. If you want a test, a challenge, and something about as fast as anything else on the road – providing you can master it – then the 620 is one helluva car to pick. But, if you want something a little more usable, a little lighter, and a little cheaper, then it isn\u2019t even the 420 that you should take a look at – it\u2019s the 310<\/a>.<\/p>\n

So, there we have it. A motoring writer out of his depth, cheerful Damo, and a car that has more in common with an ocelot than it does with most other machines on the road.<\/strong><\/p>\n

\"Caterham<\/a><\/figure>\n","protected":false},"excerpt":{"rendered":"

It\u2019s well below zero, and I find myself huddled into my door-less, roof-less blue Caterham 620S, trying to absorb as much of the heat dissipating near instantly from the pocket rocket’s small heaters. Actually, in this weather, the heat from a full-size rocket probably wouldn\u2019t cut it. I\u2019m miserable. 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