Original subtitles

Narrator: TODAY ON "HOW IT'S MADE: DREAM CARS,"

THE CATERHAM 7, A LIGHTWEIGHT BRITISH CAR

DESIGNED FOR ROAD, TRACK, AND RACE.

-- Captions by VITAC -- www.vitac.com

CAPTIONS PAID FOR BY DISCOVERY COMMUNICATIONS

THE PARKING LOT IN FRONT OF THE CATERHAM CARS

HEAD OFFICE IN DARTFORD U.K. SHOWCASES VARIOUS 7 MODELS.

ALL HAVE STRIKING DESIGN

AND STATE-OF-THE-ART ENGINEERING IN COMMON.

FROM THE HIGH PERFORMANCE SUPERLIGHT R400

TO THE FUTURISTIC AEROSEVEN CONCEPT,

OR THE SUPERLIGHT R300 CHAMPIONSHIP RACECAR.

THE MODEL DATES BACK TO THE ORIGINAL 1957 DESIGN

OF THE LOTUS 7 BY COLIN CHAPMAN.

BASED ON A PHILOSOPHY OF PERFORMANCE THROUGH SIMPLICITY,

CHAPMAN DESIGNED THE FIRST 7 AS A LIGHTWEIGHT CAR

AND PEOPLE COULD EASILY ASSEMBLE THEM THEMSELVES.

THE BASIC FEATURES OF THE CAR

REMAIN SIMILAR AND TRUE TO THE ORIGINAL 1950'S DESIGN.

THE SLIM FRAME WRAPPED IN A THIN ALUMINUM BODY,

AND THE TRADITIONAL FREESTANDING HEADLIGHTS

ARE SOME CLASSIC FEATURES OF THE 7.

WITH ITS FULLY INDEPENDENT SEMI-RACE SUSPENSION

AND REAR WHEEL DRIVE,

THE 7 CAN BE CUSTOMIZED FOR CASUAL ON-ROAD DRIVING

OR FOR ON-TRACK RACING.

THE CATERHAM 7 SELF ASSEMBLY KIT

INCLUDES A PREASSEMBLED SPACE-FRAME CHASSIS,

THE ENGINE, AND A SET OF PREFITTED COMPONENTS.

OVER 500 PARTS GO INTO THE MAKING OF A 7.

THE CATERHAM TECHNOLOGY AND INNOVATION CENTER IN HINGHAM

IS WHERE DESIGN AND ENGINEERING

FOR THE MODERN MODELS TAKE PLACE.

ENGINEERS WORK ON VIRTUAL DESIGNS ON 3D CAD SYSTEMS.

ONE ENGINEER WORKS ON THE LIVE AXLE REAR SUSPENSION,

WHILE ANOTHER WORKS ON THE SPACE FRAME CHASSIS AND BODY DESIGN.

THE CAD SYSTEMS REGISTER THE FEATURES OF EACH CAR

BEFORE IT GOES INTO PRODUCTION.

AT THE WESTBURY WELDING SHOP, WORKERS ASSEMBLE PRE-CUT,

HIGH GRADE STEEL TUBING TO FORM THE CHASSIS SPACE FRAME PARTS.

A WELDER ASSEMBLES THE CHASSIS PART CALLED THE BOW ON A JIG,

AND WELDS THE TUBES TOGETHER AT VERY PRECISE ANGLES

USING AN ELECTRIC TIG WELDER.

HE PERFORMS A VISUAL INSPECTION

TO MAKE SURE THAT ALL WELDING SEAMS ARE SOLID AND STRONG.

MOST PARTS ARE DESIGNED WITH OPEN TRIANGULAR SHAPES

WHICH PREVENTS THE CHASSIS FROM TWISTING.

A WORKER STARTS WELDING THE FRAME PARTS TOGETHER

ON A CHASSIS ASSEMBLY JIG.

THE WELDING AROUND THE FRONT SUSPENSION

MUST BE VERY ACCURATE

TO GIVE THE CAR THE BEST POSSIBLE HANDLING.

THANKS TO ITS OPEN FRAME DESIGN, TYPICAL OF LOW-VOLUME BUILD,

THE ASSEMBLED CHASSIS WEIGHS A MERE 150 POUNDS.

TWO WORKERS NOW GET READY TO ASSEMBLE THE DASHBOARD HOOP.

THEY CLAMP THE HOOP TIGHT ON A WELDING JIG,

AND ONE WORKER HOLDS IT FIRMLY WHILE THE OTHER ONE WELDS.

HE SPOT WELDS THE HOOP ON BOTH SIDES

ENSURING IT IS STRONGLY ATTACHED TO THE FRAME.

THE WORKERS UNCLAMP THE HOOP WELDING JIG

AND MOVE IT OUT OF THE WAY

BEFORE GRINDING THE WELD PROFILES

FLAT WITH A DUAL ACTION SANDER.

THE ASSEMBLED SPACE FRAME CHASSIS

IS MADE OF MACHINE TUBING WITH HOLES FOR BOLTS

AND SOCKETS FOR THE FRONT SUSPENSION ARMS.

IT GOES THROUGH A MULTISTAGE ELECTROSTATIC PAINTING PROCESS.

A WORKERS RUBS SOAP ON A CORNER OF THE ALUMINUM SHEET

USED FOR THE BODYWORK.

SHEETS COME PRECUT AND PREFORMED,

BUT NEED TO BE HAND FORMED AROUND THE ANGLES.

USING A HIGH TEMPERATURE PROPANE CYLINDER BLOW LAMP,

HE HEATS UP ALUMINUM TO SOFTEN THE SHEET

AND MAKE IT MORE MALLEABLE AND DUCTILE.

THEN HE FOLDS THE CORNER

AROUND THE TOP BAR FRAME OF THE CHASSIS.

WHEN THE SOAP TURNS BROWN,

THE WORKER KNOWS THE ALUMINUM IS AT THE RIGHT TEMPERATURE,

AND HE STARTS HAMMERING THE SHEET

TO FOLD IT TIGHTLY AROUND THE FRAME.

HE FLATTENS THE SHEET AROUND THE TOP BAR FRAME

AND KEEPS ON HAMMERING

UNTIL FOLD INCREASES IN THE SHEET BEGIN TO DISAPPEAR.

HE MAKES A COARSE FINISH OVER THE CORNER

WITH A LONG, FINE FILE

TO LEVEL THE ALUMINUM SHEET AS MUCH AS POSSIBLE.

HE THEN TAKES A DUAL-ACTION SANDER

AND RUNS OVER THE CORNER USING THE MULTI-ACTION

ROTARY SANDING DISK TO ELIMINATE ALL TRACES OF THE BENDING.

HE FINALLY POLISHES THE METAL WITH A CORK SANDING BLOCK,

SMOOTHING OUT THE BODYWORK ALL AROUND THE CORNER

TO REACH A MIRROR-SHINE FINISH.

THE BODYWORK IS NOW FULLY AND SEAMLESSLY

WRAPPED AROUND THE FRAME.

THE BODYWORK IS COMPOSED OF TWO ALUMINUM SHEETS,

WHICH A WELDER JOINS AROUND THE BOW USING A ELECTRIC TIG PLANT.

THE WELDER APPLIED A POLISHING LUBRICANT

CALLED TALLOW,

WHICH PREVENTS THE ALUMINUM DUST FROM CONTAMINATING THE ABRASIVE

USED TO GRIND DOWN THE WELDING SEAM.

THE WELDER USES A BELT SANDER TO START FLATTENING OUT THE WELD.

HE REMOVES MOST OF THE WELDING PROFILE

BEFORE HE TAKES AN ORBITAL SANDER

TO COMPLETELY GRIND OFF THE WELDING SEAM.

HE POLISHES THE WELDING WITH A RUBBING FINISHING BLOCK

AND CLEANS AWAY THE RESIDUE.

THE ASSEMBLED SPACE-FRAME CHASSIS

GOES TO THE COORDINATE-MEASURING MACHINE.

A SPRING-LOADED POINTER MEASURES THE CHASSIS

TO ANALYZE THE ACCURACY OF THE BUILD.

A COMPUTER THEN COMPARES THE DATA

TO DESIGN INFORMATION RECORDED IN THE CAD SYSTEM.

Narrator: THE EIGHT-SPOKE RIM IS A KEY FEATURE

OF MODERN CATERHAM 7 DESIGNS.

THE FORGED AND CNC-MACHINED ALUMINUM ALLOY

MAKES THE RIMS LIGHT,

WHILE THE V-SPOKE SHAPE PROVIDES THE WHEELS

WITH RESISTANCE AND FLEXIBILITY.

A VIRTUAL ENGINEERING SOFTWARE

ENSURES THAT THE FEATURES OF THE RIM

MEET THE REQUIREMENTS OF THE CAR.

THE COMPUTER PERFORMS STRESS ANALYSIS,

CORNER FATIGUE, AND IMPACT TESTING.

DESIGN CONTROL AND QUALITY PLANNING

ALSO INVOLVE CASTING SOLIDIFICATION SIMULATION.

A COMPUTER PROGRAM SIMULATES THE MOLD FILLING

AND THE ALUMINUM ALLOY SOLIDIFICATION

AND COOLING PROCESS.

THIS STEP MAXIMIZES FORGING QUALITY

AND MINIMIZES PRODUCTION COSTS BY REDUCING DEFECTS AND SCRAP.

THE RIMS ARE MADE

USING A STAMPED FORGING PRODUCTION TECHNOLOGY,

A COMMON TECHNIQUE USED IN THE AUTOMOTIVE INDUSTRY.

A BLACKSMITH POURS MELTED ALUMINUM

INTO THE HEATING PRESS MOLD.

THE SMITH CLOSES THE LID OF THE MOLD

TO PREVENT THE BURNING HOT METAL FROM LEAKING OUT

FROM THE HEATING PRESS.

STAMP FORMING INVOLVES THE APPLICATION

OF CONTINUOUS COMPRESSIVE

AND TENSILE FORCES ON A WORK PIECE

WITH A SINGLE SLOW AND CONTROLLED STROKE

OF A STAMP TOOL.

AS THE STAMP TOOL MOVES BACK UP,

IT LIFTS THE FORGED RIM OUT OF THE FORMING DYE.

FORGED RIMS ARE THREE TO FOUR TIMES LIGHTER THAN CAST RIMS,

WHICH HELPS REDUCE THE TOTAL WEIGHT OF THE CAR.

THEY HAVE A BETTER IMPACT RESISTANCE

AND ARE FAR MORE DURABLE, AND ENHANCE FUEL EFFICIENCY,

BRAKE-SYSTEM LIFE, AND GENERAL DRIVING SAFETY.

THE FORGED RIMS GO THROUGH

A THOROUGH MATERIAL ANALYSIS PROCESS.

AND X-RAY CAMERA PERFORMS A GEOMETRY CHECK

AS WELL AS A CHEMICAL AND METALLURGICAL STRENGTH ANALYSIS

TO DETECT ANY PRODUCTION FLAWS.

THE PRE-FINISHED RIM LACKS ASSEMBLY HOLES

FOR THE WHEEL NUTS AND STILL HAS VARIOUS FORMING MARKS.

THE CNC TURNING AND MILLING PROCESSES

REMOVE ALL OF THESE TRACES.

THE SHAPE OF THE CNC-MACHINED RIM VARIES

DEPENDING ON THE TYPE OF ALLOY USED

AND THE TYPE OF WHEEL MODEL BEING MADE.

ALL RIMS GO THROUGH THE SAME THREE-STAGE PAINTING PROCESS

BEFORE THEY ARE READY TO BE MOUNTED WITH TIRES.

FIRST, AN ELECTROSTATIC SPRAY PAINTER

APPLIES A COAT OF WHITE PRIMER.

THE PAINTED RIM THEN GOES TO A CNC TURNING MACHINE.

THE BLADE REMOVES THE PAINT AND PRIMER COATS

ON THE TOP EDGE OF THE RIM.

THE MACHINE SPRAYS WATER TO REDUCE THE HEAT

GENERATED BY FRICTION OF THE BLADE AGAINST THE RIM,

WHICH TURNS AT A SPEED OF 1800 ROTATIONS PER MINUTE.

ONCE THE TURNING IS COMPLETE, THE BLADE MOVES AWAY,

REVEALING THE ORIGINAL ALUMINUM FINISH OF THE RIM.

THE TURNED RIM

GOES THROUGH AN ELECTROSTATIC LACQUER COATING APPLICATOR,

WHICH APPLIES A FINE TRANSPARENT FILM OVER THE PAINT.

ELECTROSTATIC PAINTING AND LACQUERING TECHNIQUES

MAKE A UNIFORM PROTECTIVE COATING

THAT IS ABRASION RESISTANT.

Narrator: THE ENGINES USED FOR THE CATERHAM 7 SERIES

ARE SMALL AND COMPACT.

THIS 2-LITER L4 ENGINE

IS EQUIPPED WITH AN ULTRA SMALL 40 AMPERES ALTERNATOR,

AND A SIX-SPEED SEQUENTIAL TRANSMISSION GEARBOX.

A CATERHAM ENGINEER MAKES THE ADJUSTMENT

BETWEEN THE CYLINDERS AND THE PISTONS.

USING A CAREFULLY MACHINED PIECE OF METAL CALLED A FEELER GAUGE,

HE CHECKS THE CLEARANCE BETWEEN THE PISTON AND THE CYLINDER WALL

AND WRITES THE MEASUREMENTS DOWN TO THE MILLIMETER.

THIS METICULOUS PROCESS IS INTENDED

TO GET THE BEST POSSIBLE FIT

BETWEEN THE PISTONS AND THE CYLINDER BORES.

THE ENGINEER INSERTS PISTONS RINGS INSIDE THE CYLINDER.

THE RINGS FIT INTO THE GROOVE

ON THE OUTER DIAMETER OF THE PISTONS

TO SEAL THE GAP BETWEEN THE PISTON AND THE BORE.

THEY PREVENT OIL AND GAS

FROM LEAKING OUT OF THE COMBUSTION CHAMBER

THEREBY MAXIMIZING THE EFFECT OF THE DISPLACEMENT.

THE ENGINEER CHECKS THE FIT BETWEEN THE PISTON HEAD

AND RINGS IN EACH CYLINDER.

HE FINALLY MEASURES THE RING GAP,

WHICH MUST BE WIDE ENOUGH TO ALLOW FOR EXPANSION,

BUT NOT TOO WIDE TO PREVENT LEAKAGE.

THE ENGINEER NOW GETS READY

TO MEASURE THE VOLUME OF THE CYLINDER VALVE PORTS.

HE COVERS ONE VALVE PORT WITH A ROUND PLEXIGLASS.

THEN HE TAKES A VOLUMETRIC PIPETTE

FILLED WITH A RED-COLORED CONTROL FLUID

AND STARTS POURING IT INTO THE VALVE CROWN.

AS THE LIQUID EMPTIES FROM THE PIPETTE,

IT PROGRESSIVELY FILLS THE VALVE CROWN CAVITY

UNTIL THERE IS NO AIR LEFT UNDER THE PLEXIGLASS.

THE PORT VOLUME IS KEY TO AN OPTIMAL AIR FLOW.

A GOOD MATCH BETWEEN ALL FOUR PORTS

WILL ENSURE THAT ALL CYLINDERS DELIVER AN EVEN DISPLACEMENT.

THE ENGINEER NOW STARTS ASSEMBLING THE CYLINDER HEAD

TO THE ENGINE BLOCK.

HE INSTALLS THE GASKET ON THE ENGINE BLOCK.

HE THEN PLACES THE CYLINDER ON TOP OF THE ENGINE BLOCK,

CAREFULLY ALIGNING THE ASSEMBLY BOLT HOLES

WITH THE SOCKETS IN THE BLOCK.

HE APPLIES HIGH TEMPERATURE GREASE

ON THE THREADED HEAD OF THE BOLTS WHICH

ENDURE HIGH PRESSURE AND TEMPERATURE INSIDE

THE CYLINDER HEAD.

HE STARTS MANUALLY ASSEMBLING THE BOLTS

FOLLOWING A CRISS-CROSS TIGHTENING SEQUENCE.

THIS ALLOWS HIM TO BALANCE THE PRESSURE AND THE TENSION

OF THE CYLINDER HEAD ON THE ENGINE BLOCK.

ONCE HE'S DONE,

HE GIVES THE BOLTS A FINAL TORQUE WITH THE WRENCH.

HE MUST GIVE ENOUGH TORQUE

TO KEEP THE BOLTS FROM SLACKING WITH TIME,

BUT NOT TOO MUCH TO AVOID STRIPPING THE THREADS.

THAT COULD MAKE THEM HARDER TO REMOVE FOR MAINTENANCE

OR REPAIR OF THE ENGINE.

THE ENGINEER ATTACHES A SEQUENTIAL RACING TRANSMISSION

GEARBOX TO THE ENGINE.

THE TRANSMISSION BELT HOUSING IS FITTED TO THE ENGINE BLOCK

AND CONNECTS WITH DOWELS DESIGNED TO ALIGN

THE TRANSMISSION GEAR WITH THE ENGINES CRANK SHAFT.

THE ENGINEER MANUALLY INSERTS THE ASSEMBLY BOLTS

AND USES A WRENCH TO GIVE THEM THE PROPER TORQUE

TO SECURELY FASTEN THE TRANSMISSION GEARBOX

TO THE ENGINE BLOCK.

COMPACT FOUR-CYLINDER FORD ENGINES LIKE THIS ONE

POWER MOST CARS OF THE 7 SERIES.

THEY COME WITH A 1.6- OR 2-LITER DISPLACEMENT CAPACITY

DEPENDING ON THE MODEL.

BY COMPARISON, THE SUZUKI ENGINE IS MUCH SMALLER

WITH ITS FIVE-SPEED GEAR BOX AND THREE-CYLINDER 660 CC TURBO,

IT DELIVERS 80 HORSEPOWER TO THE RETRO 7 160 MODEL.

Narrator: VARIOUS DASHBOARD CONFIGURATIONS

ARE AVAILABLE FOR DIFFERENT CATERHAM 7 MODELS,

FROM THE MODERN TACHOMETER

WITH ELECTRONIC RACE INSTRUMENTATION DISPLAY,

TO THE RETRO DASHBOARD CONTROLS

WITH DIAL GAUGES AND TOGGLE SWITCHES.

AT THE DARTFORD PRODUCTION FACILITY,

MECHANICS MANUALLY ASSEMBLE VARIOUS MODELS

FROM THE CATERHAM 7 SERIES.

ONE MECHANIC APPLIES

HIGH-PERFORMANCE DOUBLE-SIDED TAPE

ON THE DASHBOARD HOOP.

AUTOMOTIVE TAPE PROVIDES A STRONG SECURE CONTACT BOND,

WHICH DOES NOT SLACK

WHEN EXPOSED TO NORMAL ROAD VIBRATION.

THE BUILD MECHANIC, NEVERTHELESS,

ADDS SOME MASTIC TO THE BASE OF THE DASHBOARD HOOP

TO SEAL THE DASHBOARD PANEL IN PLACE.

HE PLACES THE PANEL ON THE HOOP

AND GENTLY PRESSES IT ONTO THE ADHESIVE.

THE MECHANIC ALIGNS IT WITH THE BASE OF THE DASHBOARD HOOP

AND PUSHES DOWN FIRMLY TO ENSURE ADHESION

ACROSS ALL POINTS OF THE PANEL.

HE WRAPS THE BASE OF THE DASHBOARD

WITH HOLDING TAPE UNTIL THE MASTIC SOLIDIFIES,

AND ADDS TAPE ON TOP OF THE DASHBOARD

TO HOLD IT IN PLACE WHILE THE ADHESIVE SETS.

UNDERNEATH THE SCUTTLE WITH THE WINDSHIELD WIPER POSTS,

THIS DASHBOARD IS MOUNTED WITH CLASSIC DIAL GAUGES,

ROCKER SWITCHES, AND BUTTONS.

A BUILD MECHANIC NOW ASSEMBLES THE ALUMINUM FUEL TANK.

HE INSERTS THE FUEL SENDER UNIT AND THE LEVEL SENSOR

IN THE FUEL TANK AND PUSHES THE UNIT FIRMLY INTO PLACE.

HE SCREWS A PLASTIC RING ON TOP OF THE FUEL SENDER

AND CLOSES IT WITH A WRENCH.

HE INSERTS THE FUEL TANK UNDERNEATH THE BOOT BOARD

IN THE BACK OF THE CAR

AND ALIGNS THE FUEL FILLER

WITH THE PREDRILLED SLOT IN THE BODYWORK.

HE TAKES THE FILLER CAP

AND PLACES IT ON TOP OF THE FUEL FILLER NECK PROTECTOR.

HE INSERTS ASSEMBLY BOLTS TO HOLD THE FILLER CAP IN PLACE,

AND TIGHTENS THEM USING A SMALL TORQUE WRENCH.

THE FUEL TANK CAPACITY VARIES FROM 8 GALLONS

TO 11 GALLONS DEPENDING ON THE MODEL.

WITH THE LIGHTWEIGHT CHASSIS AND RUNNING GEAR,

THE CARS HAVE A REASONABLE FUEL ECONOMY.

TWO BUILD MECHANICS NOW INSTALL THE FRONT BONNET LATCHES.

THEY APPLY MASKING TAPE

TO PROTECT THE ALUMINUM BODYWORK FROM SCRATCHING

DURING THE INSTALLATION OF THE CATCHES UNDERNEATH THE LOCK.

FIRST, THEY PLACE THE CATCH IN POSITION,

ALIGNING IT WITH THE LOCK RIVETED ON THE BONNET.

THEY PUSH THE CATCH FIRMLY AGAINST THE TAPE

TO MARK THE POSITION OF THE HOLE.

THEN ONE MECHANIC DRILLS A HOLE THROUGH THE TAPE AND INTO THE BODYWORK.

AFTER REMOVING THE TAPE,

THE MECHANIC ALIGNS THE CATCH ONCE AGAIN TO THE BONNET LOCK

AND HOLDS IT IN PLACE

WHILE THE OTHER MECHANIC RIVETS IT TO THE BODYWORK.

THEY REPEAT THE PROCESS ON THE OTHER SIDE OF THE BONNET

AND FINISH THE INSTALLATION WITH TWO SPRINGS

NEAR THE FRONT SUSPENSION.

A BUILD MECHANIC NOW ASSEMBLES THE FRONT SUSPENSION ARM

KNOWN AS THE WISHBONE.

THE INDEPENDENT SUSPENSION

ALLOWS THE FRONT WHEELS TO MOVE INDEPENDENTLY.

IT ALSO GIVES A BETTER CONTROL

OVER THE CAMBER ANGLE OF THE WHEELS

AND HELPS MINIMIZE THE ROLL OR SWAY OF THE CAR

ON THE ROAD OR TRACK.

A WORKER NOW ASSEMBLES THE ENGINE

TO THE CHASSIS OF THE CAR.

THIS SUPERCHARGED FORD DURATECH 2-LITER, 310 HORSEPOWER ENGINE

WEIGHS JUST UNDER 275 POUNDS.

WITH THE TRANSMISSION GEAR,

IT FITS TIGHTLY INTO THE CHASSIS OF THE 7 620R.

NEAR THE END OF THE ASSEMBLY LINE,

WORKERS MOUNT THE LAST PIECES OF THE CAR.

ONE MECHANIC MOUNTS THE REAR WINGS OVER THE REAR AXLE.

THE FIBERGLASS WING IS FITTED WITH A CARBON-FIBER PROTECTOR.

WORKERS FINISH FITTING THE INTERIOR OF THE COCKPIT

OF ANOTHER CAR.

THE CAR IS EQUIPPED WITH AN ENGINE COOLANT RADIATOR

AT THE FRONT.

ONE MECHANIC MOUNTS A REAR ROLL BAR

TO THE CHASSIS BEHIND THE COCKPIT OF THE CAR.

ANOTHER WORKER INSTALLS THE SIDE EXHAUST PIPE AND SILENCER

BEFORE THE CAR MOVES AHEAD ON THE ASSEMBLY LINE.

A MECHANIC MOUNTS THE WHEELS ON THIS 7 620R.

THE FORGED RIMS ARE FITTED WITH TRACK-INSPIRED TIRES

DESIGNED TO OPTIMIZE

BOTH ON-ROAD AND ON-TRACK PERFORMANCE.

HE GIVES THE WHEEL A MANUAL SPIN

TO ENSURE IT TURNS FREELY ON THE AXLE.

ONCE ALL FOUR WHEELS ARE ASSEMBLED,

THE MECHANIC INSTALLS THE NOSE CONE.

THERE IS PLENTY OF VENTING SPACE

TO ALLOW THE RADIATOR TO PROPERLY COOL THE ENGINE.

THE FRONT BONNET ALSO HAS BUILT-IN COOLING VENTS

AND AIR INTAKES FOR THE ENGINE.

THE MECHANIC FINALLY SECURES THE BONNET IN PLACE

WITH THE BONNET LATCHES.

THE CAR IS UP ON THE VEHICLE RAMP FOR FINAL INSPECTION.

FROM UNDERNEATH THE CHASSIS,

WE HAVE A CLEAR VIEW OF THE FRONT SUSPENSION,

THE ENGINE AND TRANSMISSION TUNNEL,

AND THE LIVE AXLE AT THE REAR OF THE 7 160.

A DRIVER TAKES THE CAR TO THE PARKING LOT

BEFORE GOING FOR A 12-MILE ROAD TEST.

TWO ROAD-READY CARS WAIT TO GO OUT TO THE TEST TRACK.

THE AEROSCREEN WINDSHIELD

IS A STANDARD FEATURE OF MANY 7 MODELS.

THE 160 MODEL IS THE MODERN 7

CLOSEST TO THE DESIGN OF THE ORIGINAL LOTUS 7.

THIS ONE FEATURES AN ALUMINUM DASHBOARD

AND RIGHT-HAND DRIVE CONFIGURATION.

CATERHAM 7'S ARE RENOWNED FOR THEIR HANDLING CHARACTERISTICS

AND ACCELERATION.

THE 7 620R'S SUPERCHARGED ENGINE DELIVERS 310 HORSEPOWER.

IT CAN ACCELERATE FROM ZERO TO 60 MILES PER HOUR

IN LESS THAN THREE SECONDS,

AND REACH A MAXIMUM SPEED OF 155 MILES PER HOUR.