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Caterham 485 Final Edition review: goodbye to the highest-revving nat asp Seven ever

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Caterham 485 Final Edition review: goodbye to the highest-revving nat asp Seven ever | Top Gear

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8,500rpm Seven bows out with a (not for UK) limited edition. Will it be missed?

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Caterham 485 Final Edition review: goodbye to the highest-revving nat asp Seven ever

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What do we have here then? A Caterham-shaped farewell to the highest-revving, naturally aspirated Seven ever produced: the Euro-only 485. After over 10 years in production, tools are being downed so the left-hand-drive-only 485 and its sportier 485 CSR sibling can clear the way for new – possibly electrified – products.

# data.attributes.metatag[].attributes.content
8,500rpm Seven bows out with a (not for UK) limited edition. Will it be missed?

# data.attributes.metatag[].attributes.content
Caterham 485 Final Edition review: goodbye to the highest-revving nat asp Seven ever

# data.attributes.metatag[].attributes.content
Caterham 485 Final Edition review: goodbye to the highest-revving nat asp Seven ever

# data.attributes.metatag[].attributes.content
8,500rpm Seven bows out with a (not for UK) limited edition. Will it be missed?

# data.attributes.metatag[].attributes.content.description[]
500rpm Seven bows out with a (not for UK) limited edition. Will it be missed?

# data.attributes.metatag[].attributes.content.reviewBody[]
What do we have here then?A Caterham-shaped farewell to the highest-revving

# data.attributes.metatag[].attributes.content.reviewBody[]
naturally aspirated Seven ever produced: the Euro-only 485. After over 10 years in production

# data.attributes.metatag[].attributes.content.reviewBody[]
tools are being downed so the left-hand-drive-only 485 and its sportier 485 CSR sibling can clear the way for new – possibly electrified – products.So

# data.attributes.metatag[].attributes.content.reviewBody[]
Caterham has made 85 ‘Final Editions’: 60 standard cars (in regular or large chassis) and 25 of the tricked-up CSRs.Wait a minute. What’s a 485 when it’s at home?Good question. Because if you’re not a hyper Caterham nerd

# data.attributes.metatag[].attributes.content.reviewBody[]
it’s very easy not to know. Why? Because the 485 was the result of other markets getting salty at the crazy supercharged Sevens us Brits could get but they couldn’t.Our friends on the continent were so angry they couldn’t scare themselves silly

# data.attributes.metatag[].attributes.content.reviewBody[]
and Caterham listened. Then made a Seven just for them: a naturally-aspirated ripper with 224bhp from a 2.0-litre Duratec

# data.attributes.metatag[].attributes.content.reviewBody[]
Sport button (to get around the Euro 6 legislation) and a 525kg kerbweight. Winner.Euroheads could even spice it up further by ticking the CSR box; garnishing their British lightweight with an uprated chassis that included push-rod inboard front suspension and fully independent double wishbones at the back.So how does it compare to other Caterhams in the range?Well

# data.attributes.metatag[].attributes.content.reviewBody[]
the 224bhp output falls in between the 210bhp of the Seven 420 and the 310bhp of the supercharged 620. Caterham says it is sufficient to deliver 407bhp-per-tonne in the 560kg standard spec; good for 4.1 seconds to 62mph and a top speed of 140mph.But

# data.attributes.metatag[].attributes.content.reviewBody[]
you have to work things out for yourself. Stomp on the brakes: they’ll lock up. Throw it into a corner too fast: it’ll understeer. Turn in and mash the throttle: it’ll oversteer. Manage all these things effectively and you’ll make enviable progress and driving satisfaction that can’t be bettered.It looks rather jazzy.It’s a Final Edition after all

# data.attributes.metatag[].attributes.content.reviewBody[]
so needs to look the part. That’s why it’s dressed up with plenty of Final Edition embroidery

# data.attributes.metatag[].attributes.content.reviewBody[]
a unique numbered plaque and a choice of five premium colours

# data.attributes.metatag[].attributes.content.reviewBody[]
all of which are quite pop-y and blingy hues including a rich Verdes Emes

# data.attributes.metatag[].attributes.content.reviewBody[]
Volcano Red and Viola Parsifae.Extras include carbon extras (such as carbon indicator pods

# data.attributes.metatag[].attributes.content.reviewBody[]
and a quick-release motorsport steering wheel.Looks a bit tight in there.Caterhams are

# data.attributes.metatag[].attributes.content.reviewBody[]
but you can get the more generous SV wide body and lowered floor if you want. Once you've settled in though

# data.attributes.metatag[].attributes.content.reviewBody[]
it's easy to acclimatise: you have a speedo

# data.attributes.metatag[].attributes.content.reviewBody[]
and fuel. That’s about it. Some of them might actually work. For these Euro spec cars the buttons – and indicators – are labelled and in the dash

# data.attributes.metatag[].attributes.content.reviewBody[]
you shouldn’t be behind the wheel.  {"component":"OnwardJourneyCard"

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"props":{"title":"Listen now: fastest ever Caterham screams down the Catesby Tunnel"

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"isListicle":false}}There are two seat types available

# data.attributes.metatag[].attributes.content.reviewBody[]
the standard leather seat or 620-style carbon seats with Final Edition embroidery. Once you’re in they’re surprisingly supportive and comfortable.What’s it like to drive?Interesting. It has the normal

# data.attributes.metatag[].attributes.content.reviewBody[]
addictive driving traits of most Caterhams (glorious

# data.attributes.metatag[].attributes.content.reviewBody[]
and the charisma to captivate onlookers within a 10-mile radius) but

# data.attributes.metatag[].attributes.content.reviewBody[]
this isn’t the best drivetrain for a Caterham.Why’s that?The main problem is the lack of torque. Where the potty 620S and R get forced induction and therefore a decent slug of torque low down in the rev range (which makes them enjoyable and useable at a slower speed) the 485 doesn’t. Although the 485's 2.0-litre is impressive with electronically-actuated throttle bodies

# data.attributes.metatag[].attributes.content.reviewBody[]
its peak of 151lb ft of torque is delivered at 6

# data.attributes.metatag[].attributes.content.reviewBody[]
so you have to rev it to high heaven. And that’s not a particularly rewarding experience

# data.attributes.metatag[].attributes.content.reviewBody[]
when you go and grab another gear from the closely stacked box via the satisfyingly stubby knob

# data.attributes.metatag[].attributes.content.reviewBody[]
the revs drop so much you’re then fighting for torque again. The taller-geared five-speed manual (sourced from a Mazda MX-5 and also deployed in the 620S) just doesn’t quite work in this car unless you’re revving it furiously

# data.attributes.metatag[].attributes.content.reviewBody[]
making it less useable and enjoyable day-to-day.Is it a skid machine?We tested it on a rare warm

# data.attributes.metatag[].attributes.content.reviewBody[]
dry week in the UK (handy considering it didn’t come with a windscreen or roof) which meant the track day-lovers’ favoured Toyo Proxes R888Rs that it was wearing gave oodles of rear-axle grip. Mid-corner traction is also helped with the limited-slip differential that comes as standard. But

# data.attributes.metatag[].attributes.content.reviewBody[]
considering it’s not sold here) the suspension set up lacks the travel required for our broken

# data.attributes.metatag[].attributes.content.reviewBody[]
rutted and unpredictable roads. It’s damped well

# data.attributes.metatag[].attributes.content.reviewBody[]
but with a short amount of travel it’s easily at its limit

# data.attributes.metatag[].attributes.content.reviewBody[]
making the car awfully darty and easily deflected

# data.attributes.metatag[].attributes.content.reviewBody[]
which means you can’t dial in and be committed as you’d like.What does the ‘Sport’ button do?Another good question. It’s a quirk of the 485 as it’s the only Seven equipped with one. A prod of it sharpens the engine

# data.attributes.metatag[].attributes.content.reviewBody[]
opens an exhaust flap and no doubt gets the car through European emissions tests. But there’s no reason not to press it every time you get in the car.While we’re talking about noise

# data.attributes.metatag[].attributes.content.reviewBody[]
it’s worth noting that European cars have the side pipe coming out the wrong side for a driver

# data.attributes.metatag[].attributes.content.reviewBody[]
so you don’t get the aural joy of others. Worse than that

# data.attributes.metatag[].attributes.content.reviewBody[]
the 485 we tested had no side pipe at all. Instead

# data.attributes.metatag[].attributes.content.reviewBody[]
adding 13kg to the weight and silencing it even more. Plus

# data.attributes.metatag[].attributes.content.reviewBody[]
it means the car can easily be ground out on short

# data.attributes.metatag[].attributes.content.reviewBody[]
sharp speed bumps.Should I get one?If you’re into your track days and want the fastest naturally-aspirated Caterham for the continent

# data.attributes.metatag[].attributes.content.reviewBody[]
it’s the only option. It’s possibly also an investment given only 85 units of the celebratory model will be made. With prices starting from €67

# data.attributes.metatag[].attributes.content.reviewBody[]
it's not a cheap investment. Even if Sevens hold their value more than anything that’s borderline prehistoric should.If you really want a rapid Caterham that’s more useable and fun on the road

# data.attributes.metatag[].attributes.content.reviewBody[]
we’d recommend the 620S. Although there are plenty of other track lightweights you can look at too.

# data.attributes.field_standfirst
8,500rpm Seven bows out with a (not for UK) limited edition. Will it be missed?

# data.attributes.body.value
What do we have here then?

A Caterham-shaped farewell to the highest-revving, naturally aspirated Seven ever produced: the Euro-only 485. After over 10 years in production, tools are being downed so the left-hand-drive-only 485 and its sportier 485 CSR sibling can clear the way for new – possibly electrified – products.

So, as a suitably silly send-off, Caterham has made 85 ‘Final Editions’: 60 standard cars (in regular or large chassis) and 25 of the tricked-up CSRs.

Wait a minute. What’s a 485 when it’s at home?

Good question. Because if you’re not a hyper Caterham nerd, it’s very easy not to know. Why? Because the 485 was the result of other markets getting salty at the crazy supercharged Sevens us Brits could get but they couldn’t.

Our friends on the continent were so angry they couldn’t scare themselves silly, they complained, and Caterham listened. Then made a Seven just for them: a naturally-aspirated ripper with 224bhp from a 2.0-litre Duratec, an 8,500rpm redline, Sport button (to get around the Euro 6 legislation) and a 525kg kerbweight. Winner.

Euroheads could even spice it up further by ticking the CSR box; garnishing their British lightweight with an uprated chassis that included push-rod inboard front suspension and fully independent double wishbones at the back.

So how does it compare to other Caterhams in the range?

Well, the 224bhp output falls in between the 210bhp of the Seven 420 and the 310bhp of the supercharged 620. Caterham says it is sufficient to deliver 407bhp-per-tonne in the 560kg standard spec; good for 4.1 seconds to 62mph and a top speed of 140mph.

But, like all Caterhams, it’s all about simplicity. With no ABS, no traction control, no stability control, and no glovebox to file your excuses, you have to work things out for yourself. Stomp on the brakes: they’ll lock up. Throw it into a corner too fast: it’ll understeer. Turn in and mash the throttle: it’ll oversteer. Manage all these things effectively and you’ll make enviable progress and driving satisfaction that can’t be bettered.

It looks rather jazzy.

It’s a Final Edition after all, so needs to look the part. That’s why it’s dressed up with plenty of Final Edition embroidery, a carbon dashboard, a fully carpeted interior, satin black stripes, black badging, a unique numbered plaque and a choice of five premium colours, all of which are quite pop-y and blingy hues including a rich Verdes Emes, Golden Saffron, Viper Blue, Volcano Red and Viola Parsifae.

Extras include carbon extras (such as carbon indicator pods, carbon fibre wings, and a carbon fibre aero screen), aero wishbones, improved dampers, a substantial roll cage, and a quick-release motorsport steering wheel.

Looks a bit tight in there.

Caterhams are, but you can get the more generous SV wide body and lowered floor if you want. Once you've settled in though, it's easy to acclimatise: you have a speedo, rev-counter, and gauges for oil, water, and fuel. That’s about it. Some of them might actually work. For these Euro spec cars the buttons – and indicators – are labelled and in the dash, so if you can’t work it out, you shouldn’t be behind the wheel.

[node:field_onward_journey_card-themed]

There are two seat types available, the standard leather seat or 620-style carbon seats with Final Edition embroidery. Once you’re in they’re surprisingly supportive and comfortable.

What’s it like to drive?

Interesting. It has the normal, addictive driving traits of most Caterhams (glorious, unassisted steering, a responsive chassis, and the charisma to captivate onlookers within a 10-mile radius) but, regrettably, this isn’t the best drivetrain for a Caterham.

Why’s that?

The main problem is the lack of torque. Where the potty 620S and R get forced induction and therefore a decent slug of torque low down in the rev range (which makes them enjoyable and useable at a slower speed) the 485 doesn’t. Although the 485's 2.0-litre is impressive with electronically-actuated throttle bodies, a revised cylinder head, reprofiled cams, and a different compression ratio, its peak of 151lb ft of torque is delivered at 6,300rpm, so you have to rev it to high heaven. And that’s not a particularly rewarding experience, as it’s an incredibly buzzy, vibration-laden lump.

Plus, when you go and grab another gear from the closely stacked box via the satisfyingly stubby knob, the revs drop so much you’re then fighting for torque again. The taller-geared five-speed manual (sourced from a Mazda MX-5 and also deployed in the 620S) just doesn’t quite work in this car unless you’re revving it furiously, making it less useable and enjoyable day-to-day.

Is it a skid machine?

We tested it on a rare warm, dry week in the UK (handy considering it didn’t come with a windscreen or roof) which meant the track day-lovers’ favoured Toyo Proxes R888Rs that it was wearing gave oodles of rear-axle grip. Mid-corner traction is also helped with the limited-slip differential that comes as standard. But, in the UK (not that it matters, considering it’s not sold here) the suspension set up lacks the travel required for our broken, rutted and unpredictable roads. It’s damped well, but with a short amount of travel it’s easily at its limit, making the car awfully darty and easily deflected, which means you can’t dial in and be committed as you’d like.

What does the ‘Sport’ button do?

Another good question. It’s a quirk of the 485 as it’s the only Seven equipped with one. A prod of it sharpens the engine, opens an exhaust flap and no doubt gets the car through European emissions tests. But there’s no reason not to press it every time you get in the car.

While we’re talking about noise, it’s worth noting that European cars have the side pipe coming out the wrong side for a driver, so you don’t get the aural joy of others. Worse than that, the 485 we tested had no side pipe at all. Instead, it was plumbed around to the rear, adding 13kg to the weight and silencing it even more. Plus, it means the car can easily be ground out on short, sharp speed bumps.

Should I get one?

If you’re into your track days and want the fastest naturally-aspirated Caterham for the continent, it’s the only option. It’s possibly also an investment given only 85 units of the celebratory model will be made. With prices starting from €67,495 excluding VAT and local taxes, it's not a cheap investment. Even if Sevens hold their value more than anything that’s borderline prehistoric should.

If you really want a rapid Caterham that’s more useable and fun on the road, as well as track, we’d recommend the 620S. Although there are plenty of other track lightweights you can look at too.

# data.attributes.body.processed
What do we have here then?

A Caterham-shaped farewell to the highest-revving, naturally aspirated Seven ever produced: the Euro-only 485. After over 10 years in production, tools are being downed so the left-hand-drive-only 485 and its sportier 485 CSR sibling can clear the way for new – possibly electrified – products.

So, as a suitably silly send-off, Caterham has made 85 ‘Final Editions’: 60 standard cars (in regular or large chassis) and 25 of the tricked-up CSRs.

Wait a minute. What’s a 485 when it’s at home?

Good question. Because if you’re not a hyper Caterham nerd, it’s very easy not to know. Why? Because the 485 was the result of other markets getting salty at the crazy supercharged Sevens us Brits could get but they couldn’t.

Our friends on the continent were so angry they couldn’t scare themselves silly, they complained, and Caterham listened. Then made a Seven just for them: a naturally-aspirated ripper with 224bhp from a 2.0-litre Duratec, an 8,500rpm redline, Sport button (to get around the Euro 6 legislation) and a 525kg kerbweight. Winner.

Euroheads could even spice it up further by ticking the CSR box; garnishing their British lightweight with an uprated chassis that included push-rod inboard front suspension and fully independent double wishbones at the back.

So how does it compare to other Caterhams in the range?

Well, the 224bhp output falls in between the 210bhp of the Seven 420 and the 310bhp of the supercharged 620. Caterham says it is sufficient to deliver 407bhp-per-tonne in the 560kg standard spec; good for 4.1 seconds to 62mph and a top speed of 140mph.

But, like all Caterhams, it’s all about simplicity. With no ABS, no traction control, no stability control, and no glovebox to file your excuses, you have to work things out for yourself. Stomp on the brakes: they’ll lock up. Throw it into a corner too fast: it’ll understeer. Turn in and mash the throttle: it’ll oversteer. Manage all these things effectively and you’ll make enviable progress and driving satisfaction that can’t be bettered.

It looks rather jazzy.

It’s a Final Edition after all, so needs to look the part. That’s why it’s dressed up with plenty of Final Edition embroidery, a carbon dashboard, a fully carpeted interior, satin black stripes, black badging, a unique numbered plaque and a choice of five premium colours, all of which are quite pop-y and blingy hues including a rich Verdes Emes, Golden Saffron, Viper Blue, Volcano Red and Viola Parsifae.

Extras include carbon extras (such as carbon indicator pods, carbon fibre wings, and a carbon fibre aero screen), aero wishbones, improved dampers, a substantial roll cage, and a quick-release motorsport steering wheel.

Looks a bit tight in there.

Caterhams are, but you can get the more generous SV wide body and lowered floor if you want. Once you've settled in though, it's easy to acclimatise: you have a speedo, rev-counter, and gauges for oil, water, and fuel. That’s about it. Some of them might actually work. For these Euro spec cars the buttons – and indicators – are labelled and in the dash, so if you can’t work it out, you shouldn’t be behind the wheel.

There are two seat types available, the standard leather seat or 620-style carbon seats with Final Edition embroidery. Once you’re in they’re surprisingly supportive and comfortable.

What’s it like to drive?

Interesting. It has the normal, addictive driving traits of most Caterhams (glorious, unassisted steering, a responsive chassis, and the charisma to captivate onlookers within a 10-mile radius) but, regrettably, this isn’t the best drivetrain for a Caterham.

Why’s that?

The main problem is the lack of torque. Where the potty 620S and R get forced induction and therefore a decent slug of torque low down in the rev range (which makes them enjoyable and useable at a slower speed) the 485 doesn’t. Although the 485's 2.0-litre is impressive with electronically-actuated throttle bodies, a revised cylinder head, reprofiled cams, and a different compression ratio, its peak of 151lb ft of torque is delivered at 6,300rpm, so you have to rev it to high heaven. And that’s not a particularly rewarding experience, as it’s an incredibly buzzy, vibration-laden lump.

Plus, when you go and grab another gear from the closely stacked box via the satisfyingly stubby knob, the revs drop so much you’re then fighting for torque again. The taller-geared five-speed manual (sourced from a Mazda MX-5 and also deployed in the 620S) just doesn’t quite work in this car unless you’re revving it furiously, making it less useable and enjoyable day-to-day.

Is it a skid machine?

We tested it on a rare warm, dry week in the UK (handy considering it didn’t come with a windscreen or roof) which meant the track day-lovers’ favoured Toyo Proxes R888Rs that it was wearing gave oodles of rear-axle grip. Mid-corner traction is also helped with the limited-slip differential that comes as standard. But, in the UK (not that it matters, considering it’s not sold here) the suspension set up lacks the travel required for our broken, rutted and unpredictable roads. It’s damped well, but with a short amount of travel it’s easily at its limit, making the car awfully darty and easily deflected, which means you can’t dial in and be committed as you’d like.

What does the ‘Sport’ button do?

Another good question. It’s a quirk of the 485 as it’s the only Seven equipped with one. A prod of it sharpens the engine, opens an exhaust flap and no doubt gets the car through European emissions tests. But there’s no reason not to press it every time you get in the car.

While we’re talking about noise, it’s worth noting that European cars have the side pipe coming out the wrong side for a driver, so you don’t get the aural joy of others. Worse than that, the 485 we tested had no side pipe at all. Instead, it was plumbed around to the rear, adding 13kg to the weight and silencing it even more. Plus, it means the car can easily be ground out on short, sharp speed bumps.

Should I get one?

If you’re into your track days and want the fastest naturally-aspirated Caterham for the continent, it’s the only option. It’s possibly also an investment given only 85 units of the celebratory model will be made. With prices starting from €67,495 excluding VAT and local taxes, it's not a cheap investment. Even if Sevens hold their value more than anything that’s borderline prehistoric should.

If you really want a rapid Caterham that’s more useable and fun on the road, as well as track, we’d recommend the 620S. Although there are plenty of other track lightweights you can look at too.