There’s not a great deal to report here. All SVA 2-Elevens will get the same things: two ProBax seats with four-point harnesses, a Stack speedo/revcounter console, buttons for the lights, an anodised start button and the traction control switch. There’s not much else.
It’s a wide, roomy interior, and the seats, which look thinly padded, actually prove extremely comfortable, even over long distances. Choosing a driving position is easy; the only seat adjustment is a fore/aft slide, and the steering column doesn’t adjust at all. This is less of a problem than it sounds.
But there are issues, the main one being that the Perspex wind deflector deflects too little wind. It’s as high as SVA regulations will allow, but needs to be taller still, or more upright. Wind tugs at a helmet at anything above motorway speeds.
Climbing over the high body is also a challenge for even the dextrous and a genuine nuisance for the short or less agile. And fit and finish could be improved. There’s also no 12v power socket, which is an oversight.
Because this is an SVA-approved road car, there are no official economy figures and we have no depreciation values, but neither will be severe (only 100 a year will be built, which should keep residuals strong).
Likewise, although the initial purchase price seems steep, it’s not outrageous in the context of rivals like Caterham’s CSR or the supercharged Ariel Atom.
Of more concern is the 2-Eleven’s lack of weather protection. The Elise and its derivatives might have been dubbed “the Seven for the 21st century”, but the one Colin Chapman made about halfway through the 20th century creams this car in terms of year-round usability. You’d drive a Seven to Le Mans with impunity. Going in a 2-Eleven would need the same sort of planning as a motorbike trip.
