Sitting over the rear axle also gives you a level of feedback that’s truly unique to the Seven - something we were grateful for when the heavens opened. On a cold and wet track, it didn’t take much provocation to get the rear end to rotate, but thanks to progressive handling and excellent body control, the 310R was surprisingly easy to control at the limit.
However, it’s in a straight line where you really feel the result of Caterham’s hard work. With an extra 17bhp, the 310R is noticeably quicker than the current 270, and thanks to the aforementioned high-performance camshafts and revised mapping, the engine now pulls from lower down in the rev range.
In fact, we often found ourselves putting the 310R into a higher gear than the 270 might have comfortably pulled during give-and-take motoring and leaving it there, using the increased tractability of the engine to power from corner to corner. Granted, with only 124lb ft, the engine isn't exactly torque-rich, but short gearing and a kerb weight of just 540kg help to ensure instant forward thrust regardless of where you are in the rev range.
That said, the 1.6-litre unit is happiest at high revs, with peak power being produced at a dizzying 7000rpm. Compared with the 2.0-litre Ford Duratec engine found in the more powerful 360, the Sigma demands more effort to keep on the boil, but it’s a rewarding challenge made all the more enjoyable by the truly exceptional optional (£2500) six-speed gearbox.
Aesthetically, there’s not much to differentiate the 310 from its stablemates. Our car came in striking Exocet Red with a pair of go-faster stripes, but these options can be had on any Seven. Ultimately, the only telltale sign that helps you to identify that the 310R is indeed an all-new model is the albeit optional (£800) LED headlights – a first for Caterham. The whole Seven range is expected to also get them later this year.