The engine pulls strongly, positively; in really lovely linear fashion. I prefer the throttle response in its sportier mode. The pedal is heavy so it feels like there’s less stiction. The brake and clutch are heavy too, but both pleasingly so. The gearbox is the weak point. Kamm can and does weld in and machine out some components to bring them back to better than production tolerances, but the lever is still a wand whose vagueness is at odds with the enhanced precision elsewhere. They’re working on their own five-speed transaxle.
You can spec three different final drive ratios and this has the longest. It’s quite long, but because there’s such a paucity of weight to lug around, and because there’s 125lb ft from 2000rpm, it feels responsive all the time. You’re always aware of that fleetness – this has the same kind of power, and a not dissimilar butchness, to those 182hp Renaultsport Clios, but is around a quarter of a tonne lighter. With a short wheelbase too, and very solid body control with the dampers turned up, it’s very happy to change direction. There’s quite a modern feel to its ride and responses, yet the steering takes a moment to build up weight, retaining a bit of classic feel. And I really like that.
When we first drove a Kamm, it felt like a Sunday morning blast sort of car. A Caterham Seven with a roof. The past three years haven’t dimmed that, but have upped the usability and finish. It’s pricey – what restomod isn’t? – but if you like lightweight bespoke cars, and I do, this is a hoot.
