But of course it's not. Far from it. In fact the company is reinvesting in its sports car brand, and next year is intending on introducing an all-new mid-engined model that will be have a spaceframe chassis, and be available as both a coupe and a roadster. It will apparently be powered by a 255hp 2.0-litre Ford Ecoboost engine - a powerplant that it will share with the subject of today's Driven: the Sport 250.
The turbocharged four-cylinder is a minor departure for Westfield, which has typically favoured Vauxhall or even secondhand Honda units for its more spirited offerings. The Blue Oval's reputation could hardly be more upstanding though: it was the same breed of burly Focus ST motor that eased the Zenos E10 from being merely likeable to genuinely desirable not so long ago (before its maker hit choppy waters).
Around the new engine, the Sport 250 remains a chip off the old Lotus Seven block; which is to say Caterham-shaped, but for the familiar Westfield peculiarities. These include the oddly formed and instantly recognizable rear end, and - in the 250's case - a bonnet bulge that you'll occasionally find yourself peering over to the see where the nearside front wheel is. That's not ideal, given the car's innate track day friendliness - nor is the forever spinning gear knob or metal-on-metal rattle of the harness mountings or the half-hood's porous attitude to water.
The engine connected to the TFT screen is a manifestly modern item, too. It doesn't blare at you or idle discontentedly, and while its mating to a five-speed MX-5 manual gearbox (and associated differential) might sound a tiny bit Frankenstein, Westfield has endeavoured to make the throttle response a smooth affair; thereby lowering the chances of you stuttering unhappily down the high street.
Its other great attraction is hardly any less conspicuous. There's simply no mistaking the whistle of the blower buried in the nose nor the lift-off effect it generates from 2,500rpm. No surprises there: the Ecoboost's 270lb ft peak twist is enlivening enough in a family hatchback - in a car weighing not a great deal more than half as much, it's just on the right side of savage.
The accessibility and expansiveness of this straight-line glut are generally obliged by Westfield's steering and suspension tune. The former is noticeably slower than Caterham's wrist-flick rack and pinion set-up (making it less sensitive to erroneous input), while the latter - even on 'track day' dampers - has the kind of accommodating primary ride that almost places the 250 in an open-top tourer category.
For a while at least, it's fine. The eight-inch wide rear wheels, clad in Toyo R888R rubber, are more than up to a middling level of driver effort, and the engine is so biddable that you tend to make brisk progress by default. It doesn't take long though for that even-tempered steering to start feeling a mite inadequate; especially in those moments when you want it Gurkha-knife sharp for business of scalping apexes.
Instead it gathers weight rather ponderously, and because its rate of response is slow and the cabin small, the amount of lock you're forced to apply starts to seem more than a little cumbersome. This inevitably gets worse when the situation calls for some corrective work in the opposite direction - making it awkward to remedy the kind of slip angle that a Caterham driver would blithely mop up in less than a quarter turn.
This is made more unfortunate by the rear axle's reluctance to break away progressively. The tsunami of available torque available was always liable to make the 250 rather spiky; throw in a lenient suspension now tending toward stodgy together with the Proxes' insistent brand of adhesiveness, and - in damp, autumnal conditions - it's easy to find yourself snatching at the steering wheel in what seems like a full upper body workout.
WESTFIELD SPORT 250
Engine: 1,998cc, 4-cyl turbocharged
Transmission: 5-speed manual, rear-wheel drive
Power (hp): 256@5,500rpm
Torque (lb ft): 270@2,500rpm
0-62mph: Not many Mississippis
Top speed: Enough
MPG: Suprisingly high, probably
Price: £25,999 (£35,225.31as tested comprising £895 for limited slip differential, £225 for wide track wishbones, £275 for front anti-roll bar, £250 for rear-anti roll bar, £240 for track day shock absorbers, £255.31 for 205-width R888R tyres, £50 for eight-inch rear wheels, £750 for race front and rear caliper, £495 for digital dask upgrade, £380 for carbon fibre front cycle wings, £400 for FW rear body, £185 for MSA half cage, £350 for Sport Turbo seats, £3,746 for assembly, £450 for IVA test and £280 for registration and road fund license)