Radical magazine

25 years delivering the ultimate track experience

THE LIMITED-EDITION TRIPLE-FOUR RACING CHRONOGRAPH IS MORE THAN A BEAUTIFUL WATCH

It’s a Swiss Chronometer with heritage features that offer a journey of discovery, inspired by iconic automobiles and featuring details paying homage to British motorsport history. Designed by the legendary Sir Terence Conran, and limited to just 500 units.

www.brooklandswatches.com

DEAR RADICAL FAMILY

It is a true privilege to be writing to you all in our 26th year in business, and in the very first edition of Radical magazine. A decade ago, our focus was on survival rather than creating new opportunities and celebrating success. Now we have established our position as the world’s largest purpose-designed race car manufacturer, with representation in more than 20 countries.

As the world is moved on to a diet of electric powertrains, I am delighted that we continue to offer what is arguably the most visceral experience per dollar available on four wheels. In conjunction with the brand’s global dealer network, we also offer the very best international bucket-list track experiences, with 12 national race series across the globe. Similarly, we have established Radical as the default choice for members of private country club race tracks. We are extremely proud of our associations with Apex Motor Club in Arizona, Atlanta Motorsports Park in Georgia, Autobahn Country Club in Illinois and Spring Mountain Motor Resort in Nevada.

We capped off 2022 with a landmark World Finals event at the spectacular Spring Mountain Motor Resort. This year, we look forward to an equally exciting end to the season with the 2023 World Finals taking place in Portimão, supporting the European Le Mans Series. Our vision is to hold a World Finals event in the final quarter of every year, bringing together customers from around the globe at the world’s most iconic tracks.

It is great to see the camaraderie in the paddocks and the friendships created through ownership of our cars. It is always an honour to briefly be a part of that lifestyle as I travel around the globe to the various events, meeting customers, dealers and teams.

Thank you for both your continued support and your friendship.

RADICAL MOTORSPORT

www.radicalmotorsport.com

Jon Roach Global Head of Marketing jon.roach@radicalmotorsport.com

Emily Glanvill Marketing and Events Co-Ordinator emily.glanvill@radicalmotorsport.com

Photography

Rick Noel, Ollie Read, Andrew Coles, Jayson Fong, Jeff Walrich

Contributors

Nathan Chadwick, Kyle Fortune, Nik Berg, Mike Maurini

CGI Chris Storey

OFFICIAL PARTNERS

Radical magazine is the official publication of Radical Motorsport, produced by Hothouse Media www.hothousemedia.co.uk

Business inquiries Geoff Love geoff@hothousemedia.co.uk

Editorial David Lillywhite david@hothousemedia.co.uk

Advertising Sue Farrow, Rob Schulp sue@flyingspace.co.uk rob@flyingspace.co.uk

Lifestyle advertising Sophie Kochan sophie.kochan2010@gmail.com

Accounts Jonathan Ellis accounts@hothousemedia.co.uk

Managing Editor Sarah Bradley

Art Director Peter Allen

Printing Buxton Press

© Hothouse Media. Radical and associated logos are registered trademarks of Radical Motorsport. All rights reserved. All material in this magazine, whether in whole or in part, may not be reproduced, transmitted or distributed in any form without the written permission of Radical Motorsport and Hothouse Publishing Ltd. Hothouse Publishing Ltd uses a layered privacy notice giving you brief details about how we would like to use your personal information. For full details, please visit www.magnetomagazine.com/privacy.

Radical Motorsport is published biannually by Hothouse Publishing Ltd on behalf of Radical Motorsport. Great care has been taken throughout the magazine to be accurate, but the publisher cannot accept any responsibility for any errors or omissions that might occur. The editors and publishers of this magazine give no warranties, guarantees or assurances, and make no representations regarding any goods or services advertised in this edition.

A YEAR IN PICTURES

Fun, exhilaration and personal achievement – we celebrate all successes, big and small

STARTLINE

DESTINATION DONINGTON

Radical Motorsport has found an apt new corporate home, at one of the UK’s most storied and revered racing circuits

RADICAL MOTORSPORT

is beginning a fresh chapter in its history – it has opened its new corporate headquarters at Donington Park, just 100 metres from the Melbourne Hairpin.

While the cars will continue to be built at their historic home in Peterborough, the sales and marketing team has moved to Donington Park to provide a destination for fans and customers, as well as a meeting space for business partners and corporate reservations. It will be open throughout the year from Monday to Friday, as well as during selected race weekends.

Donington Park is a fitting place for Radical, because it is steeped in motor sport history. Let us take you back through time to the beginnings of this world-famous

race track. The story begins in the early 1930s when Fred Craner, a local garage owner and secretary of the Derby & District Motor Club, wanted to see motor racing closer to home than Brooklands in the southeast of England. The former TT motorcycle racer found his inspiration while wandering the grounds of Donington Hall and Park, then owned by John Gillies Shields. Legend has it that Craner was discovered in a private area of the park by the groundskeeper, who after hearing his story referred him to Shields.

In little over a month, Craner had laid out a dirt course joining existing park tracks together. The first event was a bike race on Whit Monday 1931, won by CF Squib Burton in front of 20,000 people.

A year later, Tarmac replaced

GODDARDS

the dirt, the circuit was widened and the facilities were improved to allow car racing. This first event took place in March, with three more meetings over the coming year. For 1934 the circuit was expanded to 2.6 miles, and a year later the first Grand Prix rolled into town. The event was won by Richard Shuttleworth in an Alfa Romeo, fending off continental entries from Dr Giuseppe Farina and Gino Revere in Maseratis, along with Raymond Sommer in another Alfa Romeo.

After more alterations to the circuit, in 1937 Donington Park played host to its biggest Grand Prix yet – 50,000 spectators came to see Mercedes-Benz and Auto Union do battle. The likes of Manfred von Brauchitsch, Hermann Lang, Richard Seaman and Rudolf Caracciola in the Mercedes team fought the Auto

Unions of Bernd Rosemeyer, Achille Varzi and Hermann Müller at speeds of up to 170mph on the straights, with Rosemeyer taking the win ahead of von Brauchitsch and Caracciola. A year later, Tazio Nuvolari would take victory at the same event – and that would be it for racing until the 1970s.

During World War Two Donington Hall was used as a storage location for military vehicles, and after fighting ceased the armed forces took another 11 years to leave. By now the track and the facilities were understandably in a poor state of disrepair. Then Tom Wheatcroft entered the fray.

Wheatcroft had made his fortune in the construction business, but his passion was motor sport. Not only had he built up a substantial collection

FIRST FLOOR

GROUND FLOOR

of racing cars, as well as supported the careers of Derek Bell and Roger Williamson, but he clearly remembered the 1937 and 1938 Donington Grands Prix, and he wanted to breathe new life into the circuit. In 1971 he bought the entirety of Donington Hall and Park, and he set about bringing it back to its best.

The local council wasn’t keen on the idea – previous bids to restart racing had failed due to border disputes and lack of funds. However, by 1977, and with £1.2 million spent, Wheatcroft was victorious. Racing was back on again, with a new layout which echoed that of the pre-war era.

Donington Park soon became one of the linchpins of many domestic car and motorcycling championships, while European touring car and endurance racing

‘Donington soon became a linchpin of many domestic car and motorcycling championships’

EVENT SPACE

OFFICE

LOUNGE LOBBY

OPPOSITE Radical Motorsport’s new Donington Park corporate HQ will house the sales and marketing team and welcome business partners.

ABOVE Pre-war crowds flocked to Donington to see Auto Union and Mercedes-Benz do battle at speeds of up to 170mph on the straights.

ABOVE RIGHT F1 finally come to the circuit in 1993, when Ayrton Senna took his McLaren to a spectacular victory.

regularly paid visits to the circuit throughout the 1980s. Wheatcroft had rather more in mind, however – he wanted Formula 1.

In 1986 the Melbourne Loop was added after many years of planning delays. And although an F1 race was still some time away, motorbikes soon made Donington home – beginning with the Grand Prix in 1987 and World Superbikes in 1988.

F1 would finally come to the circuit in 1993 – and it was a truly memorable race. In the kind of abysmally wet conditions Britain excels at, Ayrton Senna took his McLaren around five cars in the first lap to lead the race. By the end of 76 laps, he’d judged the changeable weather conditions perfectly to lap the entire field, other than Damon Hill in second.

Donington Park would host many leading series through the

1990s, such as the GT1 Endurance Championship and the DTM, but the passion still burned for F1 on a regular basis. Due to funding issues, that didn’t happen under Wheatcroft’s watch, and in 2007 the family sold a 150-year lease to Donington Ventures Leisure Ltd.

The plan was to redevelop the circuit for F1 – and initially it worked, with Bernie Ecclestone awarding a 17-year deal for the series. Hermann Tilke designed a major adaptation of the layout, but the plans came to nothing in the wake of the 2008 financial crisis, and in 2009 the company went into administration. The track was returned to the Wheatcroft family, and in 2010 racing was underway again.

In 2017 the circuit became part of the MSV Group alongside Brands Hatch, Oulton Park,

Cadwell Park, Snetterton and the Bedford Autodrome. The Wheatcrofts leased the estate to MSV, and handed over its dayto-day running on a 17-year lease.

Since then, Donington has undergone continual on- and offtrack improvements, including resurfacing and a redevelopment of the paddock. Donington Hall is due to be converted into a 40-room luxury hotel, and Hastings House will be turned into storage for classics, supercars and motorbikes. The Lansdowne workshops will also be rejuvenated and made available to let for motor sportengineering businesses.

Donington Park’s rollercoaster history is almost as dramatic as the races it has staged over the years. The future looks bright – and with Radical joining the Donington Park community, it’s clearly on the right track.

CHAMPIONS

These are the ones to beat – the top names from around the world who are our current Radical Cup superstars

DARYL DE LEON

CHAMPIONSHIP

RADICAL CUP UK SR1

NATIONALITY PHILIPPINES

TEAM VALOUR RACING

AGE 17 YEARS RACED TWO

CAR MODEL SR1 GEN2

CHAMPIONSHIP

RADICAL CUP UK SR3

NATIONALITY UNITED KINGDOM

TEAM RAW MOTORSPORT

AGE 25 YEARS RACED TWO

CAR MODEL SR3 RSX

AUSTIN RILEY

CHAMPIONSHIP

RADICAL CUP

NORTH AMERICA PRO 1340

NATIONALITY CANADA

TEAM RACING WITH AUTISM

AGE 23 YEARS RACED THREE

CAR MODEL SR3 XX

PALMER MILLER

CHAMPIONSHIP

RADICAL CUP

NORTH AMERICA PRO 1500

NATIONALITY UNITED STATES

TEAM ESSES RACING

AGE 20 YEARS RACED THREE

CAR MODEL SR3 XX

STEVE JENKS

CHAMPIONSHIP

RADICAL CUP

NORTH AMERICA PLATINUM

NATIONALITY UNITED STATES

TEAM GROUP-A RACING

AGE 55 YEARS RACED THREE

CAR MODEL SR10

TOM HANSEN

CHAMPIONSHIP

RADICAL CUP SCANDINAVIA SR1

NATIONALITY DENMARK

TEAM RADICAL CUSTOMER RACING

AGE 52 YEARS RACED ONE

CAR MODEL SR1 GEN 2

STEVAN PETROVIC

CHAMPIONSHIP

RADICAL CUP SCANDINAVIA SR3

NATIONALITY SWEDEN

TEAM RADICAL CUSTOMER RACING

AGE 42 YEARS RACED THREE

CAR MODEL SR3 RSX

MICHAEL KULLZÉN

CHAMPIONSHIP

RADICAL CUP

SCANDINAVIA MASTERS

NATIONALITY SWEDEN

TEAM FLATOUT RACING EXPERIENCE

AGE 53 YEARS RACED NINE

CAR MODEL SR10

MIHNEA STEFAN

CHAMPIONSHIP

RADICAL CUP ROMANIA

NATIONALITY ROMANIA

TEAM MONK MOTORSPORT

AGE 26 YEARS RACED TWO

CAR MODEL SR3 XX

JONATHAN WOOLRIDGE

CHAMPIONSHIP

RADICAL CUP CANADA

NATIONALITY CANADA

TEAM RADICAL CANADA

EAST WORKS

AGE 22 YEARS RACED ONE

CAR MODEL SR3 RSX

CHRIS PERINI

CHAMPIONSHIP

RADICAL CUP AUSTRALIA

NATIONALITY AUSTRALIA

TEAM BING TECHNOLOGIES

PTY LTD / GWR AUSTRALIA

AGE 33 YEARS RACED FOUR

CAR MODEL SR3 XX

KRISTIAN JEFFREY

CHAMPIONSHIP

RADICAL CARIBBEAN CUP

NATIONALITY GUYANA

AGE 33 YEARS RACED SIX

CAR MODEL SR3 RSX

ALEX BUKHANTSOV

CHAMPIONSHIP

RADICAL GULF CUP

NATIONALITY RUSSIAN

TEAM JAMES WINSLOW RACING / MONZA GARAGE

AGE 36 YEARS RACED THREE

CAR MODEL SR3 XX

INIGO ANTON

CHAMPIONSHIP

RADICAL CUP PHILIPPINES

NATIONALITY PHILIPPINES

TEAM MOTUL – PARTS PRO

AGE 18 YEARS RACED ONE

CAR MODEL SR1

THE ULTIMATE DRIVING EXPERIENCE

Racing in one of the many single-marque Radical Cup series is the ultimate driving experience. The thrill of battling wheel-to-wheel with over 30 other Radicals provides an adrenaline rush beyond compare, and it has become a draw for both club racers and seasoned professionals alike.

www.radicalmotorsport.com

Your enthusiast partner since 1853

Since the dawn of automotive development, Motul, the originator of Synthetic Motor Oils, has been the clear leader in innovation for premium lubricants.

Motul is proud to supply lubricants and related fluids as Original Equipment for all Radical race cars.

The choice of Radical Motorsport can also be your lubricant of choice – Meeting the highest standards for your vehicle’s performance and fuelling your passion – Race or Road, on Four-wheels or on Two.

From Engine and Gearbox Oils, through Brake Fluids and Greases to Vehicle Care and a full range of Performance maintaining and enhancing Additives.

RIGHT Patrick Liddy, Daryl DeLeon and Toby Sowery (l-r) battled strong winds and challenging driving conditions in the desert to be crowned no. 1 in their respective categories.

LAS CHANCE HEROES

Did the gamble pay off for our top racing drivers when Las Vegas hosted the inaugural Radical World Finals?

A CAST

THAT SPANNED

THE globe, driving 36 Radicals – there was always going to be drama to match Hollywood’s renditions of glamorous Las Vegas.

The format of November 2022’s inaugural Radical event was simple – one race, shootout style at Nevada’s Spring Mountain Motor Resort and Country Club, spread across three categories: Platinum for the fastest Radicals, Pro 1500 and Pro 1340. The cream of Radical racing talent was out in force, alongside champions and winners from other disciplines, such as British Indy Lights star and 2019 Portland Grand Prix

winner Toby Sowery, official Lamborghini Young Driver Patrick Liddy, and Jon Field and Chris McMurry, formerly of ALMS.

Qualifying saw Team Stradale’s Michai Stephens take pole in the Pro 1340 class with a 2.09.517, while in the Pro 1500 section Toby Sowery snagged pole for Valour Racing with a 2:06.850. In the Platinum class, Indy Al Miller posted a 2.04.695 for ONE Motorsports.

There would be three heats for all cars in the run-up to the big race on Sunday. In the Platinum Class there were wins for Indy Al Miller and Daryl DeLeon, while

there were victories for Danny Dyszelski (WISKO Racing) and Toby Sowery in the 1500 class, and Patrick Liddy (Spring Mountain) and Michai Stephens shared spoils in the 1340 class.

Sunday’s race day threw a curveball into the mix, with vastly different weather conditions than the qualifying and heat days. While the temperature dropped only slightly, the drivers had to contend with 30-40mph gusts and a lot of sand. Daryl DeLeon, Gregg Gorski (ONE Motorsport) and Michai Stephens would start on pole in the Platinum, Pro 1500 and Pro 1340 classes

respectively, but it wouldn’t remain that way for long.

Hopes were high for a battle royale in the Platinum class, with Radical UK SR1 Champion DeLeon (Valour Racing) and Indy Al Miller providing close racing in the heats. However, Miller fell off the black stuff early on, leaving DeLeon to take victory. Miller fought his way back through the pack to take second place, 4.257 seconds in arrears to DeLeon.

Former American Le Mans Series champion Jon Field (ONE Motorsport) filled the final podium slot. Meanwhile, Scott Wagner (ESSES Racing)

finished fourth ahead of Judd Miller (also of ESSES Racing).

Toby Sowery dominated proceedings in the 1500 class, setting the fastest race lap by nearly half a second. It capped an excellent few days for the British driver, who’d clocked pole position and would have had a hat trick of heat wins but for mechanical failure.

Second place went to Danny Dyszelski, an excellent comeback from power woes in one of the heat races, while pole-sitter Gregg Gorski crossed the stripe in third after Pro 1500 North American Champion Gustavo

‘It’s been a huge undertaking, so we’re delighted with the calibre and quantity of drivers taking part’

1500 and Pro 1340 categories, with three heats for all cars in the run-up to Sunday’s

RIGHT Nevada’s Spring Mountain Motor Resort and Country Club was the perfect venue for the Radical World Finals, bringing Las Vegas razzmatazz and style to proceedings – which included the various heats leading up to the final race.

Rafols left the track during a battle with Dyszelski. His loss was to the benefit of Nick Groat (Spring Mountain), who took fourth position, while Tanner Harvey (also of Spring Mountain) finished in fifth place.

In the 1340 Class, Michai Stephens started from pole but Spring Mountain Motor Resort and Country Club regular Patrick Liddy would emerge victorious, finishing a creditable eighth overall in the process. Stephens held on to second place, snagging the fastest lap of the race in the process, and finished a scant half-second ahead of Jonathan Woolridge (Radical Canada East) in third.

Chris McMurry (CROWN

Concepts) crossed the line in fourth, ahead of Jason Plotke (also of CROWN Concepts).

“As with any inaugural event, this has been a huge undertaking, so we are delighted with the calibre and quantity of drivers taking part,” said Radical’s Global Motorsport Director Tom Drewer. “We could not put on an event of this magnitude without the support of our teams, competitors and partners, including Hankook Tire, which stepped up to the plate to be the presenting sponsor, and Spring Mountain Motor Resort and Country Club.”

Plans are now being put in place for the 2023 Finals. Stay tuned!

‘We could not put on such an event without the support of our teams, competitors and partners’

Sunoco is proud to be a long standing supplier of race fuels to Radical Sportscars since the introduction of control fuels in mid-2000.

We’ve seen the Radical brand evolve over the years, and we are very excited to continue developing Sunoco racing fuels to suit the future of Radical racing championships .

WORLD FINALS 2023

IT’S BEEN A SEASON OF intense competition across all of Radical’s race series – and the World Finals, held between October 16 and 22, 2023, is your chance to pit your skills against international competition.

The location for this festival of all things Radical is the Algarve International Circuit at Portimão, nestled just a few miles from the beaches on Portugal’s picturesque southern tip. The Radical races form part of the support package for the European Le Mans Series of Portimão, which sees teams such as AF Corse, United Autosports, Team Virage, WTM Racing, Kessel Racing and Iron Lynx do battle in LMP3, LMP2 and GTE competition.

ABOVE The climax of the Radical racing year is open to all Radical customers worldwide.

Opened in 2008, Portimão has hosted the FIA World Endurance Championship, DTM, World Superbikes and Formula 1, and is commonly used for winter testing

by a host of teams across many motor sport disciplines. It’s a popular venue for drivers, because the wide track encourages overtaking and close racing – and its location should ensure plenty of sun in October.

The World Finals will be open to all Radical customers worldwide, and the following cars will be eligible: SR1, SR3, SR8,

SR10 and RXC. The event kicks off on October 16 with a Radical-exclusive track day with an open pitlane. There’s a rest day on Tuesday 17, and welcome drinks on Wednesday 18.

The serious track action starts on Thursday 19, with 90 minutes of free practice. Another 45 minutes of free practice will take place on Friday 20 for drivers to get to grips with the circuit, followed by a 20-minute qualifying session and one 45-minute heat race. Saturday 21 kicks off with two 45-minute heat races, while Sunday sees the main event – the 45-minute World Final race. That’s followed by an awards dinner, and a chance to reflect on nearly a week of motor sport memories.

Factory tech support and spares will be on hand, and hotel-room blocks are available. The Algarve has plenty to offer family and friends, too; this week will be one to remember both on and off track.

end-of-season party at Portugal’s Portimão beckons – will you be there?

RADICAL: THE FIRST 25 YEARS

Where the company started, where it’s been and where it’s going; the Radical story over a quarter of a century

1999

SINGLEMAKE SERIES

Radical sold enough Clubsports to create its own single-make series, backed by the British Racing and Sports Car Club.

1999

1300 PROSPORT

Featured Formula 3sized slick tyres along with an adjustable rear wing.

2000

SCCA D SPORT CLASS

Radical cars were raced in the US for

1997

RADICAL SPORTSCARS FOUNDED

In Peterborough, UK.

1997

1100 CLUBSPORT

Based on a Kawasaki motorcycle engine, placed inside a small, open-cockpit chassis. Ran in the 750 Motor Club’s Sports 2000

2001

SR3 DEBUT

Still in production, this went on to be Radical’s most popular car to date. It used a Suzuki-based engine tuned by Powertec (now RPE), which offered 1300cc or 1500cc and a maximum of

2009 SR8 NÜRBURGRING LAP RECORD

Driven by Michael Vergers for an Evo magazine feature. The six-minute, 48-second record stood for eight years, until Porsche beat Radical by one second in 2017.

2008 EUROPEAN MASTERS

One-make Radical European Masters championship was launched.

2006 GULF RADICAL CUP DEBUT

2009 SR3 RS DEBUT

Many upgrades from the firstgen cars, with more standard features, too.

2010

100 CARS SOLD IN A YEAR

First major production landmark reached.

2005 SR8 DEBUT

Featured largest engine ever put in a Radical – the 2700cc Macroblock V8.

2006 SR9 DEBUT (LE MANS) LMP2 Class. Official partner Rollcentre Racing debuted the car with success in the Le Mans Series and Le Mans 24 Hours. SR9s in the hands of independent teams would contest the Le Mans 24 Hours a further four times.

SR3 RSX DEBUT

Dramatic new styling and improved aero.

2015

RXC HOMOLOGATED FOR ROAD USE

Another major landmark as Radical hit the highway.

2010

SR8 ELECTRIC Imperial College

London students converted an SR8 to electric. The aim was to drive the length of the Pan-American Highway, to challenge ideas about EVs and their range/power.

2015

RXC SPYDER DEBUT

Open-cockpit version had aerodynamic additions over previous RXCs.

SR3 SL DEBUT

Launched at the world-leading Frankfurt Motor Show.

2012

SR1 DEBUT

First model to have its own race series – the SR1 Cup UK.

2016

1000TH SR3 DELIVERED

2022

25TH ANNIVERSARY

Included rebrand from Radical Sportscars to Radical Motorsport.

100TH SR10 BUILT

1500TH SR3 BUILT INAUGURAL RADICAL WORLD FINALS

2021

50TH SR10 SOLD Officially became Radical’s ‘fastest-selling’ model to date.

SR3 gained restyle and new electrical

Most powerful SR offering yet with

2023

SR10 XXR DEBUT

20TH ANNIVERSARY RXC GT in carbon revealed at the Goodwood Festival of Speed.

2019 RAPTURE DEBUT

The last roadgoing Radical.

RADICAL’S NEW IDENTITY

Complete rebrand incorporating fresh logos among other new ideas.

2017

RXC 600R DEBUT

2000TH CAR BUILT

The remarkable story of how a Radical SR8 LM set the Nordschleife lap record for a road-going car

Words Nathan Chadwick

Photography Chris Rutter

TOP Low Radical provided food for thought when negotiating trucks on the public roads, recalls Vergers.

ABOVE Getting on and off the ferry for the voyage to mainland Europe also brought its own challenges.

‘THE RADICAL INSPIRES SO MUCH CONFIDENCE – IT’S SO NICELY BALANCED – YOU REALLY CAN GET THAT BUZZ’

ABOVE Despite a few hair-raising oversteer moments, the lap record stood for eight years.

LEFT Fettling the car ready for its run. Hard-compound Direzzas were used for safety, although Vergers thinks his time could have been even faster with softer tyres.

THE SUN IS LOW IN THE SKY, BATHING the Nürburgring in golden light that shimmers like some grand Hollywood vista. The story playing out in the infamous German circuit’s theatre of automotive excess has more drama than most Oscar winners, however.

It’s around 7:00pm, August 19, 2009. Anglicised Dutchman Michael Vergers is skipping a Radical SR8 LM from apex to apex, chasing down the record for the fastest lap for a road-going production car around the legendary Nordschleife. The result – six minutes and 48 seconds – will stand for eight years, despite some hair-raising oversteer moments visible in an awesome onboard video.

Radical and Vergers had already set a production record with an SR8 four years earlier. That result – six minutes and 55 seconds – wasn’t universally recognised;

detractors didn’t believe the SR8 was a truly road-going car. While the model had been put through the UK’s Single Vehicle Approval test, it had been transported to the ’Ring in the back of a truck, and only then fitted with road-legal Dunlop Direzza tyres. In 2009, Radical wanted to silence the naysayers once and for all.

Driving the SR8 LM didn’t phase Michael, Radical’s then-chief test driver. “We’d done so much mileage on the track – driving on the road means that there’s very little stress being put into the car, as long as you keep the engine ticking over,” he reminisces today. “There were a few challenges getting on and off the ferry, and a couple of speed bumps, but that was it.”

The bigger problem was boredom. “On a race track, your adrenaline is going – laps go by relatively easily,” he says. “Sitting on a motorway behind a bunch of cars, obviously

not being able to do 150mph, gets quite tedious.”

Piloting a car 40.9in off the ground on public roads also provided food for thought. “When we were following a truck, we didn’t even get to the height of the top of the tyre, so I did feel vulnerable,” Michael admits.

That 2009 trip passed without incident, but the real challenge was time itself when the outfit arrived at the Nürburgring. “We weren’t as privileged as Porsche, Volkswagen or Nio, who can hire the circuit exclusively,” explains Michael. “It was a normal Tourist day, but we had the final 15 minutes to ourselves.”

He actually caught up with the last stragglers on the first of his timed runs, such was the speed of the SR8 LM. “I think that the first time I did it was with my shorts and T-shirt,” he laughs. “We were playing with that ‘this is a road car’ kind of thing.”

Despite having to wait to get his chance to crack the record, there were no nerves on Michael’s part. “I’ve never been someone who has to psych himself up or do something prior to getting in the car – it’s just the job, isn’t it?”

The big problem was tyre warmth. “The toll booth is 800 metres from where the lap officially starts, so there’s not a lot of time to heat up the rubber,” he explains. “In 2005, I’d warmed up the softer tyres because I’d done a 6min 49sec lap, and I was thinking this was fantastic, so I pushed really hard – and then, a minute-and-a-half into the lap, I had a blowout. For 2009, we went with a harder-compound Direzza, purely from a safety point of view.”

As such, Michael believes the time could even have been lower. “I nearly lost it in the first corner with lots of understeer,” he says. “I was tentative through the first section, then the tyres warmed up. I had a couple of oversteer moments after that, because the tyres were a bit too hard.”

He wasn’t aware he was on a good lap –there were no onboard timing screens. Instead, he focused on compartmentalising the track itself. “The Nürburgring is sections of corners connected by long straights, so there are sections that are really full of adrenaline – the rest is, ‘right, okay, I need to get from here to

there for my next adrenaline rush’,” he explains. “As a racing driver, you know that when you’re getting a buzz from the car, you can’t have gone any faster through a section, because the car is pretty much at the limit. The Radical inspires so much confidence – it’s so nicely balanced –you really can get that buzz.”

Come the end of the lap, he didn’t instantly know the result – he ploughed on at high speed, and pulled into the paddock to great acclaim.

More than a decade on, when Michael isn’t in Spain running a sand- and vapour-blasting business, he drives in the FIA GT2 championship and acts as a driving-standards steward for the British GT Championship. Despite still having a racer’s instincts, watching the video back prompts a stark thought.

“There was no support team following me, no marshals, no radio communication – I didn’t even have a mobile phone,” he muses. “I was on my own. Was there more in the car? Probably – but if I’d crashed, nobody would have known. If I crashed, say, three minutes into a seven-minute lap, it would have taken them an extra four minutes to wonder where I was. That’s a long time if I was upside down or on fire. So while I pushed as hard as I could, there was a little bit more boundary to being close to the limit, because the Nürburgring is very unforgiving.”

The car has a different life now, although no less active. It’s in Northern Ireland, shared by Stephen Davidson and Alastair Mitchell, who are no strangers to fast cars and cutting-edge engineering. In addition to also sharing a Porsche 911 Turbo, they build spaceframe off-road rally machines. It was the search for a gearbox to make the latter more motor sport orientated that led them to the record-breaking SR8 LM.

“We’d had no exposure at all to Radical’s motor sport aspect,” recalls Stephen, who bought the car without even seeing it. “It was a leap into the dark.”

The SR8 LM had been kept at the Nürburgring by its owner, under the care of Teichmann Racing. “I don’t believe that it had been used on the road since the lap record – it

ABOVE A lack of on-track support crew, marshals and radio communication – or even a mobile phone – made 2009’s record lap more impressive still.

was set up for the track,” Stephen says. That would all change when the car made it to the UK, with road use being the priority. Achieving this proved somewhat challenging. “It was one inch from the floor, for starters,” he chuckles. “There was no loom for the front lights, no handbrake and no cooling fans – we spent a considerable amount of money bringing it up to standard.”

The pair enlisted the help of Charlie Hoyt, Radical’s official historian and the man behind the Radical Sportscar Registry. “He was instrumental in tracking down US contacts to source calipers and handbrake components.”

This project took around nine months to complete – and the first time Stephen got behind the wheel is indelibly marked on his memory. “It took me back to being 17 and the first time driving my parents’ Audi 80 Sport on ‘L’ plates – I was quivering in my knees,” he

laughs. “It brought me back to that moment due to how infamously potent this car was – it made quite an impression.”

The next trip was an eight-mile run to the MoT station. “It attracted a lot of attention. The MoT guys hadn’t seen anything like it.”

The trip back was less sedate. “The Porsche is potent – but the SR8 LM wipes the floor with that,” says Stephen. “It’s like something from Mad Max – that 10,500rpm redline V8 screaming away over your shoulder, then the aero starts to kick in and the steering gets heavier; the transformation is magical.”

Despite its track potential, Stephen and Alastair have never taken the Radical on track – and they never wear a helmet in the car. “I even took it to the supermarket during lockdown,” Stephen smiles. “We like to do unexpected stuff with it. We’re planning to take it to Dublin, which is two hours away,

with the auspices of dropping someone off with their luggage at the airport. There is a three-mile tunnel down there; we will have some fun with that, and then take the car around some tourist sites.”

There’s more to it than the performance, according to Stephen: “What the car delivers in its technical ability – light weight, braking ability, G-forces – is amazing. But the other aspect is more social. There’s an aura of happiness and joy that follows the Radical about; people give us the thumbs-up and wave. Typically cars such as this resonate with petrol-heads only, but this transcends that – everyone from grannies to kids love it. This is, after all, a child’s dream car.”

It’s a fitting continuance of the SR8 LM’s story, which began with a dream to claim a Nordschleife lap record. More than a decade on, it’s sparking new dreams for the next generation.

‘THERE’S AN AURA OF HAPPINESS AND JOY THAT FOLLOWS THE CAR; PEOPLE GIVE US THE THUMBSUP AND WAVE’

The SR1 XXR is toutedas“thefirststep”on the Radical ladder. Morelikeagateway drug,wereckon... ALL

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TWO FULL DAYS AFTER LAPPING THE Silverstone Grand Prix Circuit in the new Radical SR1 XXR, my neck is still aching. I could barely believe the cornering speed possible through Copse and Woodcote and, while my brain slowly recalibrated, the muscles supporting it struggled even more.

The SR1 XXR, by the way, is merely “the first step on the Radical ladder”, according to the manufacturer’s brochure. For young guns moving up from karting, or track-day enthusiasts who are looking for some spirited competition, it is simply the most accessible way into racing in a purpose-built car that delivers true downforce.

It’s that incredible aerodynamic effect that is most dramatic. With each lap I braked a bit later, carried more entry speed into the

bends and got back on the power earlier –and I still never got anywhere near the car’s full potential. With five races under my belt in a front-wheel-drive endurance series, I’m not a complete novice – but this ‘first step’ in the Radical is seriously steep.

Steep but not scary, however. On a couple of occasions where ambition exceeded talent, the SR1 never felt like it would bite. The treaded Hankook tyres let go progressively, giving even an amateur such as myself time to gather it all up and avoid an embarrassing excursion into the gravel.

“That’s the best thing about the SR1,” explains Radical driver coach Ryan Lindsay. “Its so easy to drive, but difficult to master. Although the SR3 is faster, it’s actually a bit easier for the driver, whereas the extra challenge makes the SR1 brilliant fun and means that you’ll always be racing someone no matter what your skill level is.”

Eligible to take part in numerous Radical

Cup series around the world, the SR1 made its debut more than a decade ago, in 2012, and has been progressively improved ever since.

“One of the great features of the Radical Cup series is that previous generations are still welcome and supported, which in turn keeps the used-car values strong for our Radical owners,” explains the company’s global head of marketing Jon Roach.

As is the Radical way, the latest XXR model offers incremental improvements that, yes, make it faster than before, but more importantly make it even more user friendly.

“The SR1 was substantially updated in 2017 with the second generation, and the engineering team have been continuously developing and testing upgrades and new features ready for this third-generation launch,” adds Roach.

“We have a dedicated R&D team led by James Pinkerton, who are often out testing at circuits across the UK and Europe. The new engine has been in development for over a year, with

extensive testing both on the dyno and in the real world on a development car.”

This Generation 5 engine is a liquid-cooled 1340cc 16-valve four-cylinder by Radical Performance Engines. For the XXR, the focus is improved durability. The time between refreshes has been increased by 25 percent, oil changes are now required only every ten hours of running instead of six, while there’s also a reduced warm-up and better thermal management. Overall, that means more time at speed and less in the workshop.

The mid-mounted engine drives the rear wheels via a six-speed sequential gearbox (with auto-blip downshift) and a chain, to a Quaife final drive and limited-slip differential. It might look a little incongruous in a fourwheeled racer, but it does keep the drivetrain simple and easy to maintain.

Intrax three-way adjustable dampers are now fitted to the Nik-Link suspension with its unequal-length double wishbones, along with

adjustability for the rear push rods to accompany those at the front. That gives drivers and their race engineers more to play with in-set-up, while new brake ducts cool the 240mm 30-vane ventilated discs to ensure consistency in longer races.

The most obvious change is to the rear bodywork, which now features an LMP-like central shark fin to enhance stability through high-speed corners. That was certainly my experience as I chased more experienced SR1 pilots, and SR3 drivers, around Silverstone.

“Trust the car,” Lindsay had told me as we went through video and data from my first session. So that’s exactly what I did, taking a deep breath and committing to cornering like I’d never done before – and being amazed at the way the SR1 stuck.

In my first session I’d been too conservative with the throttle and brakes, so I began to rev the engine until the shift lights on the AIM MXS display went from green, to red, to blue,

stretching the engine beyond 9000rpm, pulling the right-hand shift paddle without coming off the accelerator. I braked later and harder, and yet still the SR1 clearly had so much more in hand. It’s a hugely confidence-inspiring machine, and gradually I was able to build up to a pace that was on a par with at least one other SR1 on the circuit, albeit still several seconds away from the fastest drivers.

When the chequered flag waved to mark the end of my test session, I cruised back into the pitlane, mind still racing, neck muscles twinging, trying to process the experience.

No doubt with more driving time I’d get used to the SR1 XXR’s performance and, in turn, improve my own. Seat time is something that Radical Cup entrants certainly get, with plenty of test sessions and race weekends typically featuring three turns of at least 30 minutes, plus qualifying in the six-round championship.

If my short drive is anything to go by, you might also want to factor in gym membership.

‘I BRAKED LATER AND HARDER, AND YET STILL THE SR1 CLEARLY HAD SO MUCH MORE IN HAND’

XXR FACTOR

XXR FACTOR

The ongoing development of the SR3 model sees small changes making a big difference to performance and durability. We took the SR3 XXR to the track

Words Kyle Fortune

Photography Rick Noël

ABOVE Despite his on-track experience, our man Kyle Fortune views his maiden SR3 XXR drive with slight trepidation. By the end of the day, he wonders what he was worried about...

OPPOSITE A damp day at Silverstone circuit is the perfect setting in which to demonstrate the freshly honed power and performance of the world’s bestselling racing car.

“YOU CAN GO SO MUCH LATER ON THE brakes and so much quicker through the corners than you’d think, especially if you’ve come from road or sports cars,” says racer and driver coach Michael Lyons. “You almost need to take a minute, sit down, to take it all in.”

That’s easy for him to say; such is his ability, his trophy cabinet is tight on space. That’s in stark contrast to mine, which is empty. He has been tasked this morning with getting me up to speed with the Radical SR3 XXR, a car he’s had a hand in the development of, as well as raced extensively.

The SR3 itself should need no introduction, with previous iterations of it being the world’s best-selling racing car. The SR3 XXR we’re driving today is Radical’s latest development, enhancing the well proven racer with a series of upgrades to increase power and precision. In turn, that allows harder, faster lapping, with the ultimate aim being improved times.

Stood in Silverstone’s pitlane during Radical’s pre-season track event, the SR3 XXR warming up prior to our drive, the brand’s head of R&D James Pinkerton explains that the Radical Performance Engines (RPE) 1500cc fourcylinder will get up to temperature far more quickly as a result of recent changes. Naturally there’s more power, with output now stated at 232bhp (up from 226bhp), but Pinkerton says the goals for the Generation 5 RPE unit were more about usability, driveability and durability than chasing outright muscle.

Significantly, the cooling has been improved, with the adoption of a water-to-oil cooler fed by larger radiators. This not only means the SR3 XXR will easily cope with lapping in 40º temperatures, but also allows that quicker

‘ITS UPGRADES ALLOW HARDER, FASTER LAPPING, WITH THE AIM BEING IMPROVED TIMES’

‘THE BALANCE IS HUGELY EXPLOITABLE AND OUTRAGEOUSLY ENJOYABLE AT THE SAME TIME’

warm-up, without the need to use pre-heating. The application of drive-by-wire control means Radical has also added a warm-up engine map with a higher idling speed, which, again, is all to the benefit of run time.

Indeed, thanks to the modifications with the Generation 5 engine, Radical now recommends 50 hours between rebuilds. That represents a not-insignificant 25 percent, or ten-hour, gain over the SR3 XX. Similarly, oil changes are now recommended every ten hours, as opposed to every six hours previously, and such changes impact very positively on running costs.

The drive-by-wire’s greater control has a number of other advantages, too, notably in smoothing out the engine’s delivery. Pinkerton says it’s allowed the adoption of a softer revlimiter, which rolls the throttle bodies off and gently reduces torque, significantly reducing strain on the valvetrain. This all plays a sizeable role in the durability improvements.

The power gain is slight, but a richer, earlier torque delivery was a development aim, the engine’s shower-form fuel injection and the carbonfibre intake having improved volumetric efficiency and response, as well as being beneficial to cooler running. Pinkerton admits that during the RPE engine’s development it’s been through extensive rig testing – the majority of that being “aggressive track loops, literally simulated laps around Silverstone”.

It’s unlikely that, even with Lyons alongside for guidance, I’ll be giving the engine the kind of brutal work-out it had during its development – and the fact the track is wet is also certain to slow things down a little. The damp surface means we are running Hankook wet tyres, which nevertheless reveal incredible grip and traction. We have got the full circuit at our

disposal – although we’re not alone, with the pit garages alongside packed full of Radical customers running some pre-season testing.

Busy or not, Silverstone is a big track, so there’s plenty of opportunity to explore the SR3 XXR’s potential as well as the developments Radical has made. Lyons takes me out in the passenger seat for a few sighting laps, which proves enormously useful. While Silverstone is familiar to me, I’m used to experiencing it from the loftier seating position of a GT or sports car rather than the Radical’s low-slung position.

With those sighting laps completed, Lyons’ incredibly late braking and huge speeds through the fastest corners have left me wondering whether I’ll get anywhere near the performance the SR3 XXR has just demonstrated it’s capable of. The first hurdle, though, as with any race car, is getting it out of the pit garage without stalling it. Steady revs and the positive clutch bite help me achieve that, the new drive-by-wire set-up meaning I can press the wheel-mounted speed limiter while driving down the pitlane, trying hard to ignore my impostor syndrome.

Merging onto the track is my first proper opportunity to experience the immediacy of the engine’s response and its eagerness to rev; my left clutch foot will now be redundant until I pull up again at the pit garage later, because I’ll be right-foot braking today.

The SR3 XXR’s slightly greater power and earlier torque are shifting around 20kg less than in the car’s predecessor, with some mass reduced from its extremities here thanks to the optional fitment of a carbonfibre splitter and rear diffuser. These are not only around 50 percent lighter than the standard components, but stiffer, too, to the benefit of downforce.

As with the rest of the XXR’s enhancements,

LEFT The newcomer is more powerful, torquier and lighter than its predecessor, making it even more malleable in the hands of anyone with a modicum of driving skill.

the aero revisions have been more about making detailed improvements rather than creating a leap in performance, all of which means owners of previous SR3 iterations won’t see their efforts obliterated by the new car when it lines up alongside them.

Further aero changes include newly profiled, vented front-wing tops to aid the reduction of pressure around the wheels. These are complemented by reshaped side pods that tidy up the airflow along the car’s flanks and better exploit it for the side-mounted radiators. The most notable differentiator, visually, is the spine that runs down from the air intake behind the open cockpit. This LMP-inspired feature not only helps keep the car on the ground in the event of a spin, but also aids directional stability in high-speed corners.

There are plenty of those at Silverstone, of course, and after a few familiarisation laps to get my head around the performance offered by the SR3 XXR, the speed is starting to climb. Lyons is encouraging me to push harder – not only when getting on the brakes before entering corners, but also to get back onto the power earlier through and out of the bends, in order to exploit the huge grip and traction on offer. From my relatively limited experience of genuine aero racing cars, I recall the almost counterintuitive requirement for more speed to create more of the same; the harder the car is pushed into the track, the harder you can push it.

What’s very quickly apparent is just how biddable and approachable the SR3 XXR is, even in the damp. I’m astonished at the way it gains speed, loses it and changes direction. The steering is light, with the nose reacting instantaneously and faithfully to the slightest movement of the beautifully contoured wheel. Its turn-in is incisive, and the entire car feels like it is pivoting underneath me with no wasteful understeer or oversteer.

The brakes – this car has the optional AP Racing set-up – are incredible, with superb positivity from the pedal and their stopping power resolute and easily read. Indeed, all of the Radical’s limits are revealed in such an

approachable manner that it allows you to chip away at your time without ever feeling like you’re crossing into dangerous territory.

That benign, exploitable neutrality is instrumental in building confidence, with each full Silverstone lap being an exploration of not only the SR3 XXR’s ability but mine as a driver. Given the tantalising 11,000rpm red line, I had anticipated needing to manage the engine more than I am, keeping it revving in a high, narrow power band. That’s not the case: indeed, its ability to lug with real enthusiasm even from low revs means the odd wrongly chosen gear through a corner, or short-shift, isn’t the disaster it might be. The six-speed paddle-change sequential ’box is lightning quick on both up and downshifts, with an auto blip smoothing the latter.

What is genuinely surprising is just how quickly I can get up to speed – admittedly my speed, not that of Lyons, but given time and a bit more expert guidance I reckon I could get close enough to be within a few seconds of the pro racer. That’s something Pinkerton admits is the idea, and indeed the ethos, of the SR3 XXR; it’s incredibly fast and capable, as well as configurable and adjustable enough to suit any driver, so allowing everyone with a modicum of skill to pull convincing lap times from it.

As Lyons says, “it’s like a proper little prototype racer”, with everyone I speak to in the pitlane saying it’s the sweet spot in the Radical range. It’s got just the right performance and power, without having too much of anything, to deliver a balance that’s hugely exploitable and outrageously enjoyable at the same time.

I could go on lapping in it all day, but in order to allow some existing – and more talented – Radical customers to experience the new model on-track, I reluctantly get out. I’m thrilled not to have embarrassed myself, but I am keen to come back and try it again sometime.

Later on, I speak to Peter Tyler, a racer and Radical SR3 XX owner who takes a run in the SR3 XXR. He enthuses: “There’s not one big change, it’s just a tidier package that gives you even more confidence to drive it.” All of which could simply be shortened to ‘job done’…

THIS SPREAD Configurable and adjustable enough to suit any driver, the SR3 XXR is described as the “sweet spot” in Radical’s range.

‘JUST THE RIGHT PERFORMANCE AND POWER, WITHOUT HAVING TOO MUCH OF ANYTHING’

Last year Alice Powell returned to the Radical ranks in the SR10, and scored a win. Here is her story, what she thinks of the car – and what the future holds

POWELL TO THE PEOPLE

“I WAS ALWAYS A FAN OF MOTOR SPORT, ever since I can remember,” recalls Alice Powell. “My grandfather took me to an indoor kart track in Grove, Oxfordshire, near Williams, and I loved it. After moving to outdoor karting at eight or nine years old, I’ve never looked back.”

Alice made her name in the Formula Renault BARC Championship, clinching the title in 2010. She says: “My dream was to get to Formula 1, but not coming from a motor sport background I didn’t have much idea what it would cost – we quickly realised that sponsorship was going to be key. I have had some fantastic sponsors throughout my career, but I had to take a five-year break from racing. That was just down to sponsorship, even though I had won the Formula Renault Asia championship in 2014.”

Alice was thrust back into the limelight in

2019, with the launch of the W Series. She finished third that year, and second in 2021, taking the British Grand Prix support-race win.

“It was the first time the British fans had been back to Silverstone since Covid, and the atmosphere was incredible,” she remembers. “Being a British driver, racing at your home GP in front of such an amazing crowd – and to win it – was amazing.”

Alice returned to the W Series for 2022, taking third place in the standings with one win and four podiums. The end of ’22 also saw her back in a Radical for the first time since 2011; on that occasion, she got to sample the SR3. “I loved the car,” she says. “I raced at Snetterton just as it launched the 300 circuit.”

The SR3 certainly made an impression: “It was almost like driving an oversized go-kart – and the racing was really close, with a big

ABOVE Alice says that she thoroughly recommends anyone who is thinking about having a test drive in the SR10 to sign up.

‘SR10’S HANDLING IS PROBABLY AS CLOSE AS YOU CAN GET TO DRIVING A SINGLE-SEATER’

‘THE GRIP DOESN’T SHOCK YOU, AND YOU CAN CHANGE THE WEIGHT OF THE STEERING’

field. The car’s responses and handling were really enjoyable – it’s a shame it took so long for me to have a go in a Radical again.”

That chance came in September 2022. “I’ve known [marketing head] Jon Roach at Radical for ages, through a simulator company that has supported me over the years. He moved to Radical, and we kept in touch,” Alice explains. “He asked whether I wanted to drive a Radical again, and my answer was 100 percent ‘yes’.”

The date was set for September 18, the final round of the Radical Cup UK on the Donington Park GP circuit. Alice would share driving duties with Abbi Pulling, part of the Alpine Affiliate programme that she supports. “I work with Alpine on talent development within the academy – we have six girls who are currently in karting aspiring to be in F1,” says Alice.

The duo did not get a chance to practice with the SR10 due to Abbi’s Formula 3 test, which Alice supported. Then, to make their preparations even more challenging, the heavens opened just before the race itself.

“We were sitting in the holding area, and we were wondering whether to go out on slicks or wets – but everyone chose to stay on slicks because the sun came out and the track started to dry quickly,” Alice remembers. “It was still a little sketchy to start off with, but that’s going to be the same for any car on slicks when it’s a bit damp. I loved the SR10, especially the handling – it’s probably as close as you can get to driving a single-seater.”

Despite being dropped into the car with minimal preparation, as well as Alice’s relative inexperience in endurance racing, the duo recorded a class win on their debut. “Coming through the field, and the battles we had, were really fun,” she recalls.

Alice was particularly impressed with the SR10’s grip. “Obviously it has a lot less downforce, because it’s not a single-seater,

but the floors and rear wing were really effective,” she says. “I have to admit that I was too early on the brakes at times. The level of grip surprised me – the Radical had similar braking points to the single-seaters I drove around Donington years ago.”

The extra performance from the SR10 didn’t overwhelm the car, as Alice explains: “It’s a great machine for drivers who want a powerful car, because the grip doesn’t shock you and you can change the weight of the steering. Abbi and I drive heavy single-seaters, so we were able to get it fairly heavy on the wheel so we could get a good feel of the road. However, the power steering is adjustable, and you can have a little bit more assistance if you feel you need it.”

Despite having 425bhp on tap and 380lb ft of torque flowing through the rear wheels, the SR10 doesn’t bite, Alice adds. “There’s a lot of horsepower behind it, but when you put your foot down it doesn’t immediately snap or kick the rear out – I just felt comfortable driving it. There was never a moment when I couldn’t push through a certain corner – I could take the Craner Curves near enough flat.”

This adaptability also applies to driver changes in endurance racing. “It’s quite easy to change the controls to suit another driver,” says Alice. “For situations where there is one small driver and one tall driver, you can quite quickly whip out the seats or foam padding in order to make the change.”

She is full of praise for both Radical and the culture of the paddock. “For anyone who is thinking about having a test drive in the SR10, I’d thoroughly recommend it,” she says. “Radical UK was extremely helpful, and the paddock is really friendly.”

For Alice, 2023 will see her continue to work with Alpine and driver coaching, as well as doing TV commentary work. “There’s not going to be much time for racing, but hopefully I’ll be behind the wheel of a Radical at some point.”

WHERE SPEED IS BORN

WHERE BORN

Every Radical built comes out of the company’s design and production facility in Peterborough, UK. We take a look behind the scenes

Words

Nathan Chadwick

Illustration

Rod Hunt

RADICAL MOTORSPORT STILL SITS ON the same industrial estate as it has ever since it was founded in 1997. The manufacturing base in Peterborough, Cambridgeshire is the bustling epicentre of what makes a Radical sports car so unique. More than 60 percent of all components are fabricated under the one roof, from welding the spaceframe chassis to laying the glassfibre for the GRP body panels. All these parts are then expertly assembled by the small but specialised production team – just down the corridor from where they were first designed.

Now, around 200 cars leave the factory every year, most of which are exported to any of over 30 dealers in an international network spanning more than 20 countries. In addition, 12 Radical race series are now competing worldwide, while a new corporate headquarters and showroom have opened at Donington Park, the UK’s oldest motor-racing circuit.

LEFT Raw stock ready to be machined in the lathes. While some will be turned into chassis tube, most will become pushrods and wishbones.

BELOW At least 12 CNC machines of varying specs hone billet uprights, spigot hubs and more. The oldest machine, a Toyoda, dates back 25 years, while the newest Haas has been here two years.

OPPOSITE The chassis is removed from the jig for the final welding process. Each chassis takes around eight hours, plus another four hours for powder coating. Most of the chassis tubes come pre-formed and laser cut, helping to smooth out the production process.

OPPOSITE This is part of the chassis dynamometer. It’s one of the most well utilised pieces of kit; production uses it as a system check and final sign-off, while it is also used for Radical’s in-house development programme.

ABOVE Head of R&D James Pinkerton, pictured, says: “We conduct a dyno session before each track test to confirm all required test instrumentation is functional and accurate. We then ensure the engine output is on target.”

RIGHT These billet blocks are built in-house for the 3.0-litre and 500bhpplus 3.2-litre V8s.

BELOW The plug for the SR1’s XXR tail, which is used to make the mould. The fin adds yaw stability in high-speed corners.

THE TIMES

How fast can a Radical lap a circuit? Here are the fastest times by our cars around the world – and the customers who did them. Could you join the list, too?

WE ALL WANT TO WIN THE RACE, OF course. But there’s also amazing kudos in recording a record lap time, which will often be remembered – and recorded – for even longer than any podium place.

Here we have the fastest laps by a Radical at the many circuits around the world at which the cars compete. Such is the competitiveness in Radical motor sport, we all know that some of these records will soon be broken again.

What’s most noticeable here is not just the number of tracks, and their geographical spread, but also the differences between them. There’s Silverstone GP circuit, which we know

so well from Formula 1, and Paul Ricard in France, with their long, fast straights, compared with the much tighter turns of, say, Calabogie in Canada or Everland Speedway in Korea. On some, the lap is over in less than a minute –look at Bushy Park in Barbados, Wallerfield International in Trinidad and Tobago, and Wanneroo in Australia for example – while others take more than two minutes to lap.

Most of all, though, it’s the circuit names that resonate. So many from Formula 1, past and present, so many with amazing tales to tell, where legends have been made – and records broken. Long may that continue.

ANDERSTORP RACEWAY (SWEDEN)

01:33.8 STEVAN PETROVIC

BARBER (US)

01:22.3 STEVE JENKS

BRANDS HATCH GP (UK)

01:25.4 NOAH DEGNBOL

BUSHY PARK INT CIRCUIT (BARBADOS)

00:57.7 ZANE MALONEY

CALABOGIE (CANADA)

02:03.2 JONATHAN WOOLRIDGE

COTA (US)

02:07.0 JON FIELD

CTMP (CANADA)

01:20.5 JONATHAN WOOLRIDGE

DIJON-PRENOIS (FRANCE)

01:17.3 XAVIER GEORGES

LE MANS BUGATTI (FRANCE)

01:37.3 XAVIER GEORGES

LJUNGBYHEDS MOTORBANA (SWEDEN)

00:49.7 MICHAEL KULLZÉN

MANTORP PARK (SWEDEN)

01:17.0 STEVAN PETROVIC

MOTORPARK ROMANIA (ROMANIA)

01:37.8 MIHNEA STEFAN

OULTON PARK INTERNATIONAL (UK)

01:37.9 DOUGIE BOLGER

PAUL RICARD (FRANCE)

02:11.1 ADRIEN GIRARD

PHILLIP ISLAND (AUSTRALIA)

01:32.9 JORDAN OON

QUEENSLAND RACEWAY (AUSTRALIA)

01:10.4 MITCH NEILSON

RING KNUTSTORP (SWEDEN)

00:56.7 STEVAN PETROVIC

ROAD AMERICA (US)

02:06.3 INDY AL MILLER

SILVERSTONE GP (UK) 02:04.0 JOHN MACLEOD

SNETTERTON 300 (UK)

LEFT From Sydney to Silverstone, and Dubai to Dijon-Prenois, Radical racers have made their mark.

SONOMA RACEWAY (US) 01:32.3 JON FIELD

SOUTH DAKOTA RACEWAY (GUYANA)

01:16.4 KRISTIAN BOODOOSINGH

SYDNEY (AUSTRALIA) 01:29.3 MITCH NEILSON

THE BEND (AUSTRALIA)

TRANSILVANIA MOTOR RING (ROMANIA) 01:29.0 MIHNEA STEFAN

UTAH (US)

01:49.7 JON FIELD

WANNEROO RACEWAY (AUSTRALIA) 00:55.6 ELLIOT SCHUTTE

WATKINS GLEN (US)

YAS MARINA GP, NEW LAYOUT (UAE)

01:56.9 GEORGE KING (21/22)

Intrax can build you custom shocks or small series

Also for your other cars

Street, race, off-road, oval, rally, rallycross, classic (modern technology in a classic look), industrial, etc.

RADICAL IN THE GULF

For nearly two decades the GulfSport Racing team has led the way for Radical in the UAE. We find out more from fatherand-son team Barry and Martin Hope

“WE TURNED OUR HOBBY INTO A business – that’s the bottom line,” says Barry Hope, who runs GulfSport Racing with son Martin. Set up in 2004, it is the official dealer for the UAE. The team is based out of Dubai, and recently won Radical Global Dealer of the Year.

In stark contrast to the sunny climate of their home, the duo’s love of Radicals was sparked in the distinctly un-UAE-like environs of the UK’s Cadwell Park. “I was racing a Mk2 Ford Fiesta XR2,” Martin recalls. “I heard the Radicals through the trees – they grabbed my attention.”

The Hopes have motor sport history, with Barry competing in motocross and Martin in the 750 Motor Club; they even ran a classic F1 car.

“When Martin came to finish his motor

sport engineering and management degree at Oxford Brookes, we started to wonder what we could do to utilise all the experience and skills we had developed over many years,” Barry says. The answer lay in Dubai; Barry had lived and worked there in the 1970s and ’80s, and was accustomed to the culture and the way things were done.

“I knew they were building a circuit in Dubai, and another in Bahrain; we realised there’d be no one out there with any circuit-racing experience, so we’d be the first to market,” he explains. “We put our heads together and explored the possibility of building a little team to run racing cars and Radicals.”

The outfit was the first to set up shop at the new Bahrain circuit, only six weeks after the very first GP – something Barry describes as a real privilege: “For about six months, all I had to do was call track security and we’d have the circuit to ourselves for 20 minutes. We were pretty lucky to have that opportunity.”

Getting set up is one thing, developing the brand is another – especially for one that, at the time, was relatively unheard of outside of Europe. However, a meeting with a member of the Dubai royal family – the man behind the A1 GP series – really boosted things.

“We went to him and said, you’ve got an event in Dubai in December 2005 – we’d like to provide the support race for that, because there’s nothing else,” Barry reflects. “With support from the factory in Peterborough, we got cars and drivers over, plus a truck full of spares, and put on one hell of a show. Everybody enjoyed it, and it was a really good event that got so much attention.”

Pretty soon Barry and Martin had sold six cars, and the inaugural Radical championship was launched in January 2006, with eight cars on the grid. Now the average grid is around 15 to 18 cars, with drivers flying in from around the world to compete in a seven-round series called the Gulf Radical Cup.

“The driver appetite here is really good –there’s a lot more track time than you’d get in the UK,” Martin explains. “We’re testing all day Thursday and Friday, and racing Saturday and Sunday. We get people visiting us from the UK and Australia in the winter.”

There’s some serious talent to be seen in the Dubai series: 2022-23 Gulf Radical Cup champion Alex Bukhantsov and the likes of James Sweetnam, Ian Loggie and their

counterparts have all taken part, and moved on to GT3 or LMP racing.

“Radicals are still the only cars that give these drivers physical and mental workouts similar to those of LMP cars,” Martin says. “GT3 cars are fun, but physically it is not the same for conditioning themselves for prototype racing.”

The other ace up the pair’s sleeve is having experienced GT racer Tommy Erdos on hand as a driving instructor: “To be coached by someone who’s been there, done it and knows how to win races is really important for drivers,” continues Martin. “Working at this level is very technical, in terms of setting up the car, the data and the analysis – the hands-on advice and guidance you get from someone who’s got that experience is invaluable.”

Looking to the future, Martin and Barry are looking forward to the roll-out of the XXR model, which both men describe as an exciting development – they already have the first one in Dubai. The appeal of Radical will continue to be its worldwide availability, however.

“Radical is still the only company of its type to have a global network – it gives drivers the confidence to invest in the cars and race, because they know they have support,” explains Barry.

The other appeal is the relevance that racing Radicals has to other formulae, he believes: “Single-seater racing tends to attract 15- and 16-year-olds who want to get to F1, but by 19 they realise they can’t afford to do any of it; it becomes an extremely narrow path to get anywhere serious. You can do sports car racing through your life, there’s no age limit. But we’ve also seen guys improve through Radicals to compete in LMP, to the point where you can race at Le Mans. In F1, just one or two people join the grid each year, if that.”

Radicals are also a stepping stone from track days, too, Martin says: “Drivers often come to us after spending a fortune on their GT3 Porsche or Ferrari. They get in a Radical and have a ‘eureka’ moment – we had one guy who said ‘that’s it, I’m selling my Porsche’.

“It’s happened a few times,” he laughs. “Obviously the Porsches are quick down the straights, but Radicals come flying past on the brakes into the corners – when we get those Porsche guys into a Radical, it just blows them away. I do warn people, just be careful when you drive the car, it’s really addictive…”

RADICAL IN NEW YORK

Group-A Racing flies the flag for Radical in the US’s North East. We talk to owner Jonathan Scarallo about keeping adrenaline running high in the city that never sleeps

“WE HONESTLY HAVE THE BEST OF both worlds,” says Jonathan Scarallo of Group-A Racing, about the Blue Marble Radical Cup he helps to promote. “On track the competition is very intense and everybody is out for themselves, but things are extremely friendly in the paddock – there’s a Blue Marble cocktail party every Friday, and all the teams have lunch together. We all get along very well, and help each other when needed – I’ve never experienced such a thing before.”

Jonathan certainly has enough experience to judge that. Group-A Racing was set up in 1996 to run his older brother’s racing in USF2000, but Jonathan moved into running customer efforts alongside those of his own at the tender age of 17: “We’ve been very fortunate to run a variety of sportscar and open-wheel series, from Trans-Am, F4, F2000, USF2000 and

World Challenge to Formula Lites, winning many races along the way,” he says.

Group-A Racing first joined the Radical world in 2020, competing in the Blue Marble Radical Cup just as it was setting up its Radical dealership. “When I came across the Radical Cup, I was blown away to see they’d recently had 37 cars at Road America, plus they were a support series to the NTT IndyCar Series,” he says. “I realised there was a dealership opportunity for us in the North East.”

Jonathan had seen that sportscar racing had been on a tremendous rise over the past ten years globally, not just in North America, and it was only going to grow. “As a business, Radical offered us the chance to continue to work with young drivers, the same as we did in our openwheel history, but also have a more mature driver base for some more stability in the business,” he adds. “It has transformed our business, allowing us to expand at a rate that would not have happened if we hadn’t joined the Radical Cup programme.”

Aside from acting as a dealership and running a team in the Blue Marble Radical Cup, Group-A runs demonstration days at various country club tracks in the north-east US region. “We have also been active in NASA and SCCA in our region, again promoting the brand and the Radical Cup, moving drivers up from club racing to pro racing, and more. I have been using my contacts from my 15 years in the open-wheel arena to spread the gospel of the Radical Cup, to get them in for a test or a one-off race weekend.”

Jonathan is a member at the New Jersey Motorsports Park (NJMP), which provides access to 45 member days per year that allow people to do tests. “Reece Everard is a great example of an open-wheel contact who learned of the Blue Marble Radical Cup through us,” he says. “He came to NJMP to test in October 2021, and then joined us for the 2022 campaign.”

Jonathan loves how the Blue Marble Radical Cup can help kids to take the next step in their careers, while also providing high-octane thrills for gentleman drivers. “We average over five hours of track time per weekend, triple-header events, live streams and numerous IndyCar weekends, with large fields of 30 or so fantastic cars most events. What’s not to like?”

The Radical Cup offers three speed levels for youngsters to transition from karting and single-seaters. “While it’s sportscar racing, it is a prototype with a very similar driving

experience to open-wheelers,” Jonathan says. “The Blue Marble Radical Cup is a tremendous teaching platform. Drivers get to learn multiclass race-traffic management, and how to perform pitstops under pressure with three mandatory pitstops – and all on a budget similar to that of the world’s most affordable open-wheel series, but with much faster cars.”

For gentleman drivers, Jonathan believes the Radical Cup package can’t be beaten on a bangper-buck basis. “For this budget, equivalent to the Mazda MX-5 cup, what else can offer track time at high-profile events with IndyCar, with performance on a par with LMP3 and GT3?” he asks. “You also don’t have to deal with sharing your car or Balance of Performance.”

Behind the scenes there’s a wealth of crew talent to provide back-up, with engineers and mechanics with IndyCar and Formula 1 experience. “Lenny Tumenas, who’s been full time in Radical with me since we joined in 2020, was with Chip Ganassi Racing and on Tony Kanaan’s car this year at the Indianapolis 500,” says Jonathan. “Other teams are deep with talent, too: Dave O’Neil with Esses Racing built up Haas F1 with Guenther Steiner, while Wisko Racing’s Thomas Knapp has put cars on

pole position at the Indy 500 and won countless junior open-wheel races.”

There are even inter-dealer challenges; West Coast Radical dealer Steve Cameron enters his team into the Blue Marble Radical Cup, too. “It’s impossible to summarise all the success his programmes have had here in America in both open-wheel and sportscars,” Jonathan says. “I am very proud to be part of such a tremendous paddock – when you win here, you have accomplished something.”

However, for all the competitiveness, it’s the friendly atmosphere of the Radical Cup that he really admires. “There are always smiling faces in the paddock,” he says. “It’s fun and friendly, but intense and close, hard racing – and who doesn’t want to do 175mph at Road America?” Find out more at www.grouparacingteam.com and also at www.radicalmotorsport.com/goracing/radical-cup-north-america.

510KG

188BHP

368BHP/TONNE

2:11 SILVERSTONE GP

620KG

232BHP

374BHP/TONNE

2:02 SILVERSTONE GP

725KG

425BHP

586BHP/TONNE

1:58 SILVERSTONE GP

1130KG

654BHP

578BHP/TONNE

1:59 SILVERSTONE GP

ENTRY POINT TO THE RADICAL WORLD

LIGHTWEIGHT, POWERFUL HAND-BUILT ENGINE, FAST AND RESPONSIVE

AVAILABLE WITH BOTH SINGLE- AND TWO-SEATER BODYWORK, TO ALLOW FOR RACING AND TUITION ALIKE

PLENTY OF OPTIONS AVAILABLE TO MAKE YOUR SR1 YOUR OWN

THE SR1 MAY BE THE ENTRY POINT TO the world of Radical Motorsport, but don’t underestimate its potency. Tipping the scales at a mere 510kg means that the hand-built, 188bhp RPE racing-specification engine can power the car from 0-60mph in a scant 3.5 seconds before charging on to 138mph.

The high-downforce, lightweight, glassfibre bodywork can accommodate a single-seater or two-seater layout, making it the perfect basis for tuition. The car features fully adjustable suspension, meaning it’s a great way to learn the intricacies of set-up. There are a plethora of options available to make your SR1 your own,

such as a choice of seven bodywork colours, Nik-Link roll bar set, FIA-certified fuel cell and LED race lights. The SR1 is also one of the safest competition cars you can buy, thanks to its fully crash-tested design.

We’ve recently updated the SR1 with fresh styling, improved aerodynamics and revitalised electronics, meaning it is ready and raring to go. Buying an SR1 also opens you up to a worldwide community of racing, with national championships around the planet, all the way from the UK and US to the Philippines and Korea. Fancy conquering the world?

STANDARD EQUIPMENT

SR1 XXR

WEIGHT 510KG POWER 188BHP POWER:WEIGHT 368BHP/TONNE

ENGINE

Hand-built RPE racing-spec engine

ECU with detailed interrogation function for maintenance and analysis

POWERTRAIN

Six-speed sequential gearbox

Paddle-shift gearchange with auto-blipper

Quaife gear final drive and limited-slip differential, reversing gear system

Mid-engined, rear-wheel drive

SUSPENSION

Fully adjustable Nik-Link suspension system, front and rear unequal-length top and bottom wishbones, fabricated uprights, front and rear adjustable pushrods

Interchangeable roll bars

Intrax dampers

COCKPIT

Two-seater chassis with twin- or single-seat options, optimised for use with a moulded race-seat insert

Dash-mounted brake-bias adjuster

Wind deflector

WHEELS AND TYRES

SR1 Cup championship tyres

Wet-tyre options

DIMENSIONS

Length: 3860mm

Width: 1560mm

Height: 1020mm

Weight: 510kg

FEATURES

Two-seater chassis

High-downforce, lightweight glassfibre bodywork

Quick-release steering wheel

Dash-mounted brake-bias adjuster

AiM MXS display unit with LED rev counter, gear indicator, shift light and data-logging capability

Aluminium, foam-filled 54L fuel tank

Radical four-pot calipers. 240mm × 25mm, 30-vane ventilated discs front and rear

Radical cast-aluminium wheels (7in × 13in dia. front and 9in × 13in dia. rears)

Full fire-extinguisher system

OPTIONS

Nik-Link roll bar set

Convenience Pack (engine-oil preheater and fuel-sampling/drain kit)

Quiet track-day silencer

Loud exhaust

LED race lights

Enhanced Data Pack (SmartyCam video system with GPS and race logging, including brake-pressure and steering sensors)

FIA-certificated fuel cell

Forward-facing stay head protectors

Composite halo head restraint

Passenger seatbelts and headrest

Driver and passenger seat inserts

THE WORLD’S BEST-SELLING RACE CAR

WORLD'S MOST POPULAR RACE CAR ENABLES DRIVERS TO LAP FASTER, HARDER AND FOR LONGER

FEATURES RADICAL PERFORMANCE ENGINES’ GENERATION 5, BIOFUEL-READY, 232BHP MOTOR

SUITE OF DATA OPTIONS AND TECH HELPS RADICAL DRIVERS BE THE FASTEST ON THE RACE TRACK

ELIGIBLE TO TAKE PART IN RADICAL RACE SERIES WORLDWIDE

THE NEW RADICAL SR3 XXR BRINGS unparalleled race-car tech to the fingertips of drivers around the globe. Launched with more power and precision, the latest edition of the world’s most popular race machine improves on the legendary SR3 formula to enable drivers to lap faster, harder and for longer.

This is the first Radical model to use Radical Performance Engines’ Generation 5, biofuelready, 232bhp motor. Styling upgrades include revised LED lighting, an LMP-inspired central tail ‘shark fin’ and new lightweight wheels. A carbonfibre splitter, rear diffuser and brakes from new technical partner AP Racing will all be offered as options.

The SR3 XXR continues to use AiM’s solidstate tech, including a suite of data options and technology to help Radical drivers be the fastest on the race track. It also retains AiM’s popular Formula steering-wheel technology,

akin to those usually seen in high-level singleseater racing cars and Le Mans Prototypes.

To put the power of technology at every driver’s fingertips, the dashboard is designed around a multi-function steering wheel, and incorporates a built-in LCD display to relay real-time information. The system is fully customisable, with hundreds of data-feed combinations to choose from and up to four fields being displayed at any one time.

The SR3 XXR includes a range of datalogging and review options, with Radical Motorsport offering a host of extra kit that can be bolted on to tailor the systems to the needs of a driver or team. Among the features of these high-performance cars are data fields such as tyre-temperature and pressure sensors. These data channels help the track-day and club racer to optimise their tyre and aerodynamic settings for both peak performance and endurance.

Drivers can choose between Radical’s proven 1340cc or 1500cc four-cylinder handbuilt RPE racing-spec engines, both assembled by Radical’s world-class race-car engineering team. The units are driven through a six-speed sequential gearbox with paddle-shift and Quaife limited-slip differential, and are coupled with a new-generation racing exhaust.

STANDARD EQUIPMENT ENGINE

Gen 5 RPE liquid-cooled four-cylinder, 16v, 1340cc or 1500cc

Gen 5 RPE dry sump and cooling system

Gen 5 RPE coil-on-plug ignition system

Electronic drive-by-wire throttle with optimised carbon airbox with OHFI (Over Head Fuel Injection)

Life Racing ECU with detailed interrogation function for maintenance and analysis

XX-generation hi-flow racing-exhaust system

Biofuel ready

POWERTRAIN

Six-speed, integral sequential gearbox

Paddle-shift gearchange with auto-blipper

Quaife gear final drive and limited-slip differential, reversing gear system

Mid-engined, rear-wheel drive

BODY

Lightweight spaceframe chassis with FIAspecification safety cell and crash structure

LMP-inspired, high-downforce composite bodywork

XXR-generation LED race lighting including FIA high-intensity central rain light

Bi-plane high-downforce track-day rear wing and diffuser

XX-generation Le Mans pre-preg carbon-composite mirrors

XXR-generation rear-wing endplates

SUSPENSION

Fully adjustable Nik-Link suspension system, front and rear unequal-length wishbones, adjustable pushrods

Lightweight uprights providing an improvement in durability

Interchangeable roll bars

Choice of bespoke Intrax fully adjustable dampers

BRAKING

Radical four-pot calipers front and rear on 280mm x 25mm fully floating 48-vane disc brakes

COCKPIT

Two-seater chassis with twin- or single-seat options, optimised for use with a moulded race-seat insert

XXR-generation Formula

Wheel with integral LCD display, lightweight paddles and on-wheel switching

XX-generation dashboard with waterproof, backlit momentary touchpad

On-dash brake-bias adjuster Wind deflector

DATA AND ELECTRICS

XX-generation solid-state Power Distribution Module (PDM) with Controller Area Network (CAN) linked wiring and telemetry

XX-generation data integration and logging allowing additional data logging

WHEELS AND TYRES

Radical XXR-design centrelock, cast-aluminium wheels – 8in × 15in dia front and 10.5in × 16in dia rears

Slick- and wet-tyre options

OPTIONS

Convenience Pack (additional silencer, radiator fan and engine-oil pre-heater)

AP Racing brakes upgrade

Pre-preg carbonfibre double front dive planes

Carbonfibre splitter and rear diffuser

LED race lights

Triple-adjustable racing suspension

Air-jack system

Enhanced Data Pack (SmartyCam video system with GPS and steering-logging sensors)

Pre-preg carbonfibre dashboard

Advanced dynamic laser ride-height (front and rear) logging

Tyre-pressure and temperaturemonitoring system

Suspensionlogging sensors

Electrically activated fire-extinguisher system

FIA-certified 76-litre fuel cell

Fuel-sampling/drain kit

Dry-break refuelling system

Nik-Link roll bar set

Trickle-charge and jump-starter pack

Forward-facing stay head protectors

Composite halo head restraint

Driver- and passengerseat insert

Cockpit Safety Structure

SR3 XXR

PURE EXTREME PERFORMANCE

THE BENCHMARK FOR COMPETITION, MOTOR SPORT COUNTRY CLUB AND TRACK-DAY CARS

LOWER RUNNING COSTS FROM A LONG-LIFE 425BHP RPE-FORD ECOBOOST ENGINE AND HEWLAND GEARBOX

MORE REAL-TIME DATA, THE LATEST DASH ELECTRONICS AND OPTIONAL POWER STEERING CREATE THE ULTIMATE DRIVER’S CAR

ELIGIBLE TO TAKE PART IN RADICAL RACE SERIES WORLDWIDE

WITH A HIGH-HORSEPOWER, LONGlife powertrain, the Radical SR10 XXR is everything you’d expect from a Radical –turbocharged. Targeted at track-day enthusiasts, motor sport country club members and racers across the globe, the SR10 XXR delivers more power and torque than has ever before featured in Radical’s SR line-up, with a new engine and drivetrain package that’s been optimised for both performance and durability.

The new SR10 XXR is designed to keep you on the track for longer, faster. Whether lapping casually or dicing in an around-the-clock enduro, the SR10’s sole purpose is to out-run and out-manoeuvre the competition while remaining easy to drive and cost effective to run.

Demand from Radical’s customers for a turbocharged variant of our legendary SR line of Sports Racers propelled the SR10’s extensive test programme, which continued behind closed doors throughout lockdown. Given the SR platform’s longstanding reputation for providing

electrifying performance through optimised aerodynamics and outstanding grip, the primary focus was on maximising both the new powertrain’s incredible performance as well as its durability, for easier operation and long service intervals. The SR10 is now Radical Motorsport’s fastest-selling car yet.

The SR10 XXR applies the cutting-edge tuning capabilities of Radical Performance Engines (RPE) with the proven durability of Ford’s EcoBoost architecture. This is no ordinary production unit; as Radical’s in-house powertrain division, RPE has developed a bespoke turbo, induction and engine-management package to release over 425bhp and 380lb ft of torque. A bespoke Garrett G-Series turbo delivers better throttle response and reduced lag, with forged pistons and connecting rods and a bespoke dry-sump lubrication system.

This high-output engine is integrated with a new Hewland GT3-derived six-speed gearbox. The SR10 is Radical’s first application of the

Hewland TMT transaxle, originally developed for the FIA F2 single-seater. This compact unit includes an integral paddle-shift actuator and innovative WaveTrac ATB diff for maximum traction in all conditions, and perfectly matches the high torque generated by the 2.3L High Output variant of the RPE-Ford inline-four engine.

The driver’s environment features a wheelmounted LCD multi-page display and additional controls at the driver’s fingertips. This includes multiple engine- and gearbox-mapping options as well as adjustable weighting for the optional electronic power-steering system – also a first for the SR model line.

Two years after its first introduction, the XXR upgrade was launched for the SR10. This included updates to the bodywork such as carbonfibre front louvres and carbonfibre front splitter and rear diffuser as an option. The SR10 XXR continues to be the race car of choice for country club members and track-day enthusiasts worldwide.

SR10 XXR

WEIGHT 725KG

POWER 425BHP

POWER:WEIGHT 586BHP/TONNE

STANDARD EQUIPMENT

Front and rear brake cooling

COCKPIT

Two-seater chassis with twin- or single-seat options, optimised for use with a moulded race-seat insert

ENGINE

RPE-Ford 2261cc, 425bhp and 380ft lb turbocharged engine complete with direct injection, twin-independent variable cam timing and drive-by-wire throttle

Custom Garrett turbocharger

Forged motor sport pistons, connecting rods and bespoke dry-sump system

Latest Life Racing ECU with detailed interrogation function for maintenance and analysis

High-flow racingexhaust system

POWERTRAIN

Six-speed Hewland sequential transaxle

Radical-developed paddle-activated gearshift system with auto-blipper

Automatic torque-biasing limited-slip differential

Mid-engined, rear-wheel drive

SUSPENSION

Fully adjustable Nik-Link suspension system, front and rear unequallength top and bottom wishbones, fabricated uprights, front and rear adjustable pushrods

Lightweight cast-aluminium updated uprights, which provides an improvement in durability

Interchangeable roll bars

Intrax triple-adjustable dampers with Anti-Roll Control (ARC) technology

BRAKING

Radical four-pot calipers on 315mm x 35mm front and rear fully floating 48-vane disc brakes

AiM Formula Wheel with integral LCD display, lightweight shift paddles and on-wheel switching

Display functions include LCD rev counter, gear indicator, shift light and engine/gearbox-strategy

manettino controls

Ergonomic dashboard with waterproof, backlit momentary touchpad

Dash-mounted brakebias adjuster

Wind deflector

DATA AND ELECTRICS

Solid-state AiM Technologies Power Distribution Module (PDM) with Controller Area Network (CAN) linked wiring and telemetry

Data integration allowing additional data logging including tyre-pressure and temperature monitoring, and laser ride-height logging

SAFETY AND SECURITY

FIA-specification, foam-filled 77L fuel cell

Full electronic fireextinguisher system

WHEELS AND TYRES

Radical centre-lock, cast-aluminium wheels

– 8in × 15in dia front and 10.5in × 16in dia rears

Slick- and wettyre options

DIMENSIONS

Length: 4077mm

Width: 1799mm

Height: 1093mm

Weight: 725kg

OPTIONS

Advanced dynamic laser ride height (front and rear) logging

Tyre-pressure and temperature monitoring system

Suspension-logging sensors

Convenience Pack (fuel drain and tricklecharger Li-ON)

Billet upright upgrade

Additional silencer

Pre-preg carbonfibre double front dive planes

Air-jack system

Enhanced Data Pack (SmartyCam video system with GPS and brake-pressure and steering-logging sensors)

Pre-preg carbonfibre dashboard

Dry-break refuelling system

Electronic Power Assisted Steering (EPAS)

Nik-Link roll bar set

Forward-facing stay head protectors

Composite halo head restraint

Driver- and passengerseat insert

Cockpit Safety Structure

Carbonfibre front splitter

Carbonfibre rear diffuser

RXC 600R

THE ‘APPROACHABLE’ GIANT-KILLER

BRINGS LE MANS EXPERIENCE WITHIN REACH OF NON-PROFESSIONALS

CLOSED COCKPIT ENABLES ENHANCED COMFORT AND MORE EQUIPMENT

ALSO AVAILABLE IN MORE HARDCORE RXC SPYDER AND RXC GT3 FORMATS

THE RADICAL RXC 600R SITS AT THE very top of the range of performance track-day and competition cars for gentleman drivers, offering an experience that is as close to being a Le Mans racer as you can get without equipping yourself with caffeine tablets and a beginner’s guide to French.

Radical’s experience of entering LMP2 cars at Le Mans over several years has been filtered down and applied to the RXC Spyder and RXC GT3. However, Radical has taken the hardcore, raw elements of those models and made such giant-killing performance available in a car that’s much more approachable for

non-professional racing drivers. You still get a RPE 3.5-litre twin-turbocharged Ford EcoBoost V6 delivering 654bhp via a six-speed Hewland paddle-shift ’box, LMP2-inspired lightweight glassfibre bodywork and fully adjustable suspension, power steering, pedal box and more, but you can deploy the RXC 600R’s phenomenal performance in a much more generous closed cockpit.

Not only do you get such luxuries as electronically adjustable mirrors, a heated screen and a full-colour customisable digital dash, but you can also add the optional Bosch anti-lock brakes and Life Racing LMP-derived traction control, as well as air-con. Other options include independent brake-pressure logging, individual damper potentiometers and a steering-wheel angle sensor.

The glassfibre car has a power-to-weight ratio of 578bhp per tonne thanks to a 1130kg kerbweight; this means you can kiss goodbye to 60mph in 2.7 seconds and run out of revs at 180mph. As Autocar’s Steve Sutcliffe said when he tested a 2014 prototype, the RXC will “fray and obliterate the outer edges of your imagination”. It’s since been refined and honed still further, bringing Le Mans know-how to your fingertips. Time to reset your imagination.

STANDARD EQUIPMENT ENGINE

RPE Ford EcoBoost V6 3500cc 654bhp, twin-turbocharged and intercooled

Latest Life Racing ECU

POWERTRAIN

Bespoke six-speed transverse Hewland gearbox

Formula 1 ‘style’ paddle-activated gearshift system with auto-blipper

Rear-wheel drive

SUSPENSION

Fully adjustable roll bar system, front and rear unequal-length top and bottom wishbones, cast uprights, forged centre-locked hubs and interchangeable roll bars

Bespoke inboard triple adjustable Intrax dampers

DIMENSIONS

Length: 4300mm

Width: 1960mm

Height: 1127mm

Weight: 1130kg

FEATURES

Two-seater chassis with single seat (option for two seats)

High-downforce, lightweight glassfibre bodywork

LMP-inspired highly aerodynamic CAD design

FIA-specification

front crash box

Electronically adjustable mirrors

Heated windscreen

Carbon-composite dashboard featuring dash-mounted brake-bias adjuster

AiM MXS full-colour customisable digital dash

Fully adjustable power steering

Pit-lane speed limiter

Adjustable pedal box

Adjustable in-car engine mapping

FIA-specification, foam-filled, 100L fuel cell

Radical six-pot calipers, front fully floating disc brakes 360mm x 35mm, rear 330mm x 35mm

Radical centre-lock, single-piece cast-aluminium wheels 18in x 10.5in front and 18in x 11.5in rears

Full fire-extinguisher system

OPTIONS

New optional Bosch ABS system and Life Racing LMP-derived tractioncontrol system

Independent brakepressure logging

Individual damper potentiometers

Steering-wheel angle sensor

HD SmartyCam with integrated GPS

Air-conditioning

Other variants available:

RXC Spyder and RXC GT3

WEIGHT 1130KG

POWER 654BHP

POWER:WEIGHT 578BHP/TONNE

RADICAL CANADA WEST

RADICAL USA CALIFORNIA

RADICAL USA MIDWEST

RADICAL USA INDIANAPOLIS

RADICAL CANADA EAST

RADICAL USA NEW YORK/NORTH EAST

RADICAL ICELAND

RADICAL UK

RADICAL UK

RADICAL USA EAST

RADICAL USA SOUTH

RADICAL SPAIN

RADICAL USA ARIZONA

RADICAL USA FLORIDA

RADICAL FRANCE

RADICAL SWITZERLAND

RADICAL CARIBBEAN

RADICAL ITALY

RADICAL USA NEVADA

DEALER DIRECTORY

Our experts can help you with every aspect of buying, maintaining and racing your new Radical car

RADICAL HOLLAND

RADICAL GERMANY

RADICAL HUNGARY

RADICAL ROMANIA

RADICAL KOREA

RADICAL CHINA

RADICAL ISRAEL

RADICAL UAE

RADICAL KUWAIT

RADICAL CARS PHILIPPINES

RADICAL INDONESIA

RADICAL AUSTRALIA WEST

RADICAL AUSTRALIA EAST

RADICAL NEW ZEALAND

Dealers

33 dealers in 21 countries

Number of cars sold

Official Radical Cup series

Across 12 countries

Over 2800 (closer to 3000). Britain’s largest race-car manufacturer, second largest in the world.

Model range SR1 XXR / SR3 XXR / SR10 XXR / RXC

Employees

RADICAL IN NUMBERS 14 33 100

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