Radical Magazine - Issue 2

An action-packed journey from Portimão to Yas Marina

DEAR RADICAL FAMILY

Welcome to the second edition of Radical magazine, a snapshot into the thrilling world of Radical Motorsport. As we near the end of an exhilarating 2024 season, we look back on the successes of 2023 and where we’ve been so far in an action-packed 2024.

In 2023 we took the Radical World Finals to Portimão in Portugal, supporting the European Le Mans Series, and we were delighted to have representation from 12 different Radical markets. 2024 is already brimming with highoctane action, unparalleled competition and unforgettable moments. At the pinnacle of our calendar is November’s highly anticipated Radical World Finals at Yas Marina Circuit in Abu Dhabi, hosted by our long-term dealer partner Radical UAE, GulfSport Racing.

But the excitement doesn’t stop there. The Radical Cup series has taken centre stage at some of the most iconic racing venues around the world – from the storied Silverstone Circuit, the heart of British motorsport, to the bustling streets of Toronto in Canada with a record-breaking 39-car grid supporting the legendary IndyCar series.

Following a summer adventure to the picturesque Circuit Paul Ricard in the South of France, our journey continues to the aweinspiring Mount Panorama Circuit at Bathurst, Australia, a true test of bravery and precision with its steep inclines and sharp descents.

Our 2024 season highlights not only our commitment to delivering world-class racing experiences, but also our passion for fostering

a global community of motorsport enthusiasts. Whether you’re the second or third owner of one of our original Clubsport models, a Cup racer, a track-day regular or new to the Radical family, we invite you to join us on this incredible journey by registering with My Radical at radicalmotorsport.com.

We are immensely grateful for the continuing support from our customers, dealer partners, race teams and staff. Thank you for being a part of the Radical Motorsport family – and let’s continue to make 2024 a year to remember!

Dan Redpath Chief Commercial Officer

RADICAL MOTORSPORT

www.radicalmotorsport.com

Jon Roach

Global Head of Marketing jon.roach@radicalmotorsport.com

Megan Keech

Marketing and Events Assistant megan.keech@radicalmotorsport.com

Photography

Andrew Coles, Filippa Harg, Jeff Walrich, Mike Rioux, Nicholas Lish, Oscar Holm, Rick Noel, Speed Shots Photography

Contributors

Charley Hoyt, Chris Lulham, Daryl DeLeon, Elliott Hughes, George Tamayo, Hunter Harris, James Taylor, Jon Field, Jon Roach, Jonty Wydell, Megan Keech, Nathan Chadwick, Steve Champion, Tim Pitt

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 Sanjay Seetanah, Marcus Ross

Lifestyle advertising Sophie Kochan sophie.kochan2010@gmail.com

Accounts Jonathan Ellis accounts@hothousemedia.co.uk

Managing Editor Sarah Bradley

Design Peter Allen, Andrew Thomas, Rob Gould

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 annually 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

So much happening in the world of Radical. Here are a few of the highlights of life on and off track

STARTLINE

THE ART IS IN THE CAR

We speak to automotive artist with a difference, PopBangColour, about his new collaboration with Radical

Words Elliott Hughes

IT’S FAIR TO SAY THAT Ian Cook, better known as PopBangColour, takes something of an unconventional approach to create his automotive artworks. Rather than use brushes, he makes his unique artwork with the wheels of remote-controlled cars.

“I have not used a brush since 2005 – I would not know how to,” Ian candidly admits. “Tyres are my brushes, and that is my USP.”

This eccentric, performative technique – and the bold eyecatching artwork it creates – has taken him around the world and won a Guinness World Record. He’s even painted with Disney for Cars, and had a giant portrait of Lewis Hamilton displayed on London’s Tower Bridge. Ian’s latest commission

will undoubtedly go down as another highlight of his 18year career as an automotive artist: a Radical SR3 art car. And after three months of hard work, crowds flocked to his stand at the Goodwood Festival of Speed to see the striking finished piece.

“The thing about a Radical is it’s a three-dimensional form and it’s all based on aero,” he explains. “On cars I’ve painted in the past, there have been flat surfaces to work on and panels you can take off. On the Radical everything is curved, and I started from a blank canvas, but I knew the bodywork on each side would be for sponsors

‘I haven’t used a brush since 2005, I would not know how. Tyres are my brushes, and that’s my USP’

because the way I work means I can’t paint vertically.”

Ian’s SR3 is dubbed the ‘Rad and Cool’ Radical art car in reference to the 1990s and the neon theme of the commission. Bringing the livery together are the outlines of 32 different track layouts around the globe, where Radical races across 14 championships. Radical’s home circuit, Donington Park, graces the clamshell bonnet, while Abu Dhabi’s Yas Marina

THIS SPREAD Ian Cook, AKA PopBangColour, created the ‘Rad and Cool’ SR3 (above). He also worked on his latest artwork at Radical’s Donington HQ (top right).

Circuit, host of the Radical World Series finale, graces the rear.

“I had no idea how it would look before I started, but I wanted it to be tactile,” Ian continues. “I thought back to Andy Warhol’s BMW M1 Art Car. He painted it, and it raced. This year I saw the latest BMW Art Car at Le Mans, and it was a wrap. Is that truly an art car? I’m not sure. Today, everything is about performance, so you can’t just paint a car because you’re adding weight.

“The Radical had to be a living, breathing piece. It’s nothing like working on canvas, because the paint doesn’t soak into the surface, so I chased it over the bodywork with hairdryers to try to get it to run up and over the wings. In the beginning I was a bit nervous, because there’s only one car and it was prepped for me. But as soon as I got over that hurdle, it was easy to crack on.”

From a distance the Rad and Cool SR3 is certainly striking, but as you get closer it’s the smaller details that really draw you in. Miniature tyre treads subtly add texture to the paint, and you can see where the colours have been allowed to run across the body. Other neat touches include the bespoke emblems – miniaturised versions of a full-scale artwork

– as well as the 648 race number, which references Radical’s 2009 Nürburgring lap record.

“I love motorsport. Not just Formula 1 or Touring Cars – all of it,” Ian enthuses. “It’s been great to work on this car with a free rein, and bring it to Goodwood.”

The plan is for the Rad and Cool car to race in the Hagerty Radical Cup UK fifth round at Silverstone Circuit. “I can’t wait to see this car run at Silverstone with The Wing building in the background. It’s going to look really cool.

“It will also be interesting to see how the look of the car develops once it has sponsor stickers on it, and I’m also interested to see whether the paint will affect the aero. It will certainly be a unique car for whoever ends up driving it.”

CHAMPIONS

These are our current Radical Cup superstars from around the world. Have you got what it takes to beat them?

JAMES LAY

CHAMPIONSHIP

RADICAL CUP UK SR1

TEAM RAW MOTORSPORT

2022 CHAMPION

DARYL DELEON VALOUR RACING

JON FIELD

CHAMPIONSHIP

RADICAL CUP

NORTH AMERICA SR10 PLATINUM

TEAM ONE MOTORSPORTS

2022 CHAMPION

STEVE JENKS GROUP-A RACING

CHAMPIONSHIP

RADICAL CUP UK SR3

TEAM DORIS MOTORSPORT

2022 CHAMPION

JAMES LAY RAW MOTORSPORT

CHAMPIONSHIP

RADICAL CUP NORTH AMERICA

PRO SR3 PRO 1340

TEAM G-TECH MOTORSPORTS

2022 CHAMPION

AUSTIN RILEY RACING WITH AUTISM

PETER ÖFVERMAN

CHAMPIONSHIP

RADICAL CUP SCANDINAVIA SR3

TEAM VICTORSSON RACING

2022 CHAMPION

STEVAN PETROVIC RADICAL SWEDEN

CHAMPIONSHIP

RADICAL CUP SCANDINAVIA SR10

TEAM RADICAL CUSTOMER RACING

2022 CHAMPION

MICHAEL KULLZÉN FLATOUT RACING

NICK PERSING

CHAMPIONSHIP

RADICAL CUP NORTH

AMERICA PRO 1500

TEAM CAMERON RACING

2022 CHAMPION

PALMER MILLER PALMER MILLER

CHAMPIONSHIP

RADICAL CUP ROMANIA SR3

TEAM RADICAL ROMANIA

2022 CHAMPION

MIHNEA STEFAN MONK MOTORSPORT

CHAMPIONSHIP

RADICAL CUP ROMANIA SR1

TEAM RADICAL ROMANIA

2022 CHAMPION

LUCA SAVU

RADICAL ROMANIA

KRISTIAN BOODOOSINGH

CHAMPIONSHIP

RADICAL CUP CARIBBEAN

TEAM BUSHY PARK

2022 CHAMPION

KRISTIAN JEFFREY

BUSHY PARK

CHAMPIONSHIP

RADICAL CUP CANADA EAST

TEAM RYSPEC

2022 CHAMPION

JONATHAN WOOLRIDGE

RADICAL CANADA EAST

ALEX BUKHANTSOV

CHAMPIONSHIP

GULF RADICAL CUP

TEAM JWR / MONZA GARAGE

2022 CHAMPION

ALEX BUKHANTSOV JWR / MONZA GARAGE

CHAMPIONSHIP

RADICAL CUP CANADA WEST

TEAM RADICAL CANADA WEST

2022 CHAMPION

DANNY CHASE

RADICAL CANADA WEST

CHAMPIONSHIP

RADICAL CUP AUSTRALIA

TEAM VOLANTE ROSSO

2022 CHAMPION

CHRIS PERINI BING TECHNOLOGIES / GWR

STEVE SHARPE

CHAMPIONSHIP

RADICAL CUP PHILIPPINES

TEAM MOTUL – PARTS PRO

2022 CHAMPION

INIGO ANTON

MOTUL – PARTS PRO

CHAMPIONSHIP

RADICAL CUP NEW ZEALAND

TEAM HANSEN RACING

2022 CHAMPION

TIM EDGELL ALBANY ITM

CHAMPIONSHIP

RADICAL CUP FRANCE

TEAM ACQUA ROSSA MOTORSPORT

CHAMPIONSHIP

RADICAL CUP CHALLENGE

NEVADA SR10

TEAM SPRING MOUNTAIN

2022 CHAMPION

JOSH ESFAHANI SPRING MOUNTAIN

BLAKE McGOVERN

CHAMPIONSHIP

RADICAL CUP CHALLENGE

ARIZONA SR3 SILVER

TEAM CROWN RACING

2022 CHAMPION

JACE BACON CROWN RACING

CHAMPIONSHIP

RADICAL CUP CHALLENGE

NEVADA SR3 PRO1500

TEAM SPRING MOUNTAIN

2022 CHAMPION

TONY BULLOCK SPRING MOUNTAIN

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 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

CHAMPIONSHIP

RADICAL CUP CHALLENGE

ARIZONA SR3 GOLD

TEAM CROWN RACING

2022 CHAMPION

CHRIS MCMURRY CROWN RACING

WORLD FINALS HALL OF FAME

PLATINUM (SR10)

PRO1500 (SR3) CLASS

PRO1340 (SR3) CLASS

October 16-22, 2023

16 – 22 October 2023

PLATINUM (SR10)

PLATINUM (SR10)

(SR3)

PRO1500 (SR3) CLASS

PRO1340 (SR3) CLASS

P

Autódromo Internacional do Algarve, Portimão, Portugal

Autódromo Internacional do Algarve Portimao, Portugal

PRO1340 (SR3)

WHERE ARE THEY NOW?

Patrick Liddy (left) has gone to compete in the ALMS LMP2 category and IMSA Super Trofeo.

Toby Sowery (right) went on to compete in IndyNXT series, ALMS and IMSA in LMP2, and in 2024 the NTT IndyCar Series.

Daryl DeLeon (middle) went on to secure a seat in the British Touring Car Championship. Read his full story elsewhere in this magazine.

STARTLINE

RAIN DOESN’T STOP PLAY

Adverse weather failed to dampen enthusiasm for the second Radical World Finals in Portugal

Words Megan Keech

THE SECOND RADICAL World Finals was held at Autódromo Internacional do Algarve, featuring 22 drivers from 11 countries. The 2023 format mirrored that of the inaugural 2022 event, consisting of a single-race shoot-out in three categories: Platinum, PRO 1500 and PRO 1340.

Amid rain, hail and flood warnings, a qualifying session, three heat races and the World Finals race meant there was no time for the weather to dampen spirits. The UK’s Luke Hilton surprised all by finishing second

in the PRO 1500 class, despite his limited prior experience with Radicals. Swedish dealer Filip Svensson also shone, securing second place in the Platinum class. Qualifying saw Ben Caisley, runner-up of the Radical Cup UK, claim pole position in his DW Racing Radical SR10. Valour Racing’s Chris Preen trailed by 0.668 seconds, with Haydn Chance, also from Valour, posting the best time among the SR3 XXRs. RSR’s Mark Williams and Valour’s Rob Greenwood rounded out the top positions.

In the opening race, Preen took

the lead coming out of turn one, narrowly ahead of Caisley, while Indy Al Miller and John Harrison from DW settled into third and fourth positions respectively. By lap six, rain started to fall once more, prompting Caisley to mount a challenge for Preen’s lead after making a decisive move. They went side-by-side into the first corner, but as the rain intensified, Preen backed off slightly, allowing Caisley to take the lead.

Meanwhile, Harrison’s spin momentarily put his fourth place at risk from Svensson, but all positions remained unchanged

OPPOSITE

Platinum Radical World Champion

Indy Al Miller and second-placed Filip Svensson celebrate success.

‘Camaraderie was wonderful, particularly as many were racing against each other for the first time’

as the race concluded under the safety car. In the SR3 class, Haydn Chance dominated, while Mikael Bern of Radical Sweden secured victory in his class. Jim Booth of Valour’s SR10 and Amir Feyzulin of 360 completed the top ten, with Feyzulin also making the podium in the SR3 category.

The second race featured a mix of slick and wet tyres, and although the sun shone briefly, rain returned during the initial green-flag lap. Feyzulin’s race ended abruptly at the hairpin due to suspension failure, letting Mark Williams take the SR3 lead. The safety car stayed out until lap five. When

racing resumed, Filip Svensson was in the lead, with DW’s Gregg Gorski and Chris Preen fighting for second. Jacek Zielonka from 360 Racing, DW’s Jon Field and Ben Caisley settled into the top six, until Caisley retired on lap six. Chance was running sixth, followed by Luke Hilton and Bern in the SR3 category.

Svensson maintained the lead until lap nine, when he lost rear grip and overshot turn 14. Gorski and Preen then battled for the lead, until Chance split them four laps later. Gorski, on wet tyres, benefitted as others struggled on slicks. He and Svensson had

damp. Most drivers opted for slicks, however, with Indy Al Miller and Gregg Gorski taking the wet option, which meant they set the pace from lights out. DW teammate Ben Caisley secured third place, followed by Jon Field and Valour Racing’s Jim Booth.

a respectful battle, but eventually the latter let the SR3 cars pass, as Chance and Hilton were too quick in their SR3 XXRs. Chance secured overall victory a couple of laps from the finish, followed by Hilton a lap later. Gorski, Preen and Svensson claimed the SR10 top spots; the first time the US flag and anthem were represented on the podium. Mikael Bern finished third in SR3, sixth overall, after Field’s SR10 retired. Jacek Zielonka, plus Williams, RSR’s John MacLeod and Marbella Motorsport’s Erlend Olsen, made up the top ten in a tightly packed SR3 field. Predictably, race three was

In SR3, Haydn Chance led with Luke Hilton and Olsen close behind. The front trio maintained a significant gap, but after seven laps, Zielonka moved into fourth, ahead of a closely packed group battling for fifth. Unfortunately, Caisley’s race ended due to a lack of grip and a collision with John Harrison as he tried to re-enter the track. Zielonka remained in third until the safety car was deployed, bunching up the field. The race resumed for a two-lap sprint to the finish, with Gorski and Field chasing down Miller for victory and securing an allUS podium. However, a postrace penalty was issued to Field for colliding with Zielonka, which promoted Miller to first. Gorski was classified second, followed by Filip Svensson. Chance again claimed victory in SR3, finishing fifth overall, with Chris Preen splitting him from second-placed Luke Hilton. Mikael Bern rounded off the SR3 podium, while Field (penalised) and Rob Greenwood’s SR3 completed the top ten.

In the final race and World Final showdown, it all came down to a winner-takes-all scenario – and again Miller made an impressive start. Gorski managed to overtake Preen for second place at the Hairpin, closely followed by Field and Caisley. As several positions changed, Caisley challenged Gorski for second, while Preen and Field had Svensson rapidly closing in on their battle for fourth. By lap six, Caisley had shifted into second and was moving up to take the leader. However, just as he was gaining ground, his

STARTLINE

turbo malfunctioned, causing him to suddenly slow and resulting in Gorski colliding with him. Preen then encountered the chaos and hit the gravel hard, leading to the deployment of the safety car.

The race resumed on lap 14, with four laps remaining until the chequered flag. It was Miller’s Championship to secure, as he focused on maintaining a mistakefree performance. Svensson managed to pass Gorski for third place just a few laps before the end. Due to a penalty for tracklimit violations, Field dropped to fourth, allowing Svensson and Gorski to complete the podium.

Chance followed closely behind the top four SR10 competitors to claim the SR3 PRO 1500 World Championship title. Caisley nursed his damaged car home in sixth place, while Hilton finished as the SR3 runner-up. Despite crossing the finish line, Bern’s post-race penalty relegated him to fourth in class, promoting Peter Tyler to the podium.

Further down the field, SR3 drivers John MacLeod and Amir Feyzulin rounded out the top ten, and Canadian Matt Graham took the PRO 1340 Championship uncontested. Indy Al Miller crossed the finish line to claim

victory as the Platinum Champion.

“It requires a dedicated team effort to organise an event of this scale, especially as this is our second World Finals. We aimed to make it even more impressive this year,” said Motorsport manager Nicole Van Der Walt.

“We extend our gratitude to our teams, competitors, partners and the Autódromo Internacional do Algarve. The camaraderie in the paddock was wonderful, particularly as many competitors were racing against each other for the first time – including one of our drivers experiencing a Radical race for the first time.”

WORLD FINALS 2024

The Kinetic 7 Radical World Finals at Yas Marina promises a thrilling display of speed, precision and competition

Words Martin Hope, Radical UAE

Track designed by Hermann Tilke and later updated by Mrk1 Consultants.

2012 update included removal of Turns 11-14, to be replaced by a single long curve with shallow banking. Turns 17, 18, 19 and 20 reprofiled to create a smoother flow over the end of the lap.

Pit building includes 40 air-conditioned garages.

Yas Marina circuit is the largest permanent sportsvenue lighting project in the world.

Surface of the track is made of graywacke aggregate, shipped to Abu Dhabi from Bayston Hill quarry in Shropshire, UK.

When: November 7-10, 2024

Where: Yas Marina, UAE

Who: Any Radical owner is welcome, rental cars available

Opened 2009, track layouts revised 2021

60,000 seating capacity

Five grandstands

161.9ha (400 acres) total area

1.14km (0.71-mile) longest straight

10.7m (35ft) elevation change

Grand Prix Circuit (November 2021-present)

5.281km (3.281 miles) length

16 turns

Lap record 1:26.103, Max Verstappen, Red Bull Racing RB16B, 2021, F1

Corkscrew Circuit (November 2021-present) 4.572km (2.840 miles) length

18 turns

Lap record 1:42.446, Taylor Barnard, Tatuus F3 T-318, 2024, F-Regional

North Circuit (November 2021-present)

3.005 km (1.868 miles) length

8 turns

Lap record 1:02.180, Khaled Al Marzouq, Ferrari 488 Challenge Evo, 2024, Ferrari Challenge

Visit radicalmotorsport.com for further information

Bruno Senna was the first driver to complete a test lap on the new circuit.

Believed to be the most expensive circuit in history, built on a man-made island at a reputed cost of $1 billion.

THE EXCITEMENT IS BUILDING AS THE Kinetic 7 Radical World Finals 2024 are set to take place at the iconic Yas Marina Circuit in Abu Dhabi from November 6-10. This event will bring together Radical racers from around the world for a thrilling display of speed, precision and competition. As with the previous two years in Las Vegas and Portimão, it promises to be the highlight of the Radical Motorsport calendar, offering an unforgettable experience for everyone involved.

Opened in 2009, Yas Marina has brought the curtain down on every Formula 1 season since 2014, alongside hosting the Asian Le Mans Series, 24H Series Middle East, Ferrari Challenge and Radical’s very own Gulf Radical Cup. It is a popular venue due to its state-ofthe-art facilities and unique setting, providing the perfect backdrop for the Kinetic 7 Radical World Finals. Drivers, teams and spectators alike can expect a weekend packed with adrenaline-pumping races, off-track entertainment and a vibrant atmosphere

‘IT IS SET TO BE A LANDMARK EVENT, BRINGING TOGETHER DRIVERS FROM ALL OVER THE WORLD’

that captures the spirit of motorsport.

Radical Motorsport has partnered with the spectacular W Hotel Abu Dhabi – Yas Island, which offers stunning views of the circuit, has multiple dining options and boasts direct access to the paddock via a footbridge over the track itself. As with previous Radical World Finals, factory tech support and spares will be available throughout the event, ensuring that all

participants can perform at their very best. Father-son duo Barry and Martin Hope, who founded Radical UAE/GulfSport Racing, have been pivotal in establishing and growing the Radical market across the Gulf region for nearly two decades. Their dedication led to the 2005 inception of the Gulf Radical Cup, a series that has since become one of the most popular official Radical Championships worldwide.

The Gulf Radical Cup’s early-season schedule aligns perfectly with the World Finals, offering a unique opportunity for racers to extend their stay and maximise their racing calendar.

In a statement, they said: “It was nearly 20 years ago, back in early 2005, when Radical had its first event here in the UAE, and we are so excited to be hosting the 2024 Kinetic 7 Radical World Finals at the Yas Marina Circuit. It is set to be a landmark event in Radical racing, bringing together drivers from all over the world to compete for the ultimate title at one of the world’s most iconic tracks. It will certainly be a weekend to remember.”

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 THROUGH THE YEARS

Look how far we –and you – have come over the years. What’s next in the Radical story?

1999

1300 PROSPORT

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

1999

SINGLE-MARQUE SERIES

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

1997

RADICAL SPORTSCARS FOUNDED

In Peterborough, UK.

1997

1100 CLUBSPORT

Based on a Kawasaki

2000

SCCA D SPORT CLASS

Radical cars were raced in the US for the first time.

2001

SR3 DEBUT

Still in production, this went on to be Radical’s most popular car to date. It used a superbike-based engine tuned by Powertec (now RPE), which offered 1300cc or 1500cc and a maximum of 260bhp (190kW) in the latter. A enclosed gear-drive unit was developed specifically to replace the traditional motorcycle engine chain drive.

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.

2005 SR8 DEBUT

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

2008 EUROPEAN MASTERS

One-make Radical European Masters championship was launched.

iRACING ESPORTS

iRacing eSports platform was launched with Radical SR8.

2009 SR8 NÜRBURGRING LAP RECORD

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.

2010 100 CARS SOLD IN A YEAR

First major production landmark reached.

2009 SR3 RS DEBUT

Many upgrades from the first-gen cars, with more standard features, too.

Driven by Michael Vergers magazine feature. The six-minute, 48-second record stood for eight years, until 2017.

SR3 SL DEBUT

Launched at the world-leading Frankfurt Motor Show.

2012

SR1 DEBUT

A new entry point to the Radical range.

2013

RXC DEBUT

First coupé model from Radical.

RXC SPYDER DEBUT

Open-cockpit version had aerodynamic additions over previous RXCs.

1000TH SR3 DELIVERED

2015

RXC HITS THE ROAD

Another major landmark as Radical hit the highway.

2014

SR3 RSX DEBUT

Dramatic new styling and improved aero.

2017

20TH ANNIVERSARY

RXC GT in carbon revealed at the UK’s Goodwood Festival of Speed.

2017

NEW IDENTITY

Complete rebrand incorporating fresh logos among other new ideas.

RADICAL WORLD FINALS

Opened at Donington

2022

INAUGURAL RADICAL WORLD FINALS LAS VEGAS

25TH ANNIVERSARY

Included rebrand from Radical Sportscars to Radical Motorsport.

100TH SR10 BUILT

1500TH SR3 BUILT

THE FRENCH

CONNECTION

Words Nathan Chadwick

Around 20 years ago Radical set about its most challenging project yet – taking on the toughest race of them all, the Le Mans 24 Hours, with the SR9

THERE MAY BE OTHER 24-HOUR RACES. There may be other legendary circuits. They may also stage 24-hour races. Nothing, however, quite compares to the magic of Le Mans, and the unique challenges it offers. So when Radical announced around 20 years ago that it was going to build a car to take on Le Mans, it was huge news for a company that, while in its ascendency, was still only a few years into existence.

The SR9’s remit was to provide LMP2 racing at a lower cost than other manufacturers. The idea was formed out of the SR8 programme, which had made its debut at the Autosport Show in January 2005. A brief chat between Radical’s Mick Hyde and Rollcentre’s Martin Short had led to the idea forming, but it was initially dismissed as a project for several years down the line. However, within a few

CONNECTION

months, things had changed. “Mick was the driving force behind it,” says Radical’s historian Charley Hoyt today.

Charley recalls that the initial thought was to create a low-cost car that would be reasonably competitive, allowing more people than ever to take on motor racing’s toughest test. However, few at Radical were prepared for just how tough building the SR9 would turn out to be.

“They were originally going to have a tubeframe chassis with aluminium honeycomb panels for added stiffening, and a modified version of the Powertec RPD 3.0-litre V8, but then there was a rethink,” Charley explains.

This rethink came from Peter Elleray, the man responsible for Bentley’s winning exploits on the EXP Le Mans car, who was brought in to lead the SR9 design programme. Peter took one look at the plans, and proposed an idea for something that could go out and win the class.

“He laid down the rules: ‘Look chaps, I’ve come from Bentley – this will not get anywhere near the front of the field.’ His view was that if you’re going to do it, you really ought to do it properly,” Charley says. “Peter was definitely the encouraging force, and the team started to get excited at the opportunities.”

Peter had amassed plenty of experience with Bentley, which he leveraged into the SR9 project. “He once said that when they put the Bentley into the wind tunnel, it was already 97

ABOVE Radical SR9-002 starts the 2007 Valencia 1000km, only weeks before Le Mans.

BELOW SR9-002, now in the Team Bruichladdich black livery, at the 2008 Le Mans 24 Hours.

percent right; £350,000 worth of tunnel work later, it was 98 percent right,” Charley says. “When the Radical car got fifth in class at Le Mans the first year, it had never been in a wind tunnel – although the company did put it in a wind tunnel near the end of the 2006 season to validate revisions for 2007.”

Peter suggested ditching the Radical engine and replacing it with a drivetrain with proven Le Mans reliability, and using a full carbonfibre monocoque. “The carbon monocoque was just one of the big challenges,” remembers Nick Walford, Radical’s chief designer. “Our first attempt at this failed miserably, and it took a lot of effort to pass safety tests.”

Peter acted as the head of design, and would feed new schemes to the team to design and draw up every day. “Our working relationship was interesting, because Peter came straight from Bentley and wasn’t used to the production race-car processes of Radical – it was a learning curve for both of us,” Nick says. “Without doubt, the biggest single thing we learned was the safety aspect – almost immediately after we finished the SR9, we homologated the spaceframe chassis of the SR3 and SR8 to the FIA crash and rollhoop tests.”

He remembers the car as being a huge learning curve for the Radical team. “For every department, from materials to electronics, and power to machining, everything was so different,” he recalls. “The hardest part was designing and making a car to such a tight deadline, and having to comply with strict FIA regulations, which we hadn’t done before.”

The car went from concept to Le Mans test within only 12 months, although the road there was certainly rocky. Peter had encouraged

the team to go with an Advanced Engine Research (AER) 2.0-litre turbocharged motor that produced 540bhp and 457lb ft of torque, matched to a Ricardo-built six-speed sequential gearbox. However, Rollcentre, the team that had helped spark the idea and was one of the early customers, had already signed a deal to use Judd Engine Developments’ naturally aspirated 3.4-litre V8 – leading to a complete redesign of the car’s rear end.

“Getting the bellhousing to work was the biggest challenge,” recalls Nick. “To design, cast and machine, it was quite something to do, and it cost us a fortune. A lot of the first Judd chassis was made up on the car. The project became a lot easier when we decided to use the AER engine for the production machines; we had more time to design the cooling and intake systems properly.”

Cooling problems would prove to be one of

ABOVE The distinctive livery of the SR9-002 in its first two years is still the one that many fans remember best.

‘WHEN IT GOT FIFTH IN CLASS AT LE MANS THE FIRST YEAR, IT HAD NEVER BEEN IN A WIND TUNNEL’

the car’s major weaknesses, along with gearbox fragility, Nick says. “The early versions showed promise out of the box, and the performance was good – but reliability was a downfall.”

SR9-001 provided that initial success, and was raced by the Rollcentre team. It was completed only a few hours before it was loaded onto the truck for the first official Le Mans test at Paul Ricard in March 2006. Its first race was at Istanbul in early April, and then it was Le Mans with Martin Short, Stuart Moseley and João Barbosa behind the wheel. Its fifth in class and 20th overall would be the highlight of the SR9 programme. “We did manage to cross the Le Mans finish line, which was a huge achievement,” Nick recalls. “We actually waited in the pits for the last lap, and crossed the line with the winning Audis.”

In the end, just six SR9s were built – what started as a £125k-£130k rolling chassis (plus an extra £30k for the engine and ancillaries), ended up being closer to £190k for the rolling chassis and transmission, plus another £64k for the AER engine, with a rebuild every 3000km-5000km costing £13,500. This was still half the cost of the other LMP2 chassis that were available, but the cost and stress of developing the car had taken its toll on the

‘VERY FEW COMPANIES THAT SMALL COULD DO A DAVID AND GOLIATHTYPE ATTEMPT ON THE LE MANS 24 HOURS’

LEFT SR9-002 in the pits at Le Mans, one of the three times it would race there, with its best finish 26th in class in 2008.

Radical team. “The SR9 project nearly bankrupted us,” remembers Nick.

Radical took the hard decision not to develop the project much further after 2007. “I think it decided to focus on its core business of building production race cars; it stretched the company too much financially, too,” Charley says.

The SR9 would race on, courtesy of thenRadical director Tim Greaves, as part of the Bruichladdich Racing team. SR9-002, fitted with the AER engine, would compete at Le Mans three times, with its best result being 26th; it would also race 19 times in the Le Mans series between 2006 and 2009. This particular chassis was a replacement for SR9-003, which crashed during testing. Although repaired, it never raced, and it was later used by Dawson Racing as a hydrogen test vehicle.

Van der Steur Racing bought SR9-004, which was equipped with an AER engine; it raced nine times in the American Le Mans Series

between 2006 and 2009, with its best result at Lime Rock in 2007, with a tenth-place finish.

SR9-005, a Judd-engined car, was raced by the Embassy Racing Team eight times in the Le Mans series between 2007 and 2010. However, its best result was sixth in class and 18th overall at the 2010 Le Mans 24 Hours, competing under the Race Performance banner.

SR9-006 has had the most fascinating history. Owned by ECO/Libra Racing, it was modified to compete in the LMP1 class in 2008 and 2009, using an AER-developed diesel V10 engine sourced from a VW Touareg. Due to homologation problems, the car raced only once in LMP1 form (at Laguna Seca in 2008), before reverting to LMP2 specification in 2010, using an International Engine Servicesdeveloped 4.0-litre Nissan V8. This motor was later reworked by Ginetta (and subsequently garnered the Ginetta name), but between 2012 and 2013, a Roush/Yates/Ford twin-turbo

Ecoboost engine was used for LMP2 duties.

Charley doesn’t believe Radical will return to Le Mans. “It’s very successful in the niche that it is in, and it would stress the company too much to do it again. You either become a production racing-car manufacturer or a Le Mans racing-car manufacturer – you have to be 100 percent committed to it,” he says.

Although the SR9 wasn’t the most successful racing machine there has ever been, it’s one that Charley reiterates Radical should feel proud of. “Very few companies that small could do a David and Goliath-type attempt on the Le Mans 24 Hours – the firm was only a few years old,” he says.

While 24-hour success was beyond the SR9, Charley has found that the model delivers endurance of a different kind: “Every owner I’ve talked to loves the cars to this day.”

Thanks to Charley Hoyt of the Radical Sports Car Registry (www.radicalsportscarregistry.com).

CUP

RUN

SR1 Cup UK 2016 champion James Taylor returns to the track in the latest XXR. How has the car changed?

Photography Andrew Coles

QUITE A LOT HAPPENED IN THE WORLD in 2016. It was a big year for my own little universe too because, as staff writer at CAR magazine at the time, the chance came about to race for a season as a guest driver in the Radical SR1 Cup. Back then, the entry-level Radical championship was a self-contained novice series: licence test, a race suit and two testing/training days were part of the package, and drivers were allowed to race in the Cup for two seasons only before moving on.

Quite a lot has happened to all of us since 2016, and the SR1 has evolved as well; it is still the first stepping stone on the Radical ladder, and is still an attractive choice for those making their very first steps in car racing. Previous champions include James Pinkerton, who is now head of R&D at Radical itself, and Daryl DeLeon, who is now racing in the BTCC. (And, erm, me; that 2016 season went better than

BELOW James is elated to make a one-off return to the SR1 Cup – this time in the new, thirdgeneration SR1 XXR model at the opening round of the 2024 season at Donington.

OPPOSITE The fully adjustable suspension with Intrax dampers means the new car is much more stable at the rear than before, and more planted generally.

‘A MARKED STEP ON FROM THE ORIGINAL IN TERMS OF USERFRIENDLINESS AND STABILITY’

anyone expected, most of all me.)

I thought my own SR1 story had ended a long time ago but, now I am writing for evo magazine, an opportunity knocked to make a one-off return to the Cup: this time in the new, third-generation SR1 XXR model, taking part in the opening round of the 2024 season at Donington Park.

The SR1 I raced eight years ago was the original-generation model, launched in 2012. That car was comprehensively updated in 2017, and the new SR1 XXR launched during 2023 builds on its strengths with fresh electronics, revised aerodynamics (including an LMP-style central dorsal fin for added stability from corner entry to mid-corner) and the fifth generation of Radical’s 1340cc RPE engine. The Gen 5 powerplant is designed to last longer (with 80 hours between rebuilds), and features a new engine-management system,

drive-by-wire electronics and revised cooling for both engine and brakes.

The car’s redesigned bodywork is more contemporary in style, too, and looks great to my eyes in this car’s Porsche 917 Can-Amaping livery. It’s still a tiny machine, less than 3.9m long and only just over 1m high. When I was a teenager, I built a kart together with my dad, and although I’ve been lucky to drive all sorts of vehicles in my adventures as a journalist since, I’d never experienced anything quite so fun as that kart. The original SR1 was the first thing I’d driven that gave the same thrill: it felt as if it spliced the genes of a kart with a three-quarter-scale prototype racer. So immediate, so controllable and so thrilling.

I’m about to discover that the XXR is still shot through with that same, inimitable kartlike feeling. Settling into its ‘lay-back’ driving position, I find the interior is neater than

previously, with all the control switches integrated into a panel on the dashboard and a new display screen. It’s much like its bigger brother, the SR3 XXR, with a user-friendly, clearly laid-out cockpit. It’s a simple buttonpush to start the engine, which immediately settles down to an even idle.

Where the original SR1’s six-speed sequential gearbox was manual as standard, or an electropneumatic paddle-shift transmission as an option (and one that was fitted to the SR1 I raced in 2016), these days it’s paddles only. You stay flat on the throttle for upshifts, and an autoblip system means there’s no chance of locking the rears in the wet.

Happily it’s a user-friendly car to drive, too, as I get to know it in the first practice session. It feels quite different from my memories of the Gen 1 car, and even sounds different: a lower, gruffer engine note to the old model’s banshee

shriek. The original SR1 didn’t know the meaning of the word understeer. It was a car in which you were constantly managing oversteer – one of the facets that made it so much fun, but which could also be mentally draining over a race distance.

The new car is much more stable at the rear, and planted generally. In fact, I find myself chasing understeer in practice, and Radical’s factory team quickly works out a set-up to neutralise it. The SR1’s suspension is fully adjustable, with interchangeable roll bars, and the XXR features new Intrax dampers with more adjustment than before.

One thing that hasn’t changed is that the SR1 is quite lively under braking (albeit less so than before), and you often arrive at corners with a fractional turn of opposite lock, a little like a kart. That’s partly because, as before, the SR1 races on long-lasting treaded tyres

THIS PAGE In a ringing endorsement of the XXR’s userfriendliness, James crosses the line first in the SR1 Cup.

‘SR1 XXR STILL HAS THE SAME KARTLIKE PURITY TO ITS DRIVING CHARACTERISTICS’

rather than slicks, for lower limits and reduced costs over a full racing season.

I don’t get the best from the car in qualifying for the first race on Saturday, lining up third on the grid behind British Kart Championships graduates Sam Shaw and Marcus Littlewood – showing just what an effective stepping stone the SR1 is from the world of karting to cars. The quickest SR1s can mix it with the least swift SR3s, so the two classes are separated into two staggered rolling starts.

I get a good reaction to the lights, and manage to squeeze past Littlewood on the run to Redgate, emerging in second place. Several laps later we’re catching the Radical SR3 of Adrian Hallmark (the outgoing Bentley/ incoming Aston Martin boss, competing in his first-ever race). Shaw dives down Hallmark’s inside at Redgate, and I stay to the outside, cutting back for a good exit.

That brings me alongside Shaw on the plunging, flat-in-fifth run down Craner Curves –not a place I’d choose to go side-by-side, but you take your opportunities when you can, and the SR1 is rock-steady stable in fast corners – and I’m through. When the chequered flag falls, I’m still in front. It’s my first win since 2016, and a ringing endorsement of the XXR’s user-friendliness.

That puts me on pole for Race Two on Sunday, and this time I’m a bit too cautious on the brakes into Redgate, letting Shaw sweep around the outside and into the lead. The safety car comes

out for an incident in the SR3 class upstream, and at the restart I manage to get a doubleslipstream from Shaw and Hallmark ahead, allowing me to slot between the two and into the class lead. Later on I mistime a downshift into the Old Hairpin; I exit the corner in the wrong gear, allowing Shaw and Littlewood to close the gap once more. A nerve-racking few laps later I eke out a bit of breathing space, and I cross the line as the first SR1 once again.

I am pretty happy – but leaving emotion to one side, the new car is definitely a marked step on from the original in terms of user-friendliness and stability. It feels more cohesive and well rounded, yet it still has the same kart-like purity to its driving characteristics. In some ways, I’d say the more oversteer-hungry, shrieking-revssoundtrack original is slightly more exciting to drive – but the XXR is unquestionably a better car, and a thoroughly impressive piece of kit. Racing in the SR1 Cup back in 2016 was one of the best experiences of my life, and one I will never forget. To have the chance to step back into its world for a weekend was very special. As I said, a lot has happened to all of us since 2016. But the Radical SR1 – in its evolved XXR form – is just as unique and fun a driving experience as ever, and any Radical Cup is just as unique and fun an environment to race within.

DARYL DELEON AN SR1 SUCCESS STORY

IMAGINE RECEIVING A RADICAL SR1 for your 16th birthday. That’s what happened to Daryl DeLeon, the 2022 Radical SR1 UK champion and now a driver in the British Touring Car Championship.

Daryl’s motorsport journey began in 2008 when he started karting aged three. By 2013, he was racing competitively at Rye House Kart Raceway in Hertfordshire. He went on to clinch the Rye House BizKart and Honda Clubman Championships, and also triumphed in prestigious events such as the London Cup in Junior X30, the British Kart Championships finals and the Ultimate Karting Championship.

Transitioning to car racing, Daryl made his debut in the Radical SR1 Cup UK during the penultimate round of the 2021 season on the Silverstone GP circuit, earning the Sunoco Driver of the Weekend award and multiple rookie trophies. His season peaked at Donington Park, where he won two out of three races.

In 2022, he competed full-time in the SR1 Cup, securing the championship with

LEFT Daryl achieved great things with Radical, and now races in BTCC.

a 12-point lead after claiming seven wins and two second places. He then contested in the first Radical World Finals at Spring Mountain Motorsports Ranch in Nevada, US, driving the turbocharged SR10 for Valour Racing. Taking victory by 4.257 seconds (and also winning two of the three heats leading up to that final race), he became the World Platinum Champion – amazing for a lad who was not even 18 at the time and had been racing a Radical for only a year.

Daryl earned the 2023 Team HARD Scholarship, allowing him to compete in the British Endurance Championship and become a BTCC development driver for Team HARD. He also raced full-time in the 2023 Radical Cup UK, stepping up to the SR3 class.

LEFT Youngster says he really learned and developed his racing skills with the Radical family.

At just 18, he joined the 2023 BTCC midseason, becoming the youngest driver on the grid, and the first competitor from the Philippines. His notable performances included a 12th-place finish in the season finale at Brands Hatch. His Radical Cup UK season was cut short; however, he ended

his time leading in PRO SR3, and with four wins and seven extra podiums to his name.

Currently, Daryl is competing in the 2024 BTCC with Duckhams Racing with Bartercard. His journey from karting prodigy to Radical champion and BTCC driver is a testament to his extraordinary talent and determination – a remarkable example of passion and perseverance, making him a rising star to watch.

“I wouldn’t be where I am and the driver I am today if it wasn’t for Radical,” says Daryl. “My first years in car racing, developing and learning the important disciplines and principles have helped me gain valuable experience that I use every time I am out on track. I strongly believe this knowledge has benefited me massively in my racing career.

“To go back to when I first sat in a Radical at 15 years old, and to look back on all my years of racing, I wouldn’t change a thing. I’ve had some awesome successes with Radical, winning British and World Championships, but I have also made some awesome memories with a great group of people. You are able to learn and develop with the Radical family; I would massively recommend it. I have learned so much, and to me that is very important. I will take that knowledge with me wherever I go in the future.”

JOIN THE CLUB

What better place to drive an SR3 XXR for the first time than at a state-of-the-art club racetrack? Step up Florida’s Motor Enclave

IF YOU HAVEN’T DRIVEN A RADICAL, you have probably at least caught a glimpse of one at your local track day or club race. Well, that was the extent of my experience –until I found myself in Tampa, Florida to get behind the wheel of Radical’s latest iteration of the SR3: the XXR.

Radical has been constructing pure, unadulterated track weaponry since 1997, with more than 1700 of those cars being the brand’s most popular model, the SR3. Having first been released in 2001, the SR3 has been around for some time now, with updated models being released along the way. As such, you would expect Radical’s latest offering, the SR3 XXR, to be good. But just how good is it? That’s what I was there to find out, at Tampa’s state-of-the-art

Words Hunter Harris

Photography Mike Rioux

THE

THIS PAGE SR3 XXR boasts updated bodywork made from lightweight composite materials, while aero features help keep it pinned to the track at speed.

OPPOSITE The 1.72-mile, Hermann Tilke-designed circuit at Motor Enclave is the perfect proving ground for the latest incarnation of Radical’s SR3 XXR.

‘THIS MACHINE WAS CREATED WITH A SINGULAR PURPOSE IN MIND: TO GO FAST – VERY FAST’

club racetrack, the Motor Enclave.

Upon entering the gates, I was welcomed by Hank Johnson, my guide for the day, and a man who has been with the Motor Enclave since before the circuit’s actual construction. A full tour of the facilities followed.

The first stop was the race shop, where Motor Enclave members’ cars can be serviced and repaired. We were then driven over to see the luxurious members’ garages – of which, as Hank explained, all but three were already spoken for at the time of my visit. And it was easy to see why. These are no ordinary garages: these are prestigious, climate-controlled condos for cars, with amenities that would rival those of a fivestar hotel. The unit we visited was fitted with a full bathroom, a kitchen, a pool table and a balcony overlooking the track. And the pièce de résistance? One member had installed a bowling alley in his garage. Because... well, why not?

Okay, enough about the garages: it was time get on track. To help bring me up to speed and make sure I returned the car in one piece, Hank introduced me to the Motor Enclave’s Motorsports Director, championshipwinning racing driver Gerardo Bonilla. After a brief introduction, I jumped into the passenger seat of the safety car for a guided tour of the Hermann Tilke-designed 1.72mile track. A few sight-seeing laps with

instruction from Gerardo later, I was ready to get behind the wheel.

After the tour, it was time to meet the Radical I’d be driving. I was led to the pits, where Hector Pineiro, Radical Sales Manager of the Americas, and Radical Technical Support Engineer Josh Tidd were waiting. These were the brave men who’d be lending me their shiny new race car.

Hector and Josh introduced me to the SR3 XXR, and ran me through all the basics. Despite its intimidating appearance, this is a car that was designed to be used without a support crew, so everything was quite simple and much less daunting than I had expected.

Standing beside the SR3 XXR, it was apparent that this machine was created with a singular purpose in mind: to go fast – very fast. The updated bodywork is crafted from lightweight composite materials, and a large front splitter, dual canards and a massive

dual-element rear wing are in place to keep the car from flying off the track. A shark fin, which is reminiscent of that of an LMP1 prototype, runs down the rear deck, and a halo roll hoop is fitted to keep the driver in one piece should things go wrong.

Climbing into the cockpit, I was greeted with a yoke-style steering wheel akin to those found in a Formula 1 car, complete with paddle-shifters, and an integrated data display. Once inside, I found it was not as claustrophobic as I had expected. Sure, it felt snug – but a comfortable snug, like a perfectly tailored suit. I strapped myself in, and Josh once again ran me through the buttons and switches. It was all pretty straightforward.

Starting the Radical SR3 XXR proved to be a simple affair, with none of the complex startup rituals you might expect from a race machine. Flick a switch and push the start

‘I COULD LEAVE THINGS SO LATE INTO THE BRAKING ZONE, IT FELT ALMOST RECKLESS’

button, and the 1500cc four-cylinder comes alive. This is not your average four-cylinder, either. This is Radical’s own 10,000rpm RPEtuned engine churning out 232bhp. I know –you may be thinking: “232bhp? That is less than a hot hatch...” However, in a car that weighs a mere 620kg, it is plenty – and it’s enough to give the Radical nearly the same power-to-weight ratio as a Porsche 911 GT3 RS. No, you won’t necessarily be the fastest one down the straights, but that’s not what the Radical is about.

Out on the track, the SR3 XXR immediately felt familiar to me. Its steering is sharp, while the set-up is rigid and responsive, delivering a feel more similar to that of a go-kart than to that of a car. With its neutral balance, any mistakes are quickly forgiven. And the downforce? Well, it’s a bit like discovering you can fly.

Higher-speed bends are where the XXR really shines. Overly cautious at first, I found myself braking too early and over-slowing the car, but with each lap I offered the downforce a bit more trust, and the SR3 XXR rewarded me with grip and stability that seemed to defy the laws of physics.

The braking performance was mind-bending as well. With an AP Racing set-up providing ferocious stopping power, I could leave things

so late into the braking zone it, felt almost reckless. Coming off the back straight, the car shed speed as quickly as I was able to flick the paddle-shift transmission four times down to second gear. I found myself tightening my belts on the next straight, just to be sure. The Radical invited me to venture deeper into the braking zones, and trail braking into the corners the limits felt predictable.

As for the engine, I found the power delivery to be linear and the drive-by-wire throttle responsive, winding all the way up to

THIS PAGE Yokestyle steering wheel, paddle-shifters and integrated data display add to the Formula 1-car feel.

10,000rpm. The six-ratio paddle-shift gearbox clicked through the gears with lightning speed, and the Quaife limited-slip differential ensured those 232 horses were delivered to the Tarmac. With such smooth power delivery my car felt very balanced, allowing me to be quite aggressive on corner exits. Indeed, I struggled to get any on-power oversteer.

Among the many track-ready offerings available today, the Radical SR3 XXR stands out. This isn’t a road car that’s had its radio ripped out and a wing bolted on. It doesn’t care about luxury or showing off at Cars and Coffee. No, this is a purpose-built prototype race machine, made accessible to mere mortals without a team of engineers to keep it going.

And then there’s the Motor Enclave. With its pristine, 200-acre facilities, winding track, two-acre Vehicle Dynamics Pad and 100-acre Off-Road Experience, its more than a race circuit. It’s a playground for the well heeled automotive enthusiast. If you have the means, I can highly recommend it.

STEPHEN CHAMPION ON THE UP, DOWN UNDER

STEPHEN CHAMPION’S INTRODUCTION to Radical happened serendipitously when, in 2011, his client Tony Palmer mentioned his new venture, Radical Events, at Sydney Motorsport Park (SMP). Tony had an SR3 1500, and had acquired six SR3 1340s for corporate events. Stephen’s curiosity was piqued, but he had no inkling how transformative this encounter would be.

He attended one of Palmer’s corporate events at SMP in 2012, and his four 20minute sessions with an instructor were a revelation. The Radical’s acceleration and cornering were unparalleled, but it was the braking power that truly astonished him. With a background in motorcycle riding, and experiences in V8 Supercars and Porsche Carrera Cup cars, Stephen thought he was prepared for speed. However, the Radical’s open cockpit and proximity to the ground delivered an unmatched thrill. He quickly became a Radical corporate event regular, inviting clients and immersing himself in the experience. He started renting cars for track days, and eventually invested in his own set of wheels to better manage

THIS PAGE Champion’s boundary-pushing trajectory with Radical has been strong and smooth.

his tyres. A pivotal moment came when he drove Tony’s SR3 1500. Analysing the data log with an engineer significantly improved his pace; he now wanted his own SR3 1500. Stephen’s track time increased, and Garth Walden of GWR Australia, who managed his cars, encouraged him to start racing. Garth sourced a car, marking the beginning of Champion’s racing career. Stephen’s racing debut came in the 2017 NSW State SuperSports Championship.

The exhilaration was all-consuming. He soon became a fixture on the track, clinching the NSW State Championship titles in 2018 and ’20, under the tutelage of James Winslow. Stephen not only won state championships, but also achieved podium finishes in Radical Cup races. His commitment to Radical deepened in late 2021, as he helped Garth secure the Radical Australia East dealership, so revitalising Radical Cup Australia. Champion regularly competed in both

that series and NSW SuperSports.

In 2023, Garth presented Stephen with an irresistible opportunity: competing in the Radical World Finals in Portimão. The adventure began with a test session at the UAE’s Yas Marina, in a new SR3 XXR, followed by a visit to the Radical factory in Peterborough. Adapting to left-hand drive and the challenging Yas Marina track was just the beginning.

Portimão’s track was a revelation, with its wide, smooth surfaces and dramatic elevation changes. Despite rain Stephen thrived, with former coach Winslow, who was competing in the European Le Mans Series that same weekend, providing crucial guidance. A game-changing moment came when Champion, after two flying laps as Garth’s passenger, shaved 1.5 seconds off his lap time. This experience underscored Radical’s capability to exceed driver expectations.

The intense week culminated in valuable lessons and an insatiable desire for more. Stephen’s first drive in the SR3 XXR impressed him so much, he decided to purchase one. The car arrived in Australia last March, and has since become a beloved part of his racing life.

Champion’s connection with Radical remains as thrilling and intense as ever, embodying the spirit of pushing boundaries and seeking new horizons.

SR3 XXR BENEATH THE SKIN

We know the SR3 XXR inside out – but do you? The numbers add up to make it the world’s best-selling race car

10,500 RPM. PURE VISCERAL NIRVANA

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WILD WET AND

WILD

WHENANEWSPORTS

CARIS LAUNCHED, journalists will typically be flown out to somewhere sunny, plied with a few mocktails, then permitted five or six laps around a quiet, privately hired circuit – often with the stability control switched on. The experience is a simplified, sanitised version of driving on a track, like tenpin bowling with those sausageshaped cushions to block the gutters.

Today I’m bowling with no barriers. I have my own pit crew, an unlimited number of laps and a box-fresh Radical SR10 XXR. The circuit is abuzz with hard-driven racing cars testing for the opening round of the Radical Cup. Drinks with paper parasols and stability control are both off the menu. Oh, and instead of sunshine, Donington Park has delivered slate grey skies and unrelenting rain.

The SR10 has been a popular addition to the Radical Motorsport stable, bolstered by its accessible performance and proven durability.

As the top rung of the SR ladder, the SR10 has established itself on the world’s larger, faster circuits, in particular in the Radical Cup North America, where the SR10 Platinum class makes up a third of the grid. So far, some 70 percent of SR10s have been sold in the US.

As with its smaller SR1 and SR3 siblings, the SR10 has recently benefited from an upgrade to XXRspecification.The most obvious difference is an LM-inspired central fin to improve cornering stability. Look closer, though, and you’ll also spot carbonfibre front louvres, redesigned centre-lock wheels and super-bright DRL light clusters. Existing owners can make certain modifications to their SR10 by

We take on a very damp Donington Park circuit in the newly upgraded Radical SR10 XXR. Hold on tight for an addictive and intense drive

Words Tim Pitt Photography Andrew Coles

purchasing the XXR Evolution Pack.

My car also has the optional carbonfibre splitter and diffuser, front dive planes and power steering, plus a dazzling Gulf Racingstyle livery that brightens up even a dismal day at Donington. Loitering with intent inside the pit garage, it looks both outrageous and fabulously functional: a single-minded track tool that could leave any supercar on Cup 2 tyres flailing in its wake.

I squeeze into a borrowed HRX race suit and boots, and wander across to Radical Motorsport’s glassy new offices – previously the home of Formula E – where I meet Sean Doyle. A seasoned endurance racer whose CV includes the European Le Mans Series and British GT Championship, alongside a day job at a movie stunt school, Sean will be my coach for the day. “You look like a racing driver already,” he says, as I pull on a crash helmet and HANS device. All the gear and no idea, more like.

Sean will drive first, partly to show me the layout of the circuit and partly to coax some much-needed heat into the SR10 XXR’s grooved wet tyres. As the mechanics bustle around making last-minute checks, I put one foot on the passenger seat and vault inelegantly aboard. “Can you hear me alright?” asks Sean over the intercom. “Loud and clear,” I reply.

The SR10 XXR wakes up with a brusque bark, then settles to an impatient idle. Its 2.3-litre turbocharged engine starts out as a high-output Ford EcoBoost, but is comprehensively uprated by Radical Performance Engines (RPE) with a bespoke Garrett turbo, forged internals, a Life Racing ECU and a freer-flowing exhaust. The four-cylinder soundtrack isn’t as sonorous as the 3.5-litre V6 in an RXC, but you can’t argue with 425bhp and 380lb ft of torque at 3900rpm. Particularly in a car that weighs only 725kg.

Driving the rear wheels via a Hewland sixspeed sequential manual gearbox and TMT transaxle (originally developed for Formula 2 single-seaters), the straight-line result is 0-62mph in just 2.4 seconds. More importantly, the Radical can achieve lap times that would embarrass a well driven GT3 racer. Its official Silverstone GP circuit time of 1min 58sec also blitzes the road car record of 2min 6.8sec, set by a Manthey-tuned Porsche 911 GT2 RS.

There’s no hope of any lap records in today’s borderline Biblical deluge, of course. Sean is taking a wider line than usual, keeping clear of the slippery kerbs and treacherous puddles that

glisten around several apexes. I can see him working studiously at the wheel, testing tyre limits and swiftly catching the occasional slide. As with all pro drivers, he makes it look easy. Then it’s my turn. As Sean and I swap seats, a member of the Radical Motorsport team wipes the water from the soles of my boots, pulls tight my harness belts and cleans my visor. I feel fussed over like a Works driver being readied to race. “Are you feeling nervous?” Sean enquires over the intercom. “No, absolutely fine,” I reply, not entirely truthfully.

The SR10’s yoke-style AiM Formula wheel looks complicated at first, with an LCD display flanked by colourful buttons and three rotary manettino controls. It allows you to check the car’s status (eg temperatures and tyre pressures), adjust the engine/gearbox response and monitor telemetry data – all while strapped in and wearing gloves. An engineer has already switched the car into its softest, most forgiving settings, so all I’ll need today is the ‘PIT’ pitlane limiter switch.

A sensitive left foot and a healthy blare of revs are required to get underway, and I stall the engine twice in front of my expectant audience. The XXR’s paddle-shift ’box doesn’t require the clutch pedal once you’re rolling, though, and the motor’s plentiful torque makes for easier progress than the searing, motorcycle-derived RPE engines in the SR1 and SR3. I’m also finding the assisted steering light and full of reassuring feedback, although every response feels heightened – hyperactive almost– after stepping out of a conventional car.

As I follow Sean’s corner-by-corner commentary on braking points, throttle inputs and track positioning, I begin to gather pace, relaxing my arms a little and enjoying Donington Park’s complex curves and changing elevation. Then, suddenly, we spin full-circle and end up on the infield. Getting on the gas too soon during the long right-hander at Redgate, coupled with reactions much slower than Sean’s, has brought my first session to an abrupt end. There’s no damage done, but the SR10 XXR has given me fair warning. Racing cars demand respect.

I gulp down a warming cup of tea and Sean changes his soaked socks, then we venture out again. The track is more crowded and the rain even heavier (“Just drive faster, and we won’t get wet”), with blinding rooster tails of spray forcing everyone to keep their distance. Gradually, I’m tuning into the Radical’s livewire

THIS SPREAD Addictive and intense, says tester Tim Pitt of his SR10 XXR experience.

‘A SENSITIVE LEFT FOOT AND A HEALTHY BLARE OF REVS ARE REQUIRED TO GET UNDERWAY’

steering and iron-fisted body control, and learning to trust its aero-generated grip. In such conditions any car can get skittish, and smoothness is key to speed, but the messages coming through my palms and the seat of my pants are easy to read.

That said, I’m watching my mirrors and feeling unnerved by faster traffic, including several of the top drivers from the Radical Cup UK. Without ABS, I also have a couple of heartin-mouth moments when I brake too forcefully and the wheels lock up slightly at the end of Starkey’s Straight. “That was nearly a spin,” cautions Sean, as I try to keep calm and carry on. The drama is exciting and all-consuming, but I’m struggling to find a sense of flow.

Shortly before my third and final stint, something amazing happens. A rainbow appears beyond the Craner Curves, and a shard of pale winter sunshine pierces the clouds. Then the rain stops. By this point, several of the Radical Cup racing teams have already packed

‘I’M ACCELERATING HARDER, BLAMMING THROUGH THE QUICK-FIRE

RATIOS ON THE STRAIGHTS’

up and gone home, so the track is much quieter, too. I’m itching to get back out there. Finally, it all comes together. With a drying track and a bit more margin for error, I feel confident to push gently at the car’s limits. I’m accelerating harder, blamming through the quickfire ratios on the straights, then rolling off the brakes earlier to carry more speed into corners. The car-driver relationship feels symbiotic, the SR10 XXR’s light weight and beautiful balance shining through in every action and reaction. Sean is still alongside me, but now he stops talking and simply lets me drive, immersing myself in the experience and losing track of time. Chasing rainbows? Something like that. After lapping Donington Park for 35 minutes,

I finally hit the ‘PIT’ button for the final time. The car is pushed back into the garage, and I clamber out with aching legs, a frazzled brain and a huge smile on my face. I’ve been lucky enough to drive plenty of supercars on-track, but that was altogether more addictive and intense. No wonder the SR10 XXR has become a familiar sight at US country clubs. I don’t doubt the weather is more amenable in Las Vegas than it is in Leicestershire, too.

Whether you’re a track-day enthusiast or a wannabe racer looking for a well supported and relatively affordable route into motorsport, the SR10 XXR rises to the challenge. And if you’re a journalist? Well, this is about as good as it gets. If only all car launches could be this brilliant.

JON FIELD A LEGACY IN ENDURANCE RACING

JON FIELD’S NAME IS SYNONYMOUS with American endurance racing, having left an indelible mark on the sport through his remarkable achievements and enduring passion for motorsports. Over a career spanning more than two decades, Jon has not only amassed an impressive list of accolades but has also demonstrated a relentless drive that continues to inspire.

Early success and American Le Mans Series champion

Jon’s journey in professional prototype racing began with the inception of the American Le Mans Series (ALMS) in 1999. His skill and determination quickly propelled him to the forefront of prototype racing. By 2002, he had claimed the ALMS championship, solidifying his status as a top-tier driver in the series.

Le Mans endeavours and Intersport Racing

In 2004, Jon took on one of motorsport’s greatest challenges: the Le Mans 24 Hours. Driving a Judd-powered Lola for Intersport Racing – a team he founded in 1998, initially to compete in the IMSA GT Championship – Field showcased his versatility and endurance-racing prowess. Although victory at Le Mans eluded him, his participation in the prestigious event twice underscored his commitment to competing at the highest levels of the sport.

Radical Cup North America: A new chapter

In 2019 Jon went to Atlanta Motorsport Park with his son, Clint, for a day out in the Radical SR1 fleet operated by Primal Racing. The pair had an “absolute blast in these baby Radicals”, but it was a privately owned SR3 that caught Jon’s eye. After doing some research into the model range, it was the powerful SR8 with Radical’s own 2.7-litre V8 that ticked his boxes; a car that offered near-LMP2 performance and also held the Nürburgring Nordschleife production car lap record for a phenomenal 12 years.

In 2020, Jon joined the Radical Cup North America, driving an SR8. Despite this being his maiden season, he quickly proved his competitiveness, securing multiple wins and

a thrilling victory in the final race at Road Atlanta. This strong performance saw him finish as a close runner-up in the championship.

As 2021 progressed, Jon upgraded to the new SR10 model, matching his rivals’ kit. His transition was seamless; he immediately set the fastest times in the opening test session. His speed and consistency led to the establishment of six lap records in the Radical Cup North America – a record among all Radical Cups worldwide, as seen elsewhere in this magazine.

He says: “The latest SR10 has evolved into such a great car, so nicely balanced, with plenty of horsepower and great brakes.”

Podiums and championships

Jon’s success continued with stellar performances at the 2022 Radical World Finals in Las Vegas,

ABOVE A superlative performance at Laguna Seca clinched the 2023 Platinum class title for Jon.

where he secured three podium finishes in the heat races and claimed third place overall. The 2023 season saw everything come together perfectly for him. Dominating the final round at Laguna Seca, he clinched three consecutive wins and crossed the finish line over four seconds ahead of his competitors, earning the Platinum class title as the 2023 champion.

The 2023 Radical World Finals in Portimão added to his legend, featuring some of the most intense battles in Radical history. Jon’s tenacity and skill were on full display, cementing his status as a formidable competitor.

A family affair

As the 2024 Radical Cup North America season unfolds, Jon continues to demonstrate his winning ways. However, a new and intriguing rivalry has emerged – his biggest competitor is now son Clint, who in 2004 became one of the youngest Le Mans 24 Hours winners just days shy of his 21st birthday, and then went on to become 2005 American Le Mans Series champ. This family duel adds a compelling narrative to Jon’s storied career, highlighting the enduring legacy of racing excellence within the Field clan.

“Now every weekend feels like a holiday; if I’m not P1, then I’m rooting for Clint,” he says. “But I won’t be making it easy for him...”

Jon Field’s career is a testament to his passion, resilience and exceptional talent in endurance racing. From ALMS champion to Radical Cup record-holder, his journey is a remarkable tale of success and perseverance.

FROM SUPERCAR DRIVER TO RACE CAR DRIVER

After a lifetime of dreaming about being a racing driver, Supercar Driver’s Jonty Wydell finally took part in his first event in the Radical Cup UK. The weekend didn’t quite end as he’d have liked, but he has well and truly been bitten by the bug

THIS PAGE

Ferrari or Radical?

After racing the SR3 XXR at Donington Park, Jonty thinks supercars are a distant second. He’s addicted...

IT’S NO SECRET THAT I’VE SPENT THE past ten years living my childhood dream, driving some of my ultimate automotive heroes and calling it work. It is a special thing driving unicorns of the car world; the rush of adrenaline when you hear the cylinders open up is something I wish I could bottle like a fine whisky. I never thought anything would compare.

Like many, my love of cars wasn’t limited to supercars, but started with a love of motorsport. Watching legends such as Damon Hill and Michael Schumacher unleashed a dream in the young Jonty that felt unattainable. I never thought that, at 40 years old, I’d be staring at my name on a race car, let alone taking part in my first-ever race weekend. I’m no stranger to fast machinery, even hypercars, but nothing quite prepared me for the thrill of driving a race car. Radical Motorsport has been well established in the racing world for over 25 years. Its distinguished sports-prototype look isn’t just for aesthetics; its models are carefully engineered to produce real downforce in a car that weighs just 620kg. Power in the SR3 XXR comes from Radical’s in-house RPE (Radical Performance Engines) 1500cc in-line four, which revs to 10,000rpm. These things sound better than Formula 1 cars, especially from behind the wheel, sitting right in front of the big air intake. If you love driving fast, there is nothing finer than hustling a race car on the limit. Given the choice of the latest hypercar on the road, or the Radical SR3 XXR on track, you would see me

in a flash of red exiting the pitlane. I have never felt such a sense of challenge, accomplishment, competitiveness and adrenaline. Here’s why… A road car is inherently compromised. It’s got to have speed (not that you can use much on public roads), ride the road comfortably (AKA stand up to potholes), be driveable in traffic, have solid longevity of parts and boast ample space for luggage. A race car, on the other hand, has very little need for compromise. It’s built to be driven, and it comes alive on the limiter. Potholes and commuting aren’t a concern; it’s all about marginal gains at peak performance.

If you drive a performance road car flat-out, it’s going to get hot, it’s going to chew through expensive tyres and brakes, and, ultimately, it’s going to cost you a lot in wear and tear.

What struck me after hours of driving the SR3 XXR at full chat at Donington Park was being told by my driver coach, the talented and successful Michael Lyons, to push, commit and trust the car because we both had more to give. The reality was that the SR3 XXR had a lot more to give than I did at that point.

If you love a car to give you feedback, then this Radical talks to you more than my colleague Lauren after her morning coffee. Although it takes a while to process just how much grip there is from the aero on such a lightweight car, it becomes very intuitive, and soon you’re entering corners at speeds even the latest hypercars wouldn’t be capable of.

The Radical SR3 XXR is less about straightline speed, and more about the speed with which you can corner and how late you can brake. Touring, Porsche Cup and even GT3 class cars will not keep up with these machines

in the bends after you’ve out-braked them. On several occasions, I felt G-forces of up to 2.3G when lapping Donington, which for a car costing half the price of a Porsche Cup contender is mighty impressive.

As I pulled on my helmet, adjusted my brandnew race suit and fired up the engine for my first Radical Cup UK qualifying session, I couldn’t quite believe that I was about to leave the pitlane as a supercar driver and return as a proper racing driver. The kids were cheering, my wife was grinning with anticipation, and after a few words of motivation from Lauren, I made my way to the assembly area on the Melbourne Loop. As with any rookie, my main thought was ‘don’t stall it’. While I qualified ninth, I still managed to receive a love tap from a fellow driver, sending me grass tracking but saving the spin. I rejoined the circuit and made it back to the awning unscathed. Greeted with a handshake and hug from my mechanic, it was at this moment it sunk in that my childhood dream of becoming a racing driver had come true.

While driving at speed feels natural, what wasn’t natural was driving fast with 23 other cars on the grid. With only a few test days to prepare, we hadn’t had time to practice rolling starts, and without Michael Lyons by my side I was on my own as we weaved towards the start/finish straight before the lights went out. It’s amazing how the jitters disappear and the competitive racer takes over. Before I knew it, I

was defending my line and tussling with Radical development driver James Pinkerton. With each lap my confidence grew; it was one of the most intoxicating experiences I’ve ever had. As the chequered flag dropped, I could see a fellow Supercar Driver member in front. I kept my toe in to get alongside, bringing the cars home side by side. There’s one thing becoming a racing driver, but it was another level sharing it with friends and fellow members Lee and John.

After a successful qualifying and race one, my second race came to an abrupt end when I took a detour at turn two, as many might have witnessed on ITV4 at the time. I opted to give the grounds of Donington Park a quick mow rather than reaching the Old Hairpin. As I was towed back into the paddock, the dread of the potential damage cost kicked in. To my surprise, the Radical team was calm and laughed off the incident. In the racing world, a trip across the grass is expected every once in a while, and the cost of repair was palatable in comparison to the normal post-tour supercar bills I’m used to. Damage was assessed, and the car required a front clam in the correct red gel-coat colour, a new starter motor and a new side sill, costing less than £3000 plus VAT for parts. And to fit?

About an hour’s labour at best – but with a car so simple, you could do it yourself. That’s an estimated 20 percent of the cost to repair similar damage on a track-ready Porsche GT4.

For me, as an out-and-out driver, racing was

initially about the performance of the car and the feeling on track. What I didn’t anticipate was the feeling in the paddock. It’s unusual to feel so at home somewhere where you know almost no one, but the banter and the shared passion make all the difference.

There’s an indescribable buzz that unites people of all levels and experiences. I got to meet drivers from all ages, backgrounds and professions including former Bentley CEO Adrian Hallmark, and Chris Lulham, who races virtually with Max Verstappen.

It’s a circus built on passion; for the teams, it’s long days, weeks and even years, and for the drivers, it’s escapism from the outside world. Nothing mattered outside of the paddock for those three days. In fact, the kids cried when they realised the weekend was all over.

In the 20-plus years I’ve held a driving licence, the changes to our roads and our cars have been vast, so there is very little thrill in getting from A to B anymore.

So where does this leave us petrolheads addicted to hitting the limiter? Track days? Racing? Well, now that I’ve experienced a Radical, I think this is the best thing you can do on four wheels.

THE OWNER HOW I RACE MY SR3 XXR

LEE JACKSON HAS BEEN A MEMBER OF UK-based club Supercar Driver for many years, and is a regular face at events and on tours. For the past few years, though, he has also been taking to the track with Radical, and is competing in the 2024 Radical Cup UK. We catch up with him to find out how it all happened.

WHY DID YOU START TO BECOME INTERESTED IN MOTORSPORT?

Buying your first supercar is a massive thing. You do your coffee meets, go out driving with your pals and do tours, then the next natural progression is to do a track day – but the wear and tear on something like a Ferrari on track is a massive thing. So it progressed from there to looking at buying a proper racing car.

WHY DID YOU CHOOSE RADICAL?

I first went to get a Ginetta, but I’m 6ft 3in and 16 stone, so it wasn’t for me. A friend told me about Radical so I had a look, and in 2017 I ended up buying one before I’d even tried one. It was an SR3 RSX, the second-generation SR3. I drove home thinking: “What have I done?” I thought race cars haemorrhage money – but Radicals don’t, they hold their money well.

the guys at Radical told me to go out with ex-Formula 3 racing driver Stefano Leaney to show me what the car could do around Silverstone. After three laps, I once again thought: “What have I done?” This thing was mental! I was terrified of it, and thought I was going to have to sell it.

After that, I jumped in myself, and within three or four laps I was overtaking Ferraris. I asked Stefano why everyone was so slow. He said “they’re not, it’s just when they go into a corner at 80mph, you can go in at 100mph”.

I had that car for three years, and just did track days in it. Then I bought the SR8, which I had for a couple of years.

HOW DID YOU MOVE INTO RACING?

I borrowed a friend’s SR3, and I was actually quicker than I was in the SR8, because the power difference made the SR3 so much easier to handle.

After that, I decided to buy another SR3 to actually race, and I did my first race in the 750 Motor Club, which was one of the cheapest ways of getting into racing. I did several rounds that year, before doing the Radical Cup at Silverstone.

In your first race, you feel like there’s pressure on you, like: “It’s my first race, I’ve qualified last, everyone’s going to think I’m crap.” But there’s none of that. You realise it doesn’t matter who comes first and who comes last.

Doing a rolling start in a big grid of cars was something entirely new for me, but within three laps of racing, I was two seconds quicker than my qualifying time.

AND YOUR GOALS FOR THIS YEAR?

At the end of last year, I decided to buy an SR3 XXR. It feels tighter and more balanced, throttle response is even better and the new AP brakes are incredible – it gives you so much confidence.

The plan is to do almost the full year of Radical Cup in 2024 in the XXR. Bobby Thompson is doing my driver coaching for me. He says he can shave a couple of seconds off pretty easily.

My son Louis will soon be having his first drive in a Radical on a test day, which he’s made up about. The dream would be to have us both racing and doing an endurance race together.

ANY ADVICE FOR WOULD-BE RACERS?

Go and do an experience day with Radical. Get out with one of its drivers, because you don’t realise how good these things are until you’ve been in one.

You don’t need to be a racing driver. You can commit to an entire season, or you can pick and choose the races you particularly want to do. You need a team with you – everyone in the Radical Cup has a team. It’s not something I would suggest you try to run on your own, because you need a lot of knowledge to set the cars up and to run them. I use Valour Racing.

Life is about experiences, and racing a Radical is about as good as it gets.

From karting to the Radical Cup UK via the valuable proving ground that is simracing, young eSports star Chris Lulham tells us how his career has progressed so far

FROM VIRTUAL TRACKS...

...TO REALWORLD RACES

THIS

SPREAD

Chris Lulham has applied skills he’s learned in sim-racing –culminating with Max Verstappen’s Team Redline –in his on-circuit racing exploits.

IN THE DYNAMIC WORLD OF ESPORTS

and sim-racing, few stories are as compelling as Chris Lulham’s. Transitioning from karting to Formula 4, and then into the burgeoning realm of sim-racing, and this year competing full time in the 2024 Radical Cup UK season, his journey is a testament to the dedication, passion and evolving landscape of motorsport.

We sat down with 21-year-old Chris to delve into his experiences, challenges and triumphs in both sim-racing and real-world racing.

Megan: How did you get into sim-racing?

Chris: I started as soon as I stopped racing in real life, in 2019. I did a bit of Formula 4 in 2019 when I was just out of karting, and then when

that stopped, the only way I could continue motorsports was through sim-racing. It was the only affordable option for me at the time.

I was only doing it for fun to begin with, inbetween GCSEs and A-levels; it was hard to find the time to think about taking it further. As my interest and passion for sim-racing grew, I gradually started to take it more seriously. In 2021 I was scouted by Max Verstappen’s Team Redline, which I am still a part of today.

M: How did you get scouted by Team Redline?

C: I won the iRacing Daytona 24 in January 2021, beating Team Redline in the GT category. That victory got me noticed. Once I was a part of the team, I had to prove myself during a trial

year. They put me in various pressure situations with different cars, mainly LMP2 and GT. By performing well, I earned a full-time contract. As of last year, it has been financially viable for me to do sim-racing full-time.

M: How did you come across Radical?

C: A Radical Motorsport display at the 2023 Goodwood Members’ Meeting caught my eye –it was a purple SR10 XXR. At this time I wanted to get back into a high-performance car and go racing again. My Dad and I asked about the various models available in the UK, and I looked at what cars were for sale online. I purchased a used SR3 RS (2011 chassis), and by driving this I found out I was competitive. That led me to buy an SR3 XXR, which showed to me the massive progress that has been made in development over the years; it really is a lot of fun to drive.

M: Did you race Radicals in sim-racing before buying one?

C: I’d been exposed a little to the SR8 and SR10 on iRacing. I had never had the opportunity to compete at a high level in one, but I’d driven them both for fun. This was another reason that eventually led me to buying an SR3. It was the closest car to what I’d been racing on the sim; racing a Radical is like racing a baby prototype.

M: Have you tried the SR3 on the sim?

C: I’m currently driving an SR3 XXR (in Assetto Corsa) on the sim, which is the car I drive in the Championship. This helps me prepare for the races, as it is a very valid way of practicing and improving on lap times. As an example, I can try using a different gear on the sim. If it improves my lap time, I can apply it in real-life racing. Normally to be able to achieve something like that, you have to be a part of a proper professional environment, but it’s now achievable at home with the level of software that is out there. I used it to prepare for the Championship rounds this year, and I think it’s pretty accurate.

M: How does racing a Radical in real life compare to driving one on the sim?

C: You can never take away from the raw experience of driving the real thing. The aero performance feels amazing – quite a sensation to get used to. It’s something you can never feel properly in a sim. Yet the driving techniques and inputs required are very similar to that of driving a lightweight prototype on the sim.

ABOVE Chris describes his experience at the wheel of his Radical as “phenomenal”.

M: What was it like to go from driving on the sim to driving a Radical?

C: The main hurdle for me to overcome was gaining the confidence to have the car sliding around beneath me, especially at high speeds. It’s not something you can learn on the sim or in karting. However, this only took a handful of days in the car, and the lap times were looking good quickly. The driving technique came very naturally to me transitioning from the sim; nothing was vastly different.

M: Explain how it feels to drive an SR3 XXR, for people who’ve never been in one.

C: It’s not comparable to any kind of road-going

supercar or anything of that nature. The low weight and aggressive aero platform make it capable of almost 3G in high speeds, which is a fantastic feeling. I’ve been able to take some people out for passenger laps in the SR3 XXR, and the main comment I always hear is about the braking performance and G-forces that follow – it’s quite a sensation to get used to.

M: What do you like most about Radicals?

C: The driving experience is phenomenal. To be more specific, the aero performance combined with a tyre compound that allows you to push and be quite aggressive for a prolonged period without them suffering is incredible. The car (and tyres) are quite forgiving if you do overstep the limits, which gives a great level of confidence to the drive once you do get the car on the limit.

M: What’s your top sim-racing moment?

C: Winning the Le Mans Virtual in January 2023 was a highlight. It was held out of the real season so more real-world professional drivers could take part. Competing against and with drivers such as Max Verstappen, Felipe Drugovich, Felix Rosenqvist and many more in such a prestigious event was incredible. The level of the eSports drivers is so hard to reach for a professional driver, as we obviously do this full time.

M: Does sim-racing have a community feel?

C: Yes, the daily communication and collaborative preparation for races builds a strong community. You spend so much time with your team; you do all the prep with your team-mates, and then you race with them, so it’s important you all get along.

M: Do you feel you are creating more awareness about sim-racing?

C: Sim-racing is definitely becoming a viable career. Software and hardware advancements make it easier to enter. It’s more feasible than reallife racing, and a great way to pursue a passion for motorsport. If you put in the time and effort, and get on the right platforms, it’ll enable you to race against the right people and, in time, improve.

M: What advice would you give to someone trying to get into sim-racing professionally?

C: The level of sim-racing almost prepares you for real-world racing. The standards we operate on are similar to some F1 teams. The procedures are the same, and the perception of sim-racing should be changing. For example, we have some of the same personnel working in sim-racing as we do in the real world; Max Verstappen is a good example of that.

M: Would you recommend a Radical for others like you who want to get into racing?

C: I think specifically for a sim racer, they’re a great point of entry. The performance can be daunting, but the technique of driving is natural and the feeling from the car is awesome. I know of other professional sim racers who have had the opportunity to drive a SR3 recently – they were able to push the car immediately and really enjoyed the experience. It’s the fastest thing you can get into at this budget.

M: How has your experience been so far in the 2024 Radical Cup UK Championship?

C: Off track it’s been a relaxed environment, and I’ve really enjoyed the weekends. The racing has been tough but fair – racing and winning in front of so many spectators has felt cool. I’d say the paddock is definitely more friendly here than the world of professional sim-racing. And thanks to Radical and the experience I’ve had, I’m fully prepared for whatever comes next.

Chris’s journey from virtual to real-world races is a fascinating one, showcasing the potential of sim-racing as a pathway to professional motorsports. His story is an inspiration to aspiring racers, and highlights the evolving dynamics of the motorsports industry.

PRODIGY RACING A LEGACY IN ENDURANCE RACING

Prodigy Racing League (PRL) by Racing Prodigy aims to make motorsports more accessible using sim-racing as a pathway to real-world racing. The goal is to reduce the financial barriers to pursuing a career in motorsports, levelling the playing field and enabling millions to pursue their dreams.

To be able to compete in the Prodigy Racing League, gamers need only a console, mobile device, PC with a wheel and pedals to participate in eSports tournaments, meaning that there are lower financial barriers to enter motorsports than with the same level of traditional sports. The PRL is the new home for racers of all backgrounds and abilities, where they are able to chase their motorsports dreams from the screen to the track.

So how does the Championship work? Prodigy Racing League participants competed in eSports racing tournaments among the four celebrated gaming titles, across 12 tournaments from June through October 2023. Fifteen of the

top performers were awarded a Prodigy pass, ‘the golden ticket of motorsports’, to compete in real Radical SR1 race cars during the Prodigy Week. The plan for those drafted during the Prodigy Week was to receive a paid contract to compete in PRL’s first real-world racing series in the US.

In May 2024, the real-world racing event took place at Atlanta Motorsports Park in Georgia, featuring 20 sim racers from ten countries – ages 15-45 –including two female drivers.

During the Prodigy Week, the sim racers were coached and evaluated across many disciplines, including fitness, on-camera interviews, the skid pad, autocross, data-performance reviews and, ultimately, competing in Radical SR1s provided and supported by Primal Racing.

The racers earned their golden ticket to Prodigy Week either by winning an eSports competition on iRacing, RaceRoom, rFactor 2 or Street Kart Racing, or by being selected by Prodigy Search Committees, who included Indy 500 driver Katherine Legge, NASCAR driver Boris Said, influencer and driver Cameron Das, and content creator Random CallSign.

During the first season, Racing Prodigy witnessed over 100,000 sim racers from more than 100 countries compete across its eSports competitions. For more information, please visit www.racingprodigy.com.

SOMETHING FOR

Whatever your background or racing experience, Radical Cup North America is the perfect opportunity to get on track. Read on to find out more

Words George Tamayo, RACER Media

& Marketing

First published in RACER July/August Issue 329

EVERYONE

motorsport is that there is something for everyone. The question is what part of that panoply of motorsport is right for you? Are you looking for a series to build skills, or one that is more cost effective? Or are you merely focusing on having some competitive fun among like-minded people?

The Radical Cup North America has been rapidly growing over the past few years, in part because it’s an effective answer to many of those questions, with additional support from series partners such as McDonald’s. The six-weekend series, each featuring three races, is now routinely attracting fields of more than 35 cars, and it is racing in conjunction with IndyCar on four of those events. Drivers are coming from a variety of backgrounds, each with different motivations.

Take Jon Field. His is a name many fans of the ALMS era will recognise as a multi-race winner

in the Platinum class using the SR10 platform because, as he says: “It’s all about having fun.”

As with Field, Chris McMurry had thought his professional days were done and dusted at the end of 2013. Then a few years ago, longtime factory Corvette Racing driver Johnny O’Connell invited McMurry to an event featuring Radical at the Apex Motor Club in Phoenix, which also happened to be the Radical dealer for Arizona.

“I raced competitively for 15 years, and I was sure I had it out of my system,” recalls McMurry. “I realised after participating in this event at Apex that, while I missed the sport, what I really missed were the people. What I mean by that are people you have common interests with, but also, the kinds of personalities that I like to hang out with. I ended up getting a Radical SR3 1340, and I’m

EVERYONE

so grateful that it happened because it has given me this joy. It’s a great lesson that you don’t have to give up the things you love, you just might do them differently than how you thought you would.”

From drivers such as Field and McMurry who have raced at the 24 Hours of Le Mans, there are drivers like Nick d’Orlando, who is using the Radical Cup as a career springboard. After winning the F1600 Championship in 2021, d’Orlando bounced around various other openwheel categories before finally finding a groove in the Radical Cup. Now 21 years old, d’Orlando is part of Graham Rahal’s nascent squad, and is finding that Radical offers something many other development series don’t: downforce. “I think Radicals are a great platform for development, because the cars have real downforce, which translates to cars higher up the ladder,” he says.

Then you have a driver such as John Falb, who got his start racing Radicals at the Spring Mountain Motor Resort and Country Club outside of Las Vegas, another long-standing

Radical dealer, and is now a regular in the LMP2 class in the Asian Le Mans Series. Falb was new to racing when he started at Radical, and he believes it was the best place to do so.

“I think when people want to get started in sports car racing, their mind goes right to a production-based GT car. But those cars are expensive to operate and repair,” explains Falb who still keeps his Radical for training and fun at Spring Mountain. “On the other hand, there are ‘arrive and drive’ series all over the world that use Radicals. These series are more economical, but more importantly you’re racing other people at similar levels in the same car, which is the best way to know where you stand as a driver and how you’re progressing.”

These are just a sample of the backgrounds you’ll encounter, and there are many more drivers for whom Radical is the destination –and they are having a great time doing it.

Want to hear more personal stories about racing a Radical? Check out My Radical Journey, hosted by Chris McMurry at www.youtube.com/ radicalmotorsport.

THIS SPREAD Six-weekend series, each featuring three races, routinely attracts fields of more than 35 cars with drivers from a variety of backgrounds.

IN THE RIGHT HANDS

How do you know if your engine or gearbox needs a refresh? The experts at RPE explain how they monitor component hours and check for wear

Words David Lillywhite

YOU PROBABLY DON’T NEED US TO TELL you how crucial it is that your Radical’s engine and transmission stay in one piece. But how do you know when to have a powerplant or gearbox rebuilt? How can you be sure they’re going to be built to the right quality, or that the used race car you’ve bought has an engine that’s all it’s claimed to be?

When you think that a typical race motor will be on load for at least 70 percent of its life, or consider the hammering the transmissions receive, it soon becomes even more obvious that the build quality and traceability are crucial.

To find out more, we talked to the Radical team at the Peterborough factory. The company rebuilds the vast majority of engine variants including the 1340cc and 1500cc superbikederived engines, its own V8 range, the 2.3 four-cylinder turbo and the 3.5 V6 bi-turbo – each one hand-built by Radical Performance

ABOVE RPE fits Cosworth pistons to upgrade the engine. You can see here that the transmission is combined with the engine crankcase.

LEFT A dial gauge is used to check tolerances and movement on the transmission.

Engines (RPE) when new.

Surprisingly, the first thing that stood out was the paper trial on every engine rebuild, from the simple booking in and out of each job to Radical’s unique ability to access all the ECU data from every powerplant it has built. That paperwork and data remain with Radical so that, even if a car is sold, the company will be able to share the car’s provenance with the new owner.

The exciting bit of this is to see the engines being rebuilt, in this case in the hands of Ash, one of eight such specialists at Radical. First, he whips out the paperwork, which shows the history of the engine, right down to when individual components have been replaced –and when they’ll next be due for swapping out.

Why is this such a big deal? Because without that information, a conscientious engine builder would have little choice but to replace many more parts than might be needed, racking up a higher-than-necessary bill. Radical has recommended engine-refresh intervals for all its units ranging from 40 to 80 hours, but many of the components within them have a lifetime of more than 100 hours.

Some parts are assessed on appearance or measurable wear, but it takes experience of these units to know what’s acceptable and what’s not. Conrod bolts will be measured for stretch, yet bearings will be replaced regardless. Crankcases will be visually inspected for cracks, but pistons will be crack-tested using NDT die penetration, as long as they’ve already been found to be in acceptable condition and within wear limits. If the ECU data shows over-revving, that’ll dictate the replacement of other parts.

Clutch-stack height will be measured, but the appearance of the plates will also be looked at; a serviceable clutch with many hours left in it will be rebuilt rather than replaced. These are just a few examples of the many checks that are made.

When brand new, RPE engines are built to the highest of motorsport specification using components from the industry’s leading suppliers. The engines are always rebuilt with the correct parts to maintain the original build integrity and specification of the engine.

It’s fascinating, too, to hear Ash’s opinion –which is later backed up by veteran Radical engineer Neil – as to what causes engines to wear prematurely or fail in the first

ABOVE The transmission is fully checked when new, and at every refresh for wear and for visual damage of gear teeth, selector forks and bearings.

place. “Temperature management,” they both answer, without hesitation. ‘It’s a big thing,” says Ash. “There are minimum coolant and oil temperatures an engine should reach before you take it out on track.”

Ensuring an engine reaches that temperature, and maintains it in cold conditions, can be difficult, especially under a safety car. Neil recommends the use of a pre-heater pad on the side of the oil filter in the hour before start-up, and to run the engine for long enough that coolant reaches operating temperature. And should the worst happen? RPE keeps a stock of fully rebuilt engines.

Once your engine has been rebuilt, it will be tested in the RPE dynocell and then in the car, with the option of a rolling-road test at the factory as well. And then the paperwork will be updated, of course, and you’ll be back on track as quickly as possible.

www.radicalmotorsport.com/our-engines

THE LAP TIMES

Dijon

CIRCUIT Nürburgring Nordschleife LOCATION GERMANY

DRIVER Michael Vergers

06:48.28 CAR SR8 LM

2009

Autodromo International Algarve

Alex Kapadia

Autodromo International Algarve PORTUGAL Warriner-Clutton

Circuito de Estoril PORTUGAL Stuart Moseley

Circuito de Estoril PORTUGAL John Macleod

Motorpark Romania ROMANIA Mihnea Stefan 01:37.770 SR3 XX 2022

Transilvania Motor Ring ROMANIA Mihnea Stefan 01:29.004 SR3 XX 2022

Circuito de Catalunya

Circuito de Jerez

Drive Center Arena

Falkenbergs Motorbana

Falkenbergs Motorbana

Gelleråsen

Gelleråsen

Ljungbyheds Motorbana

Ljungbyheds

Ljungbyheds Motorbana

CIRCUIT Yas Marina GP

LOCATION UAE

DRIVER George King TIME 01:56.890

CAR SR3 XX YEAR 2022

SPAIN Alex Mortimer

SPAIN James Littlejohn

SWEDEN Filip Svensson

SWEDEN Calle Bergman 00:41.832 SR10 2023

SWEDEN

CIRCUIT Donington Park GP

LOCATION UK

DRIVER Abbi Pulling TIME 01:29.657

CAR SR10

YEAR 2022

RADICAL IN SWEDEN

Building on a solid base, and with big plans for the future, Radical Sweden is spearheading a Radical transformation in Scandinavia

Words Nathan Chadwick Photography Oscar Holm and Filippa Harg

“A LOT OF PEOPLE SAID THAT WE probably shouldn’t jump onto Radical – they were pretty sceptical that we could get the concept to fly,” chuckles Filip Svensson. “A few years later, it turns out they were wrong.”

Filip was no stranger to the Radical brand when he set up Radical Sweden in late 2018.

A construction engineer by trade, he had actively been racing Radicals for several years, and had set up a side hustle in driver coaching.

“I got asked whether I wanted to be a dealer for Radical Motorsport at the Ljungbyheds Motorbana facility – I quit my job, and that was the start,” Filip says.

Starting off with a small corner of the race track, the dealership has developed enormously, helped by Ljungbyheds Motorbana’s membership club. However, Filip had to adapt to the unique realities of the Scandinavian marketplace. “We are a small

population in Sweden, just ten million people, and it’s a pretty long country – we’re a long way north and the racing season is pretty short,” he explains. “The UK culture is that you race no matter the weather, snow or rain, you just race. Here in Sweden and Scandinavia, people are a bit more picky, and they head down south during the winter to enjoy the sun.”

The climate means that the Scandinavian season largely runs from April to October, although a different climate is also a challenge – the political one. “The political culture in Sweden is pushing for sustainability and green environmental stuff, so we don’t have a lot of support from the political side – it’s a pretty hard thing,” Filip explains.

He also finds that there are a lot of series to compete with, but he says his team have been able to carve out their own niche. “We decided to offer what others couldn’t in

THIS SPREAD Radical Sweden has become one of the biggest motorsport operations in Scandinavia.

Scandinavia at the time – what we call our customer garage solution,” he says. “The basic idea is that you buy a Radical, rent a space in our facilities and then let our team run everything – no matter if you want to do track days just a couple of times a year or all the days possible, or if you want to compete.”

Filip believes that the service is still unique in Sweden – there are only a handful of professional racing teams with full-time employees in the country – and it has made Radical Sweden one of the biggest motorsport operations in Scandinavia.

“The philosophy going into building it was, ‘let’s create something that I wish someone had done for me when I was racing’ – all the late nights and blood, sweat and tears,” he says. “I think that’s where we’ve been successful – we’ve opened the possibility of racing for people who don’t have the time, nor the interest, in everything that comes with running a racing car – they just want to drive. They just want to enjoy it.”

Filip says he’s seen 30 customers go from never even having considered racing before to taking it up, all thanks to Radical. “Some are fighting for championships right now – and they would never have considered becoming racing drivers if we hadn’t offered them this solution,” he says. “They have usually done track days with their Porsches, and then they come to us and see what other drivers are doing with Radicals. Then they start talking to me, I get them into a car to try it out, and then they’re basically stuck...”

His passion for the product still shines through. “Radicals are really enjoyable –they’re easy to drive, and once you get people into the cars and driving them, they speak for themselves,” he says. “I don’t need to do a full sales pitch to people.”

For Filip, the appeal is the raw feedback from the cars. “When you’re in an open machine, it’s a completely different dimension to closed-cockpit cars – you get all sorts of

noises and even new smells, and then there’s a engine revving to 10,000rpm behind your head,” he says. “The balance between the engine and chassis is just so good, and there are no aids. When you put ABS or traction control on a car, it’s like putting a filter on a photograph. Each time you put on a different filter, it lowers the picture quality. It can still be a cool picture, but the quality of the raw image is not the same anymore.”

His personal favourite Radical is the SR3. “You can just push it more and more,” he smiles. “However, when you get in the SR10, it’s like taming a beast: how fast can I go?”

The other string to Radical’s bow in Sweden is the community aspect, Filip believes. “We have a lot of different commitment and engagement from our clients – we don’t just focus on one client base. Everybody is welcome, whether you’re a young hotshot trying to make a name for yourself or a gentleman racer just enjoying a race weekend.”

One driver to make the leap from track-day enthusiasts to racer is Stevan Petrovic. He had bought an older Radical, and was asking Filip for advice; in the end, Filip invited him down to the circuit. “It soon became clear that he could handle a car; I told him he ought to buy an SR1, although he bought a secondhand SR3, and then I encouraged him to enter our race series,” he says. Filip allayed any concerns about a lack of a trailer or backup, because his team would help. “He started winning from his first season – and he’s recently entered his 50th Cup weekend.”

Looking to the future, Filip is looking to build on co-operation with the recently launched Radical Norway, and incorporate Denmark into a collaborative programme for the racing series. He explains: “I would like to get more international drivers onboard for the series. We’ve separated the racing series out from the dealership, so we can involve more Radical dealers, similar to how the guys are doing it in the US – a lot of different dealers working toward a big championship.”

Filip’s positivity about Radical simply shines through. “We have re-established the brand in Scandinavia, we are now seen as a professional racing operation and people have a new-found enthusiasm for the Radical brand in Scandinavia.”

Find out more at www.radicalsweden.nu and www.radicalcupscandinavia.com.

RADICAL IN ARIZONA

A consistent top contender for the Radical Dealer of the Year award, Apex Motor Club is at the top of its game. Co-founder Jason Plotke tells us more

Words Nathan Chadwick Photography Nicholas Lish

“IT WAS LIKE LOVE AT FIRST SIGHT!”

When Jason Plotke was setting up the Apex Motor Club in Arizona, US, he envisioned the circuit as a natural playground for high-end sports cars – racing machines weren’t even a consideration. Once the facility had opened, however, Radical got in touch to ask if Apex would be interested in becoming a dealer.

“We knew the cars, but we never really experienced them, so we did a demo day at Apex,” Jason (pictured opposite) recalls. “It was like, holy crap, this is unbelievable! We had a member who was ready to take the leap, and sold a car – that started one of the biggest Radical sales offensives in the world.”

That was 2020, and in the four years since, the team’s sold 110 cars, won the worldwide Dealer of the Year prize, and finished runner-up every other year. As he affirms: “It’s been awesome.”

Jason believes that while 30 percent of his

customers are aware of Radical, the remainder are new to both motorsport and Radical. “When someone comes along and says they’ve been running ‘x’, but we think the Radical will be more fun and cost-effective, those are fun acquisitions and conquests,” he says. “However, it’s also exciting to put someone into a proper race car for the first time, which happens to be a Radical.”

Jason believes Radical’s key appeal is that the driving experience punches above its weight class. “It delivers a bang for your buck that’s hard to duplicate – you’ve got to spend a lot more money to achieve the same performance,” he says. “I think the value proposition and the fun factor are key, but there’s also the ease of use – you don’t need a team of people to jump in and drive it. It’s also light on consumables compared with other racing cars.”

The learning curve is a big factor in Radical’s appeal as well, particularly for the SR3. “It’s an extremely capable car that, in most cases, exceeds your driving ability, which makes it very safe and predictable – and that means you can be very proficient in the car very quickly,” Jason explains. “Then the SR3 can go beyond that if you want to push it, and it does things that are almost magical.”

Shortly after Apex started selling Radicals, it began running its own internal race series with two classes – one for GT cars, and a prototype class. “[The latter] was effectively Radical, with

a few exceptions along the way,” he explains. “That has grown into one of the largest Radical race series in the world – our field is 20-24 SR3s, and that’s just one class.”

That is soon going to expand to include the SR10. “We run seven races each year – it’s captured the attention of the world.”

Apex also offers ‘arrive and drive’ and demonstration experiences. “You just can’t go to our club without tripping over a few Radicals,” Jason says. “They are in our DNA, they’re woven into our culture.”

The Apex facility has several storage options, which he believes most owners make use of. “We do concierge storage, where you let us know you’re coming down via an app, and your car is waiting for you to be warmed up on the pitlane,” Jason says. “When you’re done with it, we wipe the car down, plug it in, inspect it and put it away for you.”

Apex also offers the opportunity to purchase a garage condominium, which allows the same concierge service but also the opportunity to host guests and chill out while watching the action taking place on the track.

Jason has seen several drivers develop through to full-bore racing drivers through the Radical programme, but CrowdStrike founder George Kurtz is the most notable. “He’s from Phoenix, and he raced Radicals at a different club prior to us opening. He was the one who really pushed us to look at the brand based on his experience,”

THIS SPREAD Camaraderie and community sum up life within the Apex Motor Club, which has introduced many racers to Radical. Jason Plotke’s plans include a second, longer circuit.

he says. “He’s gone on to win at Le Mans and the Daytona 24 Hours, racing all over the world.”

Jason also points to several younger drivers who started in Radicals and have gone off into other series. “That’s really impressive, whether it’s USF or beyond, even going into GT racing.”

So far the bulk of Radical Arizona’s sales have been SR3s, but he believes this could change. “People viewed our first track as not so conducive to higher-horsepower cars [such as the SR10], but I would dispute that. However, we’ve got a second circuit under construction that should suit the SR10 better, so we are looking to expand sales of that car,” he says.

A big factor in Radical’s appeal is the camaraderie in the community. “We’ve got people who have achieved great success in life, and getting their attention on anything is not easy. We’ve been able to garner that respect and attention from people we wouldn’t necessarily expect to – the feedback is that it’s down to the camaraderie and the family feel,” Jason says. “It’s the people who make the experience so enjoyable. Whether it’s our race series or venturing into the Radical Cup, or just being around the club, the people are what make the experience. The Radical community is even tighter because it’s such a wonderful product, and it brings out positivity in those who experience it.”

In terms of expanding Radical’s reach, Jason is continuing to push members into expanding their racing experience. “What’s nice about our season, because we’re in Arizona, is that we’re the opposite of the typical motorsport calendar – our season is October through to April or May, whereas the typical season is through the summer,” he says. “We encourage people to venture into the Radical Cup – this year, we’ve had our largest contingent of drivers in the Radical Cup North America, which is awesome. We are getting people onto some of North Americas best circuits, which we’re proud of.”

Jason also has high hopes for the Apex circuit itself. “We’d love to have the Radical World Finals at Apex on our new, almost fivemile circuit – that would be a wonderful achievement,” he smiles.

More information at www.radicalaz.com and www.apexmotorclub.com.

510KG

188BHP

368BHP/TONNE

2:10 SILVERSTONE GP

620KG 232BHP

374BHP/TONNE

2:02 SILVERSTONE GP

725KG 425BHP 586BHP/TONNE

1:58 SILVERSTONE GP

1115KG 700BHP 627BHP/TONNE

1:58 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 XXR generation in 2023 gave the SR1 fresh styling, improved aerodynamics, and revitalised electronics. 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?

SR1 XXR

WEIGHT 510KG

POWER 188BHP

POWER:WEIGHT 368BHP/TONNE

LENGTH 3860MM

WIDTH 1560MM

HEIGHT 1020MM

STANDARD EQUIPMENT

BODY

Lightweight spaceframe chassis

Motorsport UK-certified safety cell and crash structure

Aluminium, foam-filled 54-litre fuel tank

LMP-inspired composite bodywork

LED running lights and brake lights, FIA high-intensity central rain light

ENGINE

RPE 5th Generation four-cylinder 16-valve 1340cc engine

Bespoke dry sump and mechanical oil pump

RPE coil-on-plug ignition system

Electronic drive-bywire throttle

Life Racing ECU engine-management system and data logging

Hi-flow racing exhaust system

COCKPIT

Choice of single centre seat, left-hand drive or right-hand drive

Quick-release steering wheel with AiM MXS display unit

LED rev counter, gear indicator, shift light and data-logging capability

Composite dashboard with backlit touchpad and brake-bias adjuster

Driver wind deflector

FIA fire extinguisher with dash-mounted and external activation

DRIVETRAIN

Six-speed, integral sequential gearbox

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

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

SUSPENSION AND BRAKES

Unique fully adjustable Nik-Link suspension system

Front and rear wishbones, adjustable pushrods

Fabricated uprights

Interchangeable roll bars front and rear

Intrax single adjustable damper

Bespoke Radical four-pot brake calipers

240mm dia. × 25mm, 30-vane ventilated discs front and rear

WHEELS AND TYRES

Braid cast aluminium wheels

7in × 13in diameter front and 9in × 13in rears

Hankook Racing Tyres (slick and wet options)

OPTIONS

SmartyCam video system with GPS

Race logging including brake pressure and steering sensors

Quiet track-day silencer

Loud exhaust option

Engine oil pre-heater and fuel-sampling kit

Radiator fan

Nik-link roll bar set

Trickle charger and jump-starter pack

Wrap-around headrest

Driver and passenger vinyl seat inserts

Passenger belts and headrest

Forward-facing stay head protectors

Choice of harness colours

Choice of seven bodywork colours

Bespoke colours available on request

Factory-applied custom graphics kit

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 OPTIMISE LAP TIMES

ELIGIBLE TO TAKE PART IN RADICAL RACE SERIES WORLDWIDE

THE LATEST 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 best-selling 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 a new wheel design. 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.

SR3 XXR

STANDARD EQUIPMENT

BODY

Lightweight spaceframe chassis

FIA-certified safety cell and crash structure

FIA-certified 77-litre (20 US gallons) fuel cell

Composite bodywork, front splitter and rear diffuser

Carbonfibre highdownforce bi-plane rear wing

LED running lights and brake lights

FIA high-intensity central rain light

ENGINE

RPE 5th Generation four-cylinder 16v 205bhp 1340cc engine (232bhp 1500cc optional)

Bespoke dry sump and mechanical oil pump

Cooling system with Laminova heat exchanger and radiator fan

Electronic drive-by-wire throttle and overhead fuel injection

Life Racing ECU enginemanagement system and data logging

Hi-flow racing exhaust system (optional quiet silencer)

Lithium-ion battery and trickle charger included

COCKPIT

Choice of single centre seat, left-hand drive or right-hand drive

Driver and passenger seats with six-point seatbelts and headrests

AiM

Formula steering wheel with integrated 4.3in TFT display, shift paddles and on-wheel switching including pit limiter

Display functions include rev counter, gear indicator, shift light and predictive lap time

SmartyCam video system with GPS, brake pressure and steering logging sensors

Composite dashboard with backlit switch pad and brake-bias adjuster

Driver wind deflector

FIA fire extinguisher with dash-mounted and external activation

DRIVETRAIN

Six-speed, integral sequential gearbox

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

Quaife limited-slip differential with interchangeable final-drive gears (3.07:1 standard) and reverse system

SUSPENSION AND BRAKES

Unique fully adjustable Nik-Link suspension system, front and rear wishbones, adjustable pushrods

Serviceable castaluminium uprights

Interchangeable roll bars front and rear

Intrax single adjustable damper

Bespoke Radical four-pot calipers front and rear 280mm x 25mm fully floating 48-vane discs

WHEELS AND TYRES

Bespoke Braid centrelock, cast-aluminium racing wheels

8in × 15in diameter front and 10.5in × 16in rear

Hankook Racing Tyres (slick and wet options)

OPTIONS

RPE 1500cc engine upgrade (+20bhp +20ft/lb)

Cockpit Safety Structure

Wrap-around headrest

Driver and passenger vinyl seat inserts

AP Racing brakes upgrade

Triple-adjustable Intrax Damper upgrade

Carbonfibre front splitter

Carbonfibre rear diffuser

Carbonfibre dashboard

Carbonfibre double front dive planes

Quiet silencer exhaust

LED headlights

Air-jack system

Tyre-pressure and temperature monitoring system

Suspension-logging sensors

Biofuel ready including Flex Fuel and NTK motor sport lambda sensor

Fuel sampling/drain kit

Dry-break refuelling system with dump churn

Nik-link rollbar set

Choice of harness colours

Choice of seven bodywork colours

Bespoke colours available on request

Factory-applied custom graphics kit

SR10 XXR

PURE EXTREME PERFORMANCE

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

LOWER RUNNING COSTS FROM A LONG-LIFE 425BHP RPE 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, motorsport 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 an engine and drivetrain package that’s been optimised for both performance and durability.

The latest SR10 XXR is designed to keep you on the track for longer, faster. Whether lapping casually or dicing in an around-theclock 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 long-standing reputation for providing electrifying performance through optimised aerodynamics and outstanding grip, the primary focus was on maximising both the powertrain’s incredible performance as well as its durability, for easier operation and long service intervals.

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 inhouse powertrain division, RPE has developed a bespoke turbo, induction and enginemanagement 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 RPEFord inline-four engine.

The driver’s environment features a wheel-mounted LCD multi-page display and additional controls at the driver’s fingertips. This includes multiple engine- and gearboxmapping options as well as adjustable weighting for the optional electronic powersteering system – which is 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.

OPTIONS

Cockpit Safety Structure

Wrap-around headrest

Driver and passenger

vinyl seat inserts

Carbonfibre front splitter

Carbonfibre rear diffuser

Carbonfibre double front

dive planes

Quiet silencer exhaust

Electronic Power Assisted

Steering (EPAS)

Air-jack system

Tyre-pressure and temperaturemonitoring system

Suspension-logging sensors

Fuel sampling/drain kit

Dry-break refuelling system with dump churn

Nik-Link roll bar set

Choice of harness colours

Choice of seven bodywork colours

Bespoke colours available on request

Factory-applied custom graphics kit

STANDARD EQUIPMENT

BODY

Lightweight spaceframe chassis

FIA-certified safety cell and crash structure

FIA-certified 77-litre (20 US gallons) fuel cell

Composite bodywork, front splitter and rear diffuser

Carbonfibre highdownforce bi-plane rear wing

LED running lights and brake lights

FIA high-intensity central rain light

ENGINE

RPE-Ford 2261cc, 425bhp and 380ft Ib, turbocharged engine with direct injection

Display functions include rev counter, gear indicator, shift light and predictive lap time

SmartyCam video system with GPS, brake-pressure and steering-logging sensors

Carbonfibre dashboard with backlit touchpad and brake-bias adjuster

Driver wind deflector

FIA fire extinguisher with dash-mounted and external activation

DRIVETRAIN

Six-speed Hewland sequential transaxle gearbox

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

Automatic torque-biasing limited-slip differential

SUSPENSION AND BRAKES

Unique fully adjustable

SR10 XXR

WEIGHT 725KG

POWER 425BHP

POWER:WEIGHT 586BHP/TONNE

LENGTH 4077MM

WIDTH 1799MM

HEIGHT 1093MM

Forged motorsport pistons, connecting rods and bespoke dry-sump system

Twin-independent variable cam timing and drive-by-wire throttle

Custom Garrett turbocharger

Life Racing ECU enginemanagement system and data logging

Hi-flow racing exhaust system with choice of loud or quiet silencer

Lithium-ion battery and trickle-charger included

COCKPIT

Choice of single centre seat, left-hand drive or right-hand drive

Driver and passenger seats with six-point seatbelts and headrests

AiM Formula steering wheel with integrated 4.3in TFT display, shift paddles and on-wheel switching including pit limiter

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

Serviceable castaluminium uprights

Interchangeable roll bars front and rear

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

Bespoke Radical four-pot calipers front and rear, 315mm x 35mm fully floating 48-vane discs

Front and rear brake cooling

WHEELS AND TYRES

Bespoke Braid centre lock, cast-aluminium racing wheels

8in × 15in diameter front and 10.5in × 16in rears

Hankook Racing Tyres (slick and wet options)

RXC

700R THE ‘APPROACHABLE’ GIANT-KILLER

BRINGS LE MANS EXPERIENCE WITHIN REACH OF NON-PROFESSIONALS

RECENTLY INCREASED 700BHP ENGINE

ALSO AVAILABLE IN MORE HARDCORE RXC SPYDER AND RXC GT3 FORMATS

THE RADICAL RXC 700R 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’s taken the hardcore, raw elements of those models and made such giantkilling performance available in a car that’s much more approachable for non-professional

racing drivers. You now get a RPE 3.5-litre twin-turbo V6 delivering 700bhp via a sixspeed Hewland paddle-shift ’box, LMP2inspired lightweight glassfibre bodywork and fully adjustable suspension, power steering, pedal box and more, but you can deploy the RXC 700R’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.

With the new option of a full carbon fibre body and a lightweight titanium exhaust system, the already-impressive power-toweight ratio has increased further with the additional horsepower that the 700R upgrade brings. 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 V6 3500cc 700bhp, 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

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

Full carbon fibre bodywork

Lightweight titanium exhaust

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 1115KG

POWER 700BHP

POWER:WEIGHT 627BHP/TONNE

LENGTH 4300MM

WIDTH 1960MM

HEIGHT 1127MM

DEALER DIRECTORY

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

RADICAL MOTORSPORT DEALER OF THE YEAR

We’re proud of all the dealers in our worldwide network, but two stood out above the rest in 2023: Radical Northwest in Northern California and Radical UAE, GulfSport Racing in Dubai

RADICAL MOTORSPORT’S DEALER OF the Year awards recognise the highestperforming dealers in its international network, which includes over 30 dealer partners in over 20 countries. All Radical Motorsport dealers strive to fulfil the Radical ethos – We Make Racers – by offering sales of cars and spare parts as well as factory-trained technical staff and turnkey trackside support for dynamic activities such as track days, tests and race events. In

2023, the network expanded to include new dealers in Indonesia, Hungary, Norway, the Netherlands, Spain and Indianapolis.

Based at Sonoma Raceway in California, Radical Northwest secured first place in the 2023 Dealer of the Year awards for the Americas, closely followed by Radical Arizona based at APEX Motor Club and Radical Georgia operated by Primal Racing at Atlanta Motorsports Park. For the Rest of the World category, Radical UAE operated by GulfSport once again achieved Dealer of the Year status, having also won in 2022.

Radical Northwest is owned and operated by racing veterans Anthony Ward of Award Motorsports and Steve Cameron of Cameron Racing. In addition to managing successful race teams, both are accomplished drivers with championship titles and multiple race victories between them, including at the 24 Hours of Daytona and 25 Hours of Thunderhill. Cameron has also coached drivers such as Indy 500 winners Buddy Rice and Sam Hornish Jr, Champ Car drivers Memo Gidley and Michael

Valiante, and NASCAR driver Michael McDowell. Anthony is an entrepreneur who’s had great success in the worlds of both business and motorsport, and he recently celebrated his 70th birthday at the Radical factory in the UK!

As one of the longest-standing members of the Radical Motorsport dealer network, Radical UAE, GulfSport, took the Rest of the World award encompassing dealers in Europe, the Middle East and Asia-Pacific. Founded by Martin and Barry Hope, and based at the FIA-sanctioned Dubai Autodrome circuit, GulfSport has long been a focal point in the Gulf’s motorsport community. In 2005, it established the Gulf Radical Cup, which remains one of the most popular of the official Radical championships around the world. Radical owners worldwide often race in the Gulf Radical Cup, under Radical Motorsport’s Race the World initiative.

Radical’s Dealer of the Year awards highlight the dedication, expertise and passion that our dealers bring to the table. Our dealers are not only selling cars and spare parts; they are building communities around the Radical brand and products. As Radical Motorsport continues to grow, so too does the impact of its dealers – each one a vital part of the Radical family.