Behold Revolution Race Cars' new HyperSport
Million-dollar, carbon-tubbed track cars are ten a penny; those that cost the same as a 911 rather less so
If there’s one thing to make you burst with pride as a UK car enthusiast, it’s the ability of our small sports car industry to churn out dozens of giant-killing circuit machines. Whether traditional and recognisable or futuristic and innovative, there really is nothing quite like a Great British track car. With a jam-packed event calendar every year and a wealth of great circuits on these fair isles, it’s easy to see where the demand comes from. The expertise is there after decades of making cars light, fast, and fun. Long may it continue, despite what’s happening everywhere else in the car world, because there’s really nothing more entertaining on four wheels.
This is the latest of the breed, the Hypercar from Revolution Race Cars. You might remember the name from the A-One, driven on PH back in 2020. The company itself is almost a decade old now, a father-and-son led operation of Phil and James Abbott (bringing experience from Radical), with more than 50 of its cars in active competition. This track-only HyperSport is a clean-sheet design (and a great looking one at that), one that aims to combine the very best of various racing car categories - single seaters, prototype, GTs - into one ‘exhilarating, not intimidating’ machine.
It’s a slightly less serious proposition, both in terms of price and performance, than the A-One. Where that was V6-powered, the HyperSport has a 2.0-litre turbo in its middle. Thanks to a carbon reinforced polymer chassis (an in-house creation, no less, said to be unheard of at the £120k price point), Revolution claims a sub-700kg dry weight. That means a power-to-weight ratio of 436hp per tonne, though obviously that will take a small hit with the HyperSport in running order. Anything that can boast in the region of 400hp per tonne and offer up meaningful aero is going to be very, very fast around a circuit.
Interestingly, however, the Revolution isn’t pitched as a downforce-above-all-else kind of package. It’s described as a low-drag car with a semi-ground effect underfloor; so perhaps not offering up the ultimate in outright corner speeds, but with predictable downforce and a ride height suitable for a variety of tracks. Revolution actually suggests that mechanical grip is the priority for the HyperSport, which will be welcome news to those still a bit scared by the leap of faith required to get the best from cars that typically look like this and offer up huge downforce. Work undertaken on the tyre and suspension package (wheels are 17-inch diameter at the front, 18-inch at the rear) is said to deliver ‘a progressive, intuitive balance to drivers of varying experience levels.’
Related to this, the HyperSport is going to be offered up in a variety of configurations for buyers to get the best from it. Those who want to scare their friends can have two seats; those who want the ultimate track day thrill can choose which side the seat goes in; and anyone who wants to race their Revolution (more on that shortly) can have a centre-seat for full formula racer vibes. How ever the HyperSport is set up, all will get the double halo with a wraparound screen like an Indycar. It looks cool, benefits aero and better protects occupants, so expect to see plenty of it from Revolution (and maybe some other besides).
Indeed, while there might be some familiar elements to the design and makeup of the HyperSport, Revolution believes it’s really onto something significant here - and it’s easy to see where they’re coming from. This sort of performance and safety in a motorsport package tend to cost more money or require more faff, while those at the more affordable (all things being relative) end of the spectrum don’t tend to offer the flexibility or innovation. Apparently the HyperSport ‘has been conceived to rethink what a track-only car can deliver’. And we’re already at quite a high bar with those in Britain - you may have noticed…
Revolution’s MD Nigel Redwood said: “The HyperSport represents a fundamental change in how we think about race cars at this level. Until now, drivers have had to choose between cars that lack the latest performance and safety technology, or high-end prototypes that are complex and costly to operate. This car removes that compromise. We have created something that delivers genuine performance in a package that is exhilarating, not intimidating. We believe this car is the foundation of an entirely new category in motorsport.”
Which certainly sounds promising. While the HyperSport can be driven purely as a track car, it is also a ‘fully capable racing platform’, and there will be a series of European and North American events running next year. Before then, a first batch of customers will be able to compete at Portimao in the Equipe Sports Prototypes series at the end of October. That promises to be a very special weekend of racing. Not least because Revolution says the HyperSport will start at less than £120,000. That’s £20k less than an A-One cost at the start of the decade. And tens of thousands less than the reworked Zenos E10, for some idea of what’s been achieved. This might be the first you’ve heard of Revolution, but thanks to the HyperSport it seems very unlikely to be the last.
Have I missed something or did "shortly" never happen? ?
But why no cabin shots and who makes the 2.0-litre turbo?
Good luck to them. It looks to me like a modern-day Porsche 908 Spyder, especially from the rear.
But why no cabin shots and who makes the 2.0-litre turbo?
Good luck to them. It looks to me like a modern-day Porsche 908 Spyder, especially from the rear.
Because racing in North America, and use of Indy car esc wrap around windscreen...
Joining up the dots...their other car is Ford powered and who wants to run 2 different families of ECU in a small company.
Many members of the current Revolution team previously worked at Radical, under Phil Abbott. This includes the production manager, stores manager, head of logistics, head of composites, health and safety manager, and, of course, James Abbott.
Phil Abbott developed the productionised process for race car manufacturing that underpins the methodologies used at both Radical and Revolution.
I would hope that credibility gives comfort to anyone considering a Revolution HyperSport.
But why no cabin shots and who makes the 2.0-litre turbo?
Good luck to them. It looks to me like a modern-day Porsche 908 Spyder, especially from the rear.
FYI the HyperSport monocoque and crash structures were tested to FIA standards at Cranfield in March. We plan to continue development on track until the end of July, with plans to offer public test drives from August. I can confirm we do have an engine deal and the engine is currently going through Dyno calibration runs.
Many members of the current Revolution team previously worked at Radical, under Phil Abbott. This includes the production manager, stores manager, head of logistics, head of composites, health and safety manager, and, of course, James Abbott.
Phil Abbott developed the productionised process for race car manufacturing that underpins the methodologies used at both Radical and Revolution.
I would hope that credibility gives comfort to anyone considering a Revolution HyperSport.
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