Radical is going from strength to strength, as news of the company's intention to build the SR9 racecar has been greeted with enthusiasm in both the US and Europe.
A firm commitment from Radical distributors in the US and Europe has been matched by a number of UK teams.
Radical co-founder Mick Hyde said, "We have received a huge amount of encouragement from potential customers. When the design of the SR9 is finalised in a couple of months, I hope to be able to announce the names of the teams, distributors and sponsors we are collaborating with on this project. I will be very pleased to hear from any other teams who are interested in working with us."
The technical specification of the SR9 has also moved on considerably since the inaugural announcement was made. The biggest change is to the monocoque design, which was originally intended to be an aluminium-carbon hybrid.
The SR9's design consultant Peter Elleray said, "I was happy that our original design would do the job and pass the FIA crash test, but it was always going to be a few kilos heavier than an all-carbon tub. I have been working with some of Radical's existing suppliers and we can now confirm that we can produce an all-carbon tub for the SR9 within the strict budget constraints we have set ourselves -- that is, the rolling chassis should cost no more than £130,000. I have also been speaking to Radical's existing brake manufacturer and we are looking at a four-pot, four-pad calliper which would be unique in prototypes."
Hyde and Elleray will be identifying other key suppliers over the next few weeks, including the optional engine and gearbox suppliers. Radical's own Powertec RPD 3-litre V8 engine and transmission will be fully developed by the launch of the SR9, expected to be early in 2006.
Hyde said, "As this project gathers momentum, my confidence grows. Our SR8 has now started racing and has proved that we can produce (in volume) the fastest sports prototype in the club racing world. And now with an ultra-lightweight carbon tub and the collective skills of Peter Elleray, Nick Walford and the Radical team headed by my partner Phil Abbott, we are ready to take on all comers."
- Monocoque: Carbon composite structure & front crashbox to FIA specification
- Engine: 3-litre Powertec RPD Macroblock V8, breathing through 44.7mm restrictor, 525bhp @ 11,350rpm, 273lb.ft @ 7,950rpm. Options: Judd V8, Nicholson-McLaren
- Transaxle: Powertec RQ2 six-speed sequential with integral suspension mounts. Options: Paddle shift system
- Hewland NLT
- Bodywork: Quick release self-coloured glass fibre nose with integral louvres & engine cover with top exiting exhaust. Side pods & cockpit with integral roll bar fairing. Bi-plane full width carbon composite wing. Integral front diffuser, air management system & rear diffuser to ACO regulations. Triple headlights and twin rear lights
- Cockpit: Carbon composite surround with driver head protection system
- Steering: Rack & pinion
- Suspension: Fabricated steel wishbones front & rear. Fabricated uprights and forged hubs. Triple acting remote reservoir coil over dampers
- Brakes: Radical six-pot calipers front & rear on 355 × 35mm iron discs. Options: six-pot monoblock calipers front & rear on 355 × 32mm carbon discs, four-pot, four-pad calipers front & rear on 355 × 32mm carbon discs
- Wheels: 11J × 18" rims front, 14J × 18" rims rear.
- Tyres: Dunlop
- Weight: 750Kg
![](data:image/svg+xml,%3Csvg xmlns="http://www.w3.org/2000/svg" viewBox="0 0 4 3"%3E%3C/svg%3E)
![](data:image/svg+xml,%3Csvg xmlns="https://www.w3.org/2000/svg" viewBox="0 0 1 1"%3E%3C/svg%3E)