Έναν χρόνο πριν, στην ίδια έκθεση, η Radical μας είχε παρουσιάσει το RXC, το πρώτο κλειστό sport αυτοκίνητό της. Εκείνο φορούσε έναν 3.7 λίτρων V6 κινητήρα της Ford που απέδιδε 380 άλογα… αρκετά για το μόλις 900 κιλών Radical. Έτσι;
ΟΧΙ. Τουλάχιστον όχι για την Radical που στη φετινή Autosport International, παρουσίασε το RXC Turbo. Ο ατμοσφαιρικός V6 με τα 3.700 κ.εκ., έδωσε τη θέση του σε έναν Ecoboost V6, 3.5 λίτρων που αποδίδει 460 άλογα στις 6.000 σ.α.λ. και 678 Nm στις 3.600 σ.α.λ. Συνδυάζεται με ένα ειδικά εξελιγμένο για το RXC Turbo 7-τάχυτο κιβώτιο της Quaife με paddles στο τιμόνι ενώ η κίνηση μεταδίδεται φυσικά στον πίσω άξονα.
Το 2014 RXC Turbo είναι 4.3 μέτρα μακρύ, 1.96 πλατύ και 1.1 ψηλό και χρησιμοποιεί σωληνωτό chassis και carbon αμάξωμα ώστε να κρατηθεί το βάρος χαμηλά. Ως αποτέλεσμα, το όχημα είναι μόλις 40 κιλά βαρύτερο από το απλό RXC. Η ανάρτηση αποτελείται από διπλά ψαλίδια εμπρός και πίσω με ρυθμιζόμενα αμορτισέρ και τα φρένα είναι πλευστοί δίσκοι 330mm εμπρός και 310mm πίσω με εξαπίστονες δαγκάνες.
Χάρη σε όλα αυτά, το RXC Turbo χρειάζεται μόλις 2.6 δευτερόλεπτα για το 0-100km/h και συνεχίζει μέχρι τα 298km/h της τελικής του. Το μοντέλο είναι διαθέσιμο ως «βολτάδικο» ή ως αγωνιστικό με την τιμή και των δύο να ξεκινά από τις 129.000 λίρες (156.090€ με την σημερινή ισοτιμία).
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Radical Sportscars introduce the RXC Turbo and announce a technical partnership with Ford.
The extraordinary RXC gains EcoBoost technology for its road and race variants with the introduction of the 3.5-litre twin-turbo V6 engine, ramping power up to 460PS and torque to a massive 500ft lb – enough to endow the 940kg RXC Turbo with a super-car-shattering 0-60mph time of just 2.6 seconds! With Ford EcoBoost technology winning the International Engine of the Year award in 2013 for the second year running it was an obvious match for the lightweight, high-tech and incredibly accomplished Radical RXC. Through the technical partnership Ford and Radical have been working closely together to maximise power and torque, whilst retaining throttle responsiveness and fuel economy made possible by two small turbos capable of spinning at 248,000 rpm, direct fuel injection and Ti-VCT (twin independent camshaft timing). The engine is charged cooled by a Radical designed and built system to ensure utmost efficiency is maintained at all times.
Launched one year ago at the ASI 2013, the RXC with its normally-aspirated 3.7-litre V6 has proved a huge hit with both press and customers alike. Radical’s MD, Phil Abbott said the RXC would become a ‘game-changer’ and so it has proved. Never before had a car been available for the road and track with performance and technology on this scale with real-world reliability. Now with Ford’s support the RXC is being taken to the next level. The RXC Turbo has a revised interior with (optional) increased sound deadening, aerodynamic enhancements to improve on the already incredible downforce levels available and traction control as standard.
‘From the outset the RXC was devastatingly fast, but we designed it to handle even more power,’ said Phil Abbott. ‘We have had a great first year with the RXC and it has been very exciting to have been working with Ford. The upper management have given us a lot of sup-port and have allowed us access to a huge amount of technical back up that you can only get when working with a major manufacturer. Our designers and engineers have been able to work with the key EcoBoost engineers to perfect the performance for our car. I know how good the RXC is, and I also know how capable the 3.5-litre EcoBoost motor is too. Together they make a devastatingly complete package.’ Roelant de Waard, Vice President Marketing Sales and Service of Ford of Europe said:’ Ford has a proud history of class leading performance engines and I was incredibly impressed
with what Radical achieved with first the 3.7 V6. I drove the RXC at Spa last year and I can tell you to believe what the press have been saying about this car, it is packed with true race car technology, but easy to drive and its feedback and incredible cornering ability, making it truly thrilling. I can’t wait to drive this Turbo version.’
History of the RXC
The RXC was the culmination of three and a half years of design and development to create the world’s most extreme road-legal coupe. Influenced and inspired by contemporary LMP design, it has brought a true taste of Le Mans to the road. Dramatically styled, uncompromising in performance but with class-beating running costs, the RXC opened up hyper-GT owner-ship to a wider audience than previously possible. The RXC was a completely clean-sheet design for Radical with only a handful of components carried over from its range of award-winning race, trackday and road cars. Everything from the chassis and suspension design to the Ford 3.7-litre V6 engine and seven-speed Quaife gearbox configuration was developed specifically for the RXC under the guidance of Radical’s MD Phil Abbott and Chief Designer Nick Walford and his development team.
Customer deliveries of the RXC began in August 2013 with over 20 delivered to date and an order book full for the next four months. Sales have been global with cars already delivered to Thailand, USA, Spain, France and Germany with further orders from China, Australia, Switzerland, Majorca and Holland as well as the UK.
At the heart of the RXC Turbo beats a high-performance, low maintenance Ford 3.5-litre twin turbo charged V6 engine. Its power and torque delivery characteristics have been modified to optimise drivability and response to match the RXC’s lightweight and high performance requirements. The engine benefits from two small turbos , DI and Ti-VCT as well as a unique charge cooling system designed, developed and installed by Radical Sportscars.A fly-by-wire throttle ensures immediate power and response and the car will meet full Euro 5 emissions compliance for markets across the world. Despite their racing specification the engine and gearbox service intervals are up to 10,000km. Both engine options drive the rear wheels through a bespoke RPE/Quaife seven-speedtransverse gearbox that is low in weight and ensures the overall weight balance remainsvery close to that of an SR3. Featuring paddleshift and an integral Quaife Automatic Torque Biasing differential, gear ratios are quickly and easily changed from the side of the gearbox like current F1 design practice. The in-house developed paddleshift system allows full-bore, 50ms seamless upshifts and automatically blips the throttle for clutchless downshifts without the need to heel-and-toe.
Suspension and brakes
The RXC Turbo features a bespoke Intrax Racing Suspension inboard push rod suspension system with double wishbones all round to reduce unsprung mass and further improve Radical’s class-leading ride quality and handling. Four-way adjustment is available as an option on the RXC-optimised dampers, with all cars benefitting from GT3-style camber and suspension geometry adjustment. The 330mm front and 310mm rear fully-floating disc brakes with six-pot calipers take care of braking. Carbon ceramic discs and calipers are available as an option. The brakes sit inside 17” centre-lock wheels front and rear – the biggest ever fitted to a Radical production car.
The RXC experience starts the moment you set eyes on its dramatic styling. Using experience from the SR9 Le Mans project – as well as extensive CAD modelling – the RXC breaks the mould in bringing current LMP styling and aerodynamics to the street. Carefully directed airflow means the RXC generates 900kg of over and underbody downforce, equalling the car’s mass at speed. The Turbo features louvres above the wheels to further increase this effect. The RXC was honed aerodynamically both at the Millbrook Proving Ground and in the MIRA wind tunnel. Cooling for the engine and braking systems is directed though vents in the nose and side-pods whilst a GT3-specification rear wing is adjustable to suit different circuit configurations. The cockpit is easily accessed by the gullwing doors, part of the most complex body that Radical has ever produced and incorporating both composite and carbon fibre sections. This multi-piece bodywork comes in a wide palette of colours and is designed to be easily and cost-effectively repaired or replaced. The bodywork clothes a high-tensile, laser-cut CDS tubular steel spaceframe, developed in the same way as Radical’s FIA-approved SR series chassis. The integral rollcage ensures maximum occupant safety and vehicle stiffness, with both the nose and tail of the car boasting monocoque crash boxes. Proving the strength and very high level of safety the chassis comfortably passed the European Type-Approval crash test.
The AiM MXL2 LCD multifunction dashboard debuts on the RXC and provides a comprehensive snapshot of both engine information and performance figures. The optional datalogging system adds a comprehensive portfolio of configurable inputs, from brake pressure and temperature logging to G forces and suspension travel. AiM’s acclaimed SmartyCam system can also be added to the system to provide video with a realtime overlay of data, ideal for lap time improvement or corporate use.
Not only is the RXC Turbo Radical’s most technically advanced car but it is also its most comprehensively specified. The interior of the RXC features a multi-function fully adjustable steering wheel, EPAS power steering, electrically adjustable and heated wing mirrors, air conditioning, heated windscreen with single wiper and an adjustable pedal box. Occupants sit in bespoke Corbeau FIA-compliant trimmed bucket seats with six-point racing harnesses. Various options of leather and Alcantara can be specified for the seats and dash, along with varying levels of sound-deadening and carpets. A bespoke service is also available.
Power: 460PS (454bhp) @ 6000rpm
Torque: 678 Nm (500lb ft) @ 3600rpm
Power to weight ratio: 483bhp/ton
0-60mph: 2.6 seconds
Price (road or race) £107,500 plus VAT (£129,000 inc) OTR
Engine: Ford EcoBoost 3.5l V6, Ti-VCT, 24-valve, DOHC, twin independent variable camshaft timing, sequential direct injection, aluminium block, aluminium head, bore 3.64 (in), stroke 3.45 (in), charge cooled
Transmission: Bespoke 7-speed transverse Quaife gearbox with paddle shift and autoblip
Dimensions: L 4300mm W 1960mm H 1127mm
Chassis: High-tensile strength CDS carbon tubular steel spaceframe with FIA specification crash boxes front and rear
Body: Aerodynamic multi-piece composites (optional carbon sections), front and rear diffusers, full-width carbon bi-plane rear wing, gullwing doors with gas rams, full lighting system with LED daytime running lights
Downforce: 900kg at max speed
Interior: Multi-function fully adjustable steering wheel, EPAS power steering, electrically adjustable and heated wing mirrors, air conditioning, heated front screen, single windscreen wiper, adjustable pedal box
Seat: Bespoke FIA-compliant HANS compatible Corbeau seat with six-point harness
Fuel tank: Road: 70-litre aluminium tank Race: 100-litre FIA fuel cell
Electronics: AIM MXL dash (optional data logging package)
Suspension: Front and rear double wishbone, pushrods, bespoke inboard adjustable Intrax dampers (optional 4-way adjustable system)
Brakes: Fully-floating disc brakes with six-pot callipers, front 330mm, rear 310mm
Wheels: Centre-lock cast alloys (forged option), front: 17×9.5, rear: 17×11.5
Tyres: Road: Dunlop Sport Maxx or Direzza, front 235/620R17, rear 290/645R17 Race:
Dunlop SP Sport, front 215/45ZR17, rear 255/40ZR17