Radical

Ford EcoBoost 2.3L turbo. 350hp output. 435Nm torque. 6-speed Quaife sequential. RWD rear-wheel drive. 3900mm length. 1080kg curb weight. Two-seat configuration. Spaceframe steel chassis. Carbon fiber bodywork. Road legal track car. Adjustable suspension. Pushrod front suspension. Multilink rear setup. 0-100 km/h 3.0 seconds. Track performance excellent. Aero package optional. Flat floor underbody. Diffuser rear standard. Wing adjustable optional. Air conditioning available. Road creature comforts. Peterborough England manufacturing. Entry point Radical ownership. Track day enthusiast focused.

Ford EcoBoost 2.3L turbo. 425hp output. 7-speed Quaife sequential paddle-shift. RWD rear-wheel drive. 975kg minimum weight. Two-seat racing configuration. Carbon composite bodywork. Spaceframe chassis. Pushrod suspension racing-spec. Adjustable dampers. Aero package comprehensive. Large rear wing. Flat floor diffuser. Ground effect aerodynamics. Professional racing series eligible. Radical Cup championships. Global racing presence. Peterborough manufacturing. British race car success. Cost-effective racing solution.

Ford 2.0L EcoBoost. 310hp output. 6-speed Quaife sequential. RWD rear-wheel drive. 735kg minimum weight. Two-seat racing. Carbon fiber bodywork. Steel spaceframe chassis. Pushrod suspension. Radical Cup entry-level. Professional racing capable. Excellent power-to-weight. Aerodynamic efficiency high. Proven race platform. Global championship racing. Peterborough manufactured. Accessible racing cost. Track day excellent. Club racing popular.

Ford EcoBoost 3.5L V6 twin-turbo. 530hp output. 680Nm torque. 6-speed sequential transmission. RWD rear-wheel drive. 4396mm length. 1100kg curb weight. Two-seat closed coupe. Carbon fiber bodywork extensive. Spaceframe steel chassis. Gullwing doors dramatic. 0-100 km/h 2.8 seconds. 298km/h top speed. GT racing aesthetics. Road legal specification. Adjustable suspension. Track-focused setup. Aero package comprehensive. Rear diffuser large. Front splitter aggressive. Wing adjustable rear. Climate control available. Road creature comforts. Peterborough England manufacturing. Limited production specialist.

The engine that defined Radical's early philosophy: take a production-based motorcycle engine and push it to its absolute limit. Based on the Suzuki GSX-R1300 Hayabusa powerplant, this 1,340cc inline-four was extensively reworked for automotive track duty. The stock aluminum block was reinforced with additional main bearing supports to handle the increased load from sticky slicks and aero downforce. The valvetrain featured titanium intake and exhaust valves with dual valve springs, allowing a sustained 10,500 RPM redline. A Garret GT25 turbocharger with a bespoke manifold provided up to 18 psi of boost, supported by a front-mounted air-to-air intercooler. The fuel system used eight individual throttle bodies with sequential fuel injection, managed by a Life Racing F88RX ECU. With 11.5:1 compression and race fuel, it produced 260 hp at 10,000 RPM—a staggering 194 hp per liter. The dry-sump oil system was essential for preventing oil surge during high-G cornering, a lesson hard-learned from early failures.

The bespoke, ground-up V8 design that marked Radical's transition from tuner to serious engine manufacturer. Co-developed with Powertec Engineering, this 2,700cc 90° V8 was a masterpiece of minimalist design. The block and heads were CNC-machined from solid aluminum billets, with a flat-plane crankshaft forged from 4340 steel. The valvetrain used pneumatic springs, allowing a relentless 10,800 RPM redline. Each cylinder bank featured individual 52mm throttle bodies and a tuned-length intake manifold. The engine management was handled by a Magneti Marelli ECU capable of processing data at 1000Hz. With a 13.0:1 compression ratio and no forced induction, it produced 455 hp at 10,500 RPM and 210 lb-ft of torque at 9,000 RPM. The complete engine, including all ancillaries, weighed just 198 pounds, achieving an almost mythical 2.3 hp per pound. Its signature was the visceral, metallic scream that became the soundtrack to countless lap records.

The modern, reliable powerhouse that brought production-car durability to the forefront of Radical's lineup. Based on the Ford Mustang's 2.3L EcoBoost block, this engine was transformed for relentless track abuse. The factory open-deck block was replaced with a bespoke closed-deck unit from Mountune, capable of withstanding 35+ psi of boost. The cylinder head featured reinforced valve seats and high-lift camshafts, while the stock valvetrain was replaced with titanium components. A massive BorgWarner EFR7163 turbocharger with an anti-surge compressor wheel provided instantaneous response, spooling fully by 3,800 RPM. The direct injection system was retained but supplemented with secondary port injectors to manage fuel flow at extreme power levels. With a lowered 9.0:1 compression ratio and running on 102 octane race fuel, it produced 425 hp at 7,000 RPM and 400 lb-ft of torque from 4,500 RPM. Its party trick was a broad, flat torque curve that made it exceptionally drivable out of slow-speed corners.

The compact, high-revving V6 that served as an entry-point into Radical's bespoke engine lineup. This 1,500cc 90° V6 used a compacted graphite iron block for maximum rigidity in a small package. The cylinder heads featured four valves per cylinder with a narrow 22° included angle for optimal flow. The turbocharging system used a single, small-frame Garrett turbo with a ceramic ball-bearing core for minimal inertia, mounted centrally for optimal weight distribution. The fuel system employed six individual throttle bodies and a dual-injector-per-cylinder setup (direct and port) for precise fuel control. With a 10.2:1 compression ratio and 22 psi of boost, it produced 230 hp at 9,200 RPM. The defining characteristic was its razor-sharp throttle response, with peak torque arriving at 6,500 RPM and holding flat to 9,000 RPM. The entire power unit, including the Sadev sequential gearbox, weighed under 280 pounds.

The forced-induction marvel that brought a new level of specific output to the entry-level SR1 platform. Based on the Kawasaki Ninja H2 motorcycle engine, this 998cc inline-four retained its factory centrifugal supercharger, an engineering rarity. The supercharger, spinning at up to 130,000 RPM (9.2 times crank speed), was driven by a helical gear train from the crankshaft. The engine's factory counter-rotating balancer shaft was retained to manage vibrations. For automotive use, the lubrication system was converted to a dry-sump configuration with a massive 12-liter tank and oil-to-water heat exchanger. The factory intercooler was replaced with a larger, more efficient unit to handle sustained high-load operation. With 8.5:1 compression and running 18 psi of boost, it produced 210 hp at 11,000 RPM. The power delivery was uniquely linear for a forced-induction engine, with the supercharger providing instant response without any discernible lag, making it a devastatingly effective tool on tight, technical circuits.

The robust dog-engagement sequential gearbox that has become the standard transmission across most Radical models. Manufactured by Quaife Engineering, this transmission features straight-cut gears with involute dog rings that allow shifts in under 50 milliseconds without clutch use. The aluminum alloy case is CNC-machined from billet for maximum strength and minimal weight (complete unit weighs approximately 45 kg). Gear ratios are customizable with multiple available sets optimized for different circuits, while the final drive uses a quick-change differential carrier for rapid ratio adjustments. The shift mechanism employs a positive-stop pneumatic or hydraulic actuator with adjustable shift firmness. The transmission lacks synchronizers entirely, relying on precise engine RPM matching for smooth downshifts. Built to withstand the 250+ hp of Radical's powerplant series and repeated 9,000 RPM shifts, the QBE89G is rated for over 100 hours of track use between rebuilds. The characteristic mechanical whine from the straight-cut gears and positive 'clunk' during engagement provide audible confirmation of the transmission's racing pedigree.

The French-made sequential transmission used in Radical's higher-end models, featuring improved shift quality and durability. This transmission uses triple-cone synchronizers on all gears for smoother engagement while maintaining sub-60 millisecond shift times. The magnesium alloy case reduces weight to just 38 kg complete with fluid, while the gearset employs shot-peened 300M steel gears with REM super-finished surfaces. The shift mechanism uses an electronic-hydraulic actuation system that integrates with the vehicle's ECU for automatic throttle blipping during downshifts. The differential is a torque-sensing mechanical limited-slip unit with adjustable preload from 25-80 Nm. The ST-82 features a unique 'soft-shift' mode that reduces shock loads during part-throttle shifts, extending component life during testing and practice sessions. Rated to handle up to 850 Nm of torque, this transmission is capable of withstanding the brutal power delivery of the 2.8L V8 in the SR8 RX while providing more refined operation than pure dog-engagement units.

The Australian-built sequential transmission used in Radical's Le Mans Prototype efforts, representing the pinnacle of their transmission technology. This transmission features a triple-shaft design with gears arranged for optimal weight distribution rather than packaging constraints. The case is manufactured from magnesium-thorium alloy with internal oil galleries that provide targeted cooling to gear meshing points. The gearset uses diamond-like carbon coated dog rings that reduce engagement force by 40% while increasing service life. The pneumatic shift system operates at 12 bar and can execute full-power upshifts in under 30 milliseconds. The transmission control unit integrates with the vehicle's data acquisition system, logging every shift for performance analysis. The differential is an electronically controlled limited-slip unit that can vary lockup from 0-100% based on steering angle and throttle position. Weighing just 34 kg complete, the HE6-2 is capable of handling the 550 hp from the Judd V8 while surviving 24-hour endurance races without degradation in performance.

The lightweight sequential transmission adapted from high-performance sportbikes for Radical's entry-level models. Using a modified Suzuki GSX-R1000 transmission casing and gearset, this unit weighs just 28 kg complete with quick-shifter system. The transmission retains the original motorcycle's cassette-style gearbox design, allowing complete gearset changes in under 30 minutes. The shift mechanism uses an electronic solenoid-actuated quick-shifter that cuts ignition during upshifts for clutchless full-throttle gear changes. Gear ratios are closely spaced to exploit the high-RPM power band of the 1.3L Suzuki-derived engine, with sixth gear providing a 1:1 direct drive ratio. The chain final drive uses a reinforced 530 pitch chain and quick-change sprockets for rapid ratio adjustments. While less robust than purpose-built racing transmissions, the motorcycle-derived unit provides exceptional shift speed and minimal weight at a fraction of the cost, making it ideal for entry-level track cars and club racing.

The bespoke paddle-shift transmission developed for Radical's road-legal track car, combining racing performance with street usability. This transmission uses a conventional synchronesh design but with reinforced carbon-lined synchronizers that can withstand aggressive shifting. The shift mechanism employs electro-hydraulic actuators controlled by steering-wheel mounted paddles, with shift times of approximately 120 milliseconds. The aluminum case features additional sound-deadening material to reduce gear whine for road use, while the gearset uses helical-cut gears for quieter operation. The transmission includes multiple drive modes including 'Road' mode that softens shift characteristics and 'Track' mode that provides full-performance shifts. The torque converter uses a lockup clutch that engages in all gears for improved efficiency during highway cruising. Despite its road-going compromises, the Xtrac transmission can still handle the 650 hp from the twin-turbo EcoBoost engine while providing the durability needed for mixed road and track use.

The latest generation automated manual transmission featuring dual-clutch functionality in a sequential package. This transmission uses two multi-plate wet clutches—one handling odd gears and the other even gears—but retains the sequential shift pattern rather than traditional H-pattern. Shift times are under 40 milliseconds with no torque interruption during upshifts. The magnesium case incorporates integrated cooling channels that circulate transmission fluid through a dedicated radiator. The gearset uses hybrid straight-cut/helical teeth that provide the strength of straight-cut gears with reduced noise levels. The transmission control unit features predictive shift logic that uses GPS data to select optimal gears for upcoming corners. The differential is an electronically controlled unit that can provide torque vectoring between the rear wheels. Weighing 42 kg complete, this transmission represents the current state-of-the-art in racing transmission technology, providing the shift speed of a dual-clutch with the robustness and serviceability of a sequential gearbox.

The cost-optimized sequential transmission developed for Radical's entry-level and junior racing categories. Based on the QBE89G but with reduced torque capacity and simplified internals, this transmission uses single-cone dog rings rather than triple-cone for reduced cost while maintaining shift speeds under 60 milliseconds. The aluminum case is cast rather than billet-machined, saving manufacturing cost while maintaining adequate strength for the 1.3L engine's 185 hp output. Gear ratios are fixed rather than customizable to reduce costs, with the final drive ratio adjustable via interchangeable sprockets. The shift mechanism uses a mechanical linkage rather than pneumatic actuation, requiring physical effort but eliminating the complexity of pneumatic systems. Despite its cost-saving measures, the QKE82 maintains the essential character of a racing sequential transmission while being accessible to drivers entering the Radical racing ladder.

Founded in 1997 by Mick Hyde and Phil Abbott from their Peterborough, England base, Radical became a race car manufacturer specialist focusing on sports prototypes through affordable racing philosophy that created one-make championships like the worldwide Radical Cup series, establishing a global racing network delivering cost-effective motorsport. Originally powered by Suzuki Hayabusa engines before transitioning to turbocharged Ford EcoBoost powerplants with sequential gearboxes standard, Radical delivers professional racing quality with club racing accessibility that makes the brand a track day specialist exemplifying British engineering excellence. Global export success spans European championships, Australian series, American racing, and growing Asian markets, transforming cottage industry origins into professional manufacturer status having produced thousands of units with extensive racing success. Radical proves that purpose-built race cars needn't cost seven figures—by focusing exclusively on track performance without road-legal compromises and creating one-make racing series that control costs while delivering genuine competition, the company democratized sports prototype racing that was previously accessible only to wealthy privateer teams. Their success demonstrates that niche manufacturers can thrive by serving enthusiasts who prioritize pure performance over street credibility, and that sometimes the best business strategy involves doing one thing exceptionally well rather than chasing broader markets with diluted products.