Radical’s newest track‑day offering, the SR10, arrives with a price tag of £126,000 and a turbocharged 2.3‑litre four‑cylinder that delivers 425 bhp, aiming to blend high‑performance handling with lower operating costs.
Its price targets serious enthusiasts.
Engine and drivetrain details
The SR10 replaces the RXC Spyder’s 3‑litre V8 with a reworked Ford‑sourced engine, featuring a custom Garrett turbo and forged internals. Official figures list 425 bhp at 6,900 rpm and 380 lb‑ft of torque at 3,900 rpm. Power reaches the rear wheels through a new Hewland TMT transaxle, a unit originally designed for Formula 2 and mid‑torque GT cars, paired with a Wavetrac ATB differential that promises reduced maintenance compared with traditional plate‑type setups.
Drivers note that the clutch is unforgiving, requiring precise timing to avoid stalls, but once engaged the shifting feels crisp, with a short‑stroke up‑shift paddle delivering rapid gear changes. The gearbox’s mechanical feel and the four‑pot, 300 mm brake calipers contribute to a feedback‑rich driving experience.
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Chassis, aerodynamics and handling
Under its compact prototype body the SR10 uses a spaceframe chassis built to FIA safety standards, with a crash structure designed for high‑speed impacts. Unequal‑length wishbones, adjustable push‑rod suspension and three‑way Intrax dampers allow fine‑tuning for track conditions. The car’s downforce target of roughly 450 kg against a curb weight of 725 kg yields a high‑downforce profile typical of LMP‑style racers.
Steering is notably heavy and lacks power assistance, a choice that some reviewers find demanding on the shoulders, especially in high‑speed corners where front‑tyre feedback can be obscured by the effort required to hold the wheel steady. The vehicle’s torque delivery is described as “quiet” and less immediate than the V8‑powered SR8, yet the engine’s low‑end surge still produces rapid acceleration, with a 0‑60 mph time of about 2.4 seconds and an estimated top speed near 175 mph.
Despite the heavier steering, the SR10’s traction is impressive. When the throttle is applied slightly early, the car often “hooks up” and maintains momentum, reducing the risk of losing grip on a green track. The combination of a high‑downforce chassis and a torque‑rich engine gives the SR10 a distinct feel that rewards precise inputs.
Radical appears to be positioning the SR10 for the U.S. market, where the company has seen growth through facilities such as Thermal in California and Spring Mountain Motorsports Ranch in Nevada. The model’s longer service interval—double that of the SR8’s 40‑hour engine refresh—should appeal to owners who prefer fewer maintenance stops during intensive track use.
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Moreover, the SR10 qualifies for several racing series worldwide, offering a pathway for drivers who wish to transition from track‑day sessions to competition.
From a broader perspective, the SR10’s blend of performance and durability could set a new benchmark for track‑only cars in its price range. If the market continues to favor vehicles that balance raw speed with lower operating costs, Radical’s approach may attract customers seeking a more “turnkey” experience, potentially influencing other manufacturers to adopt similar strategies.
Critics still compare the SR10 unfavorably to the SR8’s V8, noting that the four‑cylinder lacks the visceral sound that many enthusiasts associate with high‑performance track cars. The SR8’s engine is often described as having a “soul,” an attribute some reviewers feel is missing from the SR10’s more workmanlike turbo unit. Nonetheless, the SR10 remains a capable machine, delivering a blend of agility, power and durability that makes it a serious contender for both track‑day enthusiasts and racers alike.
