Radical Sportscars are widely recognised as inventing the production racecar, and its most successful racecar, the SR3, embodied that concept in all forms. It was well priced, forgiving, fast and safe. 

But with over 20 years on the market, the steel spaceframe chassis and engine options between 200-300bhp lack performance by today’s sporting standards.

Revolution Racecars A-One at Portimao Circuit.

Revolution Racecars‘ A-One is Radical Founder Phil Abbott’s idea of the successor of the SR3 – bringing that same concept up to date, with higher performance (400bhp), safety and technology, but still, with that driveability that an owner/driver could get out of the car.

Abbott’s vision for the car was to bring LMP2-type construction in terms of safety standards to the production racecar market but at less than half the price. Noting the pre-preg work used to construct LMP chassis was very labour intensive, Abbott perceived that this was where Revolution Racecars could find a considerable cost-saving element. 

Revolution Racecars A-One double Halo design.

Adopting a resin infusion carbon fibre construction, which has seen an enormous amount of development over recent years for wind turbines and ocean-going boats, Abbott ascertained that this technology could produce a composite racecar at the price point Revolution Racecar’s desired. 

Revolution Racecars‘ A-One chassis structure is made up of a series of carbon fibre layers called Quadrax. Each Quadrax is four 250g carbon fibre sheets sewn together – each with a different fibre orientation: 0 degrees, 90 degrees, +45 degrees and -45 degrees – to become a single 1000g sheet.

The carbon fibre manufacturers sew the Quadrax, and Revolution Racecars uses four Quadrax layers in different orientations to create the chassis structure.

Revolution Racecars A-One

The tub is made in two halves, a top shell and a bottom shell, bonded together through the centreline. The bonded surface features a continuous curvature, removing any stress raising angles and providing high strength across the bonded centreline. This concept was critical for passing the prescribed FIA safety tests. 

The design follows the LMP style for aerodynamics, with a large, flat floor and mid-section and a sizeable rear diffuser, which is reasonably unregulated in the market the car is built for. The front floor features an adjustable splitter design optimised for downforce.

Revolution Racecars A-One

The resin infusion process uses dry fibres, which constructors can keep at ambient temperature, and the curing process is just one shot at 60degC, rather than as many as six shots at the 160degC often used for pre-preg chassis curing. 

Revolution Racecars have calculated 80 per cent less energy consumption in the manufacturing process compared to a contemporary LMP chassis. 

 

 

To read the FULL technical story on the Revolution Racecars A-One, buy Racecar Engineering May 2021 issue here.