Evo Magazine (August 04 Issue) - 'Trackday Car of the Year 2004'

Fourteen of the most uncompromising performance cars available, brought together in the definitve test of the year's best trackday machines

We're living in an age where track time has never been easier or cheaper to come by. There are at least a dozen companies offering anything from track time on airfields to the best circuits the UK and Europe have to offer, while the increasing popularity of high-octane corporate entertainment epitomised by events held at the Bedford Autodrome, means more of us are getting turned on to the thrills of trackdays.

And there's never been a better choice of machinery either. With specialist low-volume car builders and mainstream manufacturers alike slaking our thirst for speed, the chances are there's a car to suit your pocket and your needs, whether you fancy doing one or two trackdays a year or a couple every month.

For this year's TCOTY we've endeavoured to gather the freshest, fastest and most diverse selection of trackday cars together in one pitlane. From an everyday hot hatch, similarly street-friendly sports and supercars to more specialised road-legal trackday favourites and thinly-veiled racing cars, we've got the lot.

As ever, our aim isn't simply to find the car with the quickest lap time, although we have put every car against the clock. With Evo's racer Phil Bennett behind the wheel and Racelogic's fantastic V-BOX data-logging equipment hooked up, we can deliver an unrivalled organic and electronic picture of each car's best-on-the-limit lap.

However, because the rigours of extracting the absolute maximum from yourself and the car have more to do with qualifying laps than the true spirits of trackday driving, we're continuing to put a heavy emphasis on entertainment: how the car appeals to owners and the fun it provides when you're lapping the track.

Finally, because we know you're likely to encounter bad weather at some point during the UK trackday season, we've driven the cars in conditions ranging from sweltering 90 degree heat to rainstorms of Biblical intensity, racking up more than 400 laps of Bedford Autodrome's fiendish 1.7-mile West Circuit in the process; and all so that we can decide on one thing: Evo's Trackday Car of the Year 2004.

Road Legal Racers
R500 vs Grinnall vs Radical SR4

A fascinating trio this: the old school represented by Caterham's fire-breathing 2-litre K-series-engined R500 Evolution, the new-school by Radical's bike-engined SR4 and the leftfield by Grinnall's starling and massively powerful Scorpion IV.

Let's start with the old. If you've never driven a Caterham before, the immediacy is a little unnerving, but the beauty of a Seven, whether it's a Classic or an R500, is that once you get dialled-in it's a totally natural, instinctive car to drive.

The highly-tuned K-series starts with a percussive cough then leaps at every prod of the throttle. Slot first with the stubby gearlever, stare down the long louvered bonnet, aim at the horizon and let your right foot work with the trigger.

Bang! This is a Seven like no other. Big grunt fused with a crazy top-end, pops and bangs punctuating every upshift, acceleration gently rearranging the position of your internal organs, brain struggling to keep pace. Who cares if the weather's turned the West Circuit into a scene from The Perfect Storm? No matter that the R500 Evo has such a surfeit of grunt over grip you can get the tail dancing through fifth-gear corners. Just pull on a dry-suit and get stuck in.

Unfortunately, when the weather improves and we have to set a time, the R500 Evo becomes a victim of it's own success. Having broken the 0-100mph-0 world record just a few days earlier, and with little or no time to tailor the Evo for Bedford, the specialised set-up blights the car with tragic understeer on warm, dry tarmac.

What a contrast driving the SR4. Low-slung like a mini Le Mans prototype, the anticipation of driving any Radical is always a huge buzz. Climb in, recline into the moulded seat, strain to see over the screen and fire it up. Push the sequential lever forward for first, stoke up a few thousand revs, hold the throttle for-steady, feed in the clutch and feel the whole car zizz with impatience.

In typical Radical fashion, the car is immaculately prepared and in optimum spec, complete with a 250bhp, 1500cc Suzuki-derived Powertec motor. Squeeze the power in first, lift fractionally and give the gearlever a firm tug back to find second, then punch hard on the throttle and hold tight. Your head snaps back, spindly neck muscles powerless against the forces of g.

Despite the aggressive shape, the SR4 generates little downforce, (not what we found in the MIRA wind tunnel - Mick) but running on Avon ACB 10 tyres it still absolutely murders the corners. Braking can be left absurdly late and you can pitch it into fast and slow corners with equal commitment. But what's more impressive is its friendliness; it encourages rather than intimidates so you can feel more and more comfortable with its performance. Even when you overstep the mark it slides smoothly and progressively. A rare combination indeed, especially in a mid-engined car.

Finally the Grinnall. Well-known for building the uniquely entertaining three-wheel motorbike-powered Scorpion, Mark Grinnall's Scorpion IV is, as the numerical name suggests, his first stab at a four-wheeled machine. Sharing the three-wheeler's signature styling and exposed driving position, the Scorpion IV is a startling-looking car. Powered by a mid-mounted Audi 1.8 turbo engine, boosted to a knee-trembling 362bhp, the flyweight Scorpion boasts a power-to-weight ratio of well over 500bhp per ton. Judging by the look on Bennett's face after his laps, it appeals to his masochistic side.

Having witnessed his type-smoking laps, I'm a bit keyed-up at the prospect of following in his tracks. The Scorpion's driving position does little to calm me down: the low-cut sides and distoration-prone windscreen being the primary nerve-janglers.

And then you feel the full force of that monster motor and all thoughts of falling out of the thing evaporate. Mother of God it's quick! With enough grunt that it can break traction in fifth-gear corners, you're forever caught in the crossfire between the warring factions of tyres and torque. It's a wild ride for sure, but considering the rawness of the set-up it's promising the sense the basics are definitely in place.

Grip, response and balance are good. More feel will come with geometry work, and with a limited-slip differential and a bit of engine mapping work to tame the torque and power curves, the Scopion will be a force to be reckoned with.

	R500 Evo	GRINNALL	RADICAL SR4
Engine	In-line 4cyl, 1998cc	In-line 4cyl, 1998cc Turbo	In-line 4cyl, 1500cc
Max Power	250bhp@ 8000rpm	362bhp @ 6800rpm	250bhp @ 9000rpm
Max Torque	190lb ft @ 4000rpm	296lb ft @ 6100rpm	130lb ft @ 8000rpm
Power-to-Weight	552bhp/ton	543bhp/ton	550bhp/ton
Top Speed	148mph (claimed)	155mph (restricted)	160mph (est)
0-60mph	3.9sec (claimed)	3.4sec (est)	3.5sec (est)
Price	£ 42,000	From £ 25,000	From £ 27,000

Trackprototypes
JP1 vs Radical SR3 Turbo

Titans of the trackday these two cars sit at the absolute pinnacle of performance. The JP1 is an unusual machine. Having started life as a pure-bred racing car (the Zeus Challenger), it then evolved into a corporate entertainment tool, gaining Jaguar V6 power in the process. Now, with the prestige of Jaguar power and Jonathan Palmer's endorsement and its unrivalled Le Mans-like looks, the JP1 has established itself as the most exclusive trackday car in the paddock.

And, this is the most extreme example yet. Built to it's owners exacting specification, this version is much lighter - thanks to all-carbon bodywork and lighter wheels - and more powerful, thanks to attention from Cosworth Engineering that lifts peak power and torque from 277bhp and 230lb ft to 336bhp and 251lb ft. Bigger brakes and wider track suspension completes the picture. Oh, and the price? In excess of £70k, although a standard JP1 can be yours for £48,527.

There's something about the JP1 that makes you pull on your harness a little tighter. The looks, the noise, the substantial weight to all the controls. This is no jump-in-and-have-a-laugh machine. Even the normally jovial Bennett needs to focus on the job in hand as he prepares to set the time.

Having posted a mighty impressive 67sec lap, he's perfectly placed to make the distinction between this level of car and the rest.

'Unlike the more road-oriented stuff, the JP1 (and Radical) are more about set-up changes than fundamental flaws. Maybe a camber change or some aero tweaks would improve it through high-speed corners, as this car has entry, mid-corner and exit understeer. Where this car is absolutely stellar, though, is high-speed braking into low-speed corners entries. It's so stable it extends your confidence to point you never thought existed? Could this really be the car to burst Radical's bubble?' There's only one way to find out.....

Having undergone almost a year of development since it set the Nordschleife lap record, the SR3T is a very different animal to the original car. A smoother build-up of boost works the chassis more progressively, which helps through the Palmer Curves, while an increase in power from 260bhp to a whopping 330 ensures it fires down the straights with even more conviction. There have also been aerodynamics improvements. The result is mind-blowing.

'This car simply grabs the track and kicks its head in', says a buzzing Bennett after logging a spectacular 65sec lap. 'Hell, it fast. Fast to the point when new things become apparent. You may read about aerodynamic helmets and dismiss them as gimmicky, but in cars like this they're essential.'

Where did the time come over the JP1? The data trace tells the detailed story, but for Bennett it's in the Radical's more confidence-inspiring set-up.

'The big ace the SR3T has is simply it's ability to dispatch high-speed corners. In the JP1 your brain won't allow the throttle to be pressed any harder until you feel happy that the front-end has hooked-up. In the Radical you just know the front is nailed, and that you can deal with the rear, so you think 'happy days' and send her in.'

Despite the power claims, the JP1 never feels as vibrant as the Radical, a sense reflected in its comparative lack of straight-line speed. Whether this is down to an excess of downforce, and therefore drag or optimistic claims we've not sure.

Pitting yourself against either car produces an intoxicating mix of emotions. It's a fine line between exhilaration and fear, and it's a line that these cars revel in blurring. Bennett hits the nail on the head when he says: 'I've never tried hard drugs, but I reckon these cars are the equivalent. You hear cocaine addicts talking about that first mind-blowing rush, only for it to diminish with every subsequent hit. Lapping these cars is a bit like that. You're blown away at the first, then the speed and grip almost becomes normal. It's not of course, but you still find yourself chasing that first buzz in vain.'

If you've got the means to buy one of these monsters then you're more likely to visit Spa than Snetterton, at which point a JP1 or SR3T makes a lot more sense, but they inhabit an atmosphere too rarefied for most of us. That said, whatever your ability level, both expose you to a whole new kind of intensity. If Gordon Brown knew the thrill these cars can deliver he'd put a tax on adrenalin.

	JP1	SR3 TURBO
Engine	V6, 2967cc	In-line 4cyl, 1500cc
Max Power	336bhp @7500rpm	330bhp @ 9000rpm
Max Torque	251lb ft @ 6500rpm	220lb ft @ 7000rpm
Power-to-Weight	525bhp/ton	600bhp/ton
Top Speed	170mph (est)	170mph (est)
0-60mph	c.3sec (est)	3.1sec (est)
Price	c. £70,000 (see text)	£54,050 inc VAT

Conclusion

With each year that passes the gap between what are, in isolation , extremely capable occasional trackday cars and the ever-intensifying breed of dedicated trackday machines widens. This year it's not so much a gap as the Grand Canyon.

Take a glance down the lap times and you'll see the fastest - Radical SR3's SR3 Turbo - is 23sec per lap faster than the Renault Clio 182. Put in more graphic terms, on the West Circuit you could be driving the plucky Clio absolutely flat-out and still the satanic black Radical would be filling your mirrors every three laps.....

While that says a great deal for Radical's awesome pace, it also illustrates perfectly how frustrating such an immense performance advantage would prove on your average trackday. Conversely, you could pound around all day in the Clio and not be baulked by slower traffice once. As it happens, neither car has won the coveted TCOTY title this year.

Despite being front-wheel drive, if you accept the Clio's inherent traction limitations in slow corners there's fun to be had hustling this prickly little hatchback through the high-speed stuff. Ultimately, though, if you decide to get serious about trackdays you'd soon outgrow the Clio.

You could level the same criticism at the Elise 111R. Obviously it feels a more deft machine than the Renault, but its road-honed dynamics are so polished that it lacks the drama you would surely come to crave.

The clock says there's not much between the Elise and its cousin, the VXR220, but nothing could be further from the truth. Had the rip-snorting VXR not tripped Bedford's noise meters before hitting its stride, we're confident it would have comfortably eclipsed the Exige's time.

Judged thus it's impressively quick, but sacrifices much of its road ability in the process. Positively evil in the wet, we reckon it's gone a stage too far for its target audience.

We were pleased to welcome two newcomers to this year's TCOTY in the unmistakable shapes of the Deronda and the Grinnall Scorpion V.

Interestingly, both use Audi's blown four-cylinder 1.8-litre motor, albeit in wildly different states of tune, and likewise both are far from finished articles.

This is most apparent in the case of the Deronda, which needs some fundamental handling issues addressing and much-improved detailing if it's to be taken seriously in an increasingly competitive market. That said, if the chassis set-up is improved it clearly has potential.

The Grinnall is a different animal altogether. With all the basics in place, the Scorpion IV feels much more together, much closer to being sorted, It;s nothing short of ballistic, but needs more than a little taming. As Phil Bennett says: 'Lairy sums up the Grinnall, but it was so much fun too. I think it will be fantastic with more development.'

One car that should have done much better is the Caterham R500 Evo. While it stood no chance of worrying the JP1 and SR3 Turbo for outright pace, had the Seven been properly sorted it would have lapped considerably faster, while experience tells us that a well set-up Seven rewards like few other cars. Suffice to say we'll re-test it as soon as we can.

All three exotic supercars prove that plenty of power, a charismatic engine note and distinctive dynamics make for a meaty, memorable trackday experience. All three demand good car control skills, but as your confidence grows so too does your pace and enjoyment.

We knew the Ferrari's excessive noise would be a problem and it was, hence the session at Oulton Park where it shone more brightly than expected. Ironically, though extremely rapid, we found the most track-focused Noble yet a good deal less enjoyable that we'd expected while the 911 GT3 RS put in a typically classy performance.

In truth, if you want this kind of car for regular trackday use you'd be better off buying a three-year old GT3 Cup or 360 Challenge racecar and saving yourself a heap of cash. That said, if you've got an RS or Stradale in your garage, we can think of few more desirable road cars to take on a pilgrimage to Spa or the Nürburgring.

Except perhaps a JP1 or a Radical SR3 Turbo. Both stretch the 'road car' tag to the absolute limit but if you've got the necessary £60-70k (The SR3T is up for sale for £44K - Mick) to spend on what is, to all intents and purposes, a racecar for trackday, then you won't mind forking out for the Range Rover and Brian James Race Shuttle trailer to go with it.

There's no denying it's one oflife's great experiences attempting to push these cars anywhere near their limits. But the truth is, if you can get the best from either you'd have a much better time actually racing them. And if you can't, where's the fun in just scratching the surface? (If you're not a racer this is as much fun as it gets, trust me - Mick).

That leaves our top three, and few would have predicted it pre-test. We've tried a number of Ariel Atoms over the years and, though we love the concept, as the cars have grown from the original's 118bhp K-series to last year's 220bhp Honda VTEC screamer we've generally enjoyed the experience less and less.

Thank God that Ariel didn't listen to us, for it would never have built the wailing 275bhp supercharged Honda VTEC-powered model tested here. To be fair, Ariel took our criticism of the chassis on board and has subsequently been tireless in honing its dynamics. Now, coupled with that breaktaking engine, the Atom's come good in spectacular style.

In Silver medal position is the Lotus Exige, and Phil Bennett will hate us for this, as he found little to commend either the Exige or Elise, bemoaing the lack of accessible power and torque from the Toyota engine, the understeer-led handling balance and nannying ABS brakes. While all of this is true, for those of you who can only justify the purchase of a second car if

a) you can happily cover meaningful, regular, any-weather road mileage in it
b) it doesn't look like it's been assembled from a Morris Marina and a stack of old chair legs
c) it's not something that requires regular, major maintenance, and
d) you're solely lacking Bennett's remarkably hirsute arse, then the beautifully balanced Exige hits the spot

All of which leaves just one car: the Radical SR4. True, it's not what most of us would describe as a road car ( I would - Mick), but then only a handful of this year's are, and one of those costs £90k, another £140K. The next time you go to a trackday, look around the paddock. You'll be amazed at how many people trailer their cars.

What clinches the victory for the SR4 is that not only does it deliver much of the full-on sensory buzz you get from its big brother the SR3 Turbo, but you get a greater level of involvement and exploitable, forgiving, addictive power-oversteer. Consequently you don't need the skill and commitment of a pro-driver to do it justice.

And with prices starting at £27,000, nor do you need a trust find to pay for it.

LAP TIMES
Radical SR3 Turbo	65.70
Jaguar JP1 Evo	67.30
Radical SR4	71.55
Ariel Atom 275	75.30
Noble M400	76.50
Porsche 911 GT3 RS	76.80
Grinnall Scorpion IV	77.40
Caterham R500 Evo	77.40
Lotus Exige S2	81.75
Deronda F400	81.85
Vauxhall VXR220	82.05
Lotus Elise 111R	82.80
Renault Clio 182	88.75
Ferrari 360 CS	-------