• Jan 8, 2009
Click above to view a high-res gallery of the Reynard Inverter

How many automakers, large and small, have referred to their latest ware as "race car for the road?" Too many to count, for sure. But if you're going to make a real race car for the road, where better to start than at an actual race car company? Take Reynard, for example. One of the leading race car manufacturers, Reynard has built the chassis for a wide range of formula racing series, Indy cars, touring cars...and have taken a room full of trophies to show for it. Their latest project is no less extreme in its performance, yet it is designed to be street legal (for our European friends) right from the start.

The Reynard Inverter is built around a precision-crafted steel tube frame overlaid with either a carbon-fiber or fiberglass body with full race-spec suspension. Buyers can choose from a range of motorbike engines for propulsion, including the engines from the Honda Fireblade or Suzuki Hayabusa, mated to a paddle-shifted sequential transmission with full throttle-blipping, flat-shifting capabilities. The high-revving motorbike engines coupled with low weight (only 400 kg or 882 lbs fully fueled) promises to return Formula One levels of performance, with cornering forces exceeding 4g's. The Inverter can be ordered in race or street trim (which essentially means the choice between slick or treaded tires), but if you're wondering about the name, it's derived from the Inverter's (claimed) ability to drive upside down on a tunnel ceiling at 100 miles-per-hour, thanks to its tremendous downforce. Now that the "race car for the road" mantle has been settled, we'd like to see someone build an upside-down race track to settle that score, too. In the meantime we'll just have to appreciate the salient details in the press release after the jump and the images in the gallery below.

[Source: Reynard]

PRESS RELEASE:

Reynard Inverter

A 2 seat sports car fully compliant with SVA regulations for low volume type approval and capable of being road registered. Designed to compete as a racing car in the 750 Motor Club Bike Sports Championship – this particular vehicle complies with Class C (standard Honda Fireblade engine up to 1000cc). Minimum weight with driver 475kg. The car weight including fluids but less driver is 400kg.

Track performance on Avon slicks will provide a 4G lateral cornering experience, until now unachievable outside the top echelons of high performance racing cars like F1. (8"X13" front and 10" X 13' rear wheels) Road performance will provide excellent acceleration with 360 bhp/tonne power to weight ratio with the smallest standard Honda Fireblade engine or 530 bhp/tonne with the Hayabusa 250 bhp engine. For road use the car is equipped with treaded road legal tyres. (7" X 16" front and 9" X 17" rear wheels) Wind tunnel testing has proven that the car with driver can support twice it's own weight at 100 mph and four times its own weight at terminal velocity. The car will drive upside down on a ceiling at 100 mph, hence the name Inverter.

Technical Description

The frame is constructed from laser cut, CNC bent and TIG welded stainless steel tube. Production versions may be robotically welded with MIG. The tubular frame is reinforced with two aluminium honeycomb composite side panels which are riveted into position to enhance torsion capabilities. These panels will be further reinforced by the addition of an outer lamination of Tegris which provides enhanced side- intrusion protection.

The nosebox has been designed in aluminium honeycomb, with the added feature of frontal side protection. This type of composite side protection panel and front crash-box concepts have been tested by Cranfield University and demonstrated excellent energy dissipation properties.

The final drive is accomplished by composite tooth belt. This feature requires no chain lubrication and eliminates the dispersion of grease and oil debris. Reverse gear is applied by 12v electric motor and applied via a simple sprag clutch. Differential is Quaife grease filled unit with production CV joints and driveshafts.

Paddle shift will augment the six speed sequential gearbox. This will enable flat-upshifting and auto-blip downshifting.

The uprights are all non-handed and water-jet cut from standard width aluminium plate. Minimal machining is required. All suspension wishbones are similarly non-handed. The front and rear body panels are designed so they can hinge to facilitate easy access. They can be moulded in GRP or carbon fibre to customer choice.

The Company

Reynard Racing Cars Ltd was founded in May 1974 by Adrian Reynard and Bill Stone, initially called Sabre Automotive Ltd. Adrian was a 23 years old graduate in Mechanical Engineering from Oxford Polytechnic (now Oxford Brookes University). Bill Stone was a successful racing driver from New Zealand and at the time, Production Manager at the recently formed March Engineering Ltd.

Adrian and Bill built the first Reynard racing cars in 1973 and first raced his Reynard 74FF at Silverstone in a 750 MC event. Adrian won its first race, which set a precedent for every subsequent marque.

Reynard Racing Cars eventually became the world's largest race car manufacturer with a sequence of wins in FF2000, F3, F 3000, F Atlantic, Touring Car, Le Mans, IndyCar including two wins in the Indy 500 and Champcar.

In today's market, Adrian realises it is vital to analyze the core competencies of a racing car company and distil these into efficient and harmonious working practices. Adrian identified these core activities as design, development and supply chain management.

Adrian Reynard met Andre Brown on an M.I.A. Mission to the Middle East in 2004. Both were interested in race car design, innovation, development and production. Andre was equipped with an excellent Engineering Degree from Bath University and had founded his own company Hartham, to undertake race car design and development.

Andre spent 18 months in Indianapolis during which time he participated in engineering design and wind tunnel development whilst also promoting technical sales at the Auto Research Center, Indianapolis.

Adrian contemplated two theories: ways to manufacture at much lower cost and Adrian had never made a road car. Adrian had also been influenced by building a Caterham Seven which he drove at BRDC Track Day events at Silverstone. With his lifetime experience of the industry, Adrian realised that the 750MC was still actively promoting various low cost formulae. For further reconnaissance, Adrian purchased an old Fisher Fury with a Honda motorcycle engine and enjoyed the 12,000 rpm track and road experience.

At the end of 2007, a new Reynard sports car was conceived to meet the 750MC Bikesports Championship regulations and would be the first ever Reynard car registered for road use. The car was to be smallest in class at 1.5m wide, simple, light, and easy to make by automated/CNC/robotic techniques.

Aerodynamics are relatively free in Bike Sports formula, so it was particularly attractive for Adrian and Andre to use the knowledge learned in Indy. Andre built a 50% scale model and this was evaluated during 'downtime' at the ARC wind tunnel facility.

The shape and form of the car evolved. The car was developed for high efficiency, so it was natural that the cross sectional area tapered toward the rear. The car also featured a shaped underbody that produced 'ground effect' down force but with little drag induced.

A design office was donated at the Honda F1 facility and the concepts were turned into CAD. Over the months Andre and Adrian forged the design parameters into real engineering drawings. Manufacturability was a common denominator. Keeping cost under control was a constant reminder.

Andre produced the final body surfaces derived from the wind tunnel model and these were routed by a full size CNC machining centre to produce the bodywork buck. The chassis and suspension parts were fabricated by Brady Fabrications of Bicester.

The car was realised during the first week of January 2009, nearly a year after work was commenced on the project. It has been an important goal to keep the 'sunk costs' to a minimum. Many car "projects" have unrealistic expectations with over optimistic manufacturing costs and sales forecasts.

The production of the Reynard Inverter will provide the car for the members of the 750 Motor Club, motor sport and Track Day participants who want an extraordinary road car experience.

The advanced and unique aerodynamic characteristics will allow the car to achieve unbelievable cornering abilities. On track tyres the driver will be able to experience up to 4G lateral acceleration – this is on the same level as F1.

The car is projected to attain 150 mph, and at that speed it produces down force levels that are four times its own weight.

This would theoretically allow the car to drive upside down at 100 mph, hence the Inverter model name.

The engine presently installed is the Honda Fireblade 998 cc unit that will rev to 14,000 rpm and produces 175 bhp. Other motorcycle engines are available, including the Suzuki Hayabusa. Car engine variants are also possible with some redesign of the rear frame.


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    • 1 Second Ago
  • 15 Comments
      • 6 Years Ago
      street legal with no headlights??

      and two bolts per wheel.... wow....
      • 6 Years Ago
      I noticed the car is sporting an Avon Tires sticker out front, but if my poorly working eyes are seeing it right, there are Toyo Proxies mounted on the car.

        • 6 Years Ago
        Hi Motostevie
        yes, your eyes are correct, the car is rolling on toyo proxies for road use (16x7 and 17x9) but for track only use it will use 13x8 and 13x10 Avon F3 slicks...
        Andre
      • 6 Years Ago
      Radical, Westfield, and now Reynard... The cheapest way to tear your neck off.
      • 6 Years Ago
      Did they have to make it as ugly as sin? And not the good sexy sins, the really ugly ones.
      • 6 Years Ago
      i would certainly hope it could get 4g's with 13 FOOT tires in the rear... small typo there...
      • 6 Years Ago
      This could change F1 for the better/best...since everyone knows it's pit strategy and qualification that determines who wins an F1 parade on race day due to the difficulty of passing...let's make some tunnels/upside down passing areas where cars that have sufficient downforce can literally run up the side of the tunnel or onto the ceiling and pass....

      And if they don't (have sufficient downforce) for whatever reason, the penalty would be suitably severe and entertaining.
      • 6 Years Ago
      This gives me an idea, F1 tracks should have inverted section on straights or shortcuts that are upside-down for the brave to make it more spectacular :P

      Those specs sound awesome, seriously, exceeding 4G's??? Wow!
        • 6 Years Ago
        How many automakers, large and small, have referred to their latest ware as "able to drive upside down?" Too many to count, for sure.

        Someone should actually DO IT. It would be bad-ass.
        • 6 Years Ago
        it's kind hard to pave asphalt and concrete upside-down...
        • 6 Years Ago
        actually the can make the concrete in a plant or something and then just assemble them
      • 6 Years Ago
      Track performance on Avon slicks will provide a 4G lateral cornering experience.

      ^Holy balls.

      Talk about hp/weight all you want to - this thing is still going to be quick and FUN with 175hp@14,000.... but come on, is that all you can do? :p Turbo'ed Busa engines make 250HP all day.
        • 6 Years Ago
        Heck, a turbo Busa' engine should be easily 300HP with few worries other than the clutch and the transmission.
      • 6 Years Ago
      Reynard went bust at about the same time that Caterham tried to design its successor to its "Seven". It failed to provide a design that even remotely satisfied the wishes of the Caterham family and design team, resulting in the Reynard team exchanging management and eventually just abandoning design meetings.

      I don't know what part of Reynard is actually making this car, but the claims are, if anything optimistic. Anyone else remember the Caparo T1??
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