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Speed icon

10700 RPM

MAX REVS

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630 HP

MAX POWER

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850 KG

WEIGHT

OVERVIEW


The XP-CR1 IRL is not for the feint hearted.

With a power-to-weight-ratio of over 660bhp per tonne resulting in blistering acceleration, corner speeds that will tear your face off and a top speed limited in most cases by the length of the longest straight at the track you happen to be tackling (incl. the chosen gear and final drive ratio selection), this car will literally set your sense ablaze.   The XP-CR1 IRL redefines the concept of the ultimate track car.  At its heart beats – or more aptly SCREAMS – a 3.5 Litre naturally aspirated IndyCar racing V8 engine producing a staggering 630bhp at 11,500RPM (detuned to around 603bhp as measured at the rear wheels at 10,000 RPM for extended serviceability), it will launch you from rest to 60 MPH in around 2.6 seconds and would gallop on to a top speed of around 230 MPH if you happen to have the correct gearbox rations selected and an airfield to practice on.  With an extremely low CoG, hugely powerful 6-POT racing breaks (all round) and a carefully balanced weight distribution,

the XP-CR1 IRL is the next best thing to a full blown LMP2 racer.  Indeed, in full-race trim, the unrestricted N/A IRL V8 should be more than a match for most restricted LMP2 configurations.

The carful design and setup of the innovative chassis and suspension system, along with a prodigious amount of torque available from this supremely engineered powertrain (446lbft @ an amazing 8428 RPM) means that this car is accessible to a wide array of competent track drivers and racing enthusiasts.  However!!! It will always provide you with room to grow as you build in confidence and start to explore the outer reaches of its envelope.

DESIGN – CONCEPT & PHILOSPHY


Its racing pedigree is obvious the moment you set eyes on its dramatic styling.

This car attracts attention before you have even started the engine. The decision to use an existing mid-engined GT Sports Car chassis as the starting point of the aero design follows from the advantages gained in lowering the total frontal area – and in particular the greenhouse volume – that tends to be much smaller in mid-engined cars, leading to a reduction in overall drag.  Careful consideration is given to the cockpit profile that blends seamlessly into the fuselage becoming part of the same flowing teardrop design that tapers naturally to a point at the rear.  At VMAX the wind-tunnel designed configuration can generate more than the static mass of the car to provide LMP cornering capabilities.

Cooling for the engine and braking systems is directed though vents in the nose and sidepods whilst a GT3-specification rear wing is adjustable to suit different circuit configurations.  Alongside the fuselage, sit twin side-pods that house not only the rear wheels but also accommodate the high performance, ultra-lightweight racing battery, and additional oil-to-water radiators which benefit from the aerodynamically efficient airflow that can be captured in this area.  Meanwhile, the roof-molded scoop provides an air supply to the Helmholtz resonantly tuned carbon fibre air-box sitting atop the mid-mounted IRL V8 Racing engine.  This concept evolves from the LMP1 GT Cars of the late 1990’s and early 2000’s with such iconic designs as the Porsche 911 GT1, the Toyota TS020 and Bentley EXP-Speed 8.

The cockpit is easily accessed via gullwing doors held open on gas operated struts and will accommodate two 6ft (plus) people with ease.  The driver display and controls are race-bread and ergonomically designed to adapt to the fixed seating position and the driver and passenger are secured in place within their FIA compliant Tillet B4 Carbon Fibre racing seats each fitted with a 6-Point racing harness.  The seats are compatible with FIA-HANS devices and the instrumentation is clear and accessible.  A comfortable car is a race winning car.  The dashboard is appointed in Alcantara and the driver is provided with a dome mounted rear view camera display as standard providing a very useful picture of what he has just left behind.  At most other times, so long as the driver is within the racing envelope, it will be considered superfluous.

The bodywork features a multi-piece composite body kit that provides quick and easy access for teams wishing to service the car in a hurry.  This multi-piece bodywork can be manufactured from carbon-fibre as an optional extra (saving some 30kgs of weight) and can be supplied in a wide range of colours and is designed to be easily and cost-effectively repaired or replaced.  The base colour for the standard unit is white. The XP-CR1 IRL is  not only the companys most technically advanced car but it is also its most comprehensively specified with a wide range of options fitted as standard for track and endurance racing.  The XP-CR1 IRL is not only the ultimate track car it is also eligible for a host of Prototype and GT Racing series such as the BRITCAR Dunlop Prototype Endurance series in the UK if the lucky owner wishes to go racing.

Beneath the bodywork lies an Aerospace grade 7050 Al-Zn Aluminium Alloy monocoque with FIA specification crash boxes front and rear.  This inovative design incorporates a fully triangulated TIG-welded 4130-N tubular steel space frame with stressed floor pan and firewall bulk-head. The chassis features a Semi-stressed engine installation with sump casing and bellhousing joined by CNC machined aluminium alloy fittings, with the engine located on both sides and top by tubular steel “spiders”. The bellhousing is a fully stressed member, fabricated in ‘Docol 500’ high strength micro-alloyed steel.

ELECTRONICS


The XP-CR1 IRL was designed from the outset to encompass the very latest in race proven engine management and power control technolology.

The XP-CR1 IRL was designed from the outset to encompass the very latest in race proven engine management and power control technology.  A wide array of sensors provide telemetry to the OBR Euro8 ECU that is at the heart of the electronic control infrastructure.  A bespoke modular racing electrical harness (Modules include: Front, Dome, Cockpit, Engine & Chassis-Main) provide the central nervous system, designed to be independently replaceable for ease of repair and maintenance, it features durable MIL Spec connectors and fully shielded and isolated terminations.  Power control is via the OBR PCM 2 which completely removes the need for associated fuses and relays and greatly simplifies the job of configuring and supplying electrical loads to the various components on the car.  The control systems provide a great margin for end user extendibility for additional loads and configurations that may be required/added by the team/owner at a later stage, an example of which could be the introduction of hybridization technology.

Driver control and display is via the race proven Cosworth CFW-277 steering wheel and its integrated TFT Backlit display.  Cockpit instrument control is via the OBR Membrane Panel fitted to the main central dash.  This car features an optional extra integral Data Logging capability via OBR Euro8 and adds a comprehensive portfolio of configurable inputs, from brake pressure and temperature logging to G forces and suspension travel.  An optional VBOX system can also be added upon request to provide video with a realtime overlay of data, ideal for lap time improvement or corporate use.

POWERTRAIN

At the heart of the XP-CR1 (and the reason why this car bears the initials “IRL”) beats the unique, GM Racing designed and manufactured, GEN II 3.5-litre IRL V8 racing engine. The XP-CR1 IRL’s engine is a very high-power, lightweight V8 racing engine offering over 600bhp in 3.5L form.  These engines trace their lineage to the Illmore 265E and Aurora IRL units of the late 1990’s and early 2000’s.  The unit featured in this car was the standby engine for the 2002 IRL series supplied and tuned by COMTECH in the US.  The unit has been extensively converted to run E85 and high-octane TDS racing fuel through dyne-tuning and mapping and is matched with stacked individual carbon fibre throttle-bodies and a highflow Inconel 4-into-1 racing exhaust featuring tuned length primaries and a merged central tail-pipe for delivery of it unique and refined high pitched exhaust note.  Muffling of the exhaust has brought operating limits down below 97dB and is amazingly quiet given the nature of this racing powertrain and easily surpasses noise restriction levels being imposed at most racing circuits, whilst still maintaining the shrill, screaming aggression of this 10,000 RPM plus monster.

The GEN II 3.5-litre IRL V8 racing engine features CNC machined and blueprinted cylinder heads, mounted to a dedicated dry-sump crankcase. A flat-plane steel billet crankshaft transmits power to a race-proven Hewland-NLT 6-speed gearbox while a gear drive rotates the IRL specification scavenge pumps, twin oil supply pumps and the coolant pump.  Whilst Peak-power is all-important on the high-speed ovals where the IRL series competes, a need to combine this with a good low-end Torque is essential for deriving the best result and extending the service life of the engine. The need to maximise power at the 10,700-rpm limit defined the Chevy IRL V-8’s camshaft timing, valve sizes, and port volumes. The Chevy IRL V-8’s all aluminium-alloy cylinder heads feature innovative design and are CNC-machined, port matched and blueprinted.  Four camshafts operate the 32 titanium valves directly through inverted-bucket lifters, while conventional dual-coil steel springs close the valves.

Drive to the rear wheels is controlled by an integrated PowerFlow limited slip differential that comes as standard within the Hewland-NLT.  The XP-CR1 IRL features a state-of-the-art F1-style pneumatic Clutch Control System (CCS) and gears are selected through an integrated Paddle-shift system (GCS) mounted to the Cosworth CFW-277 steering wheel.  Both the CCS & GCS are supplied by SHIFTEC and operate via the user defined configuration within the OBR Euro8 ECU to provide clutchless auto-blip on change-down and flat shifts designed to be applied upto the 10,000RPM rev limit.

SUSPENSION & BRAKING

The XP-CR1 IRL features a bespoke 4-Way adjustable Intrax Racing Suspension system with inboard push rod suspension linkage and fully independent double wishbones all round to reduce unsprung mass and further improve the cars class-leading ride quality and handling. 4-Way adjustment is available as standard on the XP-CR1 IRL-optimised dampers, with an extensive selection of camber and suspension geometry adjustments available to help get that perfect setup.

Stopping power is supplied via Bespoke Alcon 6-Pot Racing callipers all-round.  The 340mm front and rear fully-floating disc brakes are slotted and grooved for optimum cooling and temperature control. Carbon ceramic discs and calipers are available as an option upon request. The brakes sit inside Bespoke BRAID FORGED GT Alloy 18” centre-lock wheels front and rear and are shod as standard with Dunlop SP Sport Slicks.  The car comes as standard with an extra set of BRAID 18” Alloy Wheels fitted with Pirelli Competition Spec Rain Tyres.

RACING PACKAGE & TRACKSIDE SUPPORT

The XP-CR1 IRL features an array of extras to assist the team/owner with support at the track, these include extra sets of racing alloy wheels, FIA certified ATL fuel filling receptacle, battery charger and battery connection cables, 1/2” centrelock drive socket, OBR USB telemetry cable and a dedicated Laptop PC featuring TeamView® software for remote support.  An additional Trackside Support Package (TSP) and On-going Maintenance Program (OAM) in the UK can be arranged via Advanced Motorsport & Engineering.