Shaun Muir Racing
Shaun Muir Racing is an international race team based in Guisborough, Cleveland in the north-east of England. The team is owned by a former international superbike racer. For 2019, they will be a BMW factory-supported team using BMW S1000RR machines, they were the 2011 British Superbike Championship winning team with rider Tommy Hill, again in 2015 with rider Josh Brookes. Shaun Muir Racing began in 2002, moving into the British Superbike Championship in 2004 under the Hydrex Honda banner, staying with Honda until 2011 when they switched to Yamaha machinery going on to win their first title. From 2013-2015, the team used the name Milwaukee Yamaha, reflecting the name of its major sponsor, Milwaukee Tools. During 2015, SMR acted as a Yamaha factory development agent, working to develop the cross-plane R1 engined machines in advance of an anticipated return to World Superbike racing in 2016. In an online interview in November 2015, rider Josh Brookes commented that Muir could not make a statement regarding the team's plans for 2016 until the contract with Yamaha had ended in December.
In early December, Shaun Muir confirmed his move to World Superbikes. For 2016, Shaun Muir Racing confirmed a new arrangement with BMW factory motorsport to participate in World Superbikes via a one-year contract with a second-year option, as a semi-factory supported team, again backed by key-sponsor Milwaukee Tools for three years. Muir further confirmed his disappointment that Yamaha had not responded as expected with an offer of machinery for 2016 World Superbikes as far back as June/July 2015, that he anticipated better interaction with the BMW factory; the 2015 BSB champion rider Josh Brookes will be retained, joined by Czech rider Karel Abraham. During 2015, SMR acted as a Yamaha factory development agent in conjunction with Yamaha Europe and their German research and development base, using the British Superbike season to progress the machines in advance of an anticipated return to World Superbike racing in 2016; the alliance provided the team with the latest engine improvements, with manager Mick Shanley making regular trips to the base of engine tuner Marcus Eschenbacher.
For 2015, the team logo was uniquely changed from the previous version, by adding the official Yamaha crossed tuning-fork logo, together with the additional legend "Official Team BSB". During the 2013 and 2014 seasons, SMR worked with major sponsor Milwaukee Tools and race-modified Yamaha R1 machines purchased over-the-counter; the team logo for 2013 and 2014 was significant, using the name Milwaukee Yamaha Racing, until changes were made for the 2015 season by adding the official Yamaha tuning-fork logo with added legend unique for 2015, changing the appearance to Milwaukee Yamaha Racing, Official Team BSB. As BMW MotorradTom SykesMarkus Reiterberger 2018Davide Giugliano Eugene Laverty Lorenzo Savadori 2017Eugene Laverty Lorenzo SavadoriJulián Simón 2016Josh BrookesKarel Abraham 2015Josh Brookes #25 Broc Parkes #2 Jakub Smrž #96 2014 Josh Brookes #3 Tommy Bridewell #46 Ian Hutchinson2013 James Ellison #77 Josh Waters #21 Kieran Clarke #74 Steve Plater #4 Gary Mason #5 Glen Richards #75 Dean Thomas #12 Stuart Easton #3 Karl Harris #5 Tommy Hill #33 Guy Martin #9 Leon Camier #2 Ian Hutchinson #2 James Ellison #7 Guy Martin #15 James Ellison #2 Stuart Easton #3 Michael Laverty #7 Tommy Hill #33/#1 Noriyuki Haga #41 Guy Martin, William Dunlop, Conor Cummins have represented the team on the roads at North West 200, Isle of Man TT, Macau Grand Prix and Isle of Man Southern 100 on the Superbike and Superstock machines.
After the departure of James Ellison in 2008 to GSE racing Airwaves Yamaha Team, Karl Harris was taken on to race alongside Stuart Easton to compete for the BSB championship in 2009. Easton finished third place in the Championship, whilst Harris was dropped due to poor performances, his place being taken for the last three rounds by Tommy Hill. Hydrex Honda at Motor Cycle News
Ferrari 512 S is the designation for 25 sports cars built in 1969–70, with five-litre 12-cylinder engines, related to the Ferrari P sports prototypes. The V12-powered cars were entered in the 1970 International Championship for Makes by the factory Scuderia Ferrari and private teams; that year, modified versions resembling their main competitor, the Porsche 917, were called Ferrari 512 M. In the 1971 International Championship for Makes, the factory focused on the new Ferrari 312 PB and abandoned the 512, only entered by privateers. From 1972 onwards, the 512 was withdrawn from the world championship following a change in the regulations, some 512s in private hands were entered in CanAm and Interserie races; the Ferrari 512 is named for its engine displacement, five litres, the number of cylinders, 12. Until 1967, Ferrari raced four-litre prototypes, but due to the high speeds it achieved in Le Mans by the seven-litre V8 Ford GT40, the rules were changed for 1968 limiting Group 6 prototypes to a maximum engine capacity of three litres, as in Formula One.
Despite having a suitable engine, Ferrari sat out the 1968 season, to return in 1969 with the Ferrari 312 P. In that year, Porsche had taken full advantage of a loop hole with the Porsche 917, making the risky investment of building 25 examples of a five-litre car to allow homologation into the FIA's Group 5 sports car category. Selling half of his business to Fiat, Enzo Ferrari raised the funds to match that investment. Surplus cars were intended to be sold to racing customers, which meant that several dozen high powered sports cars were available, with each requiring two drivers in an endurance race, there was a shortage of experienced pilots; the engine of the 512 S was a new 60° V12 with 560 PS output. Compared to Porsche's air-cooled flat-12, it needed a maze of a heavy radiator. Since the chassis was of sturded steel, reinforced with aluminium sheet, weight was 100 kg more than that of the alloy-framed 917. Notwithstanding the weight difference and higher center of gravity, the Ferrari 512 S and Porsche 917 seemed evenly matched.
At the beginning of 1970 the Ferrari 512s were hampered by predictable early problems, including a weak suspension and transmission problems, but the fact that Porsche had six months of mixed experiences with its 917 in 1969 would be decisive for the rest of the season. Contrary to Porsche, Ferrari did not organise an intramural competition. At Porsche, JWA Gulf, KG Porsche Salzburg and Martini Racing, all received direct factory support. Thus, at least four cars were real works cars, without putting strain on the factory itself, as personnel and funds were provided by these professional teams, and the privateers like AAW Shell Racing and David Piper Racing received much better support than Ferrari's clients. Ferrari did not adopt this modern scheme, but entered cars themselves in the traditional manner, as "Spa Ferrari SEFAC". Having only a few Formula One drivers under contract in the previous years, with the sports car aces driving for Porsche, Ferrari could find qualified drivers for its entries.
Besides the factory cars, there were the private cars of Scuderia Filipinetti, NART, Écurie Francorchamps, Scuderia Picchio Rosso, Gelo Racing Team and Escuderia Montjuich. Those private cars never received the same support from the factory, they were considered as field fillers, never as candidates for a win. At the end of the 1970 season, Ferrari had won the 12 hours of Sebring, while the Porsche 917 and 908 took the remaining nine wins of the championship season. At Le Mans, the Ferrari suffered from reliability problems, although it was considered to be fast to the 917. Four 512s were entered by Ferrari for that race, but the Vaccarella/Giunti car was out after seven laps, the Merzario/Regazzoni car was out after 38 laps and the Bell/Peterson car was out a lap and about five hours the Ickx/Schetty car was out after 142 laps. For speed tracks such as Le Mans, Spa and the Osterrichring, an extra rear body panel designed to suit the 512 better was fitted on the car; the modified 512 M had proven to be fast at the end of the season, Ickx/Giunti won the Kyalami non-championship Springbok nine-hours race.
As the loop hole for the five litre sports cars became obsolete after 1971, Ferrari decided to abandon factory entries of the 512 in favor of developing a new three litre prototype. In 1971, Penske entered an improved 512 M in Sunoco livery, able to challenge the 917, taking pole position several times. Just in time for the 24h of Daytona, Ferrari in January 1970 presented the required number of 25 512 S, as 17 complete cars and eight assembly kits, to the homologation authorities. Of those cars, fitted with the traditional chassis numbers, ranging from 1002 to 1050, 19 were raced in 1970, five of them being spyders. Unlike Porsche, which has built over 50 917s in total, Ferrari could not sell off all surplus cars, chassis No. 1046 was given to Pininfarina to be turned into a show car, the Ferrari 512 S Modulo. The only 512 chassis winning major races in 1970 were Nos. 1026 and 1010. Of the 25 cars manufactured for the 1970 season, but not raced that year, the No. 1020 was converted at the end of the season as a 512 M and sold to NART, which entered it in competition in 1971.
The No. 1024 remained unsold in 1970, was transformed into a 512 M and sold one year to the Scuderia Brescia Corse. The No. 1036 was used as test car by the racing division of Ferrari. It was sold to Solar Productions for Steve McQueen's Le Mans known as French Kiss with Death; the 1040, sold to Chris Cord and Steve Earle, was entered in
Landscape architecture is the design of outdoor areas and structures to achieve environmental, social-behavioural, or aesthetic outcomes. It involves the systematic investigation of existing social and soil conditions and processes in the landscape, the design of interventions that will produce the desired outcome; the scope of the profession includes landscape design. A practitioner in the profession of landscape architecture is called a landscape architect. Landscape architecture is a multi-disciplinary field, incorporating aspects of botany, the fine arts, industrial design, soil sciences, environmental psychology, geography and civil engineering; the activities of a landscape architect can range from the creation of public parks and parkways to site planning for campuses and corporate office parks, from the design of residential estates to the design of civil infrastructure and the management of large wilderness areas or reclamation of degraded landscapes such as mines or landfills. Landscape architects work on structures and external spaces with limitations toward the landscape or park aspect of the design - large or small, urban and rural, with "hard" and "soft" materials, while integrating ecological sustainability.
The most valuable contribution can be made at the first stage of a project to generate ideas with technical understanding and creative flair for the design and use of spaces. The landscape architect can conceive the overall concept and prepare the master plan, from which detailed design drawings and technical specifications are prepared, they can review proposals to authorize and supervise contracts for the construction work. Other skills include preparing design impact assessments, conducting environmental assessments and audits, serving as an expert witness at inquiries on land use issues; the variety of the professional tasks that landscape architects collaborate on is broad, but some examples of project types include: Parks of General design and public infrastructure Sustainable development Stormwater management including rain gardens, green roofs, groundwater recharge, Green infrastructure, constructed wetlands. Landscape design for educational function and site design for public institutions and government facilities Parks, botanical gardens, arboretums and nature preserves Recreation facilities.
Coastal and offshore developments and mitigation Ecological Design any aspect of design that minimizes environmentally destructive impacts by integrating itself with natural processes and sustainabilityLandscape managers use their knowledge of landscape processes to advise on the long-term care and development of the landscape. They work in forestry, nature conservation and agriculture. Landscape scientists have specialist skills such as soil science, geomorphology or botany that they relate to the practical problems of landscape work, their projects can range from site surveys to the ecological assessment of broad areas for planning or management purposes. They may report on the impact of development or the importance of particular species in a given area. Landscape planners are concerned with landscape planning for the location, scenic and recreational aspects of urban and coastal land use, their work is embodied in written statements of policy and strategy, their remit includes master planning for new developments, landscape evaluations and assessments, preparing countryside management or policy plans.
Some may apply an additional specialism such as landscape archaeology or law to the process of landscape planning. Green roof designers design extensive and intensive roof gardens for storm water management, evapo-transpirative cooling, sustainable architecture and habitat creation. For the period before 1800, the history of landscape gardening is that of master planning and garden design for manor houses and royal properties, religious complexes, centers of government. An example is the extensive work by André Le Nôtre at Vaux-le-Vicomte for King Louis XIV of France at the Palace of Versailles; the first person to write of making a landscape was Joseph Addison in 1712. The term landscape architecture was invented by Gilbert Laing Meason in 1828, John Claudius Loudon was instrumental in the adoption of the term landscape architecture by the modern profession, he took up the term from Meason and gave it publicity in his Encyclopedias and in his 1840 book on the Landscape Gardening and Landscape Architecture of the Late Humphry Repton.
The practice of landscape architecture spread from the Old to the New World. The term "landscape architect" was
Snetterton Circuit is a motor racing course in Norfolk, England opened in 1953. Owned by Jonathan Palmer's MotorSport Vision organisation, it is situated on the A11 road 12 miles north-east of the town of Thetford and 19 miles south-west of the city of Norwich; the circuit is named after the nearby village of Snetterton to the north-west of the circuit, although much of the circuit lies in the adjoining civil parish of Quidenham. The circuit hosts races from series including the British Touring Car Championship, British Formula Three Championship and British Superbike Championship. From 1980 to 1994, the track hosted the Willhire 24 Hour. From 2003 to 2013 the Citroen 2CV 24 Hour Race was held at Snetterton on the 200 Circuit. Snetterton was an RAF airfield, RAF Snetterton Heath used by the United States Army Air Force; the airfield opened in May 1943 and closed in November 1948. After its use as a USAF base, Snetterton was first used for motorcycle racing in 1953, organised by the Snetterton Combine, an association of clubs in Norfolk and Suffolk.
The track was used by both Team Norfolk Racing Co to test their racing cars. In the 1960s and early 1970s the circuit was 2.7 miles in length. Sear corner was 80 m further from Riches corner and led onto the "Norwich Straight" visible in satellite maps and used by a Sunday market; the straight ended in a hairpin bend leading to Home Straight which joined the existing track at the Esses but is now a main access road for the circuit. Russell bend was added in the 1960s and named after Jim Russell who ran a racing drivers school at the circuit. Added to improve safety by slowing vehicles as they approached the pits, Russell bend was the scene of many accidents and was altered to its present configuration. In October 2005, Jonathan Palmer of MotorSport Vision, the owners of Snetterton Circuit, announced that the circuit would undergo extensive rebuilding work, in order to lengthen the circuit and improve its facilities. On 23 September 2010, MSV announced that construction of the new infield section and track improvements would be finished in time for the 2011 motorsport season.
The main development was the addition of a new one mile infield section, after Sear Corner, replaced and renamed Montreal, in deference to it being modelled on the Circuit Gilles Villeneuve hairpin. The final chicane before Senna Straight was removed and replaced by an extension to Coram curve coupled with a new, left-hand corner named Murrays. In addition to the track work, the redevelopment improved spectator viewing and increased safety; the 300 Circuit is 2.97 miles long, Snetterton's longest layout and the second longest racing track in the country. The track incorporates much of the previous circuit with the infield section, completed in 2011; the 300 track has been designed to bring international levels of racing to the circuit by gaining an FIA Grade 2 Licence. The layout hosts major British motorsport championships; the British Formula 3 Championship and British GT Championship were the first of these to visit the new layout on 14 and 15 May 2011. The British Touring Car Championship with its ToCA support package uses this layout, as does the British Superbike Championship.
In 2016, ahead of Justin Wilson's 38th birthday, the Montreal hairpin was renamed Wilson, in memory of the Yorkshire IndyCar driver killed at the 2015 Pocono 500. This layout is closest to the pre-2011 layout; the main differences between the original layout and the 200 layout are the re-profiled Justin Wilson and Murray's corners, which have been designed to provide better opportunities for overtaking. This layout is used for club and local racing; the 100 layout is made up of the new 1 mile infield section and is used for testing and as a race school. Both the 100 layout and the 200 layout can be used simultaneously; the first event which both events were used was the BRSCC meeting held on the 29 and 30 May 2011. There was club racing on the outer circuit and two rounds of the British Sprint Championship on the inner circuit; the current 300 circuit lap record was set by Felipe Nasr from Brazil driving a Carlin prepared Dallara F308-Volkswagen in the 2nd race of the 2011 British GT / F3 meeting.
The lap was 1m 39.933s at an average speed of 106.95 mph. Prior to the introduction of the 300 circuit in 2011, the lap record stood at 56.095 set by Klaas Zwart, during a BRSCC meeting in August 2007. During qualifying he set an unofficial lap record of 54.687. The 300 official solo motorcycle lap record is 1:47.714, a speed of 99.22 mph, set by Shane Byrne on a PBM Ducati Panigale during a British Superbike Championship race in July, 2016, beating the previous time of 1:47.881, set by Josh Brookes during a BSB race in June, 2014. Snetterton Race Circuit web site. Map sources for Snetterton Circuit
Josh Brookes is a professional motorcycle road racer with experience of Superbike and Supersport racing, both domestically and internationally. In 2019, he will race in the British Superbike Championship aboard a Ducati Panigale V4 R, after a one-off wildcard outing in the first World Superbike round at Philip Island, Australia in February, finishing in 20th place in race one and 11th in race two. In 2004 he won the World Supersport round at Philip Island as a wild card, before a serious crash ruined his year, he returned to win Australia's Supersport titles in 2005 on a Honda. He moved to World Supersport with a Caracchi Ducati for 2006, but left the team mid-season despite a 6th place at his home round. Brookes was soon racing again however, joining Bertocchi Kawasaki in the Superbike World Championship, debuting on the bike at the Italian round at Mugello, he ran 4th in a wet race in the Netherlands before falling, but struggled, as it was his first time living in Europe on circuits he did not know.
He did enough to be retained for 2007, with the team gaining new investors, a switch to Honda Fireblade bikes, a new teammate in fellow Australian Karl Muggeridge. Despite 9 points finishes in the first 7 two-race rounds, the team missed round 8 after a legal challenge from Sergio Bertocchi. Brookes joined the Stiggy Motorsport Honda team in the Supersport World Championship for the final 5 rounds, he continued with them in 2008. Brookes scored his second win at Donington Park, he made a one-off appearance in the British Supersport Championship for HM Plant Honda, qualifying on pole and finishing third]. For 2009, Brookes switches to British Superbikes with HM Plant Honda, alongside fellow Aussie Glen Richards, however he was forced to miss the opening round due to visa issues. Round 3 at Donington Park was a disaster, as Brookes collided with Sylvain Guintoli on the sighting lap on the way to the grid, causing a broken leg for the Frenchman. Brookes claimed to have experienced a brake failure, if proven these allegations would have left Honda liable: for this reason they neglected to give their support.
He received a one-race suspended ban as a result. In the next meeting at Thruxton he took seventh and third, with some fighting overtaking moves in race two especially, he followed this with two third places at Snetterton. Brookes was involved in further controversy at Mallory Park. While running fourth he lost control of the bike, resulting in a crash with the leader Simon Andrews; the Honda's engine case broke, causing five other riders to crash. All riders involved in the accident were omitted from the result those who deliberately downed the bikes to avoid further carnage, due to red flag regulations. Brookes apologised in a TV interview in the programme for his mistake, he had sustained a broken thumb from the crash. The BSB officials awarded him a 2-race ban following the incident, for "not riding in a manner compatible with general safety", he finished 3rd on his return at Croft, defending from one-off teammate Ryuichi Kiyonari on the line. Despite the bad blood felt towards Brookes, GSE Airwaves Yamaha boss Colin Wright told a Eurosport TV interview at Brands Hatch that he would like to sign Brookes for 2010, if he were to lose one or both 2009 riders.
As it turned out, GSE Yamaha would not return in 2010. For 2010 Brookes stayed with the HM Plant Honda team, Brookes has changed to bike #4 and is joined by former double British Superbike Champion Ryuichi Kiyonari, he took his first win in the fourth race of the season. He took a win at Cadwell Park and two wins at Snetterton, his season was documented in the film I, Superbiker. He made a British Superstock entry in the MotoGP support round at Silverstone, a World Superbike appearance substituting for injured countryman Broc Parkes at Phillip Island. Brookes will make a wildcard entry with teammate Kiyonari at Silverstone. For 2011 Brookes switched to the Relentless TAS Suzuki team joined by Alastair Seeley, competing in British Supersport, he a poor start to the season with a massive crash at Oulton Park. By mid-season he started to get good results. During 2015 he raced a Milwaukee Yamaha YZF-R1, winning the British Superbike Championship at the final round of the season at Brands Hatch. In the last race of the event, Brookes hit the inside kerb of a bend and slid off, but had amassed sufficient points to win the Championship in the first of three races at the venue, so he re-joined the track for a lap after the race to wave to spectators.
In 2017, Brookes finished second in the championship standings aboard a Yamaha. He scored four second places. On 28 November 2012, it was announced; as a high-profile'newcomer' similar to Steve Plater, Brookes would compete for Tyco Suzuki in the Superbike and Senior categories. In the 2013 Superbike race, Brookes became the fastest-ever newcomer, with a lap of 127.726 mph and finished in 10th position. From his two other entries, he finished in 46th place and a DNF. Brookes had better results at the 2014 TT, with a 7th, 10th, 67th and DNF from his four classes entered. Stats correct as of 19 October 2014 1.^ – Brookes was excluded from the rounds due to causing an accident during Race 1 at Mallory Park. 2.^ – 2010-2013 Brookes qualified for "The Showdown" part of the BSB season, thus before the 10th round he was awarded 500 points plus the podium credits he had gained throughout the season. Podium credits are giv
The British Broadcasting Corporation is a British public service broadcaster. Its headquarters are at Broadcasting House in Westminster, it is the world's oldest national broadcasting organisation and the largest broadcaster in the world by number of employees, it employs over 20,950 staff in total. The total number of staff is 35,402 when part-time and fixed-contract staff are included; the BBC is established under a Royal Charter and operates under its Agreement with the Secretary of State for Digital, Culture and Sport. Its work is funded principally by an annual television licence fee, charged to all British households and organisations using any type of equipment to receive or record live television broadcasts and iPlayer catch-up; the fee is set by the British Government, agreed by Parliament, used to fund the BBC's radio, TV, online services covering the nations and regions of the UK. Since 1 April 2014, it has funded the BBC World Service, which broadcasts in 28 languages and provides comprehensive TV, online services in Arabic and Persian.
Around a quarter of BBC revenues come from its commercial arm BBC Studios Ltd, which sells BBC programmes and services internationally and distributes the BBC's international 24-hour English-language news services BBC World News, from BBC.com, provided by BBC Global News Ltd. From its inception, through the Second World War, to the 21st century, the BBC has played a prominent role in British culture, it is known colloquially as "The Beeb", "Auntie", or a combination of both. Britain's first live public broadcast from the Marconi factory in Chelmsford took place in June 1920, it was sponsored by the Daily Mail's Lord Northcliffe and featured the famous Australian soprano Dame Nellie Melba. The Melba broadcast caught the people's imagination and marked a turning point in the British public's attitude to radio. However, this public enthusiasm was not shared in official circles where such broadcasts were held to interfere with important military and civil communications. By late 1920, pressure from these quarters and uneasiness among the staff of the licensing authority, the General Post Office, was sufficient to lead to a ban on further Chelmsford broadcasts.
But by 1922, the GPO had received nearly 100 broadcast licence requests and moved to rescind its ban in the wake of a petition by 63 wireless societies with over 3,000 members. Anxious to avoid the same chaotic expansion experienced in the United States, the GPO proposed that it would issue a single broadcasting licence to a company jointly owned by a consortium of leading wireless receiver manufactures, to be known as the British Broadcasting Company Ltd. John Reith, a Scottish Calvinist, was appointed its General Manager in December 1922 a few weeks after the company made its first official broadcast; the company was to be financed by a royalty on the sale of BBC wireless receiving sets from approved domestic manufacturers. To this day, the BBC aims to follow the Reithian directive to "inform and entertain"; the financial arrangements soon proved inadequate. Set sales were disappointing as amateurs made their own receivers and listeners bought rival unlicensed sets. By mid-1923, discussions between the GPO and the BBC had become deadlocked and the Postmaster-General commissioned a review of broadcasting by the Sykes Committee.
The Committee recommended a short term reorganisation of licence fees with improved enforcement in order to address the BBC's immediate financial distress, an increased share of the licence revenue split between it and the GPO. This was to be followed by a simple 10 shillings licence fee with no royalty once the wireless manufactures protection expired; the BBC's broadcasting monopoly was made explicit for the duration of its current broadcast licence, as was the prohibition on advertising. The BBC was banned from presenting news bulletins before 19.00 and was required to source all news from external wire services. Mid-1925 found the future of broadcasting under further consideration, this time by the Crawford committee. By now, the BBC, under Reith's leadership, had forged a consensus favouring a continuation of the unified broadcasting service, but more money was still required to finance rapid expansion. Wireless manufacturers were anxious to exit the loss making consortium with Reith keen that the BBC be seen as a public service rather than a commercial enterprise.
The recommendations of the Crawford Committee were published in March the following year and were still under consideration by the GPO when the 1926 general strike broke out in May. The strike temporarily interrupted newspaper production, with restrictions on news bulletins waived, the BBC became the primary source of news for the duration of the crisis; the crisis placed the BBC in a delicate position. On one hand Reith was acutely aware that the Government might exercise its right to commandeer the BBC at any time as a mouthpiece of the Government if the BBC were to step out of line, but on the other he was anxious to maintain public trust by appearing to be acting independently; the Government was divided on how to handle the BBC but ended up trusting Reith, whose opposition to the strike mirrored the PM's own. Thus the BBC was granted sufficient leeway to pursue the Government's objectives in a manner of its own choosing; the resulting coverage of both striker and government viewpoints impressed millions of listeners who were unaware that the PM had broadcast to the nation from Reith's home, using one of Reith's sound bites inserted at the last moment
Radical Sportscars is a British manufacturer and constructor of racing cars. The company was founded in January 1997 by amateur drivers and engineers Mick Hyde and Phil Abbott, who built open cockpit sportscars which could be registered for road use and run on a track without modification. Radical produce a mix of purpose built race cars as well as road legal sports cars in varying specifications; the most popular racecar produced to date is the radical SR3 with the V6 RXC being their most numerous road legal sportcar. The company's first car, the Radical 1100 Clubsport, was based on a Kawasaki motorcycle engine placed inside a small open-cockpit chassis; the cars were intended to run in the 750 Motor Club's races under the Sports 2000 category, with co-founder Hyde driving. In 1999, Radical had built enough 1100 Clubsports that they decided to create a one-make series based around the car. Backed by the British Racing and Sports Car Club, the series featured identical cars that were open to anyone who owned an 1100 Clubsport.
The same year, Radical debuted the Prosport. Available with Kawasaki or Suzuki engine up to 1500 cc in displacement, the Prosports were more powerful and faster than the Clubsports, included F3-size slick tyres and an adjustable rear wing; the cars were brought to the United States for the first time, for use in the SCCA D-Sport class in 2000. Radical's next creation was the two-seater SR3, a car which could compete in international racing, such as the FIA's C3 class; the car uses a Suzuki-based engine tuned by Powertec which offered 1300 cc or 1500 cc versions and a maximum of 260 hp in the latter. A six-speed sequential gearbox was developed for the car to improve performance; the SR3 could be made road legal in the United Kingdom with the addition of indicators, a hand brake, a catalytic converter, road legal tyres. In 2006, Radical would make its largest leap into international motorsport with the development of the SR9, a complete Le Mans prototype in the LMP2 class. Official partner Rollcentre Racing would debut the car with success in the Le Mans Series and 24 Hours of Le Mans, SR9s in the hands of independent teams would contest the 24 Hours of Le Mans a further four times.
The Radical model range has seven different models, all of which can be converted to street use in certain countries. Various options, most notably in the powerplants, are available on all of the cars. Unlike its previous incarnations, the Radical SR1 Cup forms its own racing series; the SR1 Cup is owner-driven racing series that combines competition with training. Combining exceptional performance and handling with LMP styling and low cost of ownership, the SR1 is priced at £44,500 + VAT, it is powered by an advanced 182 horsepower RPE-Suzuki four-cylinder engine capable of propelling the car 0-60 in 3.5 seconds and to a speed of 138 miles per hour. It is capable of 2.3 gs of lateral acceleration. The most popular Radical model, over 1,000 SR3 have been built; the car is built on a carbon-steel spaceframe chassis, uses an RPE-tuned Suzuki Generation 3 4-cylinder, 1500cc DOHC motorcycle engine for power. It produces 225 horsepower at the wheels and can get the SR3 RSX to 60 mph in just 3.1 seconds and on to 147 mph.
Based on the SR3, the SR8 is a more extreme version intended for track use but can be registered for the road. The SR8 features one of the largest engines Radical has put in their cars, with the 2700 cc RPE RPX V8 constructed by combining elements of Suzuki inline-4s, producing 430 horsepower. A further variant, known as the SR8LM, increased the engine to 2800 cc and brought power output to 455 hp. In August 2009 Michael Vergers, driving an SR8LM, set the new lap record for a road legal production car at the Nürburgring Nordschleife circuit; this record was beaten by the 991 generation Porsche 911 GT2 in September 2017 with a time of 6:47.25. The SR8 has the most impressive specifications of any Radical model, bar the RXC Turbo, Turbo 500 and the race cars, it is capable of 0-60 in 2.7 seconds, 178 miles per hour, a 2.5 g's of lateral acceleration. One SR8 was converted into an electric car by a team of students Racing Green Endurance from Imperial College London to drive the full length of the Pan-American highway in May 2010.
The project aims to challenge held perceptions surrounding electric vehicles performance and range. The TMG EV P001 is a road-legal electric sports car by Toyota Motorsport GmbH, based on a modified Radical SR8 chassis; the RXC is a midrange track car between the SR3 and SR8. It is street legal in most countries, it is the only closed-top Radical track car level. It is propelled by a Ford Cyclone 3.7 Ti-VCT V6 producing 320 lb-ft torque. The base version reaches 175 miles per hour. At its top speed, the RXC produces 900 kg of downforce. A turbocharged version is available, called the RXC Turbo 500, it produces 530 hp and 481 lb-ft torque. Top speed is estimated to be 185 mph, with zero to sixty acceleration estimated at 2.4 seconds. Production of the RXC began in late 2013 at £111,689; the RXC Spyder is the open top variant of the RXC V8. The standard engine is an RPE 3000cc V8 producing 440 horsepower and the engines maximum power is achieved at 10,500 rpm; the car is built with a seven-speed sequential transmission with paddle shifters fitted as standard, the car features advanced aerodynamics and styling cues taken from the SR9 LMP2 project.
It has a carbon-steel spaceframe based on those of the RXC V8 and the SR9 LMP2. It is capable of 178 miles per hour; the RXC V8 is a track day car, used in