Radical Sportscars built its reputation on lightweight, high-downforce track-day and club-racing cars such as the SR3 and SR8. The RXC extended that philosophy into a new segment, offering a more enclosed, road-viable design alongside uncompromising track variants. The car's structural basis draws from the Radical SR9 Le Mans prototype, with a body composed predominantly of carbon fibre composites over a carbon tubular steel space-frame chassis. Suspension uses double wishbone geometry front and rear with adjustable anti-roll bars and Intrax dampers. Transmission across all versions is a semi-automatic unit manufactured by Quaife.
The original RXC was unveiled at Autosport International in January 2013 as a street-legal car for the 2014 model year. It was offered in two forms: the RXC V6, powered by a modified 3.7-litre Ford Duratec 37 Cyclone producing 350 hp at 6,750 rpm, and the optional RXC V8 in 2.7-litre and 3.0-litre configurations based on an in-house design derived from the Suzuki Hayabusa inline-four. The 2.7-litre unit produced 430 hp at 9,500 rpm and the 3.0-litre produced 480 hp at 9,100 rpm. A 7-speed semi-automatic Quaife transmission was standard, with drive to the rear wheels. Road-focused features included air conditioning, power steering, a heated windscreen, and a multi-function adjustable steering wheel.
Unveiled at Autosport International 2014, the RXC Turbo added Ford's 3.5-litre twin-turbocharged EcoBoost V6 to the lineup, producing 448 hp and 500 lb-ft of torque at 3,500 rpm. The model was renamed the RXC GT in 2017 and offered in two power states: a standard 400 hp tune and an optional 650 hp tune shared with the RXC Spyder and RXC Turbo 600R.
Launched at Autosport International in January 2015, the open-cockpit RXC Spyder was intended to succeed the SR8 RX as Radical's flagship track-only car. It launched with the 3.0-litre RPE RPX-V8 engine at 440 hp. From 2016 it became available with a 600 hp tune of the 3.5-litre EcoBoost, later upgraded to 650 hp with the 600R engine tune.
The RXC Turbo 500 was introduced at the 2015 Geneva Motor Show with an uprated EcoBoost producing 530 hp at 6,100 rpm. Its successor, the RXC Turbo 500R, debuted at Geneva 2016 and added weight-saving carbon-fibre construction that Radical claimed reduced mass by 50 kg relative to the 500, combined with larger brakes and ABS. The 500R's EcoBoost produced 600 hp at 6,700 rpm.
The RXC GT3 was homologated to FIA GT3 regulations in 2016, using the RXC Turbo's 3.5-litre EcoBoost engine detuned to approximately 500 hp depending on championship-specific Balance of Performance. Changes from the road car included a redesigned splitter, front canards, a modified rear wing, and larger brake rotors and callipers. A 6-speed semi-automatic Quaife gearbox replaced the earlier 7-speed unit.
Unveiled as a surprise entry at the 2017 Goodwood Festival of Speed, the RXC Turbo 600R is a track-only machine producing 650 hp from the familiar 3.5-litre EcoBoost engine. Radical also produced a single road-legal example for the Goodwood debut, though the 600R was otherwise sold exclusively as a racecar.
All RXC models use double wishbone suspension front and rear with Intrax dampers and adjustable anti-roll bars. Wheel diameter is 17 inches on the RXC GT and 18 inches on other current production variants. Brake disc dimensions scale with performance: from 350 mm front and 310 mm rear on the GT, to 390 mm front and 360 mm rear on the GT3. From 2017, the 7-speed Quaife semi-automatic was phased out in favour of a 6-speed unit across the range.
The RXC family expanded Radical's market reach from pure club-racing machinery into road-legal performance cars and internationally recognised GT3 competition, while retaining the brand's core identity of lightweight construction and high-downforce aerodynamics derived from prototype racing. The GT3 homologation in particular opened the car to a broader competitive landscape across global GT championships.