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This is a problem that faced leading Japan research and development company Tokyo R&D in 1996. The company had been producing since 1995 a very lightweight and focused sports car called the Cadwell. The car was named after the British racing circuit where the man at Tokyo R&D behind the Cadwell, Osamu Hatagawa, used to race.
The Cadwell was very successful in Japan where it provided great entertainment for amateur racing drivers and car fanatics, as well as a considerable number of trophies. Not surprisingly, several owners began to wonder if they could drive their Cadwells on the public road. Racing or track driving for only a day or two a month wasn't enough. They wanted to use their cars whenever the need for speed and excitement took them. Naturally, this is an idea that very much appealed to Tokyo R&D president Masao Ono. Ono is a car enthusiast first, businessman second. He designed the Dome sports car that raced at Le Mans in 1979 and 1980 and also the Maki and Kojima F1 cars. The former was driven at Le Mans by racing driver Chris Craft. Craft is better known as the man who produced the revolutionary Rocket lightweight sports car, designed by Gordon Murray. It was logical, therefore, for Masao Ono to consult Craft about putting the Cadwell on the road. The consensus was that the Cadwell was just too small and too low to really work well on the road. The simplicity that made it such an accomplished track star would be a handicap on the road. It was obvious that a new car would have to be built. It must have all the dynamic qualities of the Cadwell and be just as thrilling and exciting to drive, but it must also have a level of comfort and security to make it a true all-rounder. That car is the RD180. 
The first prototype is not just the gleaming result of the design brief, it is a showpiece for the international talents that have gone into building it.
The engineering concept was carried out entirely by Tokyo R&D in Japan, as was the modelling using latest Computer Aided Design technology. The car's layout is simple and uncompromised. Two seater, mid-engined with spaceframe chassis and composite bodywork - the latter a natural choice as Tokyo R&D has a long history of producing composites for the racing industry. The actual styling was carried out by Englishman Steve Everitt. Everitt has worked widely within the car industry and especially in the low-volume sports car field, and has been working extremely closely with Barry Sheppard, Rawlson Ltd., who also have enormous experience in this specialist field. To build the prototype itself Tokyo R&D turned to Chris and Luke Craft's Rocket Car R&D Company. Britain is the logical place to build a low volume sports car. The country leads the world in racing car manufacture and technology and has a rich history in sports car building and low volume production. Britain has a huge cottage industry, packed with expertise and suppliers. From now the RD180 enters an extensive development and testing programme that won't be finished until the team are satisfied that they've created a landmark enthusiast's sports car. |
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At the heart of the RD180 sits a 1.8-litre four-cylinder Honda VTEC engine.
Even rival car manufacturers will concede that Honda is probably the most talented engine builder in the world. The 180bhp VTEC engine is one of its finest units and is an excellent powerplant for a lightweight sportscar. It produces strong horsepower, is light and revs to a thrilling 7600rpm. The simplest way to fit a front-drive car's powertrain to a mid-engined sportscar is to drop it in complete with its transmission. Most of the light weight midship sportscars available on the market today use transverse powertrains from front-wheel drive cars. It is the simplest way to do it, but not the purest because inevitably the weight distribution, in the case of in line 4 cylinder engine, is more rear-biased than is ideal. |
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The RD180 uses a bespoke five-speed transmission that enables the Honda engine to be fitted longitudinally. This transmission uses the standard Honda internals in a new casing. Building a unique transmission is not the work of a moment, which illustrates just how determined Vemac is to make the RD180 an uncomprimised driver's car.
The longitudinal engine fitment gives the car an excellent balance and very neutral handling that the skilled driver will be able to exploit to the full and the less experienced driver will find extremely friendly and predictable. |
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The RD180 looks conventional until you look more closely. Not only can the roof be lifted off to create a targa top, but the entire windscreen can be unbolted and replaced with a short flyscreen to better suit the car to circuit use.
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The car has a classic cab-forward driving position. Following the brief to make the new car much more practical and comfortable for the road, the interior is trimmed in Connolly leather and air-conditioning is fitted.
The driver sits low in the cockpit with enough space to feel comfortable without losing the intimate feel that makes him feel at one with the car. To his right he will find the sill-mounted gearlever, placed perfectly for quick gearshifts. |
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