- 4,728
- ferrari_chris
It was a slow day in the office when the call came in an RUF collector was setting up at the local track and there was an open invitation to have a go in the cars. Worth a look then.
After arriving it is easily deduced that these are no ordinary RUFs. These ones are in mint, factory condition with minimal miles on each example. In chronological order they range from a black 86 BTR, an 87 CTR (a.k.a. a Yellowbird) in yellow of course, a 96 CTR2 in sky-blue, a silver 3400S and a greenish yellow RGT both from the year 2000. All cars are RR format except the 3400S which is MR.
They are all prepped with new fluids and a soft compound sports tyre. The owner instructs we are free to have a few laps in each of them as long as we were gentle. The hardest decision is choosing which one to take out first.
The 3400S is closest to pit exit, so away we go! Straight away it is easy to tell this car is a great handler. The suspension is firm, but not hard. Just what youd expect from a sports car in this class. From the RUF factory there is sports suspension allowing some adjustment in the areas of ride height, damping and camber. We decide to leave these settings as the owner prefers. The firmness of the suspension combined with MR chassis mean it can get a bit nervous over bumps this is best illustrated by ripple strips which can really throw the car offline if hit hard. Smooth and pure is the name of the game here. The handling is neutral tending to understeer, but that doesnt mean that oversteer isnt available. Theres some to be had on turn-in under braking, and its there on exit too under full power, but only if provoked. In both cases its easily held and controlled. It benefits from a slow-in fast-out technique, braking early until turn-in, then holding to the apex and full power right through the exit. The power available and the chassis setup mean there are no traction issues with this car.
The 3.4 litre Boxer 6 is bolted to a 6 speed manual box and together they combine to provide a very tidy package. The power and torque numbers dont set any records (240KW@6800rpm and 378Nm@4750) but in the small 1300Kg body they never leave the car wanting for power. Theres no turbo in sight, but the sports exhaust fitted at the RUF factory still manages an occasion blast of flame on down-change which hints at the cars potential.
The downside with this car (as all RUFs are renowned for) is the brakes which in this application are on the smallish side. Most times they are adequate for the need, but from the really high speeds at the end of longer straights they could do with being a bit bigger. It runs a lap of 1:23.115.
After pitting the 3400S, next car out is the BTR. Older, slightly less insane brother to the famous Yellowbird, its intriguing to see how this car will run. It also comes from the factory with sports suspension offering the same adjustability as the 3400S, but it comes with a slightly more potent exhaust the semi-racing model. That exhaust combined with the turbo push the 3.4 litre Boxer 6 single-overhead-cam engine to 290KW@6000rpm and a whopping 504Nm@4800rpm.
On the track it feels softer on its suspension this leads to more mid-corner and exit understeer. Overall, the BTR tends more towards understeer, but that doesnt mean oversteer isnt available. In fact, the backend steps out very easily under heavy braking with slight turn-in. This oversteer is easily held and corrected though so not a large hurdle But in contrast to this turn-in oversteer, the front end lacks bite. An interesting technique for longer corners is to pump the car through. As understeer starts to creep in, a lift of the accelerator tucks the nose back in and oversteer will start to appear. A little more accelerator catches the oversteer and brings the understeer back into play. Pumping the accelerator like this helps the car to hold a line through the corner, and a well skilled sequence can see full power applied at the precise point to allow it to be ridden all the way to the outside of the track at exit and a slingshot off down the straight. All of this comes down to the softer suspension setup, but that does have good points. The BTR is not troubled by bumps and ripple strips, so all of the road can be used on corner exit for maximum speed down the straight. Getting that speed can be tricky sometimes though. The engine feels very lifeless off boost, which is around 4000rpm, so being caught in the wrong one of the five possible gears is punished with the loss of valuable tenths.
Speed piles on down the straight at an average pace, but reach the end of the straight, and youll be wishing you werent going at quite such a clip a hefty push on the pedal is needed and while the speed is indeed falling, it just happens all too slow. Even though theres only 1180Kg to stop, the braking area is long and needs some adjusting to - many an apex is missed during the adjustment period - but once countered for then the suspension dynamics can be exploited. Around the track it laps with a best of 1:23.696, a time hindered by the lack of brakes.
Next onto the track is the RGT. A late model RUF again (like the 3400S) it comes with the same sports suspension and semi-racing exhaust as the BTR. This time they push the naturally-aspirated 3.6 litre Boxer 6 to 297KW@7700rpm and 394Nm@5200rpm. This one likes to rev! And it makes a magnificent noise as the revs rise smoothly with no gaps or holes in the power delivery just steady from idle to hard-cut. Again though, the brakes are poor. While theyre better than the BTR just experienced, they seem the same as the 3400S. However with an extra 30Kg to stop and a whack more speed they struggle. They prove to be the weak link in this chain.
The suspension is again firm as expected from such a sports car, and this leads to a more extreme ride, neutral tending towards oversteer. It sticks to the road well and isnt thrown off course by bumps and ripple strips easily. All of the oversteer is found on turn-in and off-throttle, with the ability to apply power at will with little risk of the backend swinging. Again, for longer corners the pumping technique works well to maintain speed. After a couple of left-right changes of direction the rear can start to pendulum a little but a prod of the accelerator settles the back. Again hurt by braking inadequacy, it runs a 1:22.274.
Next to blast out onto the track is perhaps the most legendary RUF, perhaps the most feared and perhaps the most revered the Yellowbird. Or the CTR from 1987 as its officially known. In its rear it carries a turbo Boxer 6 displacing 3.4 litres and producing 362KW@5950rpm and 580Nm@5100rpm. It tips the scales at 1150Kg and comes complete with adjustable sports suspension, a full racing exhaust and a six speed gearbox.
On the track it runs with a softer suspension (like the BTR) which is soaks up bumps and ripples in the track with ease. With all that power on tap, it handles best with the accelerator in the carpet but unfortunately this isnt always appropriate. The power comes on rather progressively as the boost builds right through the rev-range, all transferred to the wheels through a 5 speed gearbox that is rarely found in the wrong gear.
The back end tends to pendulum from the weight of the engine during changes of direction but applying power (which is always fun) settles it. If only it was as easy to stop. Once again the brakes are the sticking point with this RUF. With so much speed being carried into the braking area, the brakes need to be good. These are quiet the opposite, theyre bad. As the gravel looms closer and closer, more and more pressure is applied but the car continues on, seemingly ignorant of the wishes of its driver. And the same can be said for some steering input. Under brakes the front wheels seem to not respond to the steering wheel. Combine these two aspects together and it adds up to a very early braking point to have all the braking done before any steering can be applied. Once the car does to turn-in though, the pumping technique sees corners negotiated relatively easily and the joys of the power onto the next straight section being enjoyed one more time. With that power comes oversteer to be had both on entry and exit but in both cases its easily held and more of an entertainment aspect than a hindrance.
This car has very quick acceleration, but its the braking and handling that hold it back. Not as difficult a car to pedal around as its reputation suggests, the Yellowbird stops the clock at 1:21.336.
So, the last car for the day is the baby blue CTR2. The big-daddy of the field, its wielding 403KW@5800rpm and an incredible 719Nm@4800rpm from the 3.6 litre Boxer 6. Hefty (well, in this group anyway) at 1380Kg, but it does come with four-wheel-drive and a six speed box. Its perhaps the most track focused car of the day with the full racing exhaust and a semi-racing suspension setup.
How all this translates on the track is a little less inspiring. The brakes are perhaps the best of the day (but overall still lacking when compared to its peers) but from there its further downhill. While all that power is very good from the exit of one corner to the end of the straight, its not so good anywhere else. The suspension doesnt help as its understeer city most times. The car cant be turned under brakes, the steering is unresponsive. Any power that is applied during the turn either lifts the front end and pushes it directly toward the outside of the corner, or simply sends the front tyres up in smoke. While the suspension is firm, unweighted wheels from ripple strips, bumps, or even uneven camber start the front wheels spinning.
This is very much a point and shoot car it hurtles toward the next a corner but then is flummoxed as to how to get around it. It runs a disappointing 1:23.204.
So, an exciting day to say the least and certainly very eye opening. The Yellowbird is not to be as feared as it reputation suggests, and the big baller of the pack proves to be a large let down. Driving away from the track the mind mulls over the cars, and given the unreal opportunity to own any one of them its hard to go past the 3400S. While its not the most powerful, or the most prestigious, it is the most rewarding. Easy to drive it rewards skilled effort with quick lap times. It might get beaten in the traffic light grand prix, but get up in the hills where the roads arent as straight and many more expensive cars will be left looking at its tail-lights. The 3400S is the one to choose.
Crunch the Numbers:
Last edited: