Talisman: Daniel Campagna’s New Sports Car
SANAIR, Saint-Pie-de-Bagot – Daniel Campagna has been keeping a low profile since he left the firm that still bears his name and that continues to build his most well-known creation, the T-Rex. That was nine years ago, and he’s been working hard ever since. Creative juices don’t just stop flowing overnight. “I’m not sure that I’ll live long enough to build everything I dream up!” he says with a laugh.
Over the years, Campagna has built a series of prototypes in his Plessisville workshop. They’re all very different from the T-Rex three-wheeler that we described as “a cross between a race car and a sport bike” back in 1990, when we got an exclusive opportunity to test drive it.
But in the last two years, he’s put all other projects aside and focused solely on designing and crafting a minimalist sport machine, which he calls the Talisman. This four-wheeler will only be destined for use on the track due to the astronomical cost of having it certified for the road. It’s the same problem plaguing the Felino CB7 and Magnum MK5, two Quebec sports cars that will be featured in the 2015 edition of Le Guide de l’auto (our bestselling French-language publication).
Pure sport at an affordable price
The Talisman is set to go into production soon at DC Compétition, the new company that Campagna is opening with trusted partner Jean Gosselin. Their goal is to sell it for $22,000, without an engine.
The prototype is equipped with a 1.8-litre SOHC inline-four with 140 horsepower. It’s an R18, just like the engine that Canada’s favourite vehicle, the Honda Civic, has been using since its eighth generation came out in 2006.This means that it should be relatively easy to pick up one of these solid and reliable units at a good price.
Even when you add the cost of the engine, the Talisman will be much cheaper than a Felino, Magnum, Ariel Atom or other similar vehicle. DC Compétition nonetheless plans on eventually offering it with the engine included.
Campagna invited us to see—and drive—the one and only Talisman prototype at the Sanair complex’s Super Speedway (tri-oval) in mid November. It was yet another thrilling first drive of a Campagna prototype for the Car Guide, marking a relationship that dates back 25 years (almost to the day) to when we exclusively tested his Concept 3 prototype at the very same location.
A Daniel Campagna creation
As soon as you see the Talisman, you’ll notice Daniel Campagna’s signature style and thinking. He’s obviously still a fan of Formula 3 and ultra-light sports cars. The pointy snout actually reminded me of the Concept 3 in a way. The super low body lines up with Campagna's knee level as he poses for pictures. And yet the ground clearance is decent.
All four corners are punctuated with 205/40R17 sport tires mounted onto Motegi black alloy rims. They’re topped with simple, round, fibreglass mudguards. The 290-mm disc brakes are squeezed by Wilwood four-piston calipers in front and two-piston TRWs in back. Campagna designed and made all the components for the dual-wishbone suspension and drive axles, except the rear hub carriers , which are courtesy of Honda.
To make manufacturing easier and keep costs down, DC Compétition uses just four moulds for the nose, the large side “air intakes,” the seats and the mudguards. In contrast, the T-Rex has 21 different “body parts.”
Even on the prototype, the carbon fibre finish is flawless. The same goes for all the rest: welding, attachments, aluminum panels, wiring and ducts. Perfection is Campagna’s trademark. He also uses square steel tube, which is easier to cut and weld, instead of T-Rex-style round steel tube for the chassis.
Without any major effort or having to resort to (expensive) alloy or carbon-fibre parts, Campagna built a machine that weighs “about 1,280 pounds” (580 kilograms) around a painted steel chassis. Connecting the front of the chassis to the double roll bars behind the seats, the curved tube enhances the rigidity of the structure. Same goes for the X strut that braces the rear, between the roll bar and the engine.
Campagna is noticeably proud of the double aluminum vein that runs from the roll bar to the back. Blazing over the engine cover like a pointed arrow spoiler, this ridge adds an interesting twist to the Talisman’s profile.
Small lights have been tacked onto the front “because you can still drive down the track in the dark,” according to the automobile designer. Two rows of red LEDs act as taillights and brake lights. There are even two white LEDs as back-up lights.
The essentials plus a surprise
The Talisman’s cockpit is as Spartan as any race car’s interior—maybe even more so—but two people can fit inside. The rounded floor is covered in thick, textured rubber and acts as the seat cushion. The seatbacks consist of a sculpted carbon-fibre shell and the same rubber surface. These seats are surprisingly comfortable.
Before you can slide into this small, low vehicle, you have to physically remove the steering wheel. The controls on either side of it were taken from a motorcycle. In front of the driver is a liquid crystal display with a digital rev counter and speedometer. The pedal assembly is adjustable, but for the time being you have to take off the vehicle’s front fascia to get to it. An auger makes the adjustments easy.
The next step is to buckle and tighten the four-point seat belts. The most unusual part is the polished metal gear shifter located to the driver’s left. Designed by Campagna, this control combines adjustable linkage rods and cables . The lever is short and direct, like in a Ford Formula car. Not bad for a Civic transmission! However, you’ll have to get used to shifting with your left hand. Unless you’re a Brit, Australian or Japanese, you may find yourself hunting for the next gear with your elbow locked. Campagna promises to address the problem by freeing up more space for the driver’s right arm.
The Talisman’s current engine is a standard production engine and its sound is far too tame for a sports car, despite the sport mufflers. Especially when heard from the driver’s seat. This is another aspect Campagna plans to address in future versions.
Well-endowed where it counts
It was just 2°C when we tested the Talisman on the Sanair Super Speedway. There were even a few snowflakes falling when we got started. In theory, the vehicle’s grip should have been nil. And yet, the Talisman immediately inspired confidence with its impeccable balance and level-headed, progressive responses. And this is just the prototype.
We were so confident that we accelerated through the second corner in an attempt to drift, with cold tires, snowflakes and all the rest of it. The driver would have been able to catch the subsequent swing-around if the vehicle had been equipped with more responsive rack-and-pinion steering. This, too, is on Campagna’s to-do list. After that little wake-up call, we managed to do controlled drifts in the same corner with ease.
That Talisman hugged the corners tightly, despite its icy tires. It kept cool and neutral, with almost no body roll and solid braking. The suspension geometry was spot on and laughed in the face of the rough sections. Again, very impressive for a prototype.
The performance was less remarkable. Honda engines are notoriously sensitive to cold and the Talisman’s mill seemed reluctant at higher revs, even after a few quick laps. Even though it was a very cold day, it might still be a good idea to explore the wide range of parts available to modify the R18 engine while keeping it reliable.
After a few laps around the track, posing for photos and shooting the video, Campagna and his partner put the Talisman back into its trailer, and then took it back to Plessisville for even more fine-tuning. DC Compétition plans to produce the first handful of units this winter. As for us, we’re already looking forward to spring for the first full test drive, including the official figures.