Gordon Murray T.50 Debuts With Fan-Assist, Major McLaren F1 Vibes
T.50 – Rewrite the supercar rulebook
Designed to be the most driver-centric supercar ever built
Full exterior and interior revealed showing purity of design and careful attention to detail
3.9-liter V12 is the lightest, highest revving and power-dense naturally aspirated road car engine in the world
The total vehicle weight of 986 kg is almost a third less than that of a typical supercar
The most advanced and efficient aerodynamics ever seen on a road car, thanks to Murray’s unique rear fan
Far from being a track-oriented tool, the T.50 offers everyday usability, practical refinement and comfort in addition to its fierce performance.
Limited to a production of 100 copies only
Gordon Murray Automotive unveiled its T.50 supercar in its entirety for the first time, showing off the finished exterior and interior design and confirming its revolutionary technical specifications. The T.50 was designed to be the purest, lightest and most driver-centric supercar.
Improving his famous McLaren F1 “in every way imaginable”, Professor Gordon Murray CBE is leading the team that will begin building customer versions of the 986kg supercar in January 2022. Justifying its price tag of £ 2.36 million ( before taxes), the T. 50 promises to offer an unparalleled driving experience. It’s powered by a 100% bespoke 3.9 liter, 663 hp V12 engine that spins at a record 12,100 rpm and features the most advanced and efficient aerodynamics ever seen on a road car – aided by a rear mounted 400mm fan.
The world premiere is the first time that the clean lines of the exterior and driver-focused interior are seen. From his first ballpoint pen sketches to every engineering and design detail, Murray led the Gordon Murray Automotive team and briefed and supervised the suppliers to move the project forward at a constant pace. Murray’s design for the T.50 was the 50th in a prestigious line of racing and road cars that he wrote during his illustrious 50-year career – both reasons combine to name the T car. 50.
The most dominant characteristics of the T.50’s exterior design are its purity and balance, minus the fenders, skirts and vents that adorn most modern supercars. Clean surfaces are made possible by the most advanced and efficient aerodynamics ever seen in a road car, resulting in deliberately simple and beautiful lines and a timeless appearance.
The purity of the silhouette is dramatically shattered as the pair of dihedral doors lift and move forward, coming to rest high above the passenger cabin. Inside, the driver-centric approach is evident – from the center driving position, similar to that of a jet fighter, to the aerospace-grade primary and secondary controls arranged in an ‘ergonomic bubble’ around the driver. .
The quality of the materials, the utmost precision and the simplicity of the visuals define the whole car, but nowhere is this more evident than in the cockpit. British suppliers are responsible for all major components of the interior, as well as every facet of the car’s exquisitely designed foundation – an attribute Murray insisted on making the T.50 a true British sports car.
From the record-breaking V12 engine and best lightweight drivetrain, to the world’s first aerodynamic package and ultra-light titanium accelerator pedal, every part is 100% bespoke and manufactured by a leading UK company in its field. Murray has pushed every supplier to their limits to deliver ingenuity, the highest quality and of course new levels of lightness.
With the vision that the car, and every single piece of its components, would be considered an “art of engineering,” Murray set out to create a vehicle that surpassed all others, fostering new levels of pride and connection between owners. Every T.50 customer has the opportunity to meet Murray to discuss their car and customize it inside and out. Part of this process includes a seat, steering wheel and pedal assembly session – personalized for each owner – which will ensure that the T.50 is ergonomically perfect and individualized for each demanding customer.
Murray: “Only 100 customers will share my vision, a car created to improve Formula 1 in every way imaginable. With 30 years of advancements in technology and systems, now is the time to design the world’s largest analog driving car. I think no other company could deliver what we’re going to bring to market in 2022, the production of this British supercar will be my proudest moment.
The T.50 mission – Drive perfection
Murray: “From the first touch of the titanium accelerator pedal to the V12 screaming at 12,100 rpm, the driver’s experience will surpass any supercar ever built. No other road car can deliver the package of power, instant responsiveness and driver feedback in such a direct and focused manner while remaining comfortable, refined and usable in everyday life.
At the heart of the T.50 philosophy is the ultimate, thrilling driving experience, which begins with the central riding position. The ‘jet fighter’ style seating position provides an unobstructed view out of the cabin, providing the kind of pure driving experience typically associated with a single-seater racing car setup.
Murray insists that the engine contributes at least 50% of a great driving experience. With that in mind, Murray set out to create the best V12 ever. The bespoke Cosworth GMA unit is the world’s fastest V12, fastest responding, most power dense and lightest on the road. In terms of hearing enjoyment, the T.50’s raucous 12,100 rpm redline will certainly deliver a wow factor. The car is also fitted with Direct Path Induction Sound – a system pioneered on the McLaren F1 and refined on the T.50 to channel the sound of the throttle-induced induction rumble into the cabin.
A cold-air induction plug sits immediately above the driver’s head, and carefully designed carbon fiber panels in the roof act as a speaker, amplifying the sound of the engine in the cabin. The system is driven by the angle of the throttle and not by rpm, meaning the T.50 is quiet and refined on the partial throttle, growing louder as the throttle opens. .
Inside the cab, all of the T.50’s ergonomic analog controls are beautifully weighted. From the communicative steering, which offers pinpoint precision, to the weighting of the six-speed manual transmission and titanium accelerator pedal, engineering has always focused on driving perfection.
During testing, the movement and weighting of the H-shaped manual gearshift were meticulously fine-tuned. Personally signed by Murray, the T.50 offers “the ultimate shifting” – a short tactile range with a narrow cross gate for smooth, crisp and satisfying shifting.
The T.50’s 986 kg curb weight makes it the lightest supercar of the modern era, almost a third less than the average supercar weight. Thanks to the emphasis on weight reduction, the car offers unparalleled levels of agility, responsiveness and focus on the driver. The T.50 is a car designed to be “alive” at normal road speeds, and not just when the revs exceed 10,000 rpm. It will entertain and engage on low-speed daily commutes, as well as open road driving just for the thrill.
With minimal interference from the driver aids, the driving experience is left to shine – most importantly, ESP and traction control can be turned off entirely. Technologies that affect performance – for example, the six aerodynamic modes activated by active and interactive aerodynamics fan-assisted – enhance rather than numb the driving experience. The 400mm rear fan significantly extends the performance of the car compared to a regular ground effect supercar. In partnership with active rear spoilers and interactive diffusers, the fan increases the downforce by 50% (in braking mode 100% more downforce is generated); reduce drag by 12.5%; add about 50PS to the output of the car, in combination with dynamic air induction; and reduce the braking distance from 10 m to 150 mph.
Sitting prominently in the back of the car, the fan is just one example of the “art of engineering” on the T.50. Another, which Murray feels passionately about, is the driving force. Murray hates carbon or plastic engine covers, so by lifting up the twin butterfly-shaped openings that cover the rear half of the car, the Cosworth GMA V12 engine is proudly on display with its cam covers, manifolds. primary exhaust and its intake trumpets that take center stage.
It is Murray’s pride in perfection that has shaped every facet of T.50. Calling the exterior styling ‘a return to beauty’, the clean lines and visual balance seek to deliver a timeless design that will help the T.50 age gracefully, a fresh and lasting celebration of automotive engineering – the supercar ultimate analog.
Commenting on the trip so far, Murray said: “Over the past 18 months, the T.50 team has lived and breathed the car ethos, doing everything we set out to achieve and more. I couldn’t be happier with the car and the team – they are hands down the best I have ever worked with. “
Supercar T.50 – key details
Focal point for each T.50 decision: the driver
The T.50 is the most driver-centric supercar ever. From the driver’s position in the middle of the car, to the placement of controls, the sound of the engine and the responsiveness of the throttle.
The T.50 breaks with the convention of performance cars, weighing much less than any other current supercar and offering an unrivaled driving experience
Gordon Murray Automotive isn’t looking for horsepower or top speed numbers
Its engine is designed to deliver optimum performance, without achieving the target of prescribed power, speed or acceleration
It has the most advanced and efficient aerodynamics of any road car
Non-committee-based vision and control enables purity of decision-making
Purity of design – no unsightly flaps / vents / fenders
Everyday convenience – comfort for three passengers with good luggage space, everyday sophistication and practicality
Key points – Detail
From January 2022 100 exclusive customer cars will be built at the Gordon Murray Automotive production site in the UK
Price: £ 2.36m (before taxes)
As the 50th separate design of Professor Gordon Murray, CBE, the T.50 also celebrates Murray’s 50-year career
A true British supercar
All engineering, design and styling is by Gordon Murray Design
The powertrain, bodywork and chassis will all be made in the UK
All major components are sourced from the UK
Chassis and body
High quality carbon fiber chassis and body
Carbon monocoque shell provides exceptional rigidity and torsional stiffness
Carbon fiber body panels ensure lightness – the entire body including the monocoque weighs less than 150 kg
Unibody construction and F1-style “passenger safety cell” provide exceptional occupant safety protection
Glazing is 28% thinner than typical glass, which saves valuable weight
The most advanced aerodynamics of any road car
Unique 400mm ground-effect fan combines with active underbody aerodynamics and two dynamic rear spoilers to enhance performance and deliver an unrivaled driving experience
Six aero modes allow the driver to optimize dynamic and absolute performance
Auto / High downforce / Rationalization / Braking / Test / V-Max Boost
Streamlined mode – creates a “virtual long tail”
V-Max Boost mode and cylinder induction increase T.50 output to 700PS
The design combines purity and drama
No unsightly vents, ducts or shutters thanks to a smart aerodynamic design
Striking dihedral doors provide drama and functionality for easy access
Artistic features of engineering throughout the car
100% bespoke 3.9-liter Cosworth GMA V12 engine
Power: 663PS at 11,500 rpm
Torque: 467 Nm at 9,000 rpm (71% of the maximum torque available from 2,500 rpm)
Highest RPM naturally aspirated road car engine ever (12,100 RPM)
Most responsive naturally aspirated motor ever (28,400 rpm per second)
The densest naturally aspirated engine ever (166 hp / liter)
The lightest road V12 ever designed = 178 kg
The best V12 sound ever
Engine fully exposed under the “observation gallery” which opens onto the gull’s wings
Xtrac six-speed H-pattern manual transmission
Five tight gears, suitable for acceleration, with a longer sixth gear for cruising
Only 2.4mm thick die-cast aluminum housing
Lightweight gearbox weighs only 80.5 kg
Vehicle dynamics and weight reduction
Total vehicle weight only 986 kg – Almost a third lighter than a typical supercar (around 1,436 kg). Dry weight 957kg
Power-weight = 150.77 kg per 100 PS (typical supercar = 210 kg per 100 PS)
Power-to-weight = 672PS / ton (or> 700PS / ton with V-Max Boost mode and cylinder induction)
Double wishbone suspension in forged aluminum, with forged aluminum uprights
Simple rack and pinion steering setup designed for driving purity with Low Speed Assist (LSPA)
Semi-structural engine and transmission save weight while maintaining refinement
Lightweight bearing brackets and hubs with a locknut reduce unsprung mass
Brembo calipers and carbon ceramic discs for ultimate stopping power and braking feel
Jet fighter-style center driving position ensures visibility, balance and a fully immersive driving experience
Well appointed, comfortable, refined
Premium audio system – 10 speakers, 700 W (nominal)
Android Auto / Apple CarPlay with Bluetooth phone connectivity
Daily use and analog features
Comfortable seats for three adults
Easy entry and exit
Best-in-class usable storage space – up to 288 liters
Refined cabin environment
120mm front and 140mm rear ride heights for convenient everyday use
Incredibly compact footprint – comparable to a Porsche Boxster
Analog tachometer and minimal controls / no column rods or touch screens
No turbos, no hybrids – just a superbly designed V12 engine
Engine map in “GT mode” for better everyday driving
Press kit T.50
Chassis and bodywork – carbon fiber as a whole achieves stiffness and lightness
The chassis and bodywork of the T.50 are constructed entirely from high quality carbon fiber. Creating inherent stiffness and torsional stiffness, carbon fiber plays an important role in making the T.50 the lightest supercar in the world.
Murray: “With the design of our T.50 supercar, we are taking the same focused approach that was applied to the design of the McLaren F1. Thanks to modern materials and 30 years of development, we have been able to deliver a much better all-rounder in the T.50, while setting its weight at just 986 kg, which is 150 kg less than the F1.
At the heart of the T.50 is a lightweight carbon fiber monocoque. It was built by UK company Formaplex and features new advanced partially bonded carbon fiber and an aluminum honeycomb core. This construction method gives the T.50 exceptional structural rigidity, which improves handling, agility and ride comfort.
The intrinsic strength of carbon fiber provides exceptional occupant safety in the event of a collision. The carbon fiber panels feature precisely engineered crumple zones and the car also uses an F1-style “passenger safety cell”. Stiffness and torsional strength eliminate the need for additional bracing or reinforcement – another area of weight saving.
The exterior body panels are also constructed from advanced carbon fiber – including the front shell, sculpted doors, and rear panels of the car. Remarkably, the T.50’s bodywork, including the carbon monocoque and all body panels, tips the scales at less than 150kg.
The Cosworth GMA V12 engine and the Xtrac manual gearbox are also semi-structural, mounted on the chassis. The powertrain is secured using an inclined axis shear mounting system (IASA). The engine relies on anti-vibration mounts to prevent unwanted noise and vibrations from entering the cab, while allowing efficient management of braking, acceleration and cornering forces. This saves 25 kg of weight on the chassis at the rear of the T.50, compared to a traditional engine mounting system.
The lightweight structure is complemented by an ultralight windshield, 28% thinner than a standard glass windshield.
Aerodynamics – the most advanced aerodynamics of any road car
Murray: “We focused on getting the purest shape possible for the T.50, a goal we achieved through leading technical innovations and active underbody aerodynamics.”
The T.50 takes road car aerodynamics to entirely new levels, with Murray rewriting the rulebook to dramatically improve the supercar’s ground effect capabilities. To achieve unmatched aerodynamic performance, the 400mm fan mounted at the rear of the car quickly accelerates the passage of air under the car, forcing it through the active boundary layer control ducts that are part of the diffuser. back.
Through the application of two automatic aero modes and four driver-selected aero modes, the T.50 is able to increase downforce by 50%; 12.5% drag reduction; add about 50PS to the output of the car in combination with dynamic air induction; and reduced braking distance from 10m to 150mph.
The blower and its associated duct system improve on conventional ground effect systems by actively managing the airflow from the underbody and top of the body. This boundary layer control ensures the most efficient interaction of airflow above and below the car, balancing drag and downforce at all speeds.
This same fan-assisted aerodynamic enhancement was first used for the road on Murray’s F1 supercar. Few would realize that two fans had been used to suck air under the car, as these much smaller fans were tucked under each of F1’s rear heels.
The air circulation system under the body not only improves performance, but also allows the design purity of the upper surfaces of the car. Air circulates over the roof of the car without being disturbed by unsightly vents, ducts or shutters. The fan interacts with a pair of active spoilers at the rear, which can help with downforce or reduced drag, as needed.
The fan is driven by a lightweight 48-volt motor, spinning at up to 7,000 rpm. The unit’s design and ducts under the body eliminate the need for a “skirt” – like the one used by Murray’s BT46B Formula 1 fan car. Vertical inlet ducts fitted with filters ensure that no road debris can pass through the fan.
The T.50 has six different aero modes that optimize performance for different scenarios to balance traction and absolute performance. The aerodynamic fan system has six modes – two are automatic (Auto and Braking), the other four (High Downforce, Streamline, V-Max Boost and Test Mode) are selectable by the driver:
“Automatic mode” is the car’s default setting. In this mode, the T.50 operates like a regular supercar with passive ground effect downforce.
“Brake mode” automatically deploys the rear spoilers to their maximum angle (+45 degrees) when high levels of deceleration are required. The fan also runs simultaneously at high speed while the diffuser valves are opening. This feature can double downforce, improve stability and grip, and shorten stopping distance from 150mph to 0mph by 10 meters. If sudden deceleration is required and the aerodynamics can influence the stopping distance, the brake mode overrides all other modes.
The ‘High Downforce Mode’ is driver selectable and provides improved traction – in this mode the rear spoilers deploy to +10 degrees, the diffuser valves open and the fan rolls up to increase the force of 50% support.
The “streamlined mode” reduces drag by 12.5% and increases straight-line speed while reducing fuel consumption and downforce. In this mode, the rear spoilers deploy at -10 degrees reducing basic suction and drag. The diffuser valves partially close, blocking the diffuser and reducing the downforce, which saves wheel travel to make the car more comfortable and efficient. It also sets the fan to run at high speed, drawing air from the upper deck to minimize drag while extending the car’s trailing wake, creating a “virtual long tail” and producing 15kg of thrust.
“V-Max Boost” is the most extreme T.50 mode. It uses the features of Streamline mode, then uses the car’s built-in 48-volt starter-generator to drive the fan, releasing energy to the driveshaft. Combined with dynamic air induction, this increases horsepower to 700PS for short accelerations.
The “test mode” works when the car is stationary and is selected by the driver. Fan coils up to 7000 rpm maximum, double rear spoilers run through their full range of motion and diffuser ducts / valves gradually open and close before returning to their rest position.
Monitoring of the static and underbody pressure level provided by the combined fan and diffuser system is possible via an interior gauge – displayed on the left dash panel display.
Design – purity made possible by engineering
Murray: “The next level aerodynamics allow us to avoid the current supercar trend with overblown fenders, vents and ducts. I was determined to create a clean, sheer shape that would remain timeless, ensuring that the T.50 still looked fresh 30 years from now.
The most dominant characteristics of the T.50 design are purity and balance. With the most advanced and efficient aerodynamics ever seen on a road car, the exterior of the T.50 responds to Murray’s preference for simple, timeless lines and clean surfaces. The design doesn’t rely on fenders, vents or ducts to emphasize its performance capabilities. Instead, the eye is drawn to the compact, balanced proportions and driver-centric symmetry.
Stylistically, the T.50 is far from without drama. Remotely unlocked dihedral doors lift up and forward creating a striking visual impact, as well as making entry and exit easier, even in tight parking spaces. These doors are connected by a pair of glass-topped butterfly-shaped rear openings that hinge along the T.50’s spine to reveal the V12 powertrain – crucially shaped covers – making it easy to see. and access for maintenance.
A pair of 90-liter top-loading luggage compartments are also revealed, along the engine bay on either side of the car. With all four doors open, revealing two-thirds of the car’s interior, the T.50 looks like another socialite – like a predatory winged insect preparing to fly. The right and left doors and the engine hood doors can be opened remotely via the key.
As with every element of the T.50, the importance of the driver is very evident in the styling. One of the most notable design features of the car is the central driving position and the natural balance it gives. A center line starts from the nose-mounted siren badge and continues into the cabin, above the instrument compartment, and divides the driver’s seat in half and continues along the rear bulkhead. On the outside, the line is reflected by a tiny spine that runs from the base of the dynamic air intake to the top edge of the fan housing at the rear.
This line emphasizes the symmetry and innate balance of the car. From the front, two of the latest high-intensity LED headlights provide a clear nod to Murray’s iconic F1. Each headlight features a pair of deep horizontally aligned rings that function as daytime running lights and indicator lights. The center of each ring includes the low beam and high beam improving the previous flagship of the industry leading supercar for a range and range of 15%.
A heat sink and a series of slots under and above the headlights circulate air around each fitting to cool the unit. Many manufacturers hide this cooling function, while Murray has played on his ideal of creating the “art of engineering” by turning this functional requirement into a distinctive style element.
Following the centerline and over the steeply angled windshield, the gaze leads to a dynamic roof-mounted air intake intake, which powers the V12 and adds extra power as the supercar picks up. speed. From front to back, the roof is glazed on either side of the central spine creating an incredibly spacious interior feel and sleek exterior appearance. As the spine drops toward the rear of the car, the glazing continues, offering a glimpse of the V12 engine beneath its carbon fiber airbox.
The rear deck is heavily sculpted to facilitate airflow to the active spoilers. From the rear window, air circulates under the rear deck to help cool the engine oil – in aerodynamic mode, this air is channeled and ejected by the rear-mounted fan. The black inlet contrasts with the painted body and merges with the black fan housing which protrudes considerably above the level of the rear deck and beyond the trailing lip of the two active spoilers which are on either side of the 400 mm fan outlet.
Flanking the fan body, there are two 80mm diameter tailpipes that sit in a black grille with an elongated hexagonal pattern that spans the full width of the rear end. Dans les coins extérieurs les plus en arrière de la voiture, les feux arrière circulaires à LED rouges attirent le regard avec leurs formes transparentes 3D réfléchissant la lumière vers l’extérieur pour créer un point focal élégant. Ces unités servent également d’indicateurs de virage arrière.
Le profil du T.50 se distingue par le conduit de sortie du radiateur derrière la roue avant, les vitres latérales divisées et les jantes en alliage d’aluminium forgé (19 pouces à l’avant / 20 pouces à l’arrière). Chaque côté de la voiture porte également le nom de la société sœur de la division automobile: «Gordon Murray Design», l’entreprise responsable de toute la conception et de l’ingénierie de la voiture.
En termes de proportions globales, le T.50 est extrêmement compact. Sa longueur de 4 352 mm et sa largeur de 1 850 mm démentent l’espace intérieur généreux, avec de la place pour trois occupants et jusqu’à 288 litres d’effets personnels. L’ajout de caméras de recul (à finaliser au cours de la prochaine étape du processus de développement) n’ajoutera aucune largeur supplémentaire et permettra à la voiture d’éviter le poids, la traînée et l’encombrement disgracieux des boîtiers de rétroviseurs externes. Une troisième caméra sera placée dans l’axe central du ventilateur, offrant une vue arrière parfaite pour le stationnement en marche arrière.
L’insigne de sirène de Gordon Murray Automotive se trouve fièrement sur le nez du T.50. Le «nouveau» badge de la société est probablement le plus ancien logo automobile au monde. Il est utilisé par la famille Murray depuis le 12ème siècle. En outre, reconnaissant l’héritage écossais de sa famille, la coloration bleue, rouge et verte est le tartan du clan Murray.
Moteur – Le plus grand V12 de voiture de route jamais conçu
Murray: «Pour être vraiment remarquable, un moteur doit avoir les bonnes caractéristiques: très réactif, un son incroyable, un couple attrayant, un régime à régime libre et il doit être à aspiration naturelle. Pour toutes ces raisons, le moteur du T.50 n’allait jamais être autre chose qu’un V12.
Le moteur T.50 de 3,9 litres délivre une puissance maximale (663 ch) à 11 500 tr / min, en route vers une ligne rouge de 12 100 tr / min. Le Cosworth GMA V12 promet non seulement une puissance haut de gamme, mais il est également extrêmement maniable pour la conduite quotidienne. Le couple maximal de 467 Nm est produit à 9 000 tr / min, tandis que le pick-up atteint un record de 28 400 tr / min.
Le T.50 a la densité de puissance la plus élevée (166 PS par litre) de tous les V12 routiers. Il est également le plus léger jamais fabriqué grâce à une combinaison d’un design exceptionnel et de matériaux légers (aluminium, acier et titane) pour un poids total du moteur de seulement 178 kg.
Le groupe motopropulseur méticuleusement conçu et conçu s’inspire de l’immense expérience de Cosworth et Murray lui-même. C’est le moteur V12 le plus engageant, le plus caractéristique et le plus axé sur le conducteur jamais produit.
La combinaison des connaissances approfondies de Murray et de l’immense expertise de Cosworth dans les moteurs hautes performances est ce qui amène le T.50 V12 à un autre niveau. Le nom Cosworth est synonyme de course – de la Formule 1 au rallye en passant par l’IndyCar – ainsi que la production de certains des moteurs de supercar les plus admirés et les plus réussis au monde.
En mettant l’accent sur l’engagement du conducteur, le moteur de la T.50 sera le moteur atmosphérique le plus rapide et le plus réactif jamais monté sur une voiture de série. Le moteur V12 tourne librement à un record de voiture de route de 12 100 tr / min. Mesuré en tours gagnés par seconde, le T.50 augmentera les tours à 28 400 tours par seconde, ce qui lui permettra d’atteindre sa ligne rouge du ralenti en seulement 0,3 seconde.
Alimenté par une entrée d’admission à air froid montée sur le toit, le groupe motopropulseur T.50 délivre 71% de son couple maximal à partir de 2500 tr / min, avec un maximum (467 Nm) atteint à 9000 tr / min. Cette facilité d’utilisation et les performances absolues du moteur sont associées à une autre réalisation majeure: l’unité Cosworth GMA produit la densité de puissance la plus élevée de tous les moteurs de voiture de route à aspiration naturelle – 166 PS par litre.
Emballer cette quantité de puissance dans la voiture de route la plus légère du monde V12 (seulement 178 kg) a nécessité encore plus d’innovation de la part de Murray et de l’équipe Cosworth. Pour atteindre l’objectif de poids de Murray, le bloc est fabriqué à partir d’un alliage d’aluminium à haute résistance et les bielles, les soupapes et le carter d’embrayage sont en titane.
En se concentrant à nouveau sur l’expérience de conduite, Murray s’est efforcé que le moteur ait des dimensions externes très compactes et le centre de gravité le plus bas possible. Ici, l’objectif était de réduire la hauteur de la manivelle de 125 mm de la F1, un exploit plus que réalisé par l’équipe Cosworth – la manivelle du T.50 se trouve à seulement 85 mm du bas du moteur.
Cette réalisation contribue de manière très significative à la dynamique du T.50. Le centre de gravité bas signifie moins de tangage dans les virages et le freinage, moins de squat et de piqué, plus une meilleure maniabilité transitoire, ce qui signifie que le T.50 restera composé et équilibré même aux extrêmes de performance.
Sous les deux ouvertures d’aile arrière de la voiture, l’héritage du sport automobile Murrays influence l’apparence du Cosworth GMA V12. Inspiré des moteurs de voiture de course, il utilise des accessoires à engrenages pour plus de légèreté, avec l’avantage supplémentaire d’un compartiment moteur propre et épuré. Murray était convaincu que le moteur devait être dépourvu de courroies disgracieuses. Tous les accessoires sont soigneusement positionnés hors de vue, laissant les têtes de bloc, les collecteurs d’échappement primaires et les trompettes d’admission au centre de la scène.
En plus d’être une véritable œuvre d’art, le moteur de la T.50 est semi-structurel, offrant une grande partie de la rigidité et de la réduction de poids d’une voiture de course, sans compromettre le confort du conducteur et le raffinement de l’habitacle. La disposition semi-structurelle économise du poids et augmente la rigidité tout en évitant les pénalités de bruit, de vibration et de dureté généralement rencontrées avec les unités entièrement structurelles, qui augmentent le bruit de la cabine et nuisent au confort de conduite.
Dans le cadre du processus de développement initial, l’équipe de Cosworth a dépassé les exigences d’efficacité et d’émissions et a élaboré des plans pour deux cartes de moteurs. Ces modes sélectionnables par le conducteur garantissent que la T.50 n’est pas seulement la voiture ultime du conducteur, mais qu’elle est également à la maison en tant que GT ou conducteur de tous les jours. While the engine offers usability and high-performance in either mode, ‘GT mode’ limits revs to 9,500rpm and with 600PS available, making the car even easier to drive around town.
If the driver selects ‘Power mode’, the full breadth of the car’s ability is unleashed, utilising all 663PS, and accessing the engine’s full 12,100rpm rev range. In this mode in particular, it promises to be one of the best sounding road car engines ever made – achieved partly through the extensive rev-range, but also influenced by the car’s Direct Path Induction Sound engineering, which channels the sound of the fabulous V12 into the cabin.
The T.50’s power and traction can be controlled by an electronic stability programme (ESP) and traction control system. With the driver aids engaged, the systems allow a progressive driving experience, while providing the driver greater confidence to explore the car’s limits in all weather conditions. Importantly, both systems can be switched off entirely should talented drivers want to fully explore the car’s capabilities.
Transmission – bespoke and lightweight – the ultimate gearshift
Murray: “The car’s six-speed H-pattern manual transmission is a tribute to Xtrac’s skill, continuing our focus on driver engagement. The gearchange motion and weighting was honed meticulously until we achieved the perfect end result. The outcome is a narrow cross gate and a short throw. It delivers slick, crisp gearchanges – truly a joy for the driving enthusiast.”
Being totally bespoke, it was possible to optimise every component of the gearbox for weight. Remarkably, the Xtrac team created a super-strong but extremely light aluminium housing that was cast at just 2.4mm thickness – resulting in a gearbox that not only met strict packaging requirements within the car, but also weighed in at just 80.5kg.
The transmission features five close ratios, geared for acceleration, with a longer sixth ratio for cruising. Reverse is selected having first flicked the red ‘lockout’ switch set next to the titanium gear lever.
Vehicle Dynamics – a focus on lightweight
Murray: “Weighing just 986kg, the T.50 undercuts the average supercar weight by almost a third. A heavy car can never deliver the dynamic attributes of a lighter car – even if it has the same power to weight ratio. While it is possible to disguise a heavy car’s dynamic capabilities with complex active suspension and sophisticated electronics, the agility, responsiveness and reward of a lightweight vehicle simply cannot be matched.”
In designing the T.50, Murray applied one of his core supercar philosophies, reversing the traditional focus on power-to-weight, to instead consider the vehicle’s ‘weight-to-power’ ratio. In the T.50, every 100PS has to propel just 150kg of car, whereas for the typical supercar (1,436kg with 693PS) the weight it has to shift is 40% higher, at 207kg. It is this weight-to-power calculation that drives the development of the T.50, with every component designed and engineered to achieve the lowest possible weight.
Powered by its 663PS V12 engine, the lightweight T.50 sets a challenging benchmark for rival supercars. To match the T.50’s 672PS/tonne, the typical 1,436kg supercar would need almost 300PS more power. But the 963PS required to match the T.50 on paper would add cost, complexity, and require larger, heavier components to handle the extra power.
Avoiding the weight-gain spiral caused by chasing top speeds and highest power output figures, Murray benchmarked the lowest possible weight for every component, right down to individual nuts and bolts. A key area where weight was minimised is the T.50’s fully carbon fibre monocoque and body panels, which total less than 150kg. Inside, three racing-inspired seats are also constructed using carbon fibre, with the centrally positioned driver’s seat and the passenger seats that flank it having a combined weight of just 13kg.
Throughout the early development process, weekly ‘weight watchers’ meetings at Gordon Murray Automotive scrutinised the weight of every component. Even the diameter and length of approx. 900 fixings was optimised to cut weight, taking account of the forces to which each would be exposed.
For the Gordon Murray Automotive team, no saving in weight was too insignificant, their focus on lightweighting has been unwavering. Every innovation, every iterative improvement supports the lightweighting strategy that helps create the purest, lightest, most driver-focused supercar ever.
This central mission promoted simplicity of construction and no compromise was tolerated, no expense was spared. The low total weight of the car means that the T.50 can use forged aluminium alloy double-wishbone rising rate suspension front and rear, with no additional interference required from heavy electric or hydraulic suspension components. The steering system is similarly pure, the simple rack-and-pinion setup is unassisted at speed, with the aim of ensuring a truly engaging driver feel, while there is low speed power assistance (LSPA) for parking.
The suspension and steering works in partnership with the Michelin Pilot Sport 4 S tyres (235 / 35 R 19 at the front and 295 / 30 R 20 at the rear). Chosen by Murray to avoid costly replacement of bespoke rubber and specified for superior all-round performance, the Michelin tyres are another weight-saving move as they can be far smaller and narrower than a typical supercar tyre due to the sprightly weight of the T.50.
T.50’s body and chassis are constructed almost entirely from carbon fibre, which ensures incredible stiffness, such that no additional bracing is required in the car. The structural stiffness ensures optimum handling, agility and ride comfort.
The T.50 also boasts race-car levels of agility and driver focus thanks to its low centre of gravity – afforded, primarily, by its semi-structural engine, which sits low in the chassis and delivers a very low polar moment of inertia.
Another of consideration for the vehicle’s dynamics was minimising un-sprung mass. Here, Murray applied a host of tactics that combine to keep weight down. The wheels, hubs, and suspension arms are all ultra-lightweight. The wheels are forged from a lightweight blend of aluminium alloy (front 7.8kg, rear 9.1kg), as are the suspension uprights and wishbones. While, for ultimate weight saving, the car’s hubs and bearing carriers mimic those of an F1 car, with a single locking nut, dramatically reducing the amount of material needed for their construction.
The T.50 is braked using the latest-generation Brembo six-piston air-cooled aluminium alloy Monobloc callipers on the front and four-piston air-cooled aluminium alloy Monobloc callipers on the rear. Optimum stopping power, and further weight saving, is ensured by pairing them with Brembo carbon ceramic brake discs (front 370mm x 34mm / rear 340mm x 34mm). The latest Brembo advancements enable these discs to be smaller than similarly-powered vehicles that don’t benefit from this newly-released technology. The car is also equipped with an anti-lock braking system.
The T.50’s braking setup will be subject to a rigorous testing and real-world fine-tuning regime during the forthcoming development period. The final outcome will be the ultimate braking system for the enthusiastic driver, with low levels of servo assistance making ‘heel-and-toe’ gear changes easy and natural. The carbon ceramic discs are calibrated to engage progressively and with a firm pedal feel – and will also naturally resist fade and a ‘long’ pedal during enthusiastic driving and repeated deceleration from high speeds.
Interior – a jet fighter cockpit for three
Murray: “Everything about the interior starts with the driver – the central driving position is the clearest demonstration of this approach. Building on this starting point, every control is arranged within easy reach of the driver. Purity of design was our goal, with the utmost quality applied to every element. The cabin is spacious and refined, making the T.50 exceptionally capable of traversing continents in comfort.”
From the outside looking in, the T.50 appears to be a single seater racing car. With intentional focus on the driver, Murray specified the driver’s seat to stand out in a vivid colour, while the two passenger seats that flank it are trimmed to blend in with the rear bulkhead.
As the dihedral doors lift, they present a wide opening that grants easy access to the cabin for driver and passengers. The design of the carbon fibre monocoque moves the need for torsion beams from the centre of the passenger compartment to the outside of the chassis, meaning the floor is free from obstruction.
Each customer will have a personalised seat fitting during the specification process, at the same time adjusting the steering wheel height and reach, and fine tuning the set-up of the pedal box.
In keeping with much of the rest of the car, each pedal is an engineering work of art. Milled from solid aluminium for strength and lightness and laser-etched with the T.50 name, the clutch and brake pedals both feature a web-like pattern to save weight and provide an anti-slip surface. The accelerator pedal is crafted from solid titanium to deliver the lightest, strongest pedal that delivers ultimate control and sensitivity to the driver.
To the right of the driver, the titanium gearstick sits on an arm that extends alongside the driver’s seat. The underside of the arm ‘floats’ above the cabin floor to reveal the expertly-crafted titanium gearchange mechanism.
The arm itself features a number of controls including the drive mode selector, infotainment rotary control, and most importantly a centrally-positioned engine start / stop button, sheathed beneath an anodised red jet fighter-style ‘missile switch’ cover. At the frontmost tip of the arm is an individually laser-etched chassis plate denoting the vehicle build number.
Once seated in the central driving position, the three-spoke carbon fibre steering wheel is pleasingly narrow-rimmed to afford a firm grip and transmit abundant feedback. Behind the wheel, a left- and right-hand paddles enable the driver to sound the horn or flash the headlights without taking their hands off the wheel. There are no touchscreens and no stalk controls – even the indicators are operated by thumb-buttons on the steering wheel’s horizontal spokes.
Every control is analogue, every display is designed for functional clarity, every primary and secondary control switch is satisfyingly tactile and ergonomically positioned for ease of use.
Front and centre in the driver’s view is a large (120mm) analogue, flood lit rev counter – its needle milled from aluminium. Either side of the steering wheel, three aerospace-grade aluminium rotary switches are positioned within easy reach. On the right, the switches control the heating / ventilation and air conditioning, while to the left the two lower controls are for wipers and lights. The top-left dial is the most intriguing and unique – marked with a graphic of the T.50 fan, this configures the four driver-selectable aero modes.
Everyday usability – the ultimate supercar that’s easy to live with
Murray: “Comfortable, refined, spacious and easy to drive – not a typical description for a supercar with the capabilities, power or driver focus of the T.50. I’ve designed this car to be used every day, with almost 300 litres of luggage and storage space, a premium stereo, and excellent air conditioning. From its exceptional visibility and compact footprint to ease of ingress and egress, the T.50 rewrites the supercar rule book for usability.”
The Gordon Murray Automotive team evaluated ease of access to the T.50 at length. More than 40 people of all ages and sizes took part in an assessment of a range of different seating permutations. The car’s dihedral doors were chosen to enhance the ease of getting in and out, while the sill of the carbon tub sits low to the ground and the flat cabin floor is free from obstructions across the full width of the car.
Once inside, visibility out is excellent, in no small part due to the central driving position. The car’s compact proportions mean that its footprint is comparable to that of an average C-segment hatchback, making it easy to park and place on narrow roads or in urban environments.
Passengers have a large amount of usable storage space, with a combined 30 litres of interior stowage across five compartments – one above each passenger’s footrest, another under each passenger seat, plus one behind the driver’s headrest. Set within the left and right rear haunches of the car are vertical-load luggage compartments, each with around 90 litres of capacity – comfortably swallowing a flight case each side. When carrying three passengers, the luggage capacity totals 228 litres. However, by using a specially made suitcase that is sculpted to the shape of the passenger seat, two occupants can enjoy 288 litres of luggage / storage space.
In terms of daily use, the T.50 is quiet and easy to pilot. The engine map has two states of tune, one ‘Power Mode’ for maximum revs and the full 663PS, and a ‘GT Mode’ that limits revs to 9,500rpm and power to 600PS – ideal for urban commutes or relaxed touring.
Ensuring comfort and practicality around town, the T.50 has a 120mm front and 140mm rear ride height allowing it to easily clear speed bumps and other road furniture without damaging the car’s bodywork or causing discomfort.
Technology – all the driver essentials, no driver distractions
Every display in the T.50 is simple. White graphics on a plain black background ensure ease of use and quick recognition for the driver with minimal distraction. Even the rear-view displays are optimised for the driver, offering a better field of vision than mirrors and weighing significantly less.
Delivering a premium audio experience was a key element of the T.50 brief. Here Murray stuck to his key principals for the car; lightweight, highest-quality and British. Again, bucking industry trends, Murray enlisted high-end audio specialists Arcam to create a 700W nominal 10-speaker 100% bespoke sound system for the T.50.
Aligning with the car’s lightweight characteristics, the whole system weighs just 3.9kg and connects wirelessly to the driver’s phone to stream audio. The T.50 also uses Android Auto / Apple Car Play for all Bluetooth phone and navigation functions – which are displayed on the infotainment screen to the right of the rev counter.
Customer experience – the return of a true supercar owner’s experience
T.50 buyers have received bespoke and personalised service, from the first expression of interest and throughout the purchase, specification and manufacturing process. That same approach will continue for the duration of their ownership.
During the car’s development, owners have been given first sight of vehicle designs, engineering milestones and project updates. Moving closer to the car’s 2022 manufacturing date, customers will be invited to set up their car to fit them perfectly, while customisation of colours and interior will allow individualisation of the strictly limited 100 T.50 models.
Murray has met or spoken to every buyer and will hand over every car collected from the Gordon Murray Automotive’s UK customer reception centre. Around the world T.50 owners will have access to a service network in the UK, US, Japan, and Abu Dhabi – with a ‘flying technician’ service supporting these and all other markets.
Throughout the build of their car at Gordon Murray Automotive’s UK production base, customers will be kept informed of the status of their car and will have the option to visit their car during the build. Following collection, owners will be offered tailored experiences to continually enhance their ownership of the world’s most driver-centric supercar.