MG는 2023 상하이 모터쇼(Auto Shanghai 2023)에서 독특한 고성능 EV 스포츠카, MG 사이버스터의 생산 계획을 공식적으로 확정하면서 MG 스토리의 새로운 장을 열었습니다.
이 2인승 로드스터는 유명한 MG 브랜드가 스포츠카 생산에 복귀하는 것으로 많은 기대를 모으고 있으며, 사이버스터는 강력한 순수 전기 파워트레인과 최첨단 운전자 기술을 갖춘 현대적인 실내로 새로운 역사를 써 내려갈 준비가 되어 있습니다.
런던에 위치한 메릴본 디자인 스튜디오의 고급 디자인 디렉터인 칼 고담은 다음과 같이 말합니다: "우리의 의도는 새로운 세대의 스포츠카 운전자를 위한 완전히 새로운 로드스터를 만드는 것이었으며, MG의 대담하고 매력적인 새 장을 여는 것이었습니다. 사이버스터는 브랜드의 유명한 과거를 존중하고 스포츠 혈통을 되살리는 동시에 오늘날의 MG처럼 현대적이고 미래지향적이어야 하며, 전기차로의 빠른 전환에 완전히 부합하는 디자인을 만드는 데 중점을 두었습니다."라고 말합니다.
MG 사이버스터는 독특한 긴 보닛, 낮은 노즈, 곡선형 표면 등 MG의 풍부한 헤리티지에서 많은 사랑을 받아온 로드스터에 경의를 표하는 동시에 독특한 시저 도어와 캄백 리어 디자인 등 눈에 띄는 새로운 특징을 도입했습니다.
MG 모터 영국의 커머셜 디렉터 가이 피구나키스는 다음과 같이 말합니다: "지금이 바로 우리의 퍼포먼스 DNA를 완전히 다시 연결하고 모든 수준에서 운전자를 매료시킬 수 있도록 설계된 MG를 소개하기에 완벽한 시기입니다. MG는 전기적이고 스포티한 미래를 위한 모든 준비를 마쳤으며, 100주년을 기념하는 완벽한 시작입니다."라고 말했습니다.
고든 머레이 오토모티브(Gordon Murray Automotive)의 T.33 Spider는 T.33의 아름답고 시대를 초월한 디자인과 더욱 몰입감 있고 매력적인 드라이빙 경험을 결합한 모델입니다. 두 개의 탈착식 루프 패널, 접이식 뒷유리창, 자연흡기 코스워스 GMA.2 V12 엔진이 탑재된 이 슈퍼카는 다른 어떤 슈퍼카와도 비교할 수 없습니다.
T.33과 동일한 초경량 탄소섬유 모노코크 구조를 공유하면서 동시에 개발된 T.33 스파이더는 불필요한 무게를 추가하지 않고도 뛰어난 승차감, 핸들링, 민첩성에 필요한 탁월한 비틀림 강성을 제공하도록 세심하게 설계되었습니다. 이러한 모든 목표를 달성하고 GMA의 7가지 핵심 원칙을 준수함으로써 T.33 스파이더는 오픈 슈퍼카의 새로운 기준을 제시합니다.
Exterior Design
스파이더: 숨막히게 아름답고 시대를 초월한 T.33에 완벽하게 어울리는 연상적인 이름입니다. 쿠페 모델과 마찬가지로 T.33 스파이더는 GMA의 리턴 투 뷰티 정신이 그대로 구현된 모델이지만, 더욱 매력적인 드라이빙 경험을 약속하는 외관을 갖추고 있습니다. 1960년대의 상징적인 디자인에서 영감을 받았지만, 탄소 섬유로 제작된 완벽한 비율과 흐르는 듯한 표면, 그리고 순수함과 디테일에 대한 끊임없는 관심으로 완성된 이 슈퍼카는 다른 어떤 슈퍼카와도 비교할 수 없습니다. 첫 스케치에서 정의한 디자인 비전을 구현하기 위해 A필러부터 뒷면까지 모든 표면은 T.33 스파이더만의 고유한 디자인이지만, T.33과 DNA를 분명히 공유합니다.
고든 머레이는 "처음부터 T.33 스파이더를 디자인하는 데 있어 가장 큰 도전 과제 중 하나는 T.33의 순수함과 균형, 전체적인 아름다움을 유지하는 것이라는 것을 알았습니다. 그래서 두 가지 버전을 동시에 스케치하여 비율이 맞는지 확인했습니다."라고 말합니다.
지붕의 고정된 부분은 리어 데크와 조화롭게 어우러지는 우아한 버트리스가 특징이며, 그 뒤에는 엔진 냉각을 더욱 돕는 루브르가 있습니다. 엔진 자체에 직접 장착된 램 인덕션 에어박스는 T.33의 특징이며, 특히 루프 패널을 제거하면 스파이더에서 더욱 뚜렷한 개성을 드러냅니다.
경량 카본 복합소재로 제작된 이 패널은 다양한 색상으로 지정할 수 있습니다. 사용하지 않을 때는 앞쪽 트렁크에 깔끔하게 수납할 수 있어 사용 편의성이 향상됩니다. 스위치를 누르면 리어 글라스가 리어 벌크헤드 뒤로 내려가 루프가 켜지거나 꺼지면서 몰입감 넘치는 스파이더의 경험을 완성합니다.
뒷좌석 뒷부분에 매끄럽게 통합되어 있으며, 다이헤드룸 도어 아래에 숨겨진 버튼으로 열 수 있는 90리터 용량의 트렁크가 두 개 있습니다. 이 도어와 트렁크가 열리는 메커니즘은 엔지니어링 예술과 독창적인 디자인의 작품으로, 매끄러운 작동은 T.33 Spider를 진정한 슈퍼카로 만드는 데 필수적인 요소입니다.
Interior Design
심플하고 우아한 아날로그: T.33의 인테리어는 이러한 특성을 구현하며 진정한 운전자 중심의 환경을 제공합니다. 슈퍼카에 걸맞게 계기판의 중심에는 120mm의 투광형 아날로그 회전계가 중앙에 장착되어 있습니다. 11,100rpm으로 보정된 이 카운터는 Cosworth GMA V12의 성능 잠재력을 명확하게 보여줍니다. 양쪽에는 실내 온도 조절과 인포테인먼트를 위한 보조 디스플레이가 있으며, 후자는 무선 Apple CarPlay와 안드로이드 오토 연결 기능을 갖추고 있습니다.
모든 주요 컨트롤은 가죽으로 트리밍된 탄소섬유 스티어링 휠과 알루미늄 합금으로 가공된 완벽한 무게의 페달, 기어 시프트 레버 및 스위치 기어와 함께 아름다운 촉감을 선사합니다. 레이스에서 영감을 받은 경량 카본 파이버 시트는 가죽과 알칸타라를 조합하여 트림되었습니다. 고객 경험의 일환으로 각 차량은 오너에게 완벽하게 맞춤 제작됩니다.
T.33 스파이더와 쿠페를 구분하는 독특한 인테리어 특징 중 하나는 두 좌석 사이의 리어 벌크헤드 트림이 바디 컬러로 처리되었다는 점입니다. 루프 패널이 제거되고 뒷유리가 내려가면서 외부 컬러가 실내로 유입되어 개방감이 미묘하게 향상됩니다.
Aerodynamics
고든 머레이와 그의 팀은 지상 효과 레이싱카 디자인 경력에서 얻은 모든 경험을 활용하여 다른 슈퍼카에 일반적으로 사용되는 과시적인 덕트, 스커트, 스플리터에 의존하지 않고 T.33 스파이더의 뛰어난 공기역학을 개발했습니다. 이러한 장치는 시대를 초월한 디자인을 해칠 수 있기 때문에, 대신 첫 번째 원칙을 적용하여 T.33 스파이더의 패시브 바운더리 레이어 컨트롤(PBLC) 시스템을 개발했습니다. T.33에 도입된 PBLC는 스파이더를 위해 더욱 개선되었습니다. 차량 전면의 지면 효과 흡입구가 저압의 공기를 바닥 아래로 보내면, 이 공기는 경계층 제거 덕트가 있는 리어 디퓨저로 공급됩니다. PBLC는 전개 가능한 액티브 리어 스포일러와 함께 루프 패널의 유무에 관계없이 낮은 항력, 높은 다운포스, 뛰어난 고속 안정성의 이상적인 균형을 제공합니다.
롤오버를 방지하는 루프 고정 후면부는 차체 설계의 필수적인 부분으로, 강성을 최적화하는 동시에 디자인 비전을 실현합니다. 패널을 장착하지 않았을 때 공기저항과 뷔페링을 최소화하도록 세심하게 최적화된 형태로, 스피드스터 차체 스타일에서 흔히 볼 수 있는 시트 뒤의 트윈 '험프'보다 더 유선형 디자인입니다.
Body structure
T.33 스파이더는 고든 머레이 테크놀로지스의 아이스트림® 초경량 카본 모노코크 기술을 기반으로 제작되었습니다. 정밀 다이캐스트 알루미늄 노드에서 삼각형을 이룬 압출 알루미늄 튜브에 접착된 탄소 섬유 복합 패널로 구성된 이 차체 구조는 높은 강성, 경량, 탁월한 수준의 안전 및 탑승자 보호가 최적의 균형을 이루는 차체 구조를 구현합니다.
쿠페와 동시에 개발된 T.33 프로그램은 스파이더 주도로 진행되었으며, 이는 모든 비틀림 강성 목표가 스파이더 차체 구조에 맞춰 설정되었다는 것을 의미합니다. 이를 통해 구조적 무결성을 손상시키지 않고 보강재와 브레이싱을 추가하는 기존의 접근 방식에서 일반적으로 발생하는 무게 증가를 피할 수 있었습니다.
그 결과, 모든 부품에서 단 1그램까지 무게를 줄이는 데 집착한 GMA의 집요한 노력의 결과로 T.33 스파이더의 목표 건조 중량은 쿠페보다 18kg 더 가벼운 1,108kg이며, 동일한 최상의 주행 경험을 선사합니다.
또한, 아이스트림® 고유의 정밀성은 매우 정밀한 제조 공차를 제공합니다. 엔지니어링 팀은 이를 최대한 활용하여 기존의 차체 제작 방식으로는 불가능했던 차량 내부의 모든 부품을 최적으로 배치할 수 있었습니다. 이 정도의 패키징 효율성은 차량의 컴팩트한 설치 공간과 현저하게 낮은 무게에 기여합니다.
Chassis and Suspension
두 대의 차량이 동시에 설계 및 개발된 것에 걸맞게 T.33 스파이더는 승차감, 핸들링, 조향에 있어 T.33과 동일한 까다로운 목표를 충족하도록 설계되었습니다. 본질적으로 가볍고 단단한 복합 차체 구조는 뛰어난 비틀림 강성과 섀시 장착 지점 주변의 국부 강성 덕분에 세계 최고 수준의 차량 역학을 위한 이상적인 출발점을 제공합니다. 쿠페와 마찬가지로 T.33 스파이더에는 경량 알루미늄으로 제작된 전방위 더블 위시본 서스펜션이 장착되어 있습니다. 고압 모노튜브 댐퍼는 코일오버 디자인이며 역시 알루미늄으로 제작되었습니다. GMA의 차량 동역학 팀은 드라이빙의 완벽함을 추구하는 원칙에 따라 차량에 이상적인 승차감과 핸들링 밸런스를 제공하기 위해 범프와 리바운드 속도를 세심하게 보정하여 어댑티브 댐핑을 제공하지 않는 것을 의도적으로 선택했습니다.
모터스포츠의 관행에 따라 T.33 스파이더의 파워트레인은 리어 서스펜션이 변속기 케이스에 직접 장착된 반구조적 구조로 설계되었습니다. 과도한 소음, 진동 및 거칠기가 실내로 전달되지 않고 무게 감소 및 차량 동역학 이점을 극대화하기 위해 이 시스템에는 GMA의 경사축 전단 마운팅(IASM)이 적용되었습니다. IASM 시스템은 유연한 마운팅을 사용하여 정밀한 핸들링을 가능하게 하는 동시에 정숙성에 필요한 적절한 수준의 격리를 정확하게 제공합니다.
운전자가 운전대를 조작하는 모든 입력에 직접 반응할 수 있도록 GMA는 전자 유압식 스티어링 시스템을 개발했습니다. 타의 추종을 불허하는 수준의 촉감, 무게, 피드백을 제공하기 위해 수많은 반복을 통해 연마된 이 시스템은 온디맨드 전기 펌프를 사용하여 동력 보조를 제공합니다. 이 시스템은 기존 유압식 스티어링의 순수함을 제공하면서도 엔진 구동 펌프의 기생 손실을 제거하여 에너지 효율을 높였습니다.
모든 주행 조건에서 페이드 방지 감속을 보장하는 카본 세라믹 매트릭스(CCM) 제동 시스템은 T.33 및 T.33 스파이더를 위해 특별히 개발되었습니다. 높은 내열성, 낮은 언스프렁 질량, 마모 감소라는 이상적인 조합을 제공하는 이 시스템은 프론트 액슬에 370mm x 34mm 디스크와 6피스톤 모노블록 캘리퍼를, 리어 액슬에 340mm x 34mm 디스크와 4피스톤 모노블록 캘리퍼를 장착하고 있습니다. CCM 브레이크는 차량의 최첨단 에어로다이내믹스가 제공하는 다운포스와 결합하여 코스워스 GMA.2 V12의 탁월한 성능에 걸맞은 제동력을 제공합니다.
후륜구동 구성에서 요구되는 트랙션과 스티어링 응답성을 제공하는 동시에 가능한 최소한의 질량을 구현하기 위해 T.33 스파이더는 쿠페와 마찬가지로 비대칭 휠과 타이어 사양을 사용합니다. 프론트 액슬과 리어 액슬에는 각각 경량 단조 알루미늄 19인치 및 20인치 휠이 장착되며, 235/35 ZR19 및 295/30 ZR20 미쉐린 파일럿 스포츠 4 S 타이어가 장착됩니다.
T.33 스파이더의 모든 차량 역학 특성은 이 타이어를 중심으로 설계되었으며, 이 타이어는 일반 도로뿐만 아니라 가끔 트랙에서도 탁월한 젖은 노면과 마른 노면 성능을 모두 발휘하도록 설계되었습니다. 또한, 풀 비스포크 타이어와 비교했을 때 즉시 사용 가능하다는 추가적인 이점이 있으며, 필요할 때 고객이 선택한 서비스 센터로 타이어를 배송하기 위해 긴 리드 타임을 기다릴 필요가 없습니다.
Engine and Transmission
쿠페와 마찬가지로 T.33 스파이더의 심장은 모범적인 코스워스 GMA.2 V12입니다. 이 특별한 올 알루미늄 파워플랜트는 코스워스와 협력하여 모터스포츠 원칙에 따라 설계되어 가장 가볍고, 가장 높은 특정 출력, 가장 높은 회전수, 가장 빠른 반응이라는 GMA의 까다로운 요건을 충족합니다.
고성능 엔진 설계의 기본에 충실한 드라이 섬프 3.9리터 유닛은 65도 실린더 뱅크 각도를 통해 모노코크 내에서 최적의 패키징을 구현하고 차량의 낮은 무게중심에 기여합니다. 무게에 최적화된 정교한 배기 매니폴드는 가볍고 극한의 온도에서도 견딜 수 있는 인코넬로 제작되었습니다.
스로틀 반응과 음질에 영향을 미치는 터보차징 대신, GMA.2는 램 에어 스쿠프와 4개의 스로틀 바디, 실린더당 2개의 연료 인젝터를 통해 공급되는 자연 흡기 방식을 채택했습니다. 커넥팅 로드와 같은 주요 부품에 티타늄을 사용하여 본질적으로 낮은 관성과 함께 이 조합은 타의 추종을 불허하는 응답성을 제공합니다: 최대 정격 토크 451Nm의 75%는 2,500rpm에서 사용할 수 있고 90%는 4,500-10,500rpm에서 유지됩니다. 최대 출력 617마력은 10,250rpm에서 발휘되며, 엔진은 전자적으로 11,100rpm까지 제한되어 다음 기어로 변속하기 전에 운전자가 틀림없는 12기통 크레센도로 보상을 받습니다. 전체 엔진의 무게는 178kg에 불과하며, 이는 세계에서 가장 가벼운 로드카 V12 엔진입니다.
T.50의 GMA V12에 사용된 시그니처 오렌지색 캠 커버 대신 T.33 스파이더의 캠 커버는 T.33과 마찬가지로 고든 머레이가 디자인한 1972년 덕햄스 포드 LM 레이스카의 독특한 페인트에서 영감을 받은 노란색으로 마감되었습니다.
T.33 쿠페의 수동 기어박스에 대한 압도적인 고객 수요에 부응하기 위해 스파이더에는 이 변속기가 독점적으로 제공됩니다. 세계적으로 유명한 모터스포츠 공급업체인 Xtrac과 함께 개발한 이 6단 변속기는 V12와 마찬가지로 최대한 질량 효율을 높이도록 설계되었습니다. 무게가 82kg에 불과한 이보다 더 가벼운 슈퍼카 변속기는 없으며, 마니아들이 요구하고 기대하는 빠르고 매끄럽고 정밀한 변속을 제공합니다.
파워트레인은 최소한의 관성으로 필요한 토크 용량을 제공하는 멀티 플레이트 클러치와 기계식 리미티드 슬립 디퍼렌셜로 완성됩니다. 이 설계는 전자 제어 장치와 비교하여 운전자가 차량의 반응과 핸들링 밸런스를 항상 완벽하게 제어할 수 있도록 해줍니다.
1901년 설립되었지만 경영의 어려움을 겪다가 스위스 투자자의 도움으로 부활한 영국 AC 카즈(AC Cars)가 새로운 모델의 이미지를 공개했습니다. 클래식한 스타일 마니아들과 예전 쉘비의 향수를 그리워하는 분들에게 좋은 소식입니다.
스타일은 50년대 중반부터 전설적인 미국 디자이너 캐롤 쉘비가 영국인에게 포드 V8 엔진을 자동차에 적용하도록 개발한 AC 에이스 로드스터를 강력하게 수정 한 것입니다. 쉘비 아메리칸은 60 년대에 코브라 출시에 참여했으며, 이와 관련하여 코브라라는 이름은 주로 쉘비와 관련이 있지만 80 년대 위기 이후 여러 소유자를 변경한 AC 카즈는 최근까지 고전적인 형태의 스포츠카 애호가를 위해 같은 이름의 모델을 생산했습니다.
2 세대 코브라 (풀네임-AC Cobra GT Roadster)는 디자인 측면에서 가장 잔인한 수정에서 1 세대 모델을 매우 정확하게 인용하지만 차체가 더 커져 인테리어를 더 편안하게 만들고 현대적인 능동 및 수동 안전 시스템을 차량에 통합했습니다. 보도 자료에 따르면 세대가 바뀌면서 스포츠카의 전체 길이는 4225mm에서 110mm, 휠베이스는 2570mm에서 284mm 씩 증가했습니다. 공식 사이트에도 새 모델의 길이가 4330mm, 너비는 1960mm , 높이 1400mm라고 명시되어 있습니다. 예상 무게는 약 1400kg입니다.
AC Cobra GT 로드스터의 차체는 알루미늄 압출 프로파일로 만든 스페이스 프레임을 기반으로하며 모든 외부 패널은 탄소 섬유로 만들어졌습니다. 최초의 코브라처럼 전면 패널 중앙에 포인터 계측기가있는 고전적인 스타일로 만들어 질 것이지만 다양한 조정이 가능한 현대적인 편안한 좌석, 파워 윈도우, 실내 온도 조절 장치 및 최신 멀티미디어 시스템을 약속합니다. 지붕이 어떤 형태로 제공 될지 여부는 아직 밝힌 바 없지만 영국 오토카는 탈착식 지붕일 것이라고 주장합니다.
서스펜션 등 기타 세부적인 사항은 아직 비공개인데, 엔진 스펙은 공개했습니다. 그에 따르면 표준의 기본 버전은 6 단 수동 기어 박스 또는 10 단 자동(포드에서 제조)과 쌍을 이루는 5.0 리터 자연 흡기 포드 V8 코요테 (460 마력, 570 Nm)를 받게되며 최대 100km / h까지 4.5 초에 가속 할 수 있으며, 최대 속도는 250km / h입니다. 물론 구동 바퀴는 후륜구동입니다.
고성능 버전은 최대 출력 663마력의 코요테 V8 엔진의 과급 버전을 받게 되며, 100km/h까지 가속하는 시간은 3.6초로 단축되고 최대 속도는 278km/h로 증가합니다.
Performance 버전의 전면 브레이크 디스크의 직경은 394mm (6 피스톤 캘리퍼), 후면 디스크는 378mm (4 피스톤 캘리퍼)입니다. 스탠다드 버전의 브레이크는 앞 380mm(6피스톤 캘리퍼), 뒤 330mm(싱글 피스톤 캘리퍼)로 더 작습니다. 퍼포먼스 버전에는 21인치 휠이, 스탠다드 버전에는 19인치 휠이 장착됩니다.
AC 코브라 GT 로드스터의 영국 내 판매 가격은 28만 5,000파운드이며, 2024년부터 생산이 시작될 예정입니다. 새 모델에 전기 버전이 포함될지 여부는 아직 알려지지 않았습니다. AC Cars는 클래식 코브라에 여러 가지 전기 파워트레인 옵션을 제공한 바 있습니다.
덕분에, 2,065kg의 덩치임에도 3.4초면 0-100km/h 가속을 완수할 수 있습니다. 단, 높은 지상고와 오프로드 타이어 때문에 최고속도는 160km/h에서 제한됩니다. 오프로드에서 이 정도면 하이퍼카급 성능이에요. 지상고는 530mm에 달하고 휠 트래블은 160mm 정도 됩니다.
이 차를 만든 사람이 고든 머레이인데, 그동안 잠잠하다가 마침내 F1의 후속모델을 들고 나왔습니다
이름은 T.50
50이 붙은 건 그가 자동차업계에서 보낸 50년을 기념하는 의미라고 합니다.
T.50이 F1의 후계자라 불리는 건 이유가 있습니다.
우선, F1과 마찬가지로 순수한 드라이빙을 추구하고 있지요. 이를 위해 무게는 최소화했고 엔진은 고회전 자연흡기를 고집했습니다. 시트 배치도 1+2 형태로 같습니다.
4 August 2020
Engineered to be the most driver-centric supercar ever built
Full exterior and interior revealed showing design purity and fastidious attention to detail
3.9-litre V12 is the world’s lightest, highest-revving, most power dense naturally-aspirated road car engine
986kg total vehicle weight is lighter than the typical supercar by almost a third
Most advanced and effective aerodynamics ever seen on a road car, enabled by Murray’s unique rear-mounted fan
Far from a track-focused tool, T.50 offers day-to-day usability, practicality refinement and comfort alongside its ferocious performance
Limited to production run of just 100
Full image gallery; B-roll; and Murray overview video available – see editor’s notes
Gordon Murray Automotive has unveiled its T.50 supercar in full for the first time, showing the finished exterior and interior design and confirming its ground-breaking technical specifications. The T.50 has been engineered to be the purest, lightest, most driver-centric supercar ever.
Improving on his acclaimed McLaren F1 “in every conceivable way”, Professor Gordon Murray CBE is leading the team that will begin building customer versions of the 986kg supercar in January 2022. Justifying its £2.36m (before taxes) price tag, the T.50 promises to deliver an unsurpassed driving experience. It is powered by a 100% bespoke 3.9-litre, 663PS V12 engine that revs to a record-breaking 12,100rpm, and features the most advanced and effective aerodynamics ever seen on a road car – aided by a 400mm rear-mounted fan.
The global premiere is the first time the clean lines of the exterior and the driver-focused interior have been seen. From his first ballpoint sketches, to every engineering and design detail, Murray has led the Gordon Murray Automotive team and briefed and overseen suppliers to drive the project forward at an unrelenting pace. Murray’s design for T.50 was the 50th in a prestigious line of race and road cars he’s penned over his illustrious 50-year career – both reasons combining to name the car T.50.
The most dominant characteristics of the T.50 exterior design are its purity and balance, free from the wings, skirts and vents that adorn most modern-day supercars. The clean surfaces are enabled by the most advanced and effective aerodynamics ever seen on a road car, resulting in deliberately simple, beautiful lines and a timeless appearance.
The purity of the silhouette is broken dramatically when the pair of dihedral doors rise up and forwards, coming to rest high above the passenger cabin. Inside, the driver-centric approach is plain to see – from the central, jet fighter-like driving position, to the aerospace-grade primary and secondary controls arranged in an ‘ergonomic bubble’ around the driver.
Quality of materials, the utmost precision, and simplicity of visuals define the whole car, but nowhere is this more evident than inside the cockpit. British suppliers are responsible for every major component throughout the interior, as well as every facet of the car’s exquisitely-engineered underpinnings – an attribute insisted upon by Murray who was determined the T.50 would be a true British sports car.
From the record-breaking V12 engine, and best lightweight transmission, to the world-first aerodynamic package and the feather-light titanium throttle pedal, every element is 100% bespoke and crafted by a British company that leads in its field. Murray pushed each supplier to their limits to deliver ingenuity, the highest quality and of course new levels of lightness.
With a vision that the car, and every element of its componentry, would be considered ‘engineering art’, Murray set out to create a vehicle that surpassed all others, fostering new levels of pride and connection among owners. Every T.50 customer has the opportunity to meet Murray to discuss their car and personalise it inside and out. Part of this process includes a seat, steering wheel and pedals ‘fitting’ session – personalised to every owner – that will ensure the T.50 is ergonomically perfect and individualised for each discerning customer.
Murray: “Just 100 customers will share my vision, a car created to improve on the F1 formula in every conceivable way. With 30 years of technological and systems advancement, now, the time is right to design the greatest analogue driver’s car. I believe no other company could deliver what we will bring to market in 2022, producing this British supercar will be my proudest moment.”
The T.50 mission – Driving perfection
Murray: “From the first touch of the titanium throttle pedal to the V12 screaming at 12,100rpm, the driver 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 way while remaining comfortable, refined and usable every day.”
At the heart of T.50 ethos is the ultimate, sensory-rich driving experience, which all starts with the central driving position. The ‘jet-fighter’ style seating position affords an unhindered view out of the cabin, offering the type of pure driving experience usually associated with a single-seater race car layout.
Murray insists that the engine contributes to at least 50% of a great driving experience. With this in mind, Murray set out to create the greatest ever V12. The bespoke Cosworth GMA unit hits the mark as the world’s highest revving, fastest responding, most power dense, and lightest road-going V12. In terms of aural enjoyment, the T.50 raucous 12,100rpm redline will certainly deliver on wow-factor. The car also features 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 growl into the cabin.
A cold-air ram induction intake sits immediately above the driver’s head, and carefully crafted carbon fibre panels in the roof act as a loudspeaker, amplifying engine sound within the cabin. The system is actuated by throttle angle and not revs, meaning the T.50 is quiet and refined on part throttle, growing louder as the throttle opens.
Inside the cabin, all of the T.50’s ergonomically-placed analogue controls are beautifully weighted. From communicative steering, which delivers pinpoint accuracy, to the weighting of the six-speed manual transmission and titanium throttle pedal, the engineering focus has always been on driving perfection.
During testing, the manual H-pattern gearchange motion and weighting was honed meticulously. Signed-off personally by Murray, the T.50 provides ‘the ultimate gearchange’ – a tactile short throw with a narrow cross gate for smooth, crisp, satisfying gearchanges.
The T.50’s kerb weight of 986kg makes it the lightest supercar of the modern era, lower than the average supercar weight by almost a third. Thanks to the focus on lightweighting, the car offers unparalleled levels of agility, responsiveness and driver focus. The T.50 is a car that is created to be ‘alive’ at normal road speeds, not only when the revs climb past 10,000rpm. It will entertain and engage on low-speed daily trips, as well as when driving on the open road just for the thrill of it.
With minimal interference from driver aids the driving experience is left to shine – importantly, ESP and traction control, can be disabled entirely. The technologies that do influence performance – for example, the six aero modes enabled through active and interactive fan-assisted aerodynamics – enhance rather than numb the drive experience. The 400mm rear-mounted fan expands the car’s performance capabilities significantly versus an ordinary ground-effect supercar. In partnership with the active rear spoilers and interactive diffusers, the fan helps to increase downforce by 50% (in Braking Mode 100% more downforce is generated); reduce drag by 12.5%; add around 50PS to the car’s output, in combination with ram-air induction; and cut braking distance by 10m from 150mph.
Sitting prominently at the rear of the car, the fan is just one example of ‘engineering art’ on the T.50. Another, about which Murray feels passionately, is the engine. Murray detests carbon or plastic engine covers so, upon raising the twin gullwing openings that span the rear half of the car, the Cosworth GMA V12 engine sits proudly on display with its cam covers, primary exhaust manifolds and inlet trumpets all taking centre stage.
It is Murray’s pride in perfection that has shaped every facet of the 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 motoring engineering – the ultimate analogue supercar.
Commenting on the journey so far, Murray said: “For the past 18 months, the T.50 team has lived and breathed the ethos of the car, accomplishing everything we set out to achieve and more. I couldn’t be happier with the car and the team – they’re by far the best I’ve ever worked with.”
T.50 supercar – key details
Focal point for every T.50 decision:The driver
T.50 is the most driver-centric supercar ever made. From the driver’s position right in the middle of the car, to the placement of controls, the sound of the engine, and the responsiveness of the throttle.
Overview
T.50 breaks from performance-car convention, weighing significantly less than any other current supercar and delivering an unrivalled driving experience
Gordon Murray Automotive is not chasing power or top speed figures
Its engine is designed to deliver optimum performance, not to hit prescribed power, speed or acceleration target
It has the most advanced and effective aerodynamics of any road car
Non-committee-based vision and control enables purity of decision making
Purity of design – no unsightly flaps / vents / wings
Daily usability – comfort for three passengers with good luggage space, day-to-day refinement and practicality
Key points – Detail
From January 2022, 100 exclusive customer cars will be built at Gordon Murray Automotive’s production site in the UK
Price: £2.36m (before taxes)
As the 50th distinct design by Professor Gordon Murray, CBE, the T.50 also celebrates Murray’s 50-year long career
A true British supercar
All engineering, design and styling is by Gordon Murray Design
Powertrain, body, and chassis will all be made in the UK
All major components are UK-sourced
Chassis and body
Chassis and body constructed from high-grade carbon fibre
Carbon tub monocoque provides exceptional stiffness and torsional rigidity
Carbon fibre body panels ensure lightness – total body including monocoque weighs less than 150kg
Monocoque construction and F1-style ‘passenger safety cell’ provides exceptional occupant safety protection
Glazing is 28% thinner than typical glass delivering valuable weight saving
Aerodynamics
The most advanced aerodynamics of any road car
Unique 400mm ground-effect fan combines with active underbody aerodynamics and two dynamic rear spoilers to aid performance and help deliver an unrivalled driving experience
Six aero modes enable driver to optimise dynamic and outright performance
Auto / High downforce / Streamline / Braking / Test / V-Max Boost
Streamline Mode – creates a ‘virtual longtail’
V-Max Boost Mode and ram induction raise T.50 output to 700PS
Design
Design combines purity and drama
No unsightly vents, ducts, or flaps due to intelligent aerodynamic design
Striking dihedral doors deliver drama alongside practicality for easy access
Engineering art features throughout the car
Engine
100% bespoke 3.9-litre V12 Cosworth GMA engine
Power: 663PS @ 11,500rpm
Torque: 467Nm @ 9,000rpm (71% of max torque available from 2,500rpm)
The highest-revving naturally-aspirated road car engine ever (12,100rpm)
Most-responsive naturally-aspirated engine ever (28,400 revs per second pick-up)
The most power-dense naturally-aspirated engine ever (166PS-per-litre)
The lightest road-going V12 ever = 178kg
The best V12 sound ever
Engine fully on show beneath gullwing-opening ‘viewing gallery’
Transmission
Xtrac manual H-pattern six-speed transmission
Five close ratios, geared for acceleration, with a longer sixth ratio for cruising
Casing engineered from aluminium, cast at just 2.4mm thickness
Lightweight gearbox weighs just 80.5kg
Vehicle dynamics and lightweighting
Total vehicle weight just 986kg – Almost a third lighter than a typical supercar (approx. 1,436kg). Dry weight 957kg
Weight-to-power = 150.77kg per 100PS (typical supercar = 210kg per 100PS)
Power-to-weight = 672PS/tonne (or >700PS/tonne with V-Max Boost Mode and ram induction)
Forged aluminium double wishbone suspension, with forged aluminium uprights
Simple rack and pinion steering setup engineered for driving purity with low-speed power assistance (LSPA)
Semi-structural engine and transmission saves weight while retaining refinement
Lightweight bearing carriers and hubs with one locking nut reduce un-sprung mass
Brembo calipers and carbon ceramic discs for ultimate stopping power and braking feel
Interior
Jet fighter-style central driving position ensures optimal visibility, balance and a totally-immersive driving experience
Driver-centric controls
Well-appointed, comfortable, refined
Premium audio sound system – 10 speakers, 700W (nominal)
Android Auto / Apple CarPlay with Bluetooth phone connectivity
Everyday usability and analogue features
Comfortable seating for three adults
Easy ingress and egress
Class-leading, usable luggage space – up to 288 litres
Refined cabin environment
120mm front and 140mm rear ride heights for practical everyday use
Incredibly compact footprint – comparable to a Porsche Boxster
Analogue rev counter and minimal controls / no column stalks or touchscreens
No turbos, no hybrid – just an exquisitely engineered V12 engine
‘GT mode’ engine map for improved day to day drivability
T.50 Press Kit
Chassis and body – carbon fibre throughout achieves rigidity and lightness
The chassis and body of the T.50 are entirely constructed from high-grade carbon fibre. Creating inherent stiffness and torsional rigidity, the carbon fibre plays an important role in making T.50 the world’s lightest supercar.
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 far better all-round car in the T.50, while setting its weight at just 986kg, a full 150kg lighter than the F1.”
At the core of the T.50 is a lightweight carbon fibre monocoque. It has been constructed by UK-based company Formaplex and features novel, cutting-edge part-bonded carbon fibre an aluminium honeycomb core. This construction method gives the T.50 exceptional structural rigidity, which benefits handling, agility and ride comfort.
The intrinsic strength of carbon fibre ensures exceptional occupant safety in the event of a crash. The carbon fibre panels feature precisely engineered deformable areas and the car also uses an F1-style ‘passenger safety cell’. The rigidity and torsional strength negate the need for additional bracing or reinforcement – another area of weight-saving.
The exterior body panels are also constructed from cutting-edge carbon fibre – including the front clam, the sculpted doors and the car’s rear panels. Remarkably, the T.50’s body, including the carbon monocoque and all body panels, tips the scales at less than 150kg.
The Cosworth GMA V12 engine and manual Xtrac gearbox are also semi-structural, being mounted to the chassis. The powertrain is attached using an inclined axis shear mounting system (IASA). The engine sits on anti-vibration mounts to prevent unwanted noise and vibration entering the cabin, while enabling the effective management of braking, acceleration and cornering forces. This saves 25kg of chassis weight at the rear of T.50, compared to a traditional engine mounting system.
Completing the lightweight structure is an ultra-lightweight windscreen, which is 28% thinner than a standard glass windscreen.
Aerodynamics – the most advanced aerodynamics of any road car
Murray: “We were focused on achieving the purest possible form for the T.50, an objective we’ve achieved through world-first engineering innovations and active underbody aerodynamics.”
The T.50 takes road-car aerodynamics to entirely new levels, with Murray rewriting the rule book to significantly enhance the supercar’s ground-effect capabilities. To achieve unmatched aerodynamic performance, the car’s rear-mounted 400mm fan rapidly accelerates air passing under the car, forcing it through active boundary-layer control ducts that form part of the rear diffuser.
Through the application of two automatic and four driver-selected aero modes, the T.50 is capable of increasing downforce by 50%; reducing drag by 12.5%; adding around 50PS to the car’s output in combination with ram-air induction; and cutting braking distance by 10m from 150mph.
The fan and its associated ducting system improve on conventional ground-effect systems by actively managing both underbody and overbody airflow. This boundary layer control ensures the most effective interaction of airflow on top of, 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 realise that two fans had been employed to pull air from under the car as these, far smaller, fans were hidden beneath each of the F1’s rear haunches.
The underbody airflow system not only enhances performance, but also allows purity of design for the car’s upper surfaces. Air flows over the top of the car undisturbed by unsightly vents, ducts, or flaps. The fan interacts with a pair of active spoilers at the rear, which can contribute to downforce or reducing drag, as required.
The fan is driven by a lightweight 48-volt motor, spinning at up to 7,000rpm. The unit’s design and underbody ducting does away with the need for a ‘skirt’ – like that used by Murray’s Formula One BT46B Fan Car. Vertical inlet ducts fitted with filters ensure no road debris can pass through the fan.
The T.50 features six different aero modes that optimise performance for different scenarios to balance traction and outright performance. The fan aero system has six modes – two are automatic (Auto and Braking), the remaining four (High Downforce, Streamline, V-Max Boost and Test Mode) are driver selectable:
‘Auto Mode’ is the car’s default setting. In this mode, the T.50 operates like an ordinary supercar with passive ground-effect downforce.
‘Braking Mode’ automatically deploys the rear spoilers to their maximum (+45 degree) angle when high levels of deceleration are required. The fan also operates simultaneously at high speed while the diffuser valves open. This function can double downforce, enhancing stability and grip, and shortening the 150mph-to-0mph braking distance by a full 10 metres. If sudden deceleration is required, and when aerodynamics could influence stopping distance, Braking Mode overrides all other modes.
‘High Downforce Mode’ is driver selectable and delivers enhanced traction – in this mode, the rear spoilers deploy at +10 degrees, diffuser valves open, and the fan spools up to increase downforce by 50%.
‘Streamline Mode’ cuts drag by 12.5% and boosts straight-line speed while also reducing fuel consumption and downforce. In this mode, the rear spoilers deploy to -10 degrees reducing base suction and drag. The diffuser valves close partially, stalling the diffuser and reducing downforce, which saves wheel travel to make the car more comfortable and efficient. It also sets the fan to operate at high speed, drawing air from the top deck to minimise drag while extending the trailing wake of the car, creating a ‘virtual longtail’ and producing 15kg of thrust.
‘V-Max Boost’ is the most extreme T.50 mode. It uses the characteristics of Streamline Mode, then uses the car’s 48-volt integrated starter-generator to drive the fan – freeing up power to the driveshaft. Combined with the ram-air induction, this boosts power to 700PS for short bursts of acceleration.
‘Test Mode’ operates when the car is stationary and is driver-selected. The fan spools up to its maximum 7,000rpm, the twin rear spoilers cycle through their full range of movement and the diffuser ducts / valves progressively open and close before returning to their rest position.
Monitoring the level of static and underbody pressure provided by the combined fan and diffuser system is possible via an interior gauge – displayed on the left-hand dashboard screen.
Design – purity enabled through engineering
Murray: “Next-level aerodynamics allow us to avoid the current supercar trend for exaggerated wings, vents and ducts. I was determined to create a clean and pure shape that would remain timeless, ensuring the T.50 will still look fresh in 30 years.”
The most dominant characteristics of the T.50 design are purity and balance. Enabled by the most advanced and effective aerodynamics ever seen on a road car, the exterior of the T.50 indulges Murray’s preference for simple, timeless lines and clean surfaces. The design does not rely on wings, vents, or ducts to emphasise its performance capabilities. Instead the eye is drawn to the compact, balanced proportions and driver-centric symmetry.
Stylistically, the T.50 is far from drama-free. The remotely-released dihedral doors rise up and forwards creating a striking visual impact, as well as easing ingress and egress even in tight parking spaces. These doors are joined by a pair of glass-topped gullwing rear openings that hinge along the spine of the T.50 to reveal the V12 powertrain – crucially free form covers – making it easy to view and to access for maintenance.
Also revealed, running alongside the engine bay on either side of the car are a pair of 90-litre vertical-load luggage compartments. With all four doors open, revealing two-thirds of the car’s interior, the T.50 looks other worldly – like a predatory winged insect preparing for flight. Both the right and left-hand doors and engine cover doors can be opened remotely via the key.
As with every element of the T.50, the importance of the driver is very much evident in the styling. One of the car’s most noticeable design features highlights the central driving positing and natural balance that confers. A central line runs from the nose-mounted mermaid badge and continues into the cabin, over the instrument binnacle and bisecting the driver’s seat and continuing up the rear bulkhead. Outside, the line is mirrored by a tiny spine that runs from the base of the ram-air intake to the top edge of the fan housing at the rear.
This line emphasises the car’s symmetry and innate balance. From the front, a pair of the latest, high-intensity LED headlights offer a clear nod of recognition to Murray’s iconic F1. Each headlight features a pair of deep-set, horizontally aligned rings that operate as daytime-running lights and indicator lights. The centre of each ring features the dipped and main-beam lights bettering the previous industry-leading supercar headlight for reach and throw by 15%.
A heat sink and series of slits beneath and above the headlights circulate air around each fitting to cool the unit. Many manufacturers hide this cooling function, whereas Murray played to his ideal of creating ‘engineering art’ by turning this functional requirement into a distinctive styling element.
Following the central line up and over the sharply raked windscreen leads the eye to a roof-mounted ram-air induction inlet, which feeds the V12 and adds extra horsepower as the supercar gathers speed. Front to back, the roof is glazed either side of the central spine creating an incredibly spacious feeling interior and a sleek exterior appearance. As the spine falls towards the rear of the car the glazing continues, affording a glimpse of the V12 engine beneath its carbon fibre air box.
The rear deck is heavily sculpted to aid airflow towards the active spoilers. From the rear glazing, air flows beneath the rear deck to assist engine oil cooling – in streamline mode this air is channelled and ejected by the rear-mounted fan. The black inlet contrasts with the painted body and merges with the black fan housing that protrudes dramatically above the level of the rear deck and out beyond the trailing lip of the twin active spoilers that sit either side of the 400mm fan outlet.
Flanking the fan body are dual 80mm diameter exhaust outlets that sit within a black grille featuring an elongated-hexagon pattern that spans the full width of the rear end. At the rearmost outer corners of the car, circular red LED tail-lights draw the eye with their 3D transparent forms reflecting light outwards to create a stylish focal point. These units also act as rear turn indicators.
The profile of the T.50 is distinguished by the radiator exit duct behind the front wheel, the split side windows and the forged aluminium alloy wheels (19-inch front / 20-inch rear). Each side of the car also carries the name of the automotive division’s sister company: ‘Gordon Murray Design’ the business responsible for all of the car’s design and engineering.
In terms of overall proportions, the T.50 is extremely compact. Its 4,352mm length and 1,850mm width belie the generous interiors space, with room for three occupants and up to 288 litres of belongings. The addition of rear-view cameras (to be finalised during the next stage of the development process) will add no extra width and allow the car to avoid the weight, drag and unsightly clutter of external mirror housings. A third camera will sit in the centre spindle of the fan, providing a perfect rear view for reverse parking.
The Gordon Murray Automotive ‘mermaid badge’ sits proudly on the nose of the T.50. The company’s ‘new’ badge is probably the oldest automotive logo in the world. It has been in use by the Murray family since the 12th century. Also, acknowledging his family’s Scottish heritage, the blue, red and green colouring is the Murray clan tartan.
Engine –The greatest road-car V12 ever made
Murray: “To be truly remarkable, an engine needs to have the right characteristics: highly-responsive, an amazing sound, engaging torque delivery, free-revving, and it has to be naturally aspirated. For all those reasons, the engine in the T.50 was never going to be anything other than a V12.”
The 3.9-litre T.50 engine delivers maximum power (663PS) at 11,500rpm, on its way to a 12,100rpm redline. The Cosworth GMA V12 not only promises screaming high-end power, it is also extremely tractable for everyday driving. The maximum torque figure of 467Nm is produced at 9,000rpm, while the pick-up is a record-breaking 28,400 revs per second.
The T.50 has the highest power density (166PS-per-litre) of any road-going V12. It is also the lightest ever made thanks to a combination of exceptional design and lightweight materials (aluminium, steel and titanium) resulting in a total engine weight of just 178kg.
The meticulously designed and engineered powerplant draws upon the immense experience of Cosworth and Murray himself. It is the most engaging, characterful and driver-focused V12 engine ever produced.
Layering Murray’s depth of knowledge with Cosworth’s immense expertise in high-performance engines is what takes the T.50 V12 to another level. The name Cosworth is synonymous with racing – from Formula One, to rally, to IndyCar – as well as production of some of the most admired and successful supercar engines in the world.
With a focus on driver engagement, the T.50’s engine will be the highest-revving and most responsive naturally-aspirated engine ever fitted to a production road car. The V12 engine revs freely to a road-car record of 12,100rpm. Measured in revolutions gained per second, the T.50 will pick-up revs at 28,400 revs per second enabling it to hit its redline from idle in just 0.3 of a second.
Fed by a roof-mounted cold-air ram induction inlet, the T.50 powerplant delivers 71% of its peak torque from 2,500rpm, with its maximum (467Nm) achieved at 9,000rpm. This usability, and the outright performance of the engine is coupled to another major achievement: the Cosworth GMA unit produces the highest power density of any naturally aspirated road car engine – 166PS-per-litre.
Packing this amount of power into the world’s lightest road car V12 (just 178kg) required yet more innovation from Murray and the Cosworth team. To achieve Murray’s weight target, the block is made from a high-strength aluminium alloy and the connecting rods, valves and clutch housing are titanium.
Focusing again on the driving experience, Murray strived for the engine to have very compact external dimensions and the lowest possible centre of gravity. Here, reducing the F1’s 125mm crank height was the goal, a feat more than achieved by the Cosworth team – the T.50’s crank sits just 85mm from the bottom of the engine.
This accomplishment contributes in a very meaningful way to the dynamics of the T.50. The low centre of gravity means less pitch during cornering and braking, less squat and dive, plus better transient handling, meaning the T.50 will remain composed and balanced even at the extremes of performance.
Beneath the car’s two rear gullwing openings, Murrays motorsport heritage influences the appearance of the Cosworth GMA V12. Inspired by race car engines, it uses gear-driven ancillaries for lightness, with the added benefit of a clean and uncluttered engine bay. Murray was determined that the engine should be devoid of unsightly belts. All of the ancillaries are carefully positioned out of sight leaving the block heads, primary exhaust manifolds and inlet trumpets centre stage.
As well as effectively being an engineering work of art, T.50’s engine is semi-structural, providing much of the rigidity and weight saving found in a race car, without compromising driver comfort and cabin refinement. The semi-structural layout saves weight and increases stiffness while avoiding the noise, vibration and harshness penalties typically found with fully structural units, which increase cabin noise and hamper ride comfort.
As part of the early development process, the Cosworth team surpassed efficiency and emissions requirements and completed plans for two engine maps. These driver-selectable modes ensure the T.50 is not only the ultimate driver’s car, but is equally at home as a GT or a daily driver. 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’ssix-speed H-pattern manualtransmission 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.
