Gordon Murray T50: hypercar's V12 revs to 12,100rpm in new video

The new T50’s most striking feature is a 400mm rear-mounted electric fan, designed to extract air rapidly from beneath the car, radically increasing downforce and grip. The aero set-up can be configured in six different modes, two of them automatic, the rest driver selectable. They vary from the super-slippery Streamline mode to the High Downforce setting, for use when exceptional stability and traction are needed.

The first details of the T50 emerged last summer, when it became clear that it would use much of the packaging and technology of the F1, simply because, in Murray’s view, there isn’t a better way of doing it. The car has an all-new carbonfibre tub 

At the front of the engine, a 48V integrated starter/ generator connects directly with the crankshaft. It acts as a starter motor, then converts to a generator to produce the power needed to spin the lightweight fan at speeds of up to 8000rpm.

The V12 is mounted very low in the T50’s all-carbonfibre tub, driving the rear wheels through a six-speed H-pattern manual gearbox built by Xtrac. Murray says most buyers are “relieved” by the presence of a proper stick shift, but he directs those who prefer paddles to the 25 late-build track cars, which will probably use them.

In another nod to traditional driving, the T50 avoids hybrid technology: Murray says it would increase kerb weight far beyond the current figure of just 980kg, with many knock-on disadvantages. He wants the T50 to be seen as the spiritual successor to the F1 in its lightness, compactness and space efficiency, with those properties all enhanced by the use of modern materials and techniques.

The T50 is just 30mm wider and 60mm longer than the F1, having about the same road footprint as a Volkswagen Golf. “No one else makes supercars our way,” said Murray. “I’m happy about that.”

The car needs very little obvious upper-body aerodynamic addenda, allowing for a purer front-end shape. Although the frontal styling has yet to be revealed, Murray says its relationship to the F1 will be clear.

Downforce is generated either by an active tail spoiler or via a large venturi beneath the body, a system of slots and ducts with the 400mm fan at its rearmost extremity. The feed of underbody airflow can be varied by the opening or closing of slots ahead of it.

The T50’s two automatic aero modes are Auto (which optimises use of the fan, the rear spoiler and the underbody diffusers) and Brake (which opens the spoilers and runs the fan at high speed, sucking the car onto the road and increasing both stability and rolling resistance).

The driver-select aero modes are High Downforce and Streamline, which cuts drag by about 10% by closing underbody vents and speeding the fan to create a ‘virtual longtail’. There’s also a Vmax mode, a kind of ‘push to pass’ setting that adds 30bhp for up to three minutes. Near the top speed, the ram effect of a roof-mounted induction air scoop (a Murray favourite) boosts power to about 700bhp. The final aero mode is Test, which allows an owner to demonstrate the functioning of the aero system when the car is stationary.

Most T50s are already sold, although there are still “a few” opportunities for buyers. Murray said he is pleasantly surprised at the comparative youth of the latest crop of buyers: 40% are under 45 and three are buying their first-ever supercar. “People tell us the McLaren F1 was their poster car when they were growing up,” said Murray. “Now that they’ve built successful businesses, T50 has become their F1. We’re very happy with that.”

Why the fan makes so much sense

Aerodynamic downforce is a great thing to have when you need it, explains Gordon Murray, and that’s principally between 60mph and 100mph, the point at which your car benefits most from greatly enhanced cornering adhesion. It would be nice to have downforce that works lower down, too, but passive aero gadgetry doesn’t provide it.