Murray T27 review

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The Murray T27 is the more recently produced battery-electric version of the T25 built in concert with electric hardware maker Zytek

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The Murray T27 is the more recently produced battery-electric version of the Murray T25 built in concert with electric hardware maker Zytek.

Like its fossil-fuel twin, the compact and lightweight T27 electric city vehicle is designed to demonstrate Murray’s ingenuity in packaging and to lead the way in a new and extremely efficient method of car manufacture, called iStream.

I hope anyone taking up this concept embraces its endearing simplicity
Steve Cropley
Editor-in-chief

The T27 is even more simple still than the uncomplicated Murray T25; switch it on with the key, twist a round dashboard knob to get either forward or backward motion (with neutral in the middle) and release the parking brake with a ‘touch’ button on the dash.

Afterwards, simply press the accelerator, gingerly at first because initial acceleration is brisk. Eventually you’ll discover a detent roughly halfway through its travel to show when you’re being especially wasteful with battery energy. 

The T27 is a shade faster off the mark than the petrol-powered T25 thanks to the ‘max torque from zero’ characteristic of its 34bhp electric motor, but top speed is governed at 65mph. Be sensible and its surprisingly compact lithium ion battery will take you 100 miles before it demands a four-hour ‘fill’ through a domestic power socket.

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Murray T25 and T27 confirmed for production
Murray T25 and T27 confirmed for production

Like the T25, the Murray T27 seems ideal for low-speed city running. Despite its short wheelbase and narrow track, The T27 does not prove fallible in its ride and handling characteristics at higher speeds. Fact is, the T27 and Murray T25 simply feel ‘planted’ at all times, the T27 slightly more so because its centre of gravity is a little lower, courtesy of the low-mounted battery’s mass.

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In ride quality terms, the suspension isn’t exactly soft, but it’s on the supple side of sporty, the obvious rigidity of the chassis providing a superb platform for the all-independent suspension.

Given the short wheelbase and short overhangs (zero rear, a hand span in front), you might expect lots of pitch, and over short suburban bumps there is indeed some of it. But the car’s pitch damping is truly brilliant. So is its general resistance to body roll, given the bump absorption capabilities. In an ideal world you may want slightly more direct steering, but Murray has opted to increase overall efficiency with power assistance. As it is, the system connects directly to the road.

Driving the T27 is seductive: even if someone embraces Murray’s designs and processes tomorrow, it will be a long time before cars like these become ordinary. 

Above all, the hope must be that any manufacturer who takes up the concept embraces Murray's delightful simplicity while preserving the T27's purity and avoiding cheap adornments.

The Murray T25 and T27 undoubtedly have the capability to usher in a new age of automotive realism. They must be allowed to do it.

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Steve Cropley

Steve Cropley Autocar
Title: Editor-in-chief

Steve Cropley is the oldest of Autocar’s editorial team, or the most experienced if you want to be polite about it. He joined over 30 years ago, and has driven many cars and interviewed many people in half a century in the business. 

Cropley, who regards himself as the magazine’s “long stop”, has seen many changes since Autocar was a print-only affair, but claims that in such a fast moving environment he has little appetite for looking back. 

He has been surprised and delighted by the generous reception afforded the My Week In Cars podcast he makes with long suffering colleague Matt Prior, and calls it the most enjoyable part of his working week.