Supercar
The T50 and T50S will be followed by a two-seater twelve-cylinder super sports car with iStream technology. And maybe even a family car after that …
Would you love a Gordon Murray V12 supercar as we do but don’t have a spot on the T50 waiting list or the £ 3 million to fund it? We bring good news. Murray told us a little bit about his next project. It will be more accessible. Well a little.
“The T50 will always be a Halo car – we put everything into it. We won’t be doing another, ”Murray tells TopGear.com. But he plans that his company, Gordon Murray Automotive, will continue to build other V12 road cars as long as internal combustion engines are legal.
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All 100 of the limited edition T50 street cars have been sold and will be built next year. Then his company will manufacture the 25-piece limited series of T50S Niki Lauda versions in 2023.
And then? “The next car will have a different version of the V12, with different materials and a different version of the transmission. We will of course keep the manual, but we will also offer it with an automatic transmission, a kind of paddle shift.”
These changes will reduce costs and improve usability, although they are likely to narrow the extraordinary red line of 12,000 RPM.
The other major difference will be the main structure. No more three-seater layout with center drivers. “It’ll be a two-seater.”
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The T50 will always be a Halo car – we’ve put everything into that
The T50 has an expensive racing carbon tub. Not the next car. “It’s a completely different architecture.” It will be made from the material Murray developed in the stillborn TVR prototype. “It is based on carbon fiber iStream technology,” he said.
Murray doesn’t say whether it uses its mind-expanding fan-assisted aero.
However, it is still a long way from being a mass machine, as it is not being built elsewhere but in his own small factory. “Even though it’s not another T50, it still adheres to all of our principles of light weight, engineering and exclusivity.”
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But Murray isn’t fixated on V12s. Over the next five years, his companies will invest £ 300 million in a new research and design headquarters. Part of this will be a department specifically geared towards the development and development of electric vehicles.
He tells me that he already has a cheap family car in mind. Unsurprisingly, he has reconsidered the packaging, believing that it is better to keep the occupants relatively low rather than on a plate-shaped battery as is becoming orthodoxy.
