Launch video is 20 minutes long
2173 lbs 690 Hp Has a aero enhancing fan in the rear bodywork...
http://gordonmurrayautomotive.com/en/
Launch video is 20 minutes long
2173 lbs 690 Hp Has a aero enhancing fan in the rear bodywork...
http://gordonmurrayautomotive.com/en/
the rear active aero sytem can create a virtual longtail configuration that changes the diffuser and uses the fan to lower drag by 15% or can deploy the upper winglets and change the diffuser the other way and use fan aid to double the downforce..
I am nerding out SO HARD right now.
A Ferrari and a McLaren had a high tech baby. I see a lot of F430 and 720s in that but is a really good way. I think this looks way better then either of those cars and yet it reminds me of both of them from pure esthetics.
Very well done Mr Murray!!!
While I have an appreciation for what super-cars represent, it has been many years since one has filled me with any real desire or longing... but I lust for the T.50!
It's a super-driver's-car, aimed at the fundamental driving sensory experience as much as the raw performance numbers. And the technology is being used to enhance this, rather than replace it.
Manual transmission.
"Having a fantastic engine, and then a DCT/automatic transmission, just doesn't gel with me..."
Only 100 cars... and I'm sure they are all sold. Still... I have to wonder how high the price will be to cover the costs.
12,100 RPM redline. 
here's a random question - does the caliper placement have any effect on brake 'dive'? Like if the caliper is behind the center of the wheel like that the rotor spins 'up' through the caliper. Therefore if the caliper squeezes, the torque the caliper applies to the wheel is 'down' but the torque the wheel applies to the car is 'up'. I do understand keeping the mass of the calipers as close to the center of the car as possible, all else being equal.
Wondering if that is an actual effect or if it's imaginary or perhaps canceled out by something I'm not seeing.
Ian F (Forum Supporter) said:I have to wonder how high the price will be to cover the costs.
Aparently a little over $2M...Actually, more 'reasonable' than I expected.
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Robbie (Forum Supporter) said:Like if the caliper is behind the center of the wheel like that the rotor spins 'up' through the caliper. Therefore if the caliper squeezes, the torque the caliper applies to the wheel is 'down' but the torque the wheel applies to the car is 'up'.
Close, but not quite. The main force difference is in whether the wheel tries to climb up or down, as you note. But that's really resolved by the wheel bearing. The upright doesn't care which side the caliper is on, as it's the same rotational force being transferred into the suspension either way. Mostly it comes down to front steer vs rear steer packaging.
I love, love love this.
The choice to go manual only is really smart marketing. Make it different than every other supercar. It also means you have less focus on lap time comparisons, so you don't have someone saying stuff like, "the Senna is faster" or whatever. As for lap times, I can't imagine trying to drive something with this PWR on the track with an H-pattern manual. I guess you just leave it in 3rd most of the time and row some gears on the straights?
Between this and the Valkyerie, maybe 2020 doesn't suck quite as much anymore?
In reply to Driven5 :
I saw 2.5M GBP, so around $3.3M USD. Probably before bespoke options...
Robbie (Forum Supporter) said:here's a random question - does the caliper placement have any effect on brake 'dive'? Like if the caliper is behind the center of the wheel like that the rotor spins 'up' through the caliper. Therefore if the caliper squeezes, the torque the caliper applies to the wheel is 'down' but the torque the wheel applies to the car is 'up'. I do understand keeping the mass of the calipers as close to the center of the car as possible, all else being equal.
Wondering if that is an actual effect or if it's imaginary or perhaps canceled out by something I'm not seeing.
Caliper placement doesn't matter regarding brake dive. The caliper applies a torque to the upright which is independent to the suspension bump/rebound forces. It all comes down to packaging or aesthetics. In F1 they actually hang the caliper off the bottom of the upright to lower CG.
Asking the important question here: Will that engine fit in a Miata?
In reply to NickD :
Why would you want to put it in a heavier car:)?
In reply to STM317 :
because regardless, the miata is the answer.
If you have to ask how much that engine costs, it will not fit in a Miata.
I'll have to pass. Can't have my wife and son in the backseat making fun of me.
Shame. Guess the Veyron will have to do.
Harry Metcalf also has a video about the car on Harry's Garage: https://www.youtube.com/watch?v=NT8PMXCMrsM
love this part
BB: With purity of purpose in mind, and a 650 horsepower engine, why did you find the need to add the mild hybrid system for an additional 40 HP in V Max Boost mode? Is this a BAS hybrid style system? How does it work?
GM: No, there’s no mild hybrid at all. I’m sorry, it probably comes across wrong in the writing. What we’ve got, to save 20 kilos on the car of chassis and engine weight, we’ve got an integrated starter/generator which is driven by the front of the crankshaft. I wish I could show you the engine in true life, it’s the most beautiful thing, you can just imagine, because it’s got no belt-driven ancillaries on it at all.
It looks like a 1960s V12, it’s just block and cam covers and exhaust, inlet trumpets, full stop. And that’s because the ISG on the front does the work of the starter and the alternator. It generates 48 volts for the fan motor, which of course keeps that much smaller than a 12 volt one. And it also drives an electric compressor for the air conditioner.
The air conditioner on the F1 was rubbish, it never really worked. That had a belt-driven compressor on the engine, which at idle didn’t do very much at all, really. So um, I’ve been trying to fix all the things that didn’t work on the F1. Altogether that saves us about 20 kilos on the car and the engine. And of course, from a reliability point of view, you’ve got no belt-driven ancillaries at all on the motor.
and the fan in the rear:
This is much more sophisticated. This system is called ‘boundary layer control’ and it owes more to aircraft. And actually, it comes from the McLaren F1. I used two small fans on the F1, about six inches in diameter. And they removed the boundary layer from two small sections of the diffuser. The normal diffuser under the F1 was a gentle curve upwards like any other ground effect car. But I had two sections with very steep reflex curves that the air wouldn’t follow. And I just had this idea, I thought ‘Well, what if we remove all the boundary layer that’s breaking up into vortices, and force the air to follow that shape?’ and sure enough we got about ten percent more downforce. I ran out of time in the wind tunnel.
That got lost in the F1 story because there were too many other firsts. You know first carbon fiber, sitting in the middle, lightweight, all that stuff. So it sort of got lost. So I just logged that in my memory, and I thought if I ever get another chance to do another supercar, I’d like to expand that idea and make it interact with the complete diffuser under the car, so you’re going to need a fairly serious fan to do that. And sure enough, it works better than I imagined. We’ve beaten all of our aero targets on the car.
BB: I really enjoy hearing stories of extremely lightweight engineering. What is the component in the T.50 that you’re most proud of pulling weight out of?
GM: Wow! I think the pedals, and you know why? Because when we did the F1 I took it upon myself to draw a lot of the car and do all of the stress calculations for those parts. In those days we didn’t have a stress analysis department, the engineers had to do all of their own sums and they were by hand, usually.
So, I took the pedals on and I did all of the stress calculations, and I came up with this. For the clutch and brake a billet machined column if you like, the arm of the pedal, and then a little aluminium casting, very lightweight aluminium casting for the pads. And the throttle pedal was fabricated out of seven pieces of titanium sheet. And I stressed them, I did all the stress calculations, and they were very very light.
And then on this car I said to the young engineer who was working on the pedals, I said ‘Just have a look at a photo of the F1 pedals and do something pretty similar for me, because I’ll sit by you and help you, but you won’t get them any lighter’. And then that night I went home and I thought ‘Well that’s a bit defeatist.’ So I took the design on myself and I manged to get 300 grams out of the pedals with a redesign, and they look nicer too!
I thought about how the brake and clutch pedal need grip. And usually it’s a protruding feature. So, on the F1 for example, the cast pedal pads are as small as they can possibly be, but they’ve got little what I would call small moon craters sticking up in the casting for grip. And then I thought ‘Well, hold on a minute, what if you didn’t have something sticking out, and if you milled holes in the pedal but left the sharp edge on the edge of the webs between the holes’ All shoes have a leather or some type of rubber sole. They will press with the pressure you’re putting on the pedal, that will press into the holes and grip to stop your foot from slipping off sideways. So, you know, as we all know there’s nothing lighter than a hole. I’ve said that for years.
So that’s how we got the weight out.
BB: I think most people aren’t Nelson Piquet, but I get your point. So what is it about the H-pattern gearbox that made you want to go with that instead of, you know, something with paddles.
GM: Okay, I have a terrible admission to make. It was never going to be a DCT. My everyday driver is an Alpine A110, and it’s a beautiful little car, but it has a DCT gearbox, there’s no manual available. I just leave it in automatic, because a gearshift is such a non-event. It doesn’t involve you in any way, shape, or form. You’re pulling on an electric switch, and you don’t even know you’ve changed gear half the time. So it was never going to be a DCT, they’re big and heavy as well.
But, I do admit it wasn’t going to be an H-pattern. I was going to do a sequential manual.
I had a few people lobby me in 2018, because we announced this car at the end of 2017. We started conceptual work on it in September of 2018. And I had people come to me who knew I was doing the car and say more and more they had a big supercar collection and a classic car collection. More and more they were turning to their old 911 Porsches at the weekend to have a bit of fun, because the supercars were getting wider, bigger, difficult to see out of, and they all had these switch gearchanges and they just weren’t engaging enough.
And they asked me ‘Would I please consider an H-pattern?’ And boy, was that music to my ears! Because I was going to do a sequential manual, which at least gives you something you actually have to change gears, it gives you a lever. [Aside] We had one of those on the longtail McLaren GTR racing car. [Aside]
Um, so, an H-pattern is more engaging, of course. And if you get the gearchange right, there’s nothing more satisfying. You know, completing a really good H-pattern manual shift. So we had a, not a last minute change, but I had a change of heart just as we were doing the conceptual work, and we switched to a manual transmission.
^ I’ll admit I’m slow sometimes. I didn’t read too much until I got to the last post. I was thinking “GM” was Grassroots Motorsports. And I thought, “...wow the editors have really stepped it up a notch..”. Sorry.
There's nothing lighter than a hole
I'm gonna steal that.
Dude that is the essence of the purity- just an engineer's wet dream. I love the thought process. And then he stopped being the engineer trying to make record Nurbergring (sorry) times, and make a car that people would want to drive when he was stoked about the H pattern manual. berkeley do I hate that sports cars are all automatic now. It's not about lap times. It's about a well executed heel and toe... a throttle blip at just the right time. It feels so pure and good when you get it right. I could probably drink beers and dork out with this dude.
In reply to mr2s2000elise :
Definitely needs that sequential gearbox - and a hydraulic handbrake for maximum drifto action. I'd watch that!
In reply to Dave M (Forum Supporter) :
Dave M (Forum Supporter) said:Definitely needs that sequential gearbox
In the Harry's Garage video link above he touches on why he didn't go with a sequential.
This thing is pushing all my buttons. Except of course for that 3 million buck obstacle.
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