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 and is powered by a bespoke mid-mounted normally aspirated 4.0-litre V12, built by Cosworth, producing around 650bhp.
The engine revs to 12,100rpm, with a 12,400rpm hard limit, which will make it the highest-revving road car engine yet built. Experimental versions are running at full speed on the dynamometer and said to be producing exhaust notes whose quality very much matches the high output.
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.