Words Andrea Albertazzi / Photos Gordon Murray Automotive

Our story goes back to 1886, the year when Karl Benz patented the Benz Patent-Motorwagen, universally recognized as the first true automobile. In nearly one hundred and fifty years, the concept of mobility has undergone a natural and constant evolution, soon becoming a symbol of freedom—and therefore of enjoyment. Even in those black-and-white videos with approximate resolution and rather lively frame rates, one can already notice how our ancestors loved pushing beyond limits. The first competitions were born this way, along with the need to go faster and faster. Gordon Murray’s story draws heavily from that elite circle of names that have literally etched the most representative pages of the automotive world.

The South African engineer is in fact the man who, during the 1970s and 1980s, designed some of the most surprising Formula 1 cars, including the unforgettable Brabham BT46 and BT55. He later joined McLaren, where he remained from 1986 until 2004. It was during that period—1993, to be precise—that his opus maximum emerged, although it was actually a project conceived for everyday roads, intended to transfer the know-how developed on the racetrack and apply it to the infamous commute from home to work. Of course, the McLaren F1 also became a protagonist in racing, but its engineering substance changed the landscape forever. Supercars were no longer at the top of the food chain; the era of hypercars had arrived. And for a long time, the F1 stood alone.

This would normally be the moment for the inevitable love letter to the most famous three-seater ever built—but not this time. The reason is simple. The F1—copied yet never equaled—has finally found an heir to whom it can pass the sceptre. Founded in 2017 and with its first model officially launched in 2023, Gordon Murray Automotive is the brand enthusiasts had been waiting for. Because although we have meanwhile enjoyed extraordinary hypercars from Koenigsegg, Pagani, and Bugatti, the unmistakable signature of the master was immediately recognizable the moment he unveiled the T.50. We are not talking about a simple dream car, but another icon. Another fundamental chapter in the world of ultra-high-performance automobiles. Performance born from a maniacal search for innovative solutions—so much so that one might think Murray is not merely the “simple” godfather of hypercars, but perhaps a man who came from the future.

T.50

The T.50 is the car of a great and unexpected return. Here Murray brought together years of design experience to conceive what he calls the ultimate “driver’s car”—a vehicle in which every single element is subordinated to human-machine interaction and the pursuit of absolute feedback. At the heart of everything lies a naturally aspirated 3,994 cc Cosworth V12 that pushes the limits of mechanical physics in terms of revs and power. Official figures speak of approximately 650–663 PS at extremely high engine speeds (around 11,500 rpm), with a redline that—in some configurations—reaches 12,100 rpm, all while maintaining a dry weight below one tonne, a figure that translates into exponential agility. Take a breath.

The engine project deserves a chapter of its own: dual overhead camshafts with gear-driven actuation, four valves per cylinder, and an injection and intake system engineered to optimize filling and response at very high revs. All this with a 65° bank angle architecture capable of lowering the center of gravity and improving the mechanical integration with the chassis. The weight of the unit is surprisingly low thanks to material choices and the semi-structural use of the engine within the chassis-transmission assembly.

The element that makes the T.50 conceptually unique is its rear aerodynamic “fan”: an electrically powered 40 cm fan designed to enhance ground effect, increase aerodynamic load when needed (especially in corners and under braking), and reduce drag when the most efficient mode is selected. This solution, inspired by the historical experience of the Brabham BT46B, is not a gimmick to show off at the bar with friends but a functional device that expands the operating range of active aerodynamics and allows the car to be extreme without sacrificing straight-line efficiency. Figures speak of significant increases in downforce in the “high downforce” configuration and reductions in drag in streamline modes, allowing the T.50 to oscillate between extremely low-drag setups and others that glue the car to the asphalt like a single-seater.

The monocoque is made of carbon fiber and developed to achieve maximum torsional rigidity with minimal weight, while elements such as the gearbox and engine are structurally integrated to contribute to the overall strength of the assembly. The result is a declared weight of around 997 kg, a number which, combined with the V12’s power, delivers heart-stopping power-to-weight ratios.

From a dynamic perspective, the T.50 does not forget that it is a road car. We therefore find double-wishbone suspension, carefully distributed mass setup, and meticulous damper tuning so that the car communicates firmly and precisely with the driver. The relationship with the six-speed manual gearbox is deliberately synergistic; shifts are mechanical and carve the driving experience like an art form. Official performance figures speak of top-tier acceleration and maximum speed: it launches with aggression (0–100 km/h in roughly 2.8–3.0 seconds) and reaches top speeds exceeding 350 km/h, but these numbers are merely the frame. The real measure of the T.50 lies in the way it delivers this performance—fluid yet lethal when the driver pushes.

In construction terms, the T.50 is full of technical choices that scream “engineering”: anodized suspension components, lightweight linkages, composite materials, dedicated cooling solutions, and an architecture that favors ease of maintenance and accessibility to critical components. Even the ergonomics have been reconsidered. If the T.50 inherits the central driving position from the McLaren F1, it does so with a modern layout that does not sacrifice visibility or practicality for the sake of performance focus.

As for electronics and support systems, Murray chose to minimize their intervention: engine management is precise but never intrusive, stability controls intervene like a lifeline rather than a babysitter, and driving modes favor direct vehicle feel rather than shielding the dynamic behavior. It is a philosophical choice: fewer electronic aids mean more responsibility for the driver—and more satisfaction for those who truly know how to drive.

As a car intended for an extreme clientele, T.50 production is limited and prices reflect the artisanal and technological level of the project. But don’t think too long about it—they have already all been sold.

T.50s

The T.50s Niki Lauda is the extreme, track-focused version, where Gordon Murray and his team did not simply “strip down” the T.50 but reworked hundreds of components to transform the car into a circuit weapon.

The result is a massive weight reduction (over 100 kg less than the T.50) and an increase in power to around 772 PS, achieved through internal engine modifications, revised intake (12 throttle bodies and updated mapping), and a more aggressive compression ratio.

Aerodynamically, the T.50s is a different story—yes, it sounds absurd given that the baseline T.50 is already outrageous. You are immediately struck by the massive rear delta wing, updated diffusers, a front splitter, and adjustable panels working together with the constant-speed fan to generate enormous downforce. Official figures speak of hundreds of kilograms of aerodynamic load at top speed—values that in the extreme configuration reach astonishing levels.

The chassis has been revised with different geometries, reinforced suspension elements, and setups designed exclusively for track use, with shafts and linkages capable of withstanding repeated high-intensity loads. The braking system is upgraded to dissipate the far greater energy of track braking, while wheels and tires are selected to maximize contact patch and thermal resistance.

The T.50s is not a road T.50 with a big wing: every modification is designed to extract maximum lap-time performance while maintaining the GMA philosophy of staying as light and pure as possible. Every component sacrificed to the track carries the promise of a faster lap time—because anyone buying a T.50s does so knowing the car is a racing object. Period.

Technically noteworthy details include the Cosworth GMA.S 3,994 cc engine specification, slightly higher compression ratio, dynamic fan management at higher speed, and a different engine map delivering more torque in the rev ranges most useful on track. The transmission remains manual but reinforced for more frequent shifts and higher loads. Electronic systems are tuned for minimal but effective intervention, leaving space for the driver to interpret racing lines and throttle control.

In short, the T.50s is the emblem of engineering obsession applied to the racetrack: it is not comfortable, it is not practical for everyday life—and it makes no attempt to hide it. After all, you’ll be wearing a racing suit and helmet anyway. Only 50 examples will be produced, each named after a year and circuit linked to Sir Gordon’s career.

T.33

The latest introduction—at least for now—is called the T.33. It is the pragmatic and aesthetically pure answer to a question the supercar market has been asking for some time: how do you build a car that is simultaneously emotion, engineering, and real usability on the road?

Murray’s answer is simple: take everything you have learned, apply technology where necessary, and remove everything superfluous that weighs down the relationship between human and machine. The result is a two-seat coupé that resembles a sculpture in motion while hiding beneath its bodywork mechanics of rare sophistication.

Its silhouette is a masterpiece of proportions: short front hood, reduced overhangs, soft flanks, and a rear that descends gracefully toward the diffuser. But the T.33 is not only beautiful—it must also run fast. The bodywork is carbon fiber over an ultra-light iStream monocoque designed to maximize rigidity and minimize mass.

Power comes from a 3,994 cc Cosworth V12, an engine designed to sing at high revs without forced induction. The T.33 uses a variant of the V12 producing around 615–617 PS and screaming well beyond 10,000 rpm, with a torque curve engineered to be usable and lively from mid-range revs.

The engine itself is a statement of intent: lightness (about 178 kg), power density, and construction that prioritizes mechanical precision and direct throttle response. As expected, the standard transmission is a six-speed manual Xtrac gearbox—clear evidence that the T.33 is designed for drivers who want to actively participate in the driving experience rather than be amazed by cold electronics.

Double wishbones front and rear, coil-over dampers, and anti-roll bars complete the setup, while steering is a classic rack-and-pinion with electro-hydraulic assistance and adjustable wheel positioning. Everything is aimed at creating an instinctive sense of control and genuine mechanical feedback.

Compact dimensions—shorter length, wheelbase, and height than modern supercar standards—and a dry weight around 1,090 kg give the T.33 a power-to-weight ratio that rewards spirited driving as much as simply admiring it while standing still.

Aerodynamics prioritize efficiency over spectacle. Murray and his team avoided exaggerated solutions, favoring shapes that integrate airflow naturally and channels designed to cool components and generate downforce only where necessary, leaving the vehicle’s natural agility to excite the driver.

The interior is an exercise in sober elegance with a “less is better” philosophy: essential controls, high-quality materials, and ergonomics that enhance perceived quality. Practically speaking, the T.33 also introduces details suited for everyday life: well-designed luggage compartments (split between the front trunk and side spaces behind the wheels), climate control, infotainment, and extensive personalization options for fortunate buyers.

Calling it a compromise would be almost blasphemous. The T.33 represents the perfect meeting point between performance, aesthetic taste, and real everyday usability.

For those who love technical details: the T.33 features a 65° V12 with dedicated bore and stroke (81.5 × 63.8 mm in related versions), gear-driven double overhead camshafts, four valves per cylinder, and semi-structural engine mounting solutions that contribute to overall chassis rigidity. The chassis uses iStream technology with carefully positioned composite materials to optimize torsional response and stiffness.

It seems incredible how Gordon Murray’s mind continues to find a new and exciting path even where there appeared to be a dead end. From the exhilarating T.50, to the more civilized T.33—also available in a Spider variant—and culminating in the extreme T.50s.

The question arises naturally: what will the next step be?