Gordon Murray reveals T.33 supercar

Engine and Transmission

Like the T.50, the T.33 has at its heart the 3.9-litre Cosworth-developed GMA V12, reconfigured to offer better all-round and road-oriented performance than the extreme original. Virtually every aspect of the all-aluminium engine has been reworked with modified cylinder heads, new camshafts, valve timing, mapping and cooling systems.

Of course, less extreme is all relative in the context of the T.50, and the engine, distinguished by its bright yellow cam covers, still redlines at an astonishing 11,100rpm, just 1,000 revolutions per minute down on the original. Fed by a ram air induction it produces 615PS (452kW) and 451Nm (333lb ft) at 10,500rpm and 9,000rpm respectively. In the interests of accessible performance three-quarters of the torque is available at just 2,500rpm and 90 per cent of it on tap from 4,500rpm to 10,500rpm. Weighing just 1,090kg this means an astonishing 564PS (415kW) per tonne, better than the McLaren F1.

In keeping with the analogue ethos of Professor Murray’s previous cars from the McLaren F1 onwards, the T.33 comes as standard with a six-speed manual gearbox developed from the T.50’s unit by Xtrac. As an option the same gearbox can be had with Xtrac’s Instantaneous Gearchange System, or paddleshift actuation to you and me.

Chassis and styling

As before the engine and gearbox are semi-structural, integrated into the car’s carbon-fibre monocoque and carrying all the traction, braking and steering forces. With a Formula 1-type safety cell, lightweight front and rear double wishbone suspension and carbon-fibre panels, the T.33 is a lightweight even by supercar standards, saving an astonishing 300kg over an ‘average’ supercar according to GMA. This low weight sees the T.33 rising on relatively modest Michelin Pilot Sport 4S rubber – 235/35 R19 front, 295/30 R20 rear – with stopping provided by Brembo carbon ceramic discs with six-piston front and four-piston rear calipers.

The styling of the T.33 will doubtless bring to mind many of the more beautiful and famous GTs and supercars of the past because of its utter simplicity, lacking the scoops, wings, vents and other body addenda which have become the stock in trade of almost anything mid-engined these days. GMA credits the simple elegance of the two-seater, with its snub nose, sharp crease running long the front and rear wings and floating round taillights to a focus on a new generation of ground effect aerodynamics called Passive Boundary Layer Control (PBLC).

The PBLC system uses ground effects channels under the car and a diffuser with a specific boundary layer removal duct to create an aerodynamic package some 30 per cent more effective than a conventional supercar. In fact the only element familiar to current supercar owners will be the active rear spoiler which deploys at high speeds and can also add aero assistance to the car’s braking system.

Interior

Unlike the McLaren F1 and the T.50 the T.33 is strictly a two-seater and continues the dedication to analogue motoring enjoyment. Refreshingly free of touchscreens, the T.33 even lacks columns stalks with the indicators operated by buttons mounted on the carbon-fibre steering wheel. All other controls are equally manually operated via machined aluminium controls.

The intent of the car is clear from the 120mm diameter rev counter slap bang in front of the driver and flanked by a brace of information screens. At least in the press shots the adjustable carbon driver’s seat and the door panel is a different colour to the rest of the interior. That seat will be tailored to the owner using an ergonomic seating buck while GMA’s Special Vehicle department can deliver pretty much anything an owner’s imagination and bank account can envisage. An SVS sports pack is also on the options menu although what that involves is not specified. Priced at £1.37m plus taxes the T.33 will be limited to a production run of 100 examples.