Gordon Murray T.50s Niki Lauda Looks Crazy Fast and Perfectly Balanced

Photo credit: Gordon Murray Automotive
From Autoweek
The $ 3 million supercar aims for road feel and balance, not crazy fast lap times.
The medium-sized V12 develops 701 hp naturally aspirated engine.
You can be obsessed now.
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هل لديك الجرأة على مقارنة مزايا فول الصويا الأمريك
يؤكد استعراض شامل حديث نشره طرف خارجي أن فول الصويا الأمريكي يتفوق على غيره الأنوحاع الأخرى من بيث.

If you've spent all of your youth and adult life craving a McLaren F1, forget about all of this. Start from scratch and dedicate yourself to your life and all of your time at work when you're supposed to look at spreadsheets and read HR lectures and drool over the new Gordon Murray T. '50s only 24 hours a day Niki Lauda. It will be time well spent.
The T.50s Niki Lauda is the pure super version of the already great T.50, except that designer Gordon Murray and Co. have removed even more weight from it, added even more downforce and given it even more power. Since it is only intended for driving on the racetrack, it can be lower, stronger and even lighter than the road car. This thing should be banned from all computer screens in any business that wants to do something different during the day. But wait a minute, we'll ban it later. For now, consider these salient points:
The V12 developed by Cosworth with a naturally aspirated engine and rear center develops 701 hp
It weighs only 1,878 pounds
It generates one and a half tons of downforce, almost twice as much as the car weighs
It has "Niki Lauda" in the name right there!
And unless you are one of the 25 happiest and richest potentates in the world, you will never own one! (Well some of you will, but for the rest of us we will just have these photos.)
Photo credit: Gordon Murray Automotive
Okay, let's go over some details.
First the name. Niki Lauda drove and won several Formula 1 cars designed by Gordon Murray, perhaps most famously in the BT46-B "Sucker Car", with a large fan on the back that literally sucked the car onto the sidewalk. It was so good that it was banned after Lauda won the Swedish GP with it that year. Lauda and Murray remained friends after the race. When Lauda died two years ago, Murray wanted to honor his friend by naming the car after him. How did he manage to get the rights to the name?
"I called the family and asked," Murray said.
Now to the car: It is based on a specially developed lightweight carbon fiber monocoque with carbon fiber wrapped around a honeycomb aluminum core. The body parts, which are all specially designed for the T.50 Niki Lauda, ​​are also made of carbon fiber. The windows and windshield are also lighter than the street version.
It rides on the same forged aluminum double wishbones all round, but the springs, dampers and stabilizer are optimized for the performance of the track. The ride height has been lowered by 3.4 inches at the front and 4.5 inches at the rear. So you won't be eliminating speed bumps.
The steering is the same as the T.50, but with a faster gear ratio. The brakes are taken over by the T.50 and offer a braking force of 3.5 g (buckle up). The wheels are forged magnesium and weigh only 13 pounds each. The aerodynamics produce 3,307 pounds of downforce at 200 mph. This vacuum fan is only used to clean the airflow on the underside of the body. It doesn't really suck the car to the ground, says Murray. The large fin is used for stability in hiding places, i.e. H. Slide sideways.
The 3.9-liter V12 with a naturally aspirated engine develops 701 hp. The car's power-to-weight ratio is better than that of an LMP1, says Murray. It is connected to a “tailor-made” Xtrac six-speed gearbox with immediate shifting that is operated via paddle shifts on the steering wheel. Since the gear ratios are designed for use on the racetrack, the top speed is “only” 200 to 210 miles per hour.
Photo credit: Gordon Murray Automotive
But enough specs box whining. We have about half an hour with Prof. Murray himself. Read here what the legendary designer has to say about his latest masterpiece.
Autoweek: If you were to switch from a McLaren F1 to these T.50s Niki Lauda what would you notice?
Gordon Murray: I think it would be night and day. I mean the power - 720 hp (hp) and 850 kilos for the start and an engine that is even faster in its response time than the F1 engine, and of course 12,000 revs. Not to forget 12,000 revolutions. I think it will be day and night. Its closest relative (in the McLaren F1 family) would be the 1997 long-tail GT-R.
AW: Which would you prefer?
GM: Well I would take 50 because I know the flaws in F1, I know where it wasn't so good, and we all fixed with 50 so I would take that. And for the ultimate track experience, I would definitely take that. As with the road car, we weren't interested in records or numbers here either, I'm not interested in lap times. The point here is, if someone had to have a single rail car, that would be it. And unless someone else builds an 850-pound car with a V12 spinning at 12,000 rpm, no one is going to get close to feeling like you're doing this on a race track conveyed. (It's) not so much the lap time, but the feeling.
Photo credit: Gordon Murray Automotive
AW: With a redline of 12,500 rpm, is all the power at the top of the tachometer? What does the torque band look like?
GM: It's not as good as the street car because we took off the variable valve timing to save weight and friction and reduce the height of the engine. Because that really only affects the car below 4,000 or 5,000 revolutions. And on the track, you're only around (those engine speeds) if you're really frolicking in the pit lane.
AW: So you're going to have it on the ground all the time anyway, you're not going to stop and go to a racetrack?
GM: That's it, yes, and we have a very tight gearbox. So I don't think the transmission will drop below 9,500 RPM when changing gears. Yes, you will always be up there.
AW: The vacuum fan doesn't pull the car down, it just smooths the airflow so that the car isn't really sucked onto the sidewalk.
GM: No, not at all, no. It is a boundary layer control device. We have a very, very aggressive diffuser shape that the air would never follow with a passive aero car. The fan removes all the dirty air, say, from the corner of the diffuser and forces the air to follow it (diffuser shape). This gives us a lot more downforce and efficiency from the underbody of the car as we can keep the T.50 road car surface so clean that we don't need the aero. On this car, we challenged ourselves to get more than 1,000 pounds of downforce, so you need obvious air. But the reason you can still see pretty much of the T.50 (in the T.50s) - the pretty shape that shows through - is because the sub-floor with the fan does so much for us. There are no different modes in this mode. It's just a high downforce mode. So when you start the car the fan is in high downforce mode, there are no valves, manifolds, or driver controls.
AW: Should we look at this? (Photos from Zoom meetings appear on the screen.) Orange?
GM: That's our legacy. My first racing cars were orange so we launched them in the heritage color in the 1960s. You see what I mean, there is still part of the road car coming through so the shape, the aero, is not destroyed. I am very happy with it, I have to say.
AW: It looks aerodynamically pure. And the front splitter is obviously different?
GM: Yeah, that's a much bigger sliver and the central part that the orange ribbon is in is actually an airfoil section that directs a lot of the airflow under the car to activate the ground effects. Then the three NACA channels on the nose, the middle one is the driver cooling and the two outer ones are the brake cooling.
AW: What is the purpose of the fin?
GM: It's very important. It's high speed stability when you're going into really fast corners. Almost every Formula 1 car has that too. It is more a matter of stability than a matter of downforce.
AW: Which air forces would move sideways behind the cabin? I always assumed that all the air was going back right now?
GM: Yeah, it's when you're driving in a hideout. If you exceed or exceed the limits, all four tires will slip at a slip angle in the direction the car is actually pointing. And then you get greed for a racing car. And that only helps to stabilize the car.
AW: And this wing is obviously different?
GM: The street car only has one spoiler that shows up. It doesn't have a wing. This delta wing is brand new for this version.
AW: Could a T.50 customer order one of these grand pianos?
GM: That's difficult because you really have to do all of the front aerodynamics to balance the car. And this car goes much deeper. A T.50 has a very good ride height so you can drive it in garages and over speed limits and other things.
AW: That shovel on the roof, how much air compression do you actually get from it? Is it like a compressor?
GM: Yes, 30 hp at top speed. That's what caught my eye with the (McLaren) F1 because I calculated that the top speed would be 237 mph, and we drove to Ehra-Lessien (high-speed test track) in Wolfsburg, Germany and went up to 237 and got the revs reached Limiter and the driver said it feels like it wants to go more so we turned off the rev limiter and it went to 241 and that was due to the RAM induction which I stupidly didn't calculate. You can see that the diffusers on this car are much larger than they are on the road car.
AW: Is that because of the lower ride height?
GM: Yeah, a little bit of that and a bit of the fact that we didn't have to develop the fan for a lot of different modes so we could optimize the diffuser shape just for high downforce.
AW: A buyer gets more than just the car, right?
GM: That's right, yes. Included in the price of the car, many of these companies, without naming their names, charge additional costs for technical support, additional fees for tools, mining equipment, and all sorts of things. We have what we call a track-side package that is included in the price, which is a daytime setup for the driver, the car is very adjustable in terms of chassis and aero balance. First of all, the driver is ergonomically adapted to the car, just like in a road car. And then we do a full day of balancing the car according to the driver. And we offer all types of muffler accommodations depending on what circuit you're running them on when they have a decibel limit. All the tools you need, the mining equipment, the jacks, the tank equipment, come with the car. Initial technical support is included in the price. When you buy the car it is a complete package.
Photo credit: Gordon Murray Automotive
AW: How important is the driver's weight in balancing a car like this?
GM: Fortunately, the driver on the T.50 sits pretty close to the center of gravity. And in this car we only have one passenger who is absolutely seated on the center of gravity. It's basically the landing gear balance. Spring speed change and some damping. There will be so little.
AW: Do you know most of the buyers for this car?
GM: Sure, yes.
AW: Does the passenger's weight disturb the car?
GM: Practically not at all, because the spring rate is so high in relation to the road car that there are hardly any differences in the natural frequency. And as I said the passenger sits absolutely on the center of gravity. So the balance doesn't change at all.
AW: Would most owners take a passenger on a racetrack?
GM: It's optional. We only have one extra seat and it's a free option because taking it out saves you another three and a half pounds. 3.8 kg. When you find someone brave enough to go with you.
AW: How does the car sound?
GM: The noise will be a lot more entertaining than Formula 1 cars.
AW: What's next for you?
GM: Project 2. We have to focus on what comes after T.50. With the last of these products coming off the line, we need something to shut down the production line. We're just starting work on Project 2.
He didn't tell us what Project 2 was. Hopefully not an SUV ...
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