You’ve probably heard the hype, but let’s be real for a second. Most modern supercars are kind of... boring. They’re digital. They’re heavy. They have more screens than a Best Buy and enough driver aids to make a toddler feel like Lewis Hamilton. Then there is the Gordon Murray Automotive T.50.
It’s basically a middle finger to the last twenty years of automotive trends.
Gordon Murray—the man who gave us the McLaren F1—didn't want to build a car that wins at Top Trumps. He didn't care about Nürburgring lap times or hitting 300 mph. He wanted to build the "ultimate analogue driver’s car." And honestly? He might have actually done it.
The T.50 is tiny. It’s shorter than a Porsche 718 Cayman but packs a 12,100-rpm V12. That's a higher redline than most Formula 1 cars from the early 2000s. It weighs less than a Mazda Miata. Think about that for a second. You have nearly 660 horsepower in a car that weighs 997 kg (about 2,198 lbs). It’s a power-to-weight ratio that makes a Bugatti Chiron look a bit portly.
The Fan That Isn't a Gimmick
If you look at the back of the Gordon Murray Automotive T.50, you’ll see a giant 400mm fan sticking out like a jet turbine. It’s not there for show. This is "active aerodynamics" taken to a level that would be illegal in almost every racing series on the planet.
Murray first did this with the Brabham BT46B "Fan Car" in 1978. It won one race and was immediately withdrawn because it was too fast. On the T.50, this fan isn't just sucking the car to the road; it’s managing the "boundary layer" of air.
Most supercars have huge, ugly wings to create downforce. The T.50 doesn't need them. By using that fan to accelerate air through the rear diffuser, the car can increase downforce by 50% or reduce drag by 12.5% depending on which of the six aero modes you've picked.
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There's even a "Streamline" mode that creates a "virtual longtail" by filling the wake behind the car with air, making it more slippery. It’s genius. It’s also incredibly loud, but we’ll get to the noise in a bit.
That Cosworth V12 is a Masterpiece
We need to talk about the engine. Most manufacturers just buy an engine from Mercedes-AMG or Audi and tune it. Not GMA. They went to Cosworth and asked for the lightest, highest-revving naturally aspirated V12 ever made.
The result is the GMA V12.
It’s a 3.9-liter unit that weighs only 178 kg.
The stats are genuinely hard to wrap your head around:
- Redline: 12,100 rpm.
- Responsiveness: It can rev from idle to redline in 0.3 seconds.
- Power: 663 PS (roughly 654 hp).
Because there are no turbos, the throttle response is instant. Murray famously said he wanted the engine to feel like it’s "connected to your brain." When you blip the throttle, the revs don't just climb; they disappear. It picks up 28,400 revs per second. Most car engines feel like they’re wading through honey by comparison.
And the sound? It uses something called "Direct Path Induction Sound." Basically, there’s a cold-air ram induction intake right above the driver’s head. As the revs climb, the carbon fiber roof acts like a speaker, funneling the raw V12 scream directly into the cabin. It’s not synthesized. There are no fake pops and bangs. It’s just pure, mechanical violence.
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Living With the Three-Seat Layout
Just like the McLaren F1, the Gordon Murray Automotive T.50 features a central driving position. You sit right in the middle. Your passengers sit slightly behind you on either side. It sounds cool, and it is, but it’s also functional. You have a perfect view of the apexes. Your weight is perfectly centered in the chassis.
Getting in is still a bit of a dance, but it's easier than the old F1 because the floor is flatter. Once you’re in, you notice something weird: no touchscreens.
Everything is tactile.
The knobs are milled from solid aluminum.
The gear shifter is a titanium linkage that’s completely exposed so you can see the machinery move.
The tachometer is a physical, analogue needle.
It feels like a high-end Swiss watch that you can drive at 200 mph.
Why the T.50 Still Matters in 2026
We are currently living through the death of the internal combustion engine. Brands are rushing to go all-electric, and while 2,000-hp electric hypercars are fast, they’re also heavy. They lack soul.
The T.50 is the "final word" on the petrol era. It’s a celebration of everything we’re about to lose: the manual gearbox (an Xtrac 6-speed), the naturally aspirated V12, and the obsession with light weight.
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Only 100 road cars were ever planned, and they’re all long gone, despite the roughly $3 million price tag. Production moved to the new GMA headquarters at Highams Park in Surrey recently, and deliveries have been trickling out to some of the luckiest (and wealthiest) enthusiasts on earth.
Practical Realities for the "Rest of Us"
Even if you don't have $3 million, the T.50 matters because it’s a proof of concept. It proves that:
- Weight is the enemy. You don't need 1,500 hp if your car weighs less than a ton.
- Analogue is better. Tactile switches and manual gears provide a level of engagement that a screen never will.
- Aerodynamics can be beautiful. You don't need giant wings if you understand how air actually moves.
If you’re lucky enough to see one in the wild—or more likely, hear it—pay attention to the downshift. That's the sound of the greatest mechanical era in history taking its final bow.
Keep an eye on the upcoming T.33, which is the T.50’s slightly more "civilized" sibling. It uses a version of the same engine but without the fan and with a slightly more traditional two-seat layout. It's the car for people who thought the T.50 was a bit too "track-focused," even though Gordon Murray insists the T.50 is the better daily driver.
To really appreciate what Murray has done here, look up the footage of the car at the Goodwood Festival of Speed. Listen to the engine at 12,000 rpm. It doesn't sound like a car. It sounds like a Formula 1 grid from 1995. That alone is worth the price of admission.