Gordon Murray T.50s Niki Lauda ready for production and maybe the ultimate track toy

Faster than GT3, but built for driving pleasure

The final test took place in Bahrain because the circuit is exceptionally demanding on cars. Long straights, heavy braking zones and fast corners create maximum mechanical and thermal load. During the test, the T.50s achieved:

• 296 km/h top speed

• 2.7 G of lateral force through corners

• 3 G under braking

The fastest lap was 1:53.03, significantly quicker than the GT3 reference level on the same circuit. But according to designer Gordon Murray, that was never the goal. His philosophy is simple: build the lightest, most driver‑focused car possible, and speed will follow naturally.

Less than 900 kg and a Cosworth V12

The T.50s specifications read almost like science fiction:

• Weight: under 900 kg

• Engine: 3.9‑liter Cosworth V12

• Power output: 772 hp

• Maximum revs: 12,100 rpm

The engine sits behind the cockpit and is paired with an Xtrac 6‑speed gearbox operated via paddle shifters. And of course there is the most iconic element of the design: the central rear fan, inspired by Murray’s legendary Brabham F1 fan car from 1978. The result is an aerodynamic system capable of generating up to 1,200 kg of downforce.

A cockpit inspired by the McLaren F1

Just like the legendary McLaren F1 (also designed by Murray), the driver sits centrally in the cockpit. This not only ensures perfect balance, but also delivers a unique driving experience. It is a layout rarely seen in modern supercars and perfectly underlines what this car is about: pure driver engagement.

Only 25 examples

The T.50s is extremely exclusive. Only 25 examples will be built, and each car receives a unique name referencing one of Gordon Murray’s Formula 1 victories.

Production has already started in the United Kingdom, with all cars scheduled to be delivered by mid‑2026. As you would expect at this level, every example has already been sold.

AutoNext take: possibly the last true analogue supercar

In an era where supercars are becoming heavier and increasingly digital, the T.50s feels almost rebellious. No hybrid system. No massive batteries. No software‑led performance. Just an ultra‑light car with a naturally aspirated V12 revving past 12,000 rpm.

It is hard not to feel that cars like this will soon belong to the past. Emissions regulations, electrification and legislation are making projects like this increasingly rare. Perhaps that is exactly why the T.50s is so special. It is not just a hypercar. It may well be one of the last truly mechanical masterpieces of the supercar era.