Video Gordon Murray T-50: V12 4.0 N/A 663cv 986kg / T.50 Niki Lauda 725cv 852kg

Qué patá n la p*lla teviámeté

 

No tendré que explicarte por qué unos frenos de carbono no son para calle. No hablamos de carbocerámicos, ojo.

 

Tú dámelo a mí, que ya lo uso yo por la calle. Y si me estampo, ya nos apañamos con el seguro.

 

Ya, ya...

 

¿Por qué calle? por que USA, principal mercado de Aston Martin, no permite, expresamente, circular sin retrovisores...por motivos obvios.

 

Yo sigo con Pagani, este Zonda Barchetta V12 6.0 pesa 1.250 kg, digo yo que algo se le podrá rascar, no toméis los 1.000 kg que cita el artículo como cifra límite, si al final lo saca con 1.150/1.200 kg ya será un logro








Datos de su página: http://www.paganihistory.com/es/car/zonda-hp-barchetta

Zonda HP Barchetta

Tipo de producción :

Edición limitada

Tipo de tracción :
Tracción trasera

Materiales del chasis :
Fibra de carbono - Titanio

Materiales de la carrocería :
Fibra de carbono

Tipo de carrocería :
Biplaza barqueta

De calle :
Sí

Aceleración :
(0-100 km/h)

Indefinido

Velocidad máxima :
Indefinido

Disposición del motor :
Motor central longitudinal

Potencia específica :
640 cv por tonelada

Peso :
1250 kg

Dimensiones :
(l/a/al)

4440 mm / 2006 mm / 1014 mm

Distancia entre ejes :
2730 mm

Consumo :
(l/100 km)

Indefinido

Depósito de combustible :
Indefinido

Autonomía :
Indefinido

Motor
Código interno :
M120

Desplazamiento :
6l (5987 cm³)

Tipo :
Atmosférico V12 60º

Válvulas :
36 (3 por cilindro)

Potencia máxima :
800 cv (589 kw)

Par máximo :
850 nm

Rpm máximas :
Indefinido

Potencia específica :
134 cv por litro

 

Y ya los carboceramicos dan sustito cuando llueve y hace frío..... los otros que hay que hacerlos funcionar a “chorro grados” buffffff al final me veo frenando como en la vespino trucada, a 1000m de la rotonda para que vayan pillando temperatura y pueda frenar de verdad al llegar.
De todas formas han dicho en algún lugar que el coche se pueda matricular?? No es un factor imprescindible para esas cosas. Ya lo han hecho más marcas, unidades que van en camiones para que los clientes de pasta se acerquen a los circuitos a disfrutar de las bestias. No sería como el F1 pero a los potenciales compradores les puede valer.

 

c**o eso ya pesa este con su climatizador y su tapicería picnic

 

Eso sí, lo dicho, coger un coche de Le Mans, "urbanizarlo" y ponerle dos asientos.

 

Urbanizarlo, pero poco. Ya veremos cómo va la cosa.

 

Maquillarlo, pa entendernos.

 

De momento, prepárate para el TVR Griffith.

https://www.bmwfaq.org/threads/vuel...-250-kg-y-cambio-manual.932289/#post-16434626

 

Quizás la reducción de peso este basada en el diseño topológico

 

Commmorrrrlllll?????

 

Hablando del Valkyrie, ahora voy entendiendo lo de catamarán






Aquí un vídeo. En el minuto 5 es cuando se sube al coche.

 

No va a pesar poco...si no hay coche, c**o!!!! Amos....no me jodas. Ahora intenta meterte dentro ...y salir de ahí... que ya verás. Yo he visto y toqueteado el coche y, aparte de realmente difícil de mirar, para las pelis ciencia ficción está mu bien, eso sí. Eso no lo homologan en un Crash test ni en Sierra Leona.

Otra cosa.... la marca está anunciando que mejorará los tiempos de un F1.... ¿estamos tontos? ahora resulta que la calle está llena de Ayrton Senna reencarnados ¿Alguno sabe lo que hay que hacer para que unos frenos de carbono cojan temperatura? El 100% de los participantes de este foro no sabría frenar con un Super Trofeo, con frenos de fundición, que son los que llevan... ahora os ponéis a frenar con un equipo de frenos que sólo se usan en Le Mans prototipos y F1.
Yo cada día estoy mas tonto, de verdad.

Este coche lo conocí yo hace dos años justos. A ver lo que definitivamente ponen en la calle. De momento solo hay ese construido. Porque un coche de 3,5 millones de pavos, para meterlo en un camión para ir al circuito….no sé, por ese precio hay F1 de temporadas atrasadas.

 

Básicamente cuando ya un tipo te dice “climb” para entrar la cosa pinta mal. Además hay que poner las chanclas en tu fina capa de Alcántara para intentar acceder.
Yo no podría. La postura es totalmente absurda una vez sentado. No ves un pijo con ese pilar ahí......... vamos que aunque fuese homologable no se puede usar. Es un absurdo para circuito y, para eso, plaza central y al carallo.

 

Lo del Valkyrie aquí no tiene nada que ver, ya tiene otro hilo en el que se comenta todo lo que queráis: https://www.bmwfaq.org/threads/aston-martin-valkyrie-podria-ser-tan-rapido-como-un-f1.951865/page-2

Aquí está metido Gordon Murray y por eso tiene morbo lo que pueda sacar, además del "sucesor" del F1 y el TVR Griffith, está preparando otro bicho más asequible, como un Lotus Elise pero usable a diario, con techo, fácil de entrar y salir, climatizador, navegador, airbags... por menos de 50.000 leuros, menos de 850 kg y unos 215 cv de un tricilíndrico turbo Ford
A Murray le obsesionan los coches ligeros, ha tenido unos 35 coches de menos de 800 kg: Austin-Healey Sprite, Lotus Elan, Elites, De Tomaso Vallelunga, Fiat-Abarth 750 Zagato... Recientemente se hizo con un Lotus Europa, usa para ir al trabajo un Lotus Elise y también usa a diario el nuevo Alpine A110

Gordon Murray's Affordable 215-HP Sports Car Will Weigh Less Than 1900 Pounds

The McLaren F1 designer gave us a rundown on his new mid-engine sports car.

BY CHRIS PERKINS
MAR 6, 2019

GORDON MURRAY DESIGN
Yesterday, we told you that the McLaren F1's creator, Gordon Murray, is working on a successor to the iconic supercar. But his other mid-engine car project is equally exciting for different reasons. Announced back in 2017, Murray's new IGM car brand is developing an affordable lightweight sports car, currently code-named T.43 (teased in the image above). At the Geneva Motor Show, we caught up with Murray to get a rundown on the project.

The headline figures: weight under 1873 pounds (850 kgs), 215 hp from a Ford-sourced turbocharged three-cylinder, a manual gearbox, and a base price of under £40,000. Sounds pretty mouthwatering, huh?

"I'll tell you what it is. It's a Lotus Elise, but usable every day," Murray said. "You can get in and out. It's got a roof. It's got air-conditioning that works, sound system, sat nav, airbags...

"It's a market segment that's not just underpopulated, it's virtually empty at the moment."

Really, the only other thing sort of like the T.43 is the new Alpine A110, but that starts at around £47,0o0 in the UK and weighs in at 2314 pounds, according to Murray. He's actually using one as his daily driver right now. "If it was 100 mm narrower, it would be the perfect car," he said.

So how does Murray plan on making his car so light? It's all down to his iStream design technology. For the T.43, Murray will employ iStream Superlight, a construction method that combines an aluminum tube frame with recycled carbon honeycomb chassis panels.


GORDON MURRAY DESIGN
Murray developed iStream as a low-cost lightweight chassis design concept, first for a city car, and later for sports cars. Yamaha licensed it for its Sports Ride concept of 2015, and TVR is licensing a version of it for its new Griffith. Murray set up IGM to build the T.43 mainly as a way to highlight iStream technology, and he's hoping the car will help attract more licensees.

[For] some of the car business we'll be making just limited runs of cars I want to do. The other half, we'll be developing a platform which is for license. So this is a sort of platform we are funding. So we'll finish it to a running car with our styling, our interior, our everything. But alongside that, we develop the two volumes, which have got all the engineering work. So, already the torsional stiffness and static bending, the crash events, the factory design to make 5000 to 10,000 a year, the business plan, imports, everything done.So if somebody comes along and they go 'We love that. Actually, we don't want that motor. We want it 50mm wider, 100mm longer.' Not a problem.
Murray's T.43 will be quite small. It'll be around 13 feet long and about 5.5 feet wide. And though it only has 215 hp, Murray points out that it's so light, it has the same power-to-weight ratio of an outgoing 911 Carrera S. "A 2.0-liter motor on that would make it a super car, you know, at that weight," Murray said.

And because it's so light, the T.43 won't need big tires. Murray's actually disappointed because he wants a 175-width tire with an 18-inch wheel for the front, but no one makes that yet.

Murray's obsessed with light-weight cars. He estimates he owns 35 cars that weigh in under 1763 lbs (800 kg), including an Austin-Healey Sprite, two Lotus Elans and Elites, a De Tomaso Vallelunga, and a Fiat-Abarth 750 Zagato among many others. He recently picked up a Lotus Europa and he's quickly become a fan, and he commutes to work in an open-piped Lotus Eleven. As you do.

While his successor to the F1 will only come to the US on a Show & Display exemption, Murray wants the T.43 to be sold everywhere. It also won't be a three-seater like the F1, and the new supercar he's working on. He's confident it'll have no problem meeting US Federal safety and emissions standards.

Murray didn't say when we'll see it, but we're hoping soon. It sounds 100 percent up our alley.

 

Copon, si que pesa un asiento, si.

 

El superdeportivo T.50 de Gordon Murray tendrá un V12 atmosférico capaz de subir hasta ¡12.100 rpm!

Hace ya mucho tiempo que el conocido diseñador Gordon Murray, artífice del McLaren F1, anunció un superdeportivo de altos vuelos que tomaría las bases de aquel a nivel de ingeniería y, por fin, ha adelantado algunos detalles de su T.50 Supercar, que montará un espectacular motor V12.

Se trata de un superdeportivo de motor central trasero y tracción trasera, con un puesto de conducción central como el del F1 -y dos asientos laterales por detrás-, un peso de apenas 980 kilogramos, caja de cambios en H y un bloque de doce cilindros y giro rápido desarrollado en colaboración con Cosworth que promete subir de vueltas más que cualquier otro motor de calle.

Este nuevo propulsor 4.0 litros V12 atmosférico, capaz de alcanzar las 12.100 rpm, será según Murray el de mayor régimen de revoluciones que se haya equipado nunca en un coche de producción. Hablamos de una potencia de unos 650 CV y un par máximo de 450 Nm (¡1,51 kg/CV!). La cilindrada es de 3.980 cc, aunque Murray lo denomina 3.9 litros, y la lubricación es por cárter seco.




A cargo de la transmisión queda una caja Xtrac de nuevo desarrollo, en H y de seis velocidades, en lugar de las habituales cajas de doble embrague de los supercoches modernos, junto a un diferencial autoblocante.

Los frenos, por su parte, son carbocerámicos (de nueva tecnología, según la empresa británica), y la suspensión es de triángulos superpuestos en ambos ejes. A pesar de todo, Murray anuncia que se trata de un modelo apto para el día a día, y no una radical bestia solo para circuitos.

Muy rápido, ligero... y también caro y exclusivo
Gracias a su monocasco de fibra de carbono y a muchos componentes en pro de la ligereza, el T.50 Supercar pesa menos que cualquier supercoche actual, según la compañía. Tanto el motor como el chasis o la carrocería -de composite- se fabrican en Reino Unido, así que hablamos de un auténtico superdeportivo británico, que además será bastante compacto, con 4,38 metros de largo y 1,85 metros de ancho.



También tendrá una aerodinámica activa más avanzada que cualquier coche de calle, ¡con un ventilador de 400 mm para conseguir efecto suelo! -como el Brabham BT46B-. Esto evita tener que recurrir a grandes alerones, por ejemplo, y así mantener la pureza de líneas de su diseño. No obstante, Murray dice no tener ninguna intención de buscar récords de aceleración o velocidad máxima con este coche. El objetivo principal es ofrecer la mejor experiencia de conducción posible.

La compañía de Murray -él mismo ha diseñado el coche por dentro y por fuera, y también a nivel técnico- producirá únicamente 100 ejemplares de este T.50 Supercar, y cada uno tendrá un precio superior a los 2 millones de libras (unos 2,25 millones de euros) antes de impuestos. Las entregas están previstas para principios de 2022.

https://www.youtube.com/watch?time_continue=16&v=o3dJciP5yP8

https://www.motorpasion.com/superdeportivos/gordon-murray-t-50-supercar

 

No se, no pinta todo como demasiado fantastico?

Veremos en que queda la realidad y si todas esas cifras no son únicamente objetivos difíciles de alcanzar

 

Pues si que es difícil de creer, pero si hay alguien en el que podamos confiar es en el padre del F1. Dice que el proyecto está muy avanzado en cuanto a definición, tampoco se ha aventurado a dar prestaciones o el downforce.

Me parece una patada en la boca a todo el panorama actual, y enfocándose en tecnología punta y abriendo camino de nuevo desde el prisma del conductor purista. Este tío quizás sea el último bastión que le queda al automovilismo deportivo más auténtico, el concepto de coche perfecto para Gordon es básicamente el que defiendo habitualmente, la última vez en el post del Ferrari SF90 lo dije, que a pesar de salivar por sus prestaciones preferiría un coche de 1000kg y 500 o 600cv de tamaño contenido a esa bestia enorme, recargada y pesada por mucho que acelere. Es que además tienen que derretir los neumáticos en cero coma.

 

First details of the Gordon Murray Automotive T.50 hypercar revealed
JORDAN KATSIANIS
6 JUN 2019

New V12-powered, rear-wheel drive, mid-engined supercar – with a manual gearbox – from the man behind the legendary McLaren F1

Gordon Murray has revealed details of his-generation car, a carbonfibre-tubbed supercar with a naturally aspirated V12 engine that powers the rear wheels via a six-speed manual transmission. It’ll seat three people, with the driver in the centre, and it’s promised to be the purest, lightest and most driver-focused supercar yet. Of course, it’s not 1992, so those attributes do not belong to the McLaren F1, rather its true successor – the Gordon Murray Automotive T.50.


One might mistakenly think that this is a purely nostalgic exercise, but Murray’s decision to eschew hybridisation, dual-clutch transmissions and even turbocharging is not for tradition’s sake, rather because of his continued desire to create his idea of a true driving machine. As a result, the headline figures are perhaps not quite what one would associate with a modern hypercar, with that V12 destined to produce ‘just’ 652bhp and 341lb ft of torque. But in the same way a Patek Philippe is less ‘useful’ than an Apple Watch, it’s the way those numbers are delivered that is key.



The engine is bespoke, designed and produced by Cosworth to a specific set of benchmarks set by GMA. The 65-degree V12 will be naturally aspirated, displace 3980cc and rev to a startling 12,100rpm (1000rpm more than the 6-litre unit being developed for the Aston Martin Valkyrie, also by Cosworth). The power unit will be rigidly bolted to the rear of the carbonfibre tub and will act as a stressed-member part of the chassis, much in the same way as a Ferrari F50’s engine, not to mention the Aston Martin Valkyrie’s.







The six-speed manual gearbox is another bespoke commission, this time designed and built by XTrac. As in the McLaren F1, the traditional manual gearlever will sprout from a console to one side of the centrally mounted seat. In total, the T.50 is said to weigh just 980kg – a reduction of more than 150kg compared with the F1, and around 700kg less than the recently revealed Ferrari SF90 Stradale, which might be considered a more typical modern hypercar.


A unique feature of the T.50 will be its use of technically challenging ground-effect aerodynamics. A 400mm fan mounted in the tail of the car will essentially ‘suck’ the T.50 to the ground by drawing air up into the bodywork from underneath the car and accelerating it out the back. This approach to downforce production means the car can go without large wings and spoilers jutting into the airstream, and the drag penalty that’s associated with them. This technique was first seen on Murray’s Brabham BT46B Formula 1 car in 1978 – and was banned after just one race – but here it will work in conjunction with sophisticated underbody management to trim and manipulate the airflow when needed. Fine-tuning of the set-up will be completed in a windtunnel borrowed from an unnamed F1 team.


Like the McLaren F1 that came before it, the GMA T.50 will also exploit its three-seat packaging to make it a more practical proposition than you might expect. Exceptional visibility is key, while the ability to carry two passengers and luggage are further benefits.

Production is scheduled to commence in 2022, with a total build run of 100 units, each costing £2million (plus local taxes). How can a car – especially one with such modest outputs by today’s hypercar standards – possibly be worth that amount of money? Because it’s an exercise in engineering that even Gordon Murray himself is calling the last ‘true’ supercar, and a car that promises to excite, inspire and thrill like no other. Given the changing ecosystem around us, we have plenty of reason to believe that its impact will not fall short of the F1 that came before.
https://www.evo.co.uk/news/22743/first-details-of-the-gordon-murray-automotive-t50-hypercar-revealed

 

Under the skin: How Gordon Murray's T.50 V12 will peak at 12,000rpm
The McLaren F1 successor's 641bhp Cosworth-designed V12 will be the highest revving production engine ever made

• 24 June 2019

Someone posed the question the other day whether Gordon Murray’s new McLaren F1 successor, the T.50, was a step backwards to simpler times.

In fact, the new supercar achieves the objective of high efficiency in every department without resorting to complex technology but by returning to basic principles. The T.50 is so light, at 980kg, that Murray can get away with a naturally aspirated engine without being forced to use turbochargers and downsizing for efficiency reasons. The weight saving triggers the virtuous circle that is generally so elusive because the spiralling size and weight of cars usually prevents it.

Murray’s bespoke 3.9-litre V12 engine needs less low-down torque than it would for a much heavier car so the focus can be on power. Power is essentially torque multiplied by engine revs. Up to a point, the faster an engine goes, the more torque-generating combustion events happen per minute, so the engine does more work. The T.50 engine revs to more than 12,000rpm, said to be the highest revving to date in a production car, and on the way will peak at 641bhp. The engine will have variable valve timing (VVT) to overcome the problem all combustion engines have of working well at both low and high revs. Most modern engines have it, but it’s essential if very high-performance engines like this are to remain drivable at all speeds.

Valves are opened and closed by camshafts – shafts running at half engine speed – with carefully shaped knobs set along the length (cams), one for each valve. The shape or ‘profile’ of the cams controls how much a valve opens, at what rate (suddenly or more slowly) and, crucially, when it starts to open and close. By opening valves for longer, there’s time to get more fuel and air in and exhaust out at high revs, where the big horsepower lives. The problem is that at low revs, the engine won’t run properly, because with so much time on its hands, fuel and air goes in one end and straight out of the other. Time is of the essence for a combustion engine: time to draw air into a cylinder, time to mix the fuel with the air and, surprisingly, the time it takes for the fuel to burn completely in the combustion chamber. That part might seem instantaneous but it isn’t. Petrol engine combustion is a fire, not a detonation.

It was virtually impossible to have the best of both worlds until the arrival of Honda’s VTEC system, which switches between two different camshaft profiles, for high-revving power and low-down flexibility. The simplest and most common form of VVT is cam phasing, which progressively rotates a camshaft forwards or backwards in relation to the crankshaft, varying the timing of valves opening and closing but not the amount the valves open (valve lift). Exactly what sort of VVT the T.50 engine has is yet to be revealed, but whatever system it uses, it will exploit the basic need for VVT to achieve a successful marriage between drivability and outright, brutal power.

A 1960s masterpiece



At a smidgen under 3.0 litres, the naturally aspirated Ford Cosworth DFV V8 Formula 1 engine of 1967 is still considered a masterpiece today. Weighing just 168kg, it produced 408bhp at 9000rpm but maximum torque of 270lb ft was at a heady 7000rpm. By 1987, in 3.5-litre DFR form, it was producing 595bhp at 11,000rpm.