Gordon Murray's T50 will be the true successor to the McLaren F1

[MUSIC] Welcome to what I hope is going to be the most in depth longest form possibly film on the new Gordon Laurie automotive t 50. Now, I want to introduce this call to you with with a couple of Key numbers, and yet, they're probably not the numbers you're expecting because SUV car manufacturers, hypercar manufacturers introduced their cars with claims of naught 60, or top speed. And in some ways that's sort of been the way ever since the McLaren f1 which was not 63.2 seconds, tops p 240.1. miles now, figures that I can just recall off the top of my head because I was obsessed. With that car, but Gordon Murray never claimed any particular performance figures for the f1. That wasn't what it's about. And it's the same with the T 50. He hasn't given any performance specs for it. Power. That's also something that people are always sort of banging on about, but this is 650 brake horsepower, which a lot of supercars it's not worth even getting out of bed for these days. The numbers that are interesting 986 kilos, that's the weight of the T50, 986 kilos that's not even a dry weight, which is 957 kilos. The other number that's really caught my imagination and I think you're going to love this. It's not something I've seen quoted before. It's not Something that you'd usually find on a spec sheet. It's the response rate of the engine. Now it says a naturally aspirated V12, which is extraordinary enough itself in this day and age. The response rate is 28,400 RPM per second. So this'll rev to 12,100 RPM, which it means it will get there in 0.3 of a second. That blows my tiny mind and hopefully yours as well. So without further ado, let's go and have a chat to Gordon Murray about his tea 50. Gordon, thank you so much for talking around this. I almost don't know where to start. But let's start with the start with engine and gearbox because that is The heart of this and sort of from my experiences driving F1 that's the thing that sticks in my mind almost more than anything else. So tell us about this. Well right from day one, this was never going to be anything but na are never going to be anything but a b 12. Because when I did the F. Once we started it was going to be a four and a half liter Honda to start with. And then of course they pulled out at the last minute and BMW stepped in. And that's when it went to 6.1. I wanted it four and a half liters, actually, because I was plenty with an 1100 kilo car that was plenty of push. So instead of 550 horsepower, we ended up with. 620 something. So that was absolutely central to the design of the car, because for me, if you've got a drivers car, a supercar, essentially all the focus on driving and the driving experience, the engine has more than half the experience. It has to be, And you're just never going to get that with a turbo engine. And anything after the instantaneous throttle response at an F1 Scott was going to be a disappointment with a turbo engine. So that was central to everything. And obviously you set certain parameters for as you just said for that veto when you came to this one and Cosworth Whether certain benchmarks in terms of. [CROSSTALK] Yeah, definitely my favorite v 12 is the Colombo v 12. The Ferrari from this 60 was my time anyway from the 60s. And of course everybody's thinks about the GTO, the 250 GTO and I've driven that a few times. But all the 254 always had that Colombo three liter. And I just think, you know, in those days three liters in 60s was a big engine, you know? And I just had the sort of fixation almost on a 3.3 v 12. I could just see it in my head nice and clean and mechanical licensee. 50 alive. Yes. Yeah, exactly. And and then we did the sums and to get more push than the f1 on throttle response. The car would have had a 3.1 3.3 liter megapolitan would have had to been under 900 kilos. And we'd quickly did the sums with air calm and everything so that's not gonna happen. So we thought okay, let's turn it the other way around. Let's see how light we think we can make the car. So we did a really, really detailed mass try and we reckon we could get it down to 980. So then by this time we engage with Cosworth we chosen Cosworth so we reengaged with Cosworth instead, what sort of talker can you get? Much response can you get? What power can you get? And they came back and they said you need 3.94 liters, to be quicker than the F1 response time. And so that's how it was set. So it was never going to be a big engine. Yeah, so I read in the The response rate of the engine. Yes. 28,400 RPM. I mean, as an engineer I can't go there because the F1 well you've driven it. What was the F1? The F1, well I seem to remember about 10,000. [LAUGH] And that's double the turbo anyway and I said to Cosworth, there's a few targets here. The record for a road car is the Rocket, which is 11,500 for revs. But that's a bike engine. Yep, and it's a bike engine, so it's cheating really. We need to, valve springs 12,000, anyway, they came back very quickly and said yep, we can do that. And then I said, we need to better the response time because if there's one single thing about driving in F1 that people remember for a long time. It's the response and the noise. Yeah, that's it. Really forget the power. But it's the response to the noise. Induction noise. So they said, Okay, let's go away. And I've got a rather facetious email from about 18 months ago to say, as we think we've met your target beaten your target. How does 28,400 revs a second sound? And even as an engineer, I my head can't go there. You know, really can't go there. So the combination of 100,000 kilos and that engine pickup is going to produce something that no other road car has ever produced. And you talk about the noise, obviously, and I was just explaining, because obviously such a big thing of Their phones were sitting in the passenger seat and hearing their yeah induction was so the point you see with a central driving position you can push the driver forward to the front axle line which is about 250 300 mil further forward than a two seater car. So you'll drive it's ears all along way from the exhaust and on the F1 we didn't have any valving so it was had to pass the switch drive by test which I think was 73 decibel or something. So you were never gonna hear the exhaust. So I thought right you know induction sound. Lovely old web a carbureted front engine, 60s cars, you know, it's almost as good as he thought. And of course, this is just like the F1. It's got a ram induction box, straight down to the inlet valves. There's direct path. And with a very highly tuned engine, you get the valve overlap where you've got the inlet and exhaust open at the same time and you get quite a strong pulse coming back up. So this on purpose finishes right by the driver's ears. And what I did on the F1 I didn't have much time but I tuned the thickness of the roof. So the induction used the roof is a loud speaker so the noise was natural and there it just gets transferred into the cabin. But the great thing about that is unlike an exhaust, which is noisy, and it just goes up with the revs with the f1. It's all to do with throttle opening, same as this car so you can be cruising at 100 miles an hour on 10% throttle and it's relatively quiet but if you open the throttle in any gear to overtake somebody, you get this wonderful growl. And that's what I've done again except now we can take a lot longer to tune that sound and get it even nicer. The next one, go next, and it's going to gearbox- Okay As well. Extract is done Yes, I believe that's Yeah, they're great to work with both extracts. I think it's important that I wanted this to be a very British motorcar this time. So all the major suppliers are in the UK. And in fact, I think something like 90% of all the suppliers are UK based. And extract was a complete no brainer, rarely because They do a great work and they'd like Cosworth very good to work with and they got they absolutely got my mission for lightweight and packaging. So they've done a great job.>> And here box is lighter than one. Yeah, it's about, nine and a half kilos lighter and smaller. Then the F one box. And as Einstein the first five ratios are relatively sort of close and then sixes Yeah, that was a that was a problem I on the I was never interested in acceleration figures on the f1 and same again so I on purpose made a sort of an overdrive feeling six that wasn't overdrive because you could get top speed and sixth. I did that on purpose with the F1. So the car would just calm down. That's why I'm nought to 200 times so relatively slow because he changed from 56 and the resistance drop die. On this one we had another problem because Even having that gap with an engine revving to 12 at 100 miles an hour, it's still revving relatively high. So what we've done is they've packaged in space for a very over driven sixth gear which will be an option for owners. Right. So nobody's ever going to do top speed and don't people don't do the top speed. You know, I think the fastest I ever went in an f1 was 225. I've never ever been top speed. So that's something we're going to offer as an option. For owners, And obviously the the actual shift itself is Yeah, well, that's Yeah. I mean, once again, I've developed that transmission and the shift with Pete Wiseman in the States. And I can remember sitting out in his backyard amongst all the sort of beach buggies and Rusty helicopter wrecks and stuff. In an old Chevy seat, and with the cables and the gearbox but and we tuned it until it was pretty good and once the oil is warm and an f1, it was quite an off shift but this is another planet because this is all titanium. And of course, everything's moved on cable technology and we've made the gate change. very adjustable extract be very clever by having external adjustment on the prototype boxes. So when we're sitting and we've got a regal ready, when we're sitting tuning the gear change, we can change the 10 field, throw cross gate Live if you like so we should be able to get an even better gear change. I want that to be the best manual change on the planet. And what for you? Is that sort of what are you looking for? It's a mixture funnily enough, it's not as simple as you think it's the obvious ones are Lengths of throw Yeah And cross great angle, on the F1 only had a nine degree cross great angle which Formula One stuff when they had gear leavers. Yes.>>Just so the H pattern was less intrusive, difficult to get right.>> [LAUGH] That second just pleasing is it when you get it right,yeah, amazing. So. This one is going to have an equally it's going to have a quite a narrow cross gate 910 degrees probably the throw I will develop on the rig just to see what it feels like. But then the next thing is the actual feel of the detent. So going into gear and coming out With this gearbox, it's much more tunable than I had on the f1. So whatever we had on f1 within 10% plus, Yeah, This time I can get a detailed feel much better and then the last element is overcoming the synchro cones. The actual interference in a synchro cones. And one of the issues we had the gears was so big because of the six liter engine in those days, and the gears were relatively heavy, and we had to go to a triple cone synchro from first to second. So until the oil warmed up, it was a bit sticky. Once it got really over 90 or something, it was much better. We're working with Shell this time, on lubricants. And the synchro technology has moved on night and day from those days, from the 90s. And again, with tuning, with extract, I think we could get fill much much better. In terms of things moving on, brings me on to the next, because, let's talk about the. Festival, any 24 karat gold in the engine engine? Well, again, you see it's whatever's best. I mean this this car, once again, whatever is best if there's a hotspot that we can't fix, modern thermal protection material has moved on massively. However gold is still the best. So Where we can get away with the top quality stuff that's available now we will if there's a real hotspot, it will be gold again, that's it is just whatever is best basically the what I was actually going to was Chapada topic is carbon fiber has moved on. I mean, every survey, I run robotics,a lot of my combined knowledge comes from that because they're always talking about the land, resins and the different sort of units. So again 809 what salutely I mean, the the F one was pretty basic, I just whatever we were using in Formula On I just used on the FOM, I just I didn't experiment I didn't look at I didn't have time to look around and go, where's the next fibre? Can we modify the matrix, the productionization of the panels that was just formed one technology full stop, which actually was quite straightforward in those days, honeycomb everywhere. Now of course, I mean it's just moved on. We've got the whole body and chassis weighs 150 kilos, which is 50 kilos lighter than the F1. And the torsional stiffness is double. So that just shows and we're working with a British company again former Plex on the south coast. On the carbon fibre, everything really the chassis and the body. And they've been fantastic to work with once again. So we've picked people that really know the business and we've we've embedded people in their business and they've embedded people in our business in all the major supply chain so we get exactly what we want. And is there anything this or any other materials that have appeared since Jeff one that you've obviously hadn't been able to incorporate and allow you to do anything different with this? I mean>> Yeah, I think, yes, we've used more titanium, there's a better selection of titanium now, but actually what's allowed us to use different materials has been the analysis tools. Everything on the f1 was calculated by hand, including the tub and front crash structure was a handcuff. Now the analysis tools are so good. They allow you to use materials that you thought maybe we couldn't get away with by doing the stress work. You know, we've got a big analysis department in the company and I've got away with stuff. I mean, the pedals are a good example. I thought I couldn't get them lighter than the f1 and we've managed to get 300 grams out of them. And we got 800 grams out of the gear change. And that's all things that obviously, If you get the lightweight in that, then the the actual response of the pedal is every lighter. Everything goes. It's like taking the watch off your wrist when you you stay. It's all to do. Weight is just a designer's enemy and everything gets better with lightweight and you're right. It's not just a car. It's a component. It's the weight of the wheel, the inertia of the steering wheel. It's Lots of different things. And let's exhaust titanium. I'll see and suspension because I can see that Yep. Through the back here. For sure. See I've given up a bit of weight on a few things on the car and that's one of them because Rod operated rising rates suspension is heavier. Mm-hm. I think it's 2.5 kilos or 2.6 kilos heavier than conventional. But it's something you always. That this car produces more downforce and therefore not not a ridiculous amount but much more than the f1. And I did that just to manage the vertical wheel travel a little bit better. Mm-hm. So you know, rather than using up the wheel travel. Yeah. And in terms of that result of because the F1 has a very distinct fit. It's obviously a road car. And I always loved that sense of wheel travel, obviously had quite high profile tires compared to lots of other cars. Is this going to be the same sort of it is, I mean, these days, I'm working with Michelin in my opinion, the best Tire company around and I know some some ps4 is not on cup twos. That's right. So that's right and the low. These are low ish profile. They're not ridiculous but they're low ish. But now they are so good at tuning the sidewall That you can get away with a lower profile tire, you know, particularly when you've got like unsprung weight and the tires are massive because these are 235295 which for supercars relatively modest. So we're heading for absolutely A driving experience not just in performance but in comfort as well. So the car won't have a natural, high natural frequency, it'll be quite softly sprung. It's got passive dampers, no trick hydraulics or electrics or anything. You don't need it. I mean, we've benchmarked I've got an LP 9110 as a road car and we benchmark that for two months. And that car has nothing trick on it at all. It just does the basics right? And that's what this does. You know, you don't need all that stuff. You know, if you haven't, you got a two ton loaded car, you can't cheat physics you've got to start introducing role compensation and, and you know hydraulic suspension and stuff like that. One of the things you mentioned is unsprung weight and we'll see one of the things that I know you wanted to do with f1. But at the time was carbon fiber brake brakes. And this is sort of obviously>> Yeah, well, there's there's I mean, then yeah, they're now pretty much common. We locked in. We've got the next generation Brembo discs. Which should be very very good in this time. I've got a little bit of power systems on there as well. I did definitely had to push quite hard He did. Yes, absolutely. And there is some persistence on the steering visit just loads No, not rarely or the steering is designed Purely as a manual so we haven't cheated on the geometry. If you know you've got any sort of power systems or the design is cheap on the kingpin inclination, the caster angle, pneumatic trail, that sort of stuff, because you know the power system is going to overcome that and it makes the packaging of the brakes and the suspension much easier if you cheat. We haven't This is absolutely pure manual geometry. Well within my limits of the five parameters that make up the feel and feedback, but the f1 is a pain to park and maneuver. And, you know, that's what we fixed. So we've got a little bit of electric assistance and clutches in, It's not gradual, it just crunches in below a certain speed, which helps you park and then a clutch is out once you get above that speed and you've got pure manual spirit. And in terms of electronic systems, obviously Another thing is coming, ESP or ESC or whatever you want to call it that. Is quite an sort of has to be on the car. It's a legal requirement now. Yeah. So you have to, you have to have ESP. And with that construction control and you have to have abs. Yeah. I think the ABS To be honest, is a good thing. It doesn't weigh much these days. It did in the old days. It's quite a big box. No biscuit tin. But what we've done, we haven't cheated so the car will be signed off passively. So the balance of the car and the throttle control over the balance of the car will be done without any assistance at all and then we'll just add that. And it's 100% switchable. Yeah. So if you know what you're doing, you wanna have some fun, you can switch it off. It's not a grade, it just switches off completely. So, yeah, it should be pure driving experience. And in terms of As I suppose the other big question is sort of unknown. So from my mind is we haven't talked about.>> The arrow,>> The arrow, but yeah, there were fans on the f1. Which people? Yeah. I mean, people look at this as they go, Bing pd 46 beat not true. The 46 B was a very crude device. I mean, it was just a sledgehammer to beat Lotus. It was It was a vacuum cleaner. Basically it had skirts around the periphery, like a Chaparral, but unlike a Chaparral it was driven off the engine and it made tons of downforce. But did you think it would get banned when you designed it? Did you get banned? Not matter? Did you think it would be? [LAUGH] I thought it would upset a lot of people. But, I knew we had an argument with the rules because the rules were pretty clear, on movable era devices, and people knew it was a loophole cheat, but it was a loophole. And they said the letter I got from the CSI after they came to the factory and unsealed the truck in the car and measured the fan flow through the rather than through the back They got more air through the round and we designed Actually, I got a letter to say can run it till the end of the season but then we are changing the rules. So don't bother making another one already had another one on the drawing board. But this has nothing to do. You're right. You're absolutely right that this system is boundary layer controls quite sophisticated. And it was on the fly and I had two fans I think 121 40 mil buried in the flank here. And I had two small sections of the diffuser, very steep reflex shape that the air would never follow. And we pulled the boundary layer off and the air followed it and we got 5% more downforce and 2% reduction and drag. But we run out of time in the wind tunnel because we were stealing time from the Formula One team not popular. And but I love that in my memory and I thought if I ever do another one, I'd like to use that to help keep the rest of the car clean because this works so hard for you and the diffuser starts. Right here and the downforce all happens around here which is around the center of gravity of the car, which means you don't have to have big splitters out the front and spoilers and stuff. And flaps and holes and all these ducks that a lot of manufacturers Hollywood born in the wind tunnel, but they weren't. You don't need any of that stuff. So it's funny that the rear of the car is very, very technical. But it's the rear of the car that helps us keep the rest of the car clean. Ironically. Yes. So what it does is we have much deeper and much more huge diffusers that are above the driveshaft. And instead of being a gradual slope that the air sticks to, they just changed direction like that massive and of course the address doesn't follow that but we remove all the boundary layer, difficult fan to design because normally you design a fan for flow or section. This has to do both You need enough flow to remove all the boundary layer but then you get losses in the ducts. So you need a certain amount of suction as well. So the blade geometry it's fixed geometry blades. Right. But the blade geometry is such that it has to cope with flow and suction. But it gives us massive control over the car and more importantly from a fund point of view, it gets the driver better control. So depending on what the driver wants, there's four modes that are driver selectable and to that automatic. Right. And it just Yeah, I mean it's it works beyond my wildest dreams. You know, I had targets of increase in downforce on the braking For example, we wanted 50 to 70% increase, we got 100% increase in downforce when you jump on the brakes, and the algorithm we've written decide you're going quick enough to need arrow assistance. And that is because the fan interacts with not just the bottom surface but with the top surface with these two spoilers as well. So these, these can go up and down. And then in streamline mode we were aiming for an 8% reduction and drag and we've ended up with 12 and a half percent So the car ready to settles down, we stall in streamline mode we stall the diffusers. The fan takes the air from the top instead of the bottom. cleans up the top deck reduces drag these go to minus 10 degrees and we make an effective virtual longtail car. By filling the base auction with the fan exhaust, So, [LAUGH] And we get 15 kilos of thrust.>> [LAUGH] So it all adds up to a lot less drag. So the problem with all aerodynamic downforce on anything is that apart from racing cars, road cars, Is that in a straight, well actually even racing cars, in a straight line it keeps building up in square of the speed, and you don't want it. Right. Because you're using up valuable wheel movement and eventually you go into the bump stops and the car gets a bit scrully and stuff. So we can actually dump it when we don't want it, using the fan. And then we can have more when we wanna using the phone. So and we can have it at lower speeds, because we can tell the air to follow a certain profile So that you will actually feel it at Road speeds. Yeah, yeah relatively low speeds.>> Yeah. Might talk a bit more about designs walk down to the front one of the things on I noticed it's got a 48 volts started generate yeah so that's something I hadn't perhaps yeah that saves around 20 kilos on the engine needed 48 volts to drive the fan and the air conditioning and f-one was rubbish off with a belt driven compressor and the cabin exit. Wasn't big enough anyway on the f1. So, what the 48 volt generator does, it gives us 48 volts to drive the fan, and 48 volts to drive electric, air conditioning which is, independent of engine speed of course so that should work this time, but it also acts, as an alternator and a starter. So there's nothing belt driven off the engine at all which is fantastic keeps it nice and clean maintenance free. And it saves around 20 kilos. Yeah. Could you imagine how big a fan motor would have been 12 volts and it would have been a huge thing. Moving out to the front of the car. The you're saying earlier about the the extra sort of surface detail and sort of sculpting I think there were.>> just a few things we to be fair we signed the F one off in clay filters clay model in those days. So you don't really get to see the highlights until we cut it into two block, by then it's too late. Apart from a few wet and dry moving lines around, you can't change anything. And there were a few areas on the F1 that I wish I'd done slightly differently. One of them was to get a bit more valley through here. Another one was the The spine is about 50 mil too wide on the F1. Every time I see when it drives me mad, just it's not in proportion to the width of the car. And the deck was a bit flat and the deck the plan form of the rail was quite square. And I wanted to get a bit more muscle into this and a bit more highlights in shape generally and I think we've nailed it on this one. Just because of the tools we have available now, you can see the car much earlier in the process. You can see the final car and the final highlights. So, and also things like on the F1. To save money we use standard lamp units in our own little cassette truck lights on the rear, it was just the money saving thing, this time. We just pushed the boat out. We're working with a great company called White pack. And we've done the lamps from scratch with the latest generation of LEDs and got a complete focus on light pattern and throw. And, we've had a bit of fun Just there's such lovely mechanical things. I mean most people put the heatsink on the return air with the fan underneath. But it's a nice thing to look at so why not stick it in the top air, stuff like that. Having no memories of driving an f1 at night [LAUGH]- very useless there were certain things on the f1 it just didn't work aircon was one of them. Loading the luggage on the side was a pain. The lamps were completely useless, over 100 miles an hour, you couldn't see anything really. So we try to fix things too and break you know, with modern technology trying to make things that didn't work work this time and work better. And overall sizes 2015 Yeah, it's 30 mil 15 mil aside wider. That's all gone into the passengers. And it's about 60 mil longer, which is actually mostly the fan, because obviously the architecture and the layout are very similar. But it's still a very small car the overall footprint. If you multiply length by width is Porsche Boxster. So it's pretty small. Yeah. Should we have a look inside? Yep, absolutely.>>So the interior of this is so once familiar but different looks even more airy in there than with the f1 and screens. Is obviously a sort of the biggest modern update. Yeah.>> But they stay blank most of the time.>> They do and when the graphics do come up, they are white on black, very easy to read very clear, no fancy colors and flashes and all that rubbish. Absolutely just what you need The right hand screen is infotainment, so everything you would expect which is controlled from here. And the screen page is controlled from here the menu and the left hand screen is car information engine information and arrow information. So this top knob is the arrow Just for just for fun. One thing it does have in common with a bank or government bank, which had the pizza tube on the top, if you remember, and the pizza tube we measured static pressure and then the other end of the tube of that pizza went to the underside of the car. So we measured suction, and I went to breakage on airplane breaking john ball to altimeters. And because that's all it does, it just turns it into feet above the ground. We had a red zone I said to the drivers forget about all the numbers on the altimeter, there's a red zone in the green zone. Every time you catch a corner make sure you're in the green zone. If you're in the red zone, you broken the skirt you have to slow down 30 miles an hour, walk around the corner, basically And Nicky said he drove the whole race to stay in. He never looked at the instruments, it was over here, and he just stared at it, every corner. And this one, when one of the outside cameras has got a PTO tube in it, and the other transfuser is underneath. The venturi the diffuser area. So when you do something on the arrow of this screen, it will show you how much suction you're generating with what you've just called up. So just a bit of fun.>> Yeah. You mentioned the cameras. So you've got the TV screens which are in place of conventional.>> Yeah, we I shot myself in the foot of it. We weren't gonna have mirrors. But in moving the cabin a little further forward again. To get an even better view of the front wings, the four corners. It meant that the mirrors had to go from the back of the a pillar because we didn't get the sight angle right? To the front, which means the mirrors would have been right in front on top of the wing. And since the F1 they've gone up once or twice in size. And the car is so small when we mocked 3up the mirrors, they just look absolutely dreadful. They ruined the whole car. So we coughed up a few million and went to cameras. Which of course is a bit better for drag and looks and everything as well and and the system's bit lighter to funny. Yeah. And it's a very simple well as you say I noticed there are paddles like we're on the one back of the wheel. Yeah and once again they do hone in headline flash Nice thin rim, indicators here and the screen controls here and that's it basically. I can't be doing with these wheels that are full of little buttons when you're trying to drive quickly. Yes. Same as touchscreens there's not a touchscreen in sight. So one thing about the LP in the touchscreens in the middle of the car. And you got to deflect about 45 degrees to actually and then you got to study your hand and try and pick something up. I just I think touchscreens in a supercar complete, just, I think actually dangerous.>> And in terms of the dials there and the they're all the same before they. The tactile nature of bones. Yeah, we've got absolutely zero spindle shape or movements on these now and everything is machined from solid. And we've found a great switchgear company to work with. Just get the pedals a little bit lighter, the gear changes a little bit lighter. I wanted this eight millimeters diameter to titanium. But when I put a bit in the vise, you could actually feel a bit of movement in it. So we had to go up to nine mil but we still managed to save 800 grams on the gear change. And now everything's on display with this cantilevered hybrid structure with carbon and billet aluminium elementium we've got The mechanism on display, Which is beautiful [INAUDIBLE] The captain's just more airy. I mean the f1 is pretty lovely place to be. But we've made this a bit more easier to get in and out by losing these big beams past a driver. It's got a flat floor, the cabins a bit longer. It's a bit wider for the passengers and we We've now got an option of glass in the roof so it's a more airy place to be if you like. The other fancy forms obviously the hi fi system in there, which was Kenwood system, I think. Yes, and I'm assuming this hasn't still got a radio. Do you still have a, Now what, now this works now it doesn't instrument because we studied all the other manufacturers and they spent a lot of money developing their own systems. The problem with that is by the time they can't get produced systems pretty much out of date, what not that's not true. Some of the system is out of date. So what we've done is we've gone straight off your phone so there's a wireless connection to your phone. So everything you have on your phone and would expect in the car, sat nav, radio, music, whatever, works directly off your phone. And you pick up the menu here and you select. With this rotary knob here and everything works with your phone, so it'll never it will get automatic updates. So I've given it a little bit on that but it doesn't weigh much. We're working with a company a British company called artcam who applauded the Harman group and they've made top end British hi fi I've had the window came majority I've had their amplifiers. And they've never done a caste system before. And when I told them I'd like the system under six kilos completely, they wanted 10 loudspeakers and I think the F 100 For remember. But boy, not just the quality of the system is fantastic but they really rose to the challenge and it's coming at 4.35 kilos, the whole system. So that was brilliant. Gordon, thank you so much, I cannot wait to I can't wait to hear one I think above all else that is on Me too. Having heard the Have you heard the V 12 on the dyno, which is all a bit muffled and stuff and I can't wait to actually hear it coming through the roof of the car. Fantastic. Thank you so much, [MUSIC] So there we are. I hope you enjoyed that extended walk around of the T 50. I started this off by talking about numbers and different numbers. But hopefully what you've got from this is that this is a car that isn't defined by can't be quantified In Numbers, however extraordinary they might be, everything is done for a reason that I think at the end of the day comes down to feel the feel of that engine. The feel of the gearshift, the feel of the pedals, the response. And that's something that we're only going to be able to truly appreciate when we finally hopefully That's driving [MUSIC]