- Gordon Murray’s T.33 Spider uses the same 4.0-liter V-12 as the T.33 Coupe, revving to 11,100 rpm and making 607 hp.
- Its targa-style roof panels lift out and stow in the front luggage compartment.
- Only 100 will be produced, priced at $2.3 million at current exchange rates.
When Gordon Murray unveiled the T.33 supercar last year, he admitted that an open-topped version was part of his company’s model plans. Now we have the stylish proof in the form of the T.33 Spider. Only 100 will be built, each carrying a seven-figure price. We can expect the entire run to sell out shortly after ordering opens, so there’s no time to waste if you want to add one to your personal collection.
While the T.33 is less radical than the central-seat Gordon Murray Automotive T.50, it is still radically different from almost everything else in the supercar segment. Like the other GMA models, the Spider uses a mid-mounted, naturally aspirated 4.0-liter V-12 created and built by Cosworth in the U.K. It shares its peak 607 horsepower and dizzy 11,100-rpm redline with the T.33 Coupe.
The T.33 Spider will also be available exclusively with a six-speed manual gearbox. When Car and Driver spoke to Murray about the T.33 Coupe last year, he said he was planning to also offer an automated version of the same transmission, but that has now been reversed on the grounds that almost no buyers actually wanted to forgo a clutch pedal.
“It was an expensive mistake,” Murray admitted, when he showed C/D the new car at GMA’s Dunsfold factory in Surrey, England. “We started developing the gearbox with the Xtrac instantaneous shift and even had a working gearbox in a Lotus Evora prototype. We’d spent a fair bit of money on it—and then nobody wanted it!”
Murray confirmed that both T.33 Coupe and Spider will now be manual only, although he admitted it is possible that the instant shift system will be offered with the third car to use the T.33 platform, likely a track-focused variant. Spider and Coupe buyers will be able to choose between regular gearing and a longer-legged sixth ratio to make high-speed cruising quieter. Alternatively, they could just enjoy listening to that V-12.
Hatchback Practicality in a Supercar
GMA’s dedication to lightweight construction means the T.33 Spider doesn’t get a power-folding roof. Instead, it has a pair of targa panels that can be individually removed and then stored in the front luggage compartment. Doing this removes the ability to carry additional luggage there, although there are two rear-hinged storage compartments in the T.33’s rear flanks with a total of six cubic feet of space. Keeping the roof in place, or leaving it at home, gives the chance to accommodate an additional four cubic feet up front, delivering on Murray’s promise to combine supercar performance with hatchback practicality. There is also a power-operated rear glass screen behind the passenger compartment, which will enable occupants to sample more of the V-12’s soundtrack.
The car you see here is a late styling model that doesn’t quite reflect what will become the finished reality. Since it was commissioned, Murray says the decision has been taken to move the windshield header forward by another 4.3 inches. “Once we sat in the seating buck we decided it will be just a little too close to your head,” he said. Such flexibility is clearly one of the main advantages of owning your own auto company. Despite that, Murray said that the Spider’s aerodynamic performance will be almost identical to that of the T.33 Coupe.
Unlike the GMA T.50, which uses a fan-assisted ground effects system to create serious downforce, the T.33 has a gentler aerodynamic mission. It still has some clever ground effects, using low-pressure air drawn from the rear of the car to improve the efficiency of the hidden underbody diffuser. Murray says this will make a peak of 331 pounds of downforce at 150 mph, enough to improve high-speed stability but not to require excessively firm springs or dampers. As with the the Coupe, the T.33 Spider uses passive rather than active dampers and doesn’t even have a rear anti-roll bar. In terms of dynamics and performance, the two T.33 variants should be almost identical, with Murray saying the open-topped car is just 40 pounds heavier with a dry weight of just 2445 pounds.
The Spider Came First
“We actually designed the Spider first, as that is much easier to do than to take the roof off a coupe,” he said. “Our torsional target and bending stiffness targets were both for the Spider. The Coupe is slightly stiffer, but that’s bonus stiffness if you like.”
The Spider will also be the car used for the testing required to earn T.33 federal approval for sale in the U.S., a process which Murray said has cost an additional $34 million and which will involve sacrificing over 30 crash-test mules. That’s a serious commitment for a company of GMA’s modest size, but one that has been justified by huge interest from American buyers. Murray confirmed that exactly half of the 100 T.33 Coupes will be going to the U.S.
While the T.33 has been designed to avoid fussy styling or the aggressive aerodynamics common to modern supercars, there are many neat details. One is the way the exterior color comes into the cabin through a panel between the seats, something Murray says was inspired by the C1 Corvette. Another is the high-level air intake for the mid-mounted engine, which passes through the bodywork in an aperture that gives it clearance on all sides. That’s because it is mounted directly to the top of the engine and will move with it. “Like a shaker hood,” Murray says with a laugh.
Another option which we will only be able to imagine for now is what we’re promised will be an optional color scheme inspired by Murray’s love for vibrant Hawaiian shirts. We hope at least one buyer will order it that way.
The GMA T.33 Spider will cost $2.35 million, with the first deliveries due to begin in the middle of 2025.
This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.
European Editor
Mike Duff has been writing about the auto industry for two decades and calls the UK home, although he normally lives life on the road. He loves old cars and adventure in unlikely places, with career highlights including driving to Chernobyl in a Lada.
