**The T33: A Promise of Analog Driving Experience**

When it comes to supercars, few models have generated as much excitement and anticipation as the T-50. Its unique design, exceptional performance, and attention to detail have cemented its place as a benchmark for high-performance vehicles. Now, with the introduction of the T-33, the team behind this iconic model is poised to further push the boundaries of what a supercar can be.

**A Speed Demon in Disguise**

At first glance, the T-33 may seem like an unlikely candidate to set records for speed changeovers. However, its innovative design features a h-pattern manual gearbox that promises to deliver the fastest gear shifts on the planet. This is made possible by the car's pre-selector system, which allows the driver to choose the next gear with a single action. While the exact details of this technology are still under wraps, it's clear that the T-33 is designed to provide an unparalleled driving experience.

**A Single Clutch Box with a Twist**

Despite its advanced gearbox, the T-33 retains a single clutch box, which may seem counterintuitive. However, the pre-selector system eliminates the need for a traditional clutch pedal, allowing the driver to focus on the road ahead without distraction. This clever design choice is just one example of how the team has pushed the boundaries of what's possible in a production car.

**Interior Design: A Study in Simplicity**

The T-33's interior is a masterclass in understated elegance. Gone are the days of flashy infotainment systems and unnecessary gadgets. Instead, the focus is on tactile controls that allow the driver to connect with the car on a deeper level. The dashboard features machined aluminum components, analog gauges, and a 120mph tacho – all designed to create an immersive driving experience.

**Practicality Meets Superlucidity**

One of the most significant challenges in designing a supercar is balancing performance with practicality. The T-33 tackles this challenge head-on by incorporating a range of features that make it usable on both the track and the road. The car boasts a relatively spacious interior, with three luggage compartments and a total capacity of 280 liters – more than enough to accommodate most weekend getaways. And with its low center of gravity and generous ground clearance, the T-33 is as comfortable on unpaved roads as it is on the racetrack.

**Ride Quality and Visibility**

When it comes to ride quality, few supercars can match the T-33's reputation for comfort and stability. The car's advanced suspension system provides plenty of wheel travel, ensuring a smooth ride even over rough surfaces. And with its low scuttle height, visibility is exceptional – both forward and laterally. This makes it an ideal choice for drivers who value precision and control.

**Aiming for Perfection**

The team behind the T-33 has set extremely high standards for their latest creation. With production slated to begin in early 2024, the clock is ticking on getting everything just right. And with a track record of delivering exceptional vehicles, it's likely that the T-33 will exceed expectations and leave its competitors in the dust.

**A Legacy of Analog Driving Experience**

At its core, the T-33 represents a return to the pure driving experience of earlier supercars. With no modern distractions or gimmicks to get in the way, drivers can focus on the road ahead and connect with their machine on a deeper level. Whether you're carving up the track or cruising down the highway, the T-33 promises to deliver an unforgettable analog driving experience that will leave you wanting more.

**A Price Tag Fit for a Superstar**

With a price tag of £1.37 million plus taxes, the T-33 is certainly not for the faint of heart. However, considering its exceptional performance, innovative design, and focus on usability, it's clear that this supercar is worth every penny. Whether you're a seasoned collector or just looking to treat yourself, the T-33 is an investment that will reward you for years to come.

**A Promise Fulfilled**

The team behind the T-33 has done it again – delivering a vehicle that is at once both accessible and extraordinary. With its unique combination of speed, agility, and practicality, this supercar is poised to become a classic of its class. And with production underway in just two years' time, there's little doubt that the T-33 will go on to leave an indelible mark on the world of motoring.

"WEBVTTKind: captionsLanguage: enthis is the t-33 the second car from gordon murray automotive we sat down with gordon to hear all about the new car and how it differs from the firm's halo model the t-50 gordon lovely to see you again and it's great to be here at your new windelsham headquarters and we have a very beautiful new car behind us as well it doesn't seem it was that long ago that we were talking in front of a t-50 and obviously many people have seen that car at goodwood now shrieking and wailing its way around the the circuit so clearly things are moving at pace at gma and now you have this so it's been i imagine a very busy period before we get into specific details about this car though can you give me a some background to it and the ethos of the car and how it fits with t50 as well yeah sure there's a couple of big sort of starting points really one is this is a car i've had in my head for decades actually always wanted to do a motor car that picks out all my favorite 1960s sports racing car features no not retro in any way shape or form but actually just uses those those shapes and brings them into a modern form so that's always been hanging around long before t50 actually and the other one was our promise to everybody was that t50 would be our halo car and of course central driving positions sub thousand kilos 12 000 revs it really is to follow on though from that and of course we promised we never make more than 100 cars a year so when t-50 the last t-50 and 50s rolls off the line we have to roll on to the next one so this is something the team and i have been talking about you know what what the next one should be and moving on from t50 in not a different direction because the seven core principles in gma apply to anything we do absolutely anything we do so once again a supercar with no real influence from what other people are doing just what what we feel would make a great little good looking motor car that people would want to use that's the background really well if i may i'm going to start with the design because not only is it a very striking car but it's also for a supercar a car that looks different to what is the perceived norm of supercars um out there at the moment so and i know you've got as you've already hinted strong views on the design and um so yeah if you could maybe explain to me that philosophy why does it look the way it does and i suppose inevitably then we'll have to talk about aerodynamics because clearly that's sure part of that yeah so as i said already we don't we don't follow trends and there seems to be a trend now within the supercar community of trying to make the next one look more and more outrageous just for the sake of it really and we didn't want to follow that at all we wanted to do a nice pure motor car like 50 using classic shapes and curves and something that will look good in 20 or 30 years time which we hope 50 will as well it's all about a not following trends but b doing a car that's a genuine what i call a genuinely styled motor car so there's nothing on this motorcar that doesn't have a function you won't find a slot or a louver or a fin or anything that doesn't actually have a function and that's really what gma is all about so we have our own say over everything in the company we're not you know we're not we have got layers of management so if we decide to do a car that looks like this and it's styled and designed in this vein we can do it and i have a fantastic team of people my creative director kevin richards and myself go back more than quarter of a century now so we think the same way and we have a great team in the studio so turning something that was a concept in my head 20 years ago 25 years ago into reality has been it's been fun so given the performance of the car which we'll come on to talk about uh in a minute or two um how how does it stay on the ground clearly there's there's not big spoilers and there's not especially at the front there's no jutting splitter but you're obviously managing that airflow very carefully yeah it's got very interesting arrow on it actually first of all uh it doesn't have quite the same downforce as 50 had the 50 was a very special motor car and of course we don't have the fan but what we learned in the months and months it took to develop the diffuser shape with the fan was with the very steep kick we have on 50 where we draw the air out with the fan and force the air to follow that we found we found once we developed the kick point and the shape of that diffuser when we switched the fan off it was still effective it dropped about 70 percent of the downforce but it was still about 30 percent better than a conventional ground effect car so we started banked that one and started developing a diffuser shape that would still nowhere near as violent as s50 but would still use the base suction behind the car to suck air out on the kick point of the diffuser so the benefit that gives you instead of giving you the the resulted downforce around the rear flank of the car it gives you the downforce around the sort of b pillar bulkhead area which means you're much nearer the center of gravity so you don't need unsightly and ugly front splitters and error devices to make front downfalls we do have two diffusers but they're hidden in the front wheel arch on this car but but the main reason why we don't need a lot of ugly aero on the front is once again it's the uh it's the sort of boundary layer control although with the fan it's found assisted of course with this it's passively controlled when you walk around the car it does feel very compact and low is that a fair assumption it is it's in fact um it's 35mm longer wheelbase in 50 because we once you don't have central driving position of course the occupants move back 250 mil or so so we needed a bit more wheelbase to fit the occupants of the fuel tank in and the overall length is about 40 mil longer and the width is exactly the same so this is exactly the same footprint as a porsche boxster now quite something given the performance of the car and underneath that skin again different to t50 but oh completely different architecture and different method as well indeed yeah so this is what we call super light our super light architecture which was just based loosely on our ice cream gmd ice stream technology and it's um it's a combination of an aluminium frame but cord you know sandwich carbon fiber panels in the occupant area and the engine bay area to give you a like a formula one style safety cell so you have a you have the benefit of not having to try and having a central tub and bolt on aluminium frames because the bolted joints are are flexible and quite heavy the suspension that's different again from t-50 new wishbones things like that yeah all the suspension is new front and rear it's just an architectural thing again it's not that we thought of something better it's just the the fact that um the crash structure on the front is much wider than 50 because once again that was just a foot well wide with the central driving position so the geometry for the front end is completely new and we took the opportunity to repackage the rear end as well and you mentioned crash testing because this car as well is um federalised for sailing it's fully federal indeed yes i think whereas the t-50 was show or display uh like most um low-volume cars are into the states we thought we thought this time we'd bite the bullet and um we'd go for full federal which gives us a globe uh a global car a car that you can sell anywhere basically it does add 28 million pounds to the development program which is it brings you under cold sweat to start with yes yes i can imagine i can imagine well the other thing which i think everyone will be very keen to know about and it's over there on a stand is the engine and this once again is a naturally aspirated v12 which i'm sure many people will be very excited about it is part of the same family as the engine that was in the t50 but with substantial revisions what can you tell us about that yeah so obviously the the base engine the gma cosmos gma base engine is exactly the same so it's the same block and crank but this one's had reworked cylinder heads and new cam shafts obviously very different mapping on the variable valve timing completely new induction system and exhaust system amongst uh other things like engine mounting is different you can't the engines aren't interchangeable for example and we've done that because we've knocked a thousand revs off the top down to eleven one instead of twelve one and cosworth have once again done a magic job of making the engine very very drivable the car is still light it's under under 1100 kilos so although it's a little heavier than t50 um it's it's still very very light in this sort of supercar genre and uh cosworth has done a great job by making the engine even more flexible i mean the 50 engine is now that i've driven it a few times it's ridiculous you know it makes 70 percent of the torque at 2 500 revs this makes 75 percent of the torque at 2 500 and when you've got a maximum torque of 451 newton meters it actually makes more than 400 newton meters from four five to ten five so the tall curve's just about flat yeah and it's um that's that's an advantage of knocking a thousand revs off uh off the top end right right so a little bit less power than the t50 yeah and a little bit more wider talk spread at all yeah right and you mentioned that weight figure is that a din figure with fluids with fuel that's yeah so uh we we always weigh cars with what we call showroom so it's all the fluids you need to go apart from a fuel full tank of fuel so we don't do dry weight that's motorbikes do that you know we don't you don't do traveling you can't drive a car without water and oil and stuff like that yeah yeah and another new gearbox as well for this yes so to make this appeal to let's say a slightly broader voice because the t50 was unbelievably as you can see focused uh while this is still driver focused we wanted to make it appeal to a slightly wider audience so we're offering it full federal as we've talked about left and right hand drive and people when you say that with a hundred cars people throw up their hands in horror but actually if you design that in from the beginning it's not as horrendous as you as you imagine you know as long as you've designed the the left and the right and drive together in the basic package it's fine you know so left or right hand drive and an option on the gearbox standard is six speed manual and then we have an option of uh an extract gearbox with a paddle change which is a new system they developed initially for their touring car racing and we've using on t50s right so it's called an instant it's it's an igs instantaneous gear shift mechanism selection and it really is instant because it's actually a pre-selector box right we're just looking at the figures at the moment but it's got a good it's a good chance it'll be the fastest gear change on the planet so we go from the sublime to the ridiculous you've got an h pattern manual or the quickest gear change on the planet how do you think it will play out in terms of sales what's your prediction we've it's that's a really interesting question and actually a slightly embarrassing question because um the car's been quietly on pre-sale very very quietly and we've already sold more than half of them um before the launch and so far we've only got i think five percent uptake on the paddle shift so we could find ourselves in the situation when we get to the hundred cars after the launch hopefully where we've got just a handful that are our paddle shift yeah but we've we've promised we would develop it anyway so um yeah yeah yeah and is that a single clutch that gearbox how many what sort of yes it's it's a single clutch box yeah yeah yeah but it's a pre-selector so it's already in the next gear right right hence the speed of the change obviously yeah yeah yeah um and then in terms of the interior it's back to a conventional two-seat side-by-side yup layout but i know again that it's very much your philosophy or your team's philosophy in their in terms of an absence of shall we say modern touch screens and things like that yeah absolutely i mean we have we have very modern interface we have apple carplay of course or android we have all that you know off your phone but from the point of view of the tactile primary and secondary controls once again everything's machined from solid aluminium everything's analog all the secondary controls and some of the primary controls are no touch screen two information screens and still the big 120 mil tacho the everything's flood lit no back no back lighting through plastic very much driver focused motor car again the same ethos as 50 you're just not sitting in the middle and once again as well um i know you won't have forgotten about luggage capacity and that kind of side of it i imagine for a mid-engine car that's pretty well yeah we've gone once again we've gone push the boat out a bit 50 does pretty well it's um it's about 220 liters i think with the around 200 liters something like that with the side lockers which goes up to about 280 if with two people with the suitcase in the passenger seat this has three luggage compartments one on the nose and two in the rear flanks with a total capacity of 280 liters or six cases and that is um well that's the same as a small patch yeah and sort of picking up on that as well i know we were talking earlier clearly this is a car that will have lots of track performance but once again it's a car um in the sort of spirit that you've become known for with road cars where it is very usable ground clearance good ride quality you're aiming for those kind of things yeah lots of wheel travel not not a ridiculously high natural frequency from a springing and damping point of view yeah good ride height so you don't need nose lifters and stuff like that very good visibility once again an incredibly low scuttle like the 50 so the the forward visibility and the side visibility very very good this time conventional mirrors because we don't have the issue with the central driving position that we had where the mirrors would have been on 50 they would have been on top of the front wing which looked horrendous but this time with uh left and right hand drive we can put the mirrors in a more conventional position yeah yeah and in terms of time frame you're moving to prototypes this summer this summer actually yeah i think it's around june we start putting the first cars together so really exciting so we'll be driving them this summer um and production is right at the beginning of 2024 so just two years from now for me what we were trying to do i know this sounds slightly silly but if you only ever had to have one supercar to use this would be it because it's it's practical it's usable um well like t-50 the maintenance costs are relatively low servicing costs are relatively low it should look good in 20 years time 30 years time and you've got that glorious little uh four lead of b12 you know the the world's best b12 we can now categorically having driven it now we can categorically state you know it's got that behind you as well so i couldn't have imagined it turning out any better to be honest it may be a more conventional car than the t50 and a very very slightly more affordable one at 1.37 million pounds plus taxes but the t33 certainly promises a spectacular analog drivers experience like few other carsthis is the t-33 the second car from gordon murray automotive we sat down with gordon to hear all about the new car and how it differs from the firm's halo model the t-50 gordon lovely to see you again and it's great to be here at your new windelsham headquarters and we have a very beautiful new car behind us as well it doesn't seem it was that long ago that we were talking in front of a t-50 and obviously many people have seen that car at goodwood now shrieking and wailing its way around the the circuit so clearly things are moving at pace at gma and now you have this so it's been i imagine a very busy period before we get into specific details about this car though can you give me a some background to it and the ethos of the car and how it fits with t50 as well yeah sure there's a couple of big sort of starting points really one is this is a car i've had in my head for decades actually always wanted to do a motor car that picks out all my favorite 1960s sports racing car features no not retro in any way shape or form but actually just uses those those shapes and brings them into a modern form so that's always been hanging around long before t50 actually and the other one was our promise to everybody was that t50 would be our halo car and of course central driving positions sub thousand kilos 12 000 revs it really is to follow on though from that and of course we promised we never make more than 100 cars a year so when t-50 the last t-50 and 50s rolls off the line we have to roll on to the next one so this is something the team and i have been talking about you know what what the next one should be and moving on from t50 in not a different direction because the seven core principles in gma apply to anything we do absolutely anything we do so once again a supercar with no real influence from what other people are doing just what what we feel would make a great little good looking motor car that people would want to use that's the background really well if i may i'm going to start with the design because not only is it a very striking car but it's also for a supercar a car that looks different to what is the perceived norm of supercars um out there at the moment so and i know you've got as you've already hinted strong views on the design and um so yeah if you could maybe explain to me that philosophy why does it look the way it does and i suppose inevitably then we'll have to talk about aerodynamics because clearly that's sure part of that yeah so as i said already we don't we don't follow trends and there seems to be a trend now within the supercar community of trying to make the next one look more and more outrageous just for the sake of it really and we didn't want to follow that at all we wanted to do a nice pure motor car like 50 using classic shapes and curves and something that will look good in 20 or 30 years time which we hope 50 will as well it's all about a not following trends but b doing a car that's a genuine what i call a genuinely styled motor car so there's nothing on this motorcar that doesn't have a function you won't find a slot or a louver or a fin or anything that doesn't actually have a function and that's really what gma is all about so we have our own say over everything in the company we're not you know we're not we have got layers of management so if we decide to do a car that looks like this and it's styled and designed in this vein we can do it and i have a fantastic team of people my creative director kevin richards and myself go back more than quarter of a century now so we think the same way and we have a great team in the studio so turning something that was a concept in my head 20 years ago 25 years ago into reality has been it's been fun so given the performance of the car which we'll come on to talk about uh in a minute or two um how how does it stay on the ground clearly there's there's not big spoilers and there's not especially at the front there's no jutting splitter but you're obviously managing that airflow very carefully yeah it's got very interesting arrow on it actually first of all uh it doesn't have quite the same downforce as 50 had the 50 was a very special motor car and of course we don't have the fan but what we learned in the months and months it took to develop the diffuser shape with the fan was with the very steep kick we have on 50 where we draw the air out with the fan and force the air to follow that we found we found once we developed the kick point and the shape of that diffuser when we switched the fan off it was still effective it dropped about 70 percent of the downforce but it was still about 30 percent better than a conventional ground effect car so we started banked that one and started developing a diffuser shape that would still nowhere near as violent as s50 but would still use the base suction behind the car to suck air out on the kick point of the diffuser so the benefit that gives you instead of giving you the the resulted downforce around the rear flank of the car it gives you the downforce around the sort of b pillar bulkhead area which means you're much nearer the center of gravity so you don't need unsightly and ugly front splitters and error devices to make front downfalls we do have two diffusers but they're hidden in the front wheel arch on this car but but the main reason why we don't need a lot of ugly aero on the front is once again it's the uh it's the sort of boundary layer control although with the fan it's found assisted of course with this it's passively controlled when you walk around the car it does feel very compact and low is that a fair assumption it is it's in fact um it's 35mm longer wheelbase in 50 because we once you don't have central driving position of course the occupants move back 250 mil or so so we needed a bit more wheelbase to fit the occupants of the fuel tank in and the overall length is about 40 mil longer and the width is exactly the same so this is exactly the same footprint as a porsche boxster now quite something given the performance of the car and underneath that skin again different to t50 but oh completely different architecture and different method as well indeed yeah so this is what we call super light our super light architecture which was just based loosely on our ice cream gmd ice stream technology and it's um it's a combination of an aluminium frame but cord you know sandwich carbon fiber panels in the occupant area and the engine bay area to give you a like a formula one style safety cell so you have a you have the benefit of not having to try and having a central tub and bolt on aluminium frames because the bolted joints are are flexible and quite heavy the suspension that's different again from t-50 new wishbones things like that yeah all the suspension is new front and rear it's just an architectural thing again it's not that we thought of something better it's just the the fact that um the crash structure on the front is much wider than 50 because once again that was just a foot well wide with the central driving position so the geometry for the front end is completely new and we took the opportunity to repackage the rear end as well and you mentioned crash testing because this car as well is um federalised for sailing it's fully federal indeed yes i think whereas the t-50 was show or display uh like most um low-volume cars are into the states we thought we thought this time we'd bite the bullet and um we'd go for full federal which gives us a globe uh a global car a car that you can sell anywhere basically it does add 28 million pounds to the development program which is it brings you under cold sweat to start with yes yes i can imagine i can imagine well the other thing which i think everyone will be very keen to know about and it's over there on a stand is the engine and this once again is a naturally aspirated v12 which i'm sure many people will be very excited about it is part of the same family as the engine that was in the t50 but with substantial revisions what can you tell us about that yeah so obviously the the base engine the gma cosmos gma base engine is exactly the same so it's the same block and crank but this one's had reworked cylinder heads and new cam shafts obviously very different mapping on the variable valve timing completely new induction system and exhaust system amongst uh other things like engine mounting is different you can't the engines aren't interchangeable for example and we've done that because we've knocked a thousand revs off the top down to eleven one instead of twelve one and cosworth have once again done a magic job of making the engine very very drivable the car is still light it's under under 1100 kilos so although it's a little heavier than t50 um it's it's still very very light in this sort of supercar genre and uh cosworth has done a great job by making the engine even more flexible i mean the 50 engine is now that i've driven it a few times it's ridiculous you know it makes 70 percent of the torque at 2 500 revs this makes 75 percent of the torque at 2 500 and when you've got a maximum torque of 451 newton meters it actually makes more than 400 newton meters from four five to ten five so the tall curve's just about flat yeah and it's um that's that's an advantage of knocking a thousand revs off uh off the top end right right so a little bit less power than the t50 yeah and a little bit more wider talk spread at all yeah right and you mentioned that weight figure is that a din figure with fluids with fuel that's yeah so uh we we always weigh cars with what we call showroom so it's all the fluids you need to go apart from a fuel full tank of fuel so we don't do dry weight that's motorbikes do that you know we don't you don't do traveling you can't drive a car without water and oil and stuff like that yeah yeah and another new gearbox as well for this yes so to make this appeal to let's say a slightly broader voice because the t50 was unbelievably as you can see focused uh while this is still driver focused we wanted to make it appeal to a slightly wider audience so we're offering it full federal as we've talked about left and right hand drive and people when you say that with a hundred cars people throw up their hands in horror but actually if you design that in from the beginning it's not as horrendous as you as you imagine you know as long as you've designed the the left and the right and drive together in the basic package it's fine you know so left or right hand drive and an option on the gearbox standard is six speed manual and then we have an option of uh an extract gearbox with a paddle change which is a new system they developed initially for their touring car racing and we've using on t50s right so it's called an instant it's it's an igs instantaneous gear shift mechanism selection and it really is instant because it's actually a pre-selector box right we're just looking at the figures at the moment but it's got a good it's a good chance it'll be the fastest gear change on the planet so we go from the sublime to the ridiculous you've got an h pattern manual or the quickest gear change on the planet how do you think it will play out in terms of sales what's your prediction we've it's that's a really interesting question and actually a slightly embarrassing question because um the car's been quietly on pre-sale very very quietly and we've already sold more than half of them um before the launch and so far we've only got i think five percent uptake on the paddle shift so we could find ourselves in the situation when we get to the hundred cars after the launch hopefully where we've got just a handful that are our paddle shift yeah but we've we've promised we would develop it anyway so um yeah yeah yeah and is that a single clutch that gearbox how many what sort of yes it's it's a single clutch box yeah yeah yeah but it's a pre-selector so it's already in the next gear right right hence the speed of the change obviously yeah yeah yeah um and then in terms of the interior it's back to a conventional two-seat side-by-side yup layout but i know again that it's very much your philosophy or your team's philosophy in their in terms of an absence of shall we say modern touch screens and things like that yeah absolutely i mean we have we have very modern interface we have apple carplay of course or android we have all that you know off your phone but from the point of view of the tactile primary and secondary controls once again everything's machined from solid aluminium everything's analog all the secondary controls and some of the primary controls are no touch screen two information screens and still the big 120 mil tacho the everything's flood lit no back no back lighting through plastic very much driver focused motor car again the same ethos as 50 you're just not sitting in the middle and once again as well um i know you won't have forgotten about luggage capacity and that kind of side of it i imagine for a mid-engine car that's pretty well yeah we've gone once again we've gone push the boat out a bit 50 does pretty well it's um it's about 220 liters i think with the around 200 liters something like that with the side lockers which goes up to about 280 if with two people with the suitcase in the passenger seat this has three luggage compartments one on the nose and two in the rear flanks with a total capacity of 280 liters or six cases and that is um well that's the same as a small patch yeah and sort of picking up on that as well i know we were talking earlier clearly this is a car that will have lots of track performance but once again it's a car um in the sort of spirit that you've become known for with road cars where it is very usable ground clearance good ride quality you're aiming for those kind of things yeah lots of wheel travel not not a ridiculously high natural frequency from a springing and damping point of view yeah good ride height so you don't need nose lifters and stuff like that very good visibility once again an incredibly low scuttle like the 50 so the the forward visibility and the side visibility very very good this time conventional mirrors because we don't have the issue with the central driving position that we had where the mirrors would have been on 50 they would have been on top of the front wing which looked horrendous but this time with uh left and right hand drive we can put the mirrors in a more conventional position yeah yeah and in terms of time frame you're moving to prototypes this summer this summer actually yeah i think it's around june we start putting the first cars together so really exciting so we'll be driving them this summer um and production is right at the beginning of 2024 so just two years from now for me what we were trying to do i know this sounds slightly silly but if you only ever had to have one supercar to use this would be it because it's it's practical it's usable um well like t-50 the maintenance costs are relatively low servicing costs are relatively low it should look good in 20 years time 30 years time and you've got that glorious little uh four lead of b12 you know the the world's best b12 we can now categorically having driven it now we can categorically state you know it's got that behind you as well so i couldn't have imagined it turning out any better to be honest it may be a more conventional car than the t50 and a very very slightly more affordable one at 1.37 million pounds plus taxes but the t33 certainly promises a spectacular analog drivers experience like few other cars\n"