McMurtry McMurtry Speirling

[Tourbillon]

According to Top Gear UK (October-2024), both of the SWB Spéirling prototypes are still under or around 1,000 kg. It's only the planned production version that will gain in weight and size:


They tested both of the prototypes on Dunsfold against a GT3 RS:

	0-30	0-60	0-100	0-150	1/4mile
Spéirling*	0.70	1.38	2.61	5.48	8.18 @ 148**
992 GT3 RS	1.47	3.14	6.84	16.62	11.17 @ 128.7

*First gen Spéirling used for drag race is limited to148mph (the Pure raises that to 190mph), but rate of acceleration saw it push past that on momentum alone

**lt had been sitting on the limiter at 148mph for 2.7 seconds as it crossed the line

Unlimited what do you think it's 1/4 mile trap speed would be? Maybe 170MPH? Probably alot more!

 

[Revvd]

Unlimited what do you think it's 1/4 mile trap speed would be? Maybe 170MPH? Probably alot more!

I would say at least 180

 

[Tourbillon]

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[Revvd]

Absolute cheater mode! Look at that minimal speed!

BTW, this Philip Kadoorie is the same man who commissioned 911K (K as in Kadoorie) project at Tuthill.

 

[Tourbillon]

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[Tourbillon]

MSN

 

[Jonathan19]

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[Revvd]

Hmmm, suddenly they are ok to run full power and full 23k revolutions on the fans.
And yet, no Dunsfold laptime...

 

[Revvd]

Every time they put out a video, I'm left wondering why they're holding back power and downforce to ~75%.

Thanks to Robin Shute, we finally have an answer to this.

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...(they say) the McMurtry system can do 2,000 kilos of downforce. I absolutely believe that. I have spoken to some of the engineers. Actually, I had a tour of the facility, which I was very grateful for. I got to learn more about the car. And what they were saying was, typically they don't run it at that peak number. They run it a little bit lower, so that in case the skirt gets a leakage, you've got some capacity in the system to quickly draw that air back out and maintain the seal back up to that that set downforce level. And that's going to be a big issue on the mountain, where the road is definitely not perfect and the tarmac is actually quite porous. Which makes a big difference, because essentially that's where the leakage is coming from. (Even) if you have a good seal there's still air being able to be drawn through the tarmac. So you're going to run that system not at 100%. So let's assume 75% in this case - there a little bit of head room.

 

[WBarnes]

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[RacingLover]

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[RacingLover]

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[Jonathan19]

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[Jonathan19]

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INSANE!

 

[Revvd]

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I'm surprised they ran max fan rpm on such bad surface.
And I'm not sure if the track was damp or if this is just dust getting sucked in...

But I still think the F1 had less favorable conditions compared to this (and was on intermediate tires).
I'd love to see what the gap would be like with proper flying lap instead of this hillclimb style, that I think heavily benefits McMurtry.

 

[Moctecus]

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[Moctecus]

Chris' video gives us a rare look under the skin of the Spéirling

The fans are mounted high up in the centre (the fans above the diffuser are for just cooling):

The ducting connecting the fans to the floor over the flying buttresses:

Unfortunately, there's no good closeup of the rear, but at least we get a decent view of the front:

Closeup of the front suspension:

My amateur analysis of what's going on (which might be wrong):
The corner coilovers look like Öhlins TTX40 4-way adjustable passive racing dampers with Hyperco springs. In front, is a heave element with what could be F1-style carbon fibre disc springs (black, on the right). There are hydraulic lines connected to the element and the turquoise box is a Domin S6 Pro electrohydraulic valve. This suggests they are using the heave element for their active ride height control. There is no anti-roll element visible, but it's probably somewhere underneath.

 

[Jonathan19]

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[Jonathan19]

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[Jonathan19]

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