MF1 to have 1500hp

[mv]

A new update has just appeared on the official website.

Remaining on the subject of the recently enjoyed power increase mentioned in last month's update, we are now quite thrilled to report that last week in Walled Lake, Michigan following a technical analysis with our strategic suppliers Williams International, with Dr. Sam Williams exceptionally contributing his personal technical input and ideas, it was jointly decided to go for even more power, namely fifteen hundred hp.

As a consequence we might miss our initially set target for the MF1 power/weight ratio by actually improving on it. It goes without saying that the ensuing performance would be unapproachable by any other car to an extent even greater than originally intended.

In fact, the preliminary simulations with this latest power level might well be described as shocking. Yet, increased power would not affect in any way the drivability or the comfort of the machine under all driving conditions. Additionally, since the powerplant offers aviation-standard reliability, this increased power comes with absolute peace of mind.

There is much speculation regarding the supposed slow response of a gas turbine engine as opposed to an equivalent reciprocating engine. What seems to be overlooked though is the word "equivalent" because, quite simply, a reciprocating engine of such power has never been mounted on a road or racing car before.

In any case our engine provides literally instant power from walking pace and in quantities that would render the (selectable) traction control indeed indispensable for everyone but the bravest.

One positive aspect is that the considerable exhaust output can be very effectively employed to assist airflow underneath the car and therefore to improve traction by increasing aerodynamic negative lift, especially at low and medium speeds. Crucially, this exhaust-induced "ground effect" is free of aerodynamic drag.

It is reminded that we are always talking about a turboshaft engine - not a jet engine - since apparently there seems to be some confusion on the subject. Yet, with such a powerful turboshaft engine the exhaust gases are more than enough to create quite an important thrust effect.

It should be noted that the temperature of the exhaust gases of a gas turbine engine is actually lower - not higher - than that of an equivalent reciprocating engine. In that respect the real problem for nearby vegetation, other road users etc. would be essentially due to the sheer amount of exhaust output - not temperature in itself.

Obviously, by directing the exhaust flow in an appropriate manner and by ensuring that the exhaust outlets remain sufficiently distant from the boundaries of the car itself this issue ceases to exist.

Prospective customers should bear in mind that it is still possible to reserve with the benefit of a frozen price of €575 000 one of the 199 MF1 units that are to be produced altogether (both rwd and awd). Yet, by the end of the summer only the price of €675 000 will apply, subject to increase.

[SPEEDCORE]

Thats cheap, ill take 2.

[JiggaStyles09]

have they made any announcement as to when anything of substance will be displayed to the public? i havent even seen even a sketch of the car....im not holding my breath...lol

thanks for the info though mv keep us posted

[nthfinity]

hahahha!
williams International was the company my dad became an engineer for ... also, a company i wouldn't mind working for after graduation i had no idea that they were working on the gas turbine for this mf1; but i would argue that they are the best in the buisness

[911GT1]

Gas turbines... what torque?

[nthfinity]

Originally Posted by 911GT1 Gas turbines... what torque?

gas turbines, ... What Thrust!

[911GT1]

Is there such thing as instant thrust? the car gonna be soo slow coming out of corners and have poor acceleration. Thrust good in planes but bad in cars. Torque good in cars but bad on planes. Anyway anybody got a pic or article about this MF1 drivetrain?

[ferrarif1fan89]

nnobody ios going to buy that shit. its gotta sound crappy.

[fedezyl]

Well, actually on a turboshaft engine you measure Torque in lbs/ft usually, just so you know, a 750 shp Pratt and Whitney PT6 makes about 1875 lbs/ft of torque at sea level, that it can maintain up to about 6000 to 7000 feet, so, yes a lot of torque, and once the turbine is accelerated the response is almost instantaneous, and it's an old turbine, most modern turbines being electronically controlled have an excellent response, the only thing would be the exhaust gases really. They use gas turbines in the Abrahams tanks too, we just have to see how it turns out, surely there are enough crazy people with money to buy one!

[JaguarEtype]

this is a bit different, but along the same lines in terms of torque:
I recently read an article about steam cars vs combustion engined cars.
oddly enough.... steam cars are better, one reason they can use any fuel source.. ie ethanol.... which is renuable
and... there much .. much ... much faster lol
a guy in australia back the 1940s i think, fitted a flash boiler system to his big ford truck... it could out accelerate a porsche 911
steam has limitless torque and there is no need for gears
i wish i kept that article so i could show you but it was thrown away and google cant find much....

[mv]

Another update has emerged. This time really worth reading.

As first announced in our June 27 update, two distinct models are being developed on the common MF1 engineering base, with the same gas turbine engine mounted longitudinally in a central position ahead of the rear wheels. Overall production is always set at 199 units, comprising both models without any predetermined limit for each one of them.

Among other features, a centrally mounted steering rack enabling either left or right-hand selectable drive is specified for both MF1 models one of which is a rear-wheel-drive two-seater while the other is an all-wheel-drive three-seater. In particular the three-seater MF1 has a 2+1 configuration with the third seat located in the middle behind the two front seats. When not in use the third seat can be folded providing extra luggage space that is accessible through a rear hatch. Rather than a 2+2 of nominal utility it has instead been decided on a spacious 3-seat interior, which in addition to covering virtually most real-life occupancy situations notably helps preserve a particularly effective aerodynamic shape. By the way, it should be noted that the option of armoured protection will be available only for the all-wheel-drive three-seater MF1.

Concerning our sales policy, the establishment of a preliminary list is under way with chassis numbers being provisionally assigned to prospective customers. This preliminary list is indeed essential, as it is the tangible indication of the potential interest for such an innovative supercar among the pertinent niche of the international buying public.

In fact, no deposits will be collected unless overall interest proves at least sufficient to justify the substantial investment required for the final development and production of the MF1. Consequently the final development phase will begin when the overall number of reservations reaches a set minimum point, while precise details of the project would remain essentially undisclosed in order to preserve its validity and its chances to succeed in due course.

As previously stated, units of the MF1 (either rwd or awd) that will be reserved "in principle" in the immediate future, along with those units that have already been spoken for, exceptionally benefit from a frozen price of €575 000. After the 1st of October 2005 only the regular price of €675 000 will apply, subject to increase.

Both the RWD and the AWD MF1 models have a power/weight ratio of 1 kg/hp - 1 000 hp/ton or better, as well as a target speed of 430 km/h - 270 mph or more. These supercars will indeed provide the private-jet experience on four wheels and inevitably become the supreme transport devices on land.

The Williams FJ33 fanjet-derived turboshaft gas turbine engine weighs approximately 135 kg or 300 lbs and produces 1 500 shp (shaft horsepower) incidentally being the lightest, most compact, most powerful and most fuel-efficient engine in its class. The low-centre-of-gravity related benefits for packaging, handling and road holding are quite obvious and need no further elucidation.

As already stated the level of maximum available power is at any time selectable by the driver. Therefore, with performance knowingly varying between pleasantly brisk and terrifyingly violent, kept in check by (selectable) traction and stability control as well as by limited-slip differential(s), one need not worry about the MF1 ever being unpredictable. Nevertheless, with such a powerful machine, one's ability should never be overestimated either.

Elaborating on the subject of practicality it should be noted that the MF1 would offer an unprecedented care-free ownership experience with maintenance of the Williams engine being essentially limited to just oil changes. Not even periodical tune-ups are foreseen. Regarding noise emission at least two different options will be offered to clients - ranging from effectively "stealth" motoring to the distinctive, full jet sound-effect. In any case, the MF1 will easily comply with all road regulations.