The World’s Craziest V12 Engine Capable Of 28,400 Revs Per Second

Motorcycle engines have long held the crown for high-revving performance. Small displacement, lightweight internals, and a focus on speed over torque let bikes like the Honda CBR250RR scream all the way to 19,000 rpm. In the two-wheeled world, those kinds of numbers are fairly common, especially in track-focused machines designed to deliver power at the top of the rev range.

In the car world, hitting anything above 10,000 rpm has always been rare and reserved for the most extreme engineering efforts. The Ariel Atom 500, for example, features a 3.0-liter V8 that revs to 10,600 rpm and produces 500 hp. The Aston Martin Valkyrie’s naturally aspirated 6.5-liter Cosworth V12 pushes that ceiling even higher with a redline of 11,100 rpm while producing over 1,000 hp. These are not typical sports cars or hypercars. They are road-legal machines developed with race-developed technology, built for drivers who want a racecar experience on the road.

While motorcycle engines achieve their high rpm through compact design and minimal reciprocating mass, car engines face far more challenges. Larger displacement, increased internal forces, and road car reliability requirements make it exponentially harder to safely sustain high revs. Yet, a new benchmark goes far beyond what even the Valkyrie accomplishes. Engineers have built a naturally aspirated V12 that not only redlines well above 12,000 rpm but can gain revs at a rate of 28,400 rpm per second, making it the fastest-revving production car engine ever created.

The GMA T.50’s V12 Revs From Idle To 12,100 RPM Redline In 0.3 Seconds

GMA T.50 V12 Engine Specs

Source: Gordon Murray Automotive

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The GMA T.50’s V12 doesn’t just rev high, it revs fast. From idle to its 12,100 rpm redline, the engine takes just 0.3 seconds. That means it increases its engine speed at a rate of 28,400 rpm per second. This figure comes from a simple calculation: the engine goes from roughly 1,000 rpm at idle to 12,100 rpm in 0.3 seconds. That’s an 11,100 rpm jump divided by 0.3 seconds, which equals 37,000 rpm per second in peak conditions. GMA quotes a more conservative 28,400 rpm per second as a real-world, repeatable figure, which is still the fastest-revving road car engine ever made.

Developed by Cosworth specifically for the T.50, the engine is a 3.9-liter naturally aspirated V12 producing 654 hp at 11,500 rpm and 344 lb-ft of torque at 9,000 rpm. The entire engine weighs only 392 pounds and uses a flat-plane crankshaft, gear-driven camshafts, titanium connecting rods, and a dry sump lubrication system. It does not use turbocharging or hybrid assistance. Instead, it relies on extreme lightness and responsive mechanical engineering.

The T.50 pairs this engine with a six-speed manual transmission from Xtrac. Unlike many modern performance cars, it has no dual-clutch or paddle-shift system. It is driver-focused and rewards precision and timing. The gearing does not prioritize off-the-line acceleration. Instead, it targets top-end response and power delivery at high revs. As a result, the T.50 delivers 0–60 mph in around 2.8 seconds, but its real strength lies in the way it builds speed above 100 mph.

The top speed is over 220 mph, depending on final gearing and aero setup. However, the car is not about drag racing. It’s about delivering a purist driving experience through low weight, high revs, and instant throttle response. At just 2,174 pounds curb weight and with a naturally aspirated engine that revs faster than any production car in history, the T.50 offers a unique kind of performance. It is engineered for engagement, not just numbers.

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The GMA T.50’s Puts The Driver In The Center

GMA T.50 – Interior Highlights

• Central Driving Position
• No Touchscreens
• Analog Tachometer with Aircraft Influence
• Manual Transmission Only

The GMA T.50 takes a driver-first approach, both in philosophy and execution. The most striking interior feature is the central driving position. Gordon Murray, the car’s designer, brought this layout back from his McLaren F1 days. By placing the driver in the exact middle of the car, the T.50 offers perfect symmetry for vision, pedal placement, and weight distribution.

The two passenger seats sit slightly behind and to each side of the driver’s seat, creating a unique three-seat layout. This arrangement gives the driver an uninterrupted view of the road ahead and balances the cabin during spirited driving. The driver is not required to lean left or right to judge your lane position or turn-in angle.

Every control in the cabin focuses on driver engagement. The driver shifts gears with a titanium stick, not paddles. The analog tachometer takes center stage, with clear markings up to the 12,100 rpm redline. There are no large touchscreens or digital distractions. GMA designed the dashboard with physical switches and rotary controls, each laid out for tactile clarity and minimal latency, as the layout favors muscle memory over menus.

Even the pedals are precision-machined and perfectly spaced for heel-toe downshifting. The steering wheel is free of buttons, and the cabin uses lightweight materials like carbon fiber and aluminum to keep weight down without sacrificing feedback.

For the T.50’s interior, GMA made every design decision to ensure that the driver feels completely connected to the machine. From the driving position to the analog feedback, every part of the T.50 interior prioritizes maximum driver engagement without compromise.

The Unrestricted T.50s Niki Lauda Is Track Weapon

T.50s Niki Lauda – Upgrades And Changes

• Same Cosworth-developed 3.9-liter 12,100 rpm engine, sans road emissions or noise restrictions
• Weighs only 1,878 pounds, 200 lbs lighter than the standard car
• A six-speed Xtrac sequential gearbox replaces the manual
• Additional aero can generate over 3,300 pounds of downforce
• Passenger seats are deleted
• Upgraded for circuit use with adjustable race suspension, carbon-carbon brakes, and slick tires

The GMA T.50s Niki Lauda strips away road car compromises to deliver a focused, track-only driving experience. It uses the same 3.9-liter naturally aspirated Cosworth V12 as the standard T.50, but revised camshafts, a new air intake, and a race exhaust increase output to 725 hp. Redline stays at 12,100 rpm, but the engine breathes more freely without emissions or noise restrictions.

A six-speed Xtrac sequential gearbox replaces the road-going manual, delivering faster shifts suited for racing. GMA also reduced the car’s weight to 1,878 pounds, thanks to the removal of road equipment, sound insulation, and the two passenger seats. The result is a lighter, sharper car with even quicker throttle response and improved power-to-weight ratio.

The Niki Lauda special received an upgraded aerodynamic package. The T.50s features a large fixed rear wing, a central roof scoop, a front splitter, and a larger rear diffuser. Combined with the underbody fan system, the car generates over 3,300 pounds of downforce. Suspension and brakes are fully track-tuned, and it rides on slick tires.

Only 25 units will be made, each named after one of Gordon Murray’s F1 victories. The T.50s Niki Lauda is not just a faster T.50—it is purpose-built for drivers who want absolute control and maximum feedback on the circuit.

Sources: Gordon Murray Automotive