Gordon Murray Promises To Cut Vehicle Body Weight In Half With Latest-Gen iStream Tech

Gordon Murray Design has unveiled the latest version of the revolutionary iStream manufacturing system, called Superlight.

The new iStream Superlight system combines a high-strength aluminum frame with carbon fiber composite panels, with the company claiming that it brings F1-derived construction and technologies to the mainstream car production.

The new process is said to offer greater safety, lower emissions, improved handling and enhanced durability, delivering up to 50 percent reduced weight when compared to a standard stamped-metal body.

Gordon Murray’s iStream Superlight also offers great flexibility, featuring a core platform than can be adapted to every segment, ranging from small city cars and sports cars, to SUVs and light commercial vehicles. This level of flexibility will allow manufacturers to basically save money, avoiding the need for high capital investment and separate chassis designs for different model variants.

“The new iStream Superlight approach to vehicle manufacturing is a paradigm-shifting innovation for the global automotive industry,” said Gordon Murray. “It is a breakthrough that will deliver the lightest chassis technology for decades to come. The Gordon Murray Design team has created a unique, adaptable and cost-effective way for manufacturers around the world to dramatically improve vehicle performance and efficiency.”

New iStream Seat

Together with the new Superlight manufacturing system, Gordon Murray Design also revealed the iStream lightweight seat, which uses the same innovations as the iStream chassis.

The newly developed seat features a lightweight composite structure that uses either glass or carbon fiber and a tubular frame, achieving a weight reduction of up to 30 percent when compared to a conventional modern seat. Gordon Murray Design says that although their new seat is primarily designed for passenger cars, it could be used in other transportation sectors, such as aerospace and rail.

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  • Honda NSX-R
    • Six_Tymes

      yeah, that could have been pretty great.

      • Honda NSX-R

        It’d be amazing to drive

    • Sadly it won’t come.

      • Honda NSX-R

        Well that’s a shame.

  • Six_Tymes

    He is another amazing engineer/designer, certainly one of the greatest. imo, many years ago McLaren should have done everything they could have to keep him on board.

  • SOUNDS GOOD. FOR THOSE WHO COMPLAIN ABOUT REGULATING GAS MILEAGE THIS IS THE RESULT, ENGINEERS COME UP WITH SOLUTIONS.

    • Ilbirs

      Good regulations are the ones that stimulate the automakers to develop technology that reverts in actually better cars. The problem is when the regulations are written in a way that stimulates what I call “engineering of laziness”, when you change the things for worse just because this worse isn’t punished. See, for example, how bloated the compact trucks became in part due to CAFE footprint regulations, to a point that the classic compact truck (single cab with width and length that match the ones found in a midsize sedan) doesn’t exist anymore because this configuration is more penalized than a longer and wider truck. Dieselgate is also one kind of “engineering of laziness” mixed with some psycopathy, as the emissions weren’t tested in real life conditions but on a dyno, with its outcome also leading to another “engineering of laziness” (ditching diesels instead of taking advantage from their better thermal efficiency).
      There are also other kinds of regulations that were useful in other times but now are obsolete and counterproductive, like that ones seen in some countries that tax engines by displacement and by consequence put penalties on good powerplants (considering fuel consumption, emissions, NVH etc.) just because their cubic capacity is above what is written on the text, while not so good examples displace up to what the law says.

      Speaking in world terms, maybe it’s time for some regulations concerning external dimensions, in order to counter the continuous bloating of models when compared to their predecessors. In this point I appreciate the Japanese approach of having some tax categories (kei-jidosha and the popularly called “Class 5” and “Class 3”), all of them having to comply to some set of dimensions (length, width and height) but being free to do whatever they want to do within these measurements. Even when just one dimension is considered we’re seeing some interesting measures, like the race in India for the best model up to 4 meter, that can lead to some oddness (see those short rear end sedans like the VW Ameo) but also can be translated to good measures, like preventing too long front overhangs that waste the length that can be dedicated to a roomier cabin or a bigger boot/trunk.

  • eb110americana

    It would be great to have sports coupes, muscle cars, and sport sedans that weigh less than two tons again. I know there are a few like the GT86, but we could always use more.

  • While the spec is great, 850kg and small 1,3 litre engine producing 220hp. I can’t help but notice on how much he will charge for this.

  • Bill Coyle

    Met Mr. Murray over breakfast in Carmel during Monterey car week, down to earth, engaging and brilliant car guy. Easily the high light of out trip.

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