The McMurtry Spéirling Pure Goes On Sale At $1.4M With 1,000 HP And A 1.55-Second 0-60
The McMurtry Spéirling Pure is now open for orders at $1.4 million, and the production specs match what the prototype promised: 1,000 hp, a 100-kWh battery pack, and a claimed 0-60 time of 1.55 seconds. For a car that first captured the internet’s attention as a hillclimb prototype at Goodwood, the jump to a buyable, road-legal hypercar is a significant moment—and the numbers haven’t been softened to get there.
McMurtry’s headline engineering trick is the fan-downforce system, a bank of electric fans mounted beneath the car that actively suck it toward the road surface. At speed, the Spéirling Pure generates over 4,400 pounds of downforce—a figure that rivals dedicated race cars and sits in a different category from the passive aerodynamic setups used by every other production hypercar on the market.
From Goodwood Viral Moment to Production Reality
The Spéirling first went viral in 2022 when it set a new outright record at the Goodwood Festival of Speed hillclimb, completing the 1.16-mile course in 39.08 seconds. That car was a single-seat, track-only prototype—stripped to its essentials, with no concession to road use. The production Spéirling Pure carries the same core architecture: the fan array, the single-seat layout, and the electric drivetrain. What McMurtry has done is confirm those numbers survive into a car customers can actually buy.
The 100-kWh battery is a meaningful spec in this context. Most EV hypercars in this price bracket prioritize weight reduction over range, which typically means smaller packs. The Rimac Nevera, for instance, uses a 120-kWh unit in a heavier, two-seat grand touring body. The Spéirling Pure’s 100-kWh pack in a single-seat, track-focused shell suggests McMurtry is optimizing for sustained performance laps rather than a single drag-strip pass.
What 1.55 Seconds to 60 MPH Actually Means
A 1.55-second 0-60 is not a number that exists anywhere else in production car history. The Rimac Nevera, currently the quickest production EV, claims 1.74 seconds. The Lotus Evija targets sub-3 seconds in a heavier package. The Aspark Owl has claimed 1.69 seconds under controlled conditions. The Spéirling Pure’s figure, if it holds under independent testing, would make it the quickest-accelerating production vehicle ever built.
The fan-downforce system is central to why this number is plausible on a road car rather than just a drag strip. Active suction grip means the tires maintain contact force even at low speeds, where aerodynamic downforce from wings and diffusers is essentially zero. At 60 mph, a conventional hypercar’s aero package is barely contributing — the Spéirling’s fans are working from a standstill. That’s the engineering argument for why this 0-60 time isn’t pure bragging rights: the grip that enables it is generated mechanically, not by speed itself.
Watch: McMurtry Hypercar Has Enough Downforce To Drive Upside Down
In a world-record-breaking bid, the McMurtry Spéirling has just driven completely inverted—while standing still.
Fan Downforce: Why No Other Production EV Does This
Active suction downforce isn’t a new concept—the Chaparral 2J raced it in Can-Am in 1970, and Brabham’s BT46B fan car caused enough controversy in Formula 1 that it was withdrawn after a single race in 1978. What McMurtry has done is engineer it into a road-legal package, which requires managing noise, debris ingestion, and the mechanical complexity of running high-speed fans continuously.
No other production EV hypercar uses this approach. The Rimac Nevera, Lotus Evija, and Pininfarina Battista all rely on conventional passive aerodynamics—fixed wings, underbody tunnels, and diffusers that generate grip only once airflow reaches meaningful speeds. The Spéirling’s system generates downforce at zero mph, which changes the performance envelope entirely. It’s why the car can post hillclimb times that defy its power-to-weight ratio on paper, and why the 0-60 claim is physically coherent rather than optimistic marketing.
Price, Positioning, and What Buyers Are Getting
At $1.4 million, the Spéirling Pure sits at the upper end of the EV hypercar bracket. The Rimac Nevera starts around $2.4 million; the Lotus Evija was priced from approximately $2.1 million. On that comparison, McMurtry’s ask looks relatively measured for what the spec sheet delivers — though the single-seat, track-only configuration narrows the buyer pool considerably. This is not a car for weekend touring or occasional track days. It’s a focused performance tool, closer in philosophy to a privateer race car than a road-going grand tourer.
Orders are open now, with production details to follow. For buyers in the EV hypercar space who’ve been waiting to see whether the Spéirling’s prototype performance would survive the transition to a production model, today’s announcement is the confirmation they needed.
Sources: Inside EVs, Motor1
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