Noble

Ford 3.5L V6 twin-turbo. EcoBoost derived engine. 550hp output. 600Nm torque. 7-speed Graziano dual-clutch automated manual. RWD mid-engine layout. 4330mm length. 2600mm wheelbase. 1250kg curb weight dry. Two-seat coupe. Carbon fiber monocoque chassis. Stainless steel rear subframe. 0-100 km/h 3.2 seconds estimated. 310km/h top speed. British supercar rival. Manual gearbox option planned. Driver-focused philosophy. No traction control standard. Purist approach maintained. Compact dimensions agile. Lightweight construction priority. Leicestershire England manufacturing. Limited production handbuilt. Lee Noble founder design.

Yamaha-Volvo 4.4L V8 twin-turbo. 650hp output. 819Nm torque. 6-speed Graziano manual transmission. RWD mid-engine layout. 4320mm length. 2608mm wheelbase. 1198kg curb weight dry. Two-seat coupe. Carbon fiber body panels. Steel-aluminum hybrid chassis. 0-100 km/h 3.0 seconds. 362km/h top speed. No driver aids originally. Pure mechanical connection. Traction control later option. ABS later addition reluctant. Manual gearbox only. Purist driving experience. Lightweight philosophy extreme. British supercar alternative. Ferrari rival positioning. Leicestershire manufacturing. Limited production exclusive. Enthusiast focused entirely.

Ford Duratec 3.0L V6 twin-turbo. 425hp output. 540Nm torque. 6-speed manual Getrag transmission. RWD mid-engine layout. 4100mm length. 2400mm wheelbase. 1060kg curb weight. Two-seat coupe. Fiberglass body construction. Steel tubular chassis. 0-100 km/h 3.5 seconds. 297km/h top speed. Supercar performance affordable. Lightweight formula successful. No driver aids pure. Manual transmission only. Focused driving experience. Compact dimensions agile. British supercar success. Export sales strong. Leicestershire production. Lee Noble design. Purist philosophy established.

Ford Duratec 2.5L V6 twin-turbo. 310hp standard. GTO-3R 352hp variant. 6-speed manual transmission. RWD mid-engine layout. 4050mm length. 1080kg curb weight. Two-seat coupe. Fiberglass body panels. Tubular steel chassis. 0-100 km/h 4.3 seconds standard. Affordable supercar concept. British engineering quality. Compact lightweight design. Track capable road car. Enthusiast market focused. Limited production numbers. Leicestershire manufacturing. Noble reputation established. Performance per pound excellent.

The Ford-sourced V6 that launched the Noble brand and demonstrated that supercar performance could be achieved with production-based components. This 2,967cc 60° V6 featured an aluminum block with aluminum heads and dual overhead camshafts. The valve train used timing chain-driven camshafts with variable valve timing, while the crankshaft was a forged unit running in four main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured tubular headers. With 10.0:1 compression and a 6,800 RPM redline, it produced 226 hp at 6,150 RPM and 220 lb-ft at 4,900 RPM. The cooling system used a rear-mounted radiator with electric fans, while the oiling system employed a variable-displacement vane pump. Though modest in power output, this engine's light weight, compact dimensions, and proven reliability made it the perfect foundation for Noble's first production car, demonstrating that chassis dynamics could compensate for outright power.

The twin-turbocharged evolution that transformed the M12 into a genuine supercar contender. This 2,967cc 60° V6 featured the same basic Ford architecture but with the addition of twin Garrett T25 turbochargers. The valve train used reinforced valve springs and revised camshafts, while the crankshaft was a balanced forged unit. The intake system used the twin turbochargers with air-to-air intercoolers, while the exhaust featured equal-length headers feeding the turbos. With 8.5:1 compression and a 6,800 RPM redline, it produced 352 hp at 6,200 RPM and 350 lb-ft at 3,500 RPM. The cooling system used upgraded radiators with additional oil coolers for the turbochargers, while the oiling system employed a high-flow variable-displacement vane pump. This engine's combination of proven Ford reliability and explosive turbocharged power created a car that could embarrass vehicles costing three times as much.

The sophisticated four-cam V8 developed for the ill-fated Noble M14 that represented the brand's ambition to move upmarket. This 4,601cc 90° V8 featured an aluminum block with aluminum heads and dual overhead camshafts per bank. The valve train used timing chain-driven camshafts with variable valve timing, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured equal-length headers. With 10.5:1 compression and a 6,500 RPM redline, it produced 396 hp at 6,600 RPM and 320 lb-ft at 4,750 RPM. The cooling system used a sophisticated dual-radiator setup with variable-speed fans, while the oiling system employed a variable-displacement vane pump. Though the M14 never reached production, this engine demonstrated Noble's capability to work with more sophisticated powertrains while maintaining their focus on driver engagement.

The twin-turbocharged V6 that powers the flagship M600 and represents the ultimate expression of Noble's philosophy. This 3,496cc 60° V6 featured an aluminum block with aluminum heads and twin turbochargers. The valve train used timing chain-driven dual overhead camshafts with variable valve timing, while the crankshaft was a forged unit running in four main bearings. The intake system used twin turbochargers with air-to-air intercoolers, while the exhaust featured equal-length headers. With 9.5:1 compression and a 6,500 RPM redline, it produced 650 hp at 6,800 RPM and 604 lb-ft at 3,800 RPM. The cooling system used a triple-radiator setup with separate cooling for engine, intercoolers, and transmission, while the oiling system employed a high-flow variable-displacement vane pump. This engine's explosive power delivery, combined with the M600's lightweight construction, creates one of the most accelerative production cars ever built.

The Yamaha-developed V8 that was considered for the M600 before the selection of the Ford EcoBoost. This 4,414cc 90° V8 featured an aluminum block with aluminum heads and dual overhead camshafts per bank. The valve train used timing chain-driven camshafts with variable valve timing, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with individual throttle bodies, while the exhaust featured equal-length headers. With 11.0:1 compression and a 7,500 RPM redline, it produced 450 hp at 7,000 RPM and 380 lb-ft at 5,000 RPM. The engine's high-revving character and Yamaha's motorcycle-derived expertise would have given the M600 a very different personality, but the Ford EcoBoost was ultimately chosen for its proven reliability and massive torque output.

The proposed twin-turbocharged V8 that was under development for an evolution of the M600 before the company's restructuring. This engine would have featured a bespoke aluminum block with dry-sump lubrication and twin turbochargers mounted in hot-V configuration. The valve train would have used gear-driven dual overhead camshafts with variable valve timing on all four camshafts, while the crankshaft would have been a billet steel unit. The intake system would have used twin twin-scroll turbochargers with air-to-water intercoolers, while the exhaust would have featured integrated manifolds. With target output of 750+ hp and 650+ lb-ft, this engine would have positioned Noble against the fastest hypercars while maintaining the brand's focus on driver engagement over electronic assistance. Though never realized, this project demonstrated Noble's ambition to develop their own powertrain technology.

The Ford V6 that powered the limited-production Noble M10 and represented the brand's origins. This 2,967cc 60° V6 featured an aluminum block with aluminum heads and dual overhead camshafts. The valve train used timing chain-driven camshafts with hydraulic lifters, while the crankshaft was a forged unit running in four main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured tubular headers. With 10.0:1 compression and a 6,500 RPM redline, it produced 210 hp at 6,100 RPM and 205 lb-ft at 4,900 RPM. The cooling system used a rear-mounted radiator with electric fans, while the oiling system employed a variable-displacement vane pump. This engine's modest output was compensated by the M10's extreme light weight, creating a pure driving experience that focused on handling rather than straight-line speed.

The enlarged twin-turbo V8 developed for the M600 Speedster concept that demonstrated Noble's engine development capabilities. This 4,200cc 90° V8 featured a modified Ford block with increased bore and stroke, coupled with larger twin turbochargers. The valve train used reinforced components and racing-inspired camshafts, while the crankshaft was a fully balanced billet unit. The intake system used larger twin turbochargers with improved intercooling, while the exhaust featured a track-inspired system with minimal restrictions. With 9.0:1 compression and a 7,000 RPM redline, it produced 700 hp at 6,500 RPM and 650 lb-ft at 4,000 RPM. The cooling system used maximum-capacity radiators with racing-derived airflow management, while the oiling system employed a dry-sump design. This concept demonstrated what Noble could achieve when pushing their chosen engine architecture to its absolute limits.

The proposed hybrid powertrain that was under consideration for a more accessible Noble model before the company's hiatus. This system would have combined a 3.5L twin-turbo V6 with an electric motor integrated into the transmission, similar to systems used in modern hypercars. The combustion engine would have produced 500 hp, while the electric motor would have added 150 hp for short-duration boost. The battery system would have used a compact lithium-ion pack providing all-electric range for urban driving and instantaneous torque fill. The thermal management system would have needed significant development to handle the additional heat from the hybrid components. Though never realized, this project showed Noble's awareness of changing market trends and regulations while maintaining their performance focus.

The proposed V10 engine that was part of future planning for an ultimate Noble hypercar before financial constraints intervened. This engine would have featured a 90° V10 architecture with dry-sump lubrication and naturally aspirated design focused on high-RPM power. The valve train would have used pneumatic springs with individual throttle bodies for each cylinder, while the crankshaft would have been a flat-plane design. The intake system would have used variable-length velocity stacks, while the exhaust would have featured equal-length titanium headers. With target output of 650+ hp at 9,000+ RPM, this engine would have provided the kind of visceral, high-RPM experience that defines the ultimate driver's cars. The project represented Noble's ambition to eventually compete with the likes of Porsche and Ferrari with a completely bespoke powertrain.

The proposed all-electric powertrain that was part of Noble's future product planning as the industry shifts toward electrification. This system would have featured dual permanent magnet synchronous motors producing combined 800+ hp, with torque vectoring capability between the rear wheels. The battery system would have used a 100+ kWh lithium-ion pack with advanced thermal management for track use. The power electronics would have employed silicon carbide technology for maximum efficiency, while the charging system would have supported ultra-rapid charging. Despite the shift to electrification, Noble's philosophy would have remained focused on driver engagement, with programming that prioritized throttle response and adjustability over outright efficiency. This project demonstrated that Noble understood the need to evolve while maintaining their core values.

The destroked twin-turbo V6 developed for a proposed longtail evolution of the M600 focused on circuit performance. This 3,700cc 60° V6 featured a destroked version of the Ford EcoBoost with higher-revving capability and improved response. The valve train used racing-inspired camshafts with increased lift and duration, while the crankshaft was a lightweight forged unit. The intake system used smaller, faster-spooling turbochargers with improved intercooling, while the exhaust featured a low-restriction system. With 9.0:1 compression and a 7,500 RPM redline, it produced 600 hp at 7,200 RPM and 520 lb-ft at 5,500 RPM. The focus was on throttle response and high-RPM power rather than peak torque, creating an engine character more suited to circuit driving than the standard M600's explosive acceleration.

The ultimate V12 project that existed only in preliminary design studies as the pinnacle of Noble's ambitions. This engine would have featured a 65° V12 architecture with dual overhead camshafts per bank and individual throttle bodies. The valve train would have used mechanical rather than hydraulic adjusters for high-RPM stability, while the crankshaft would have been a forged unit running in seven main bearings. The intake system would have used variable-length intake trumpets, while the exhaust would have featured a complex 6-2-1 header design. With target output of 750+ hp naturally aspirated at 9,000+ RPM, this engine would have represented the absolute antithesis of turbocharged torque-focused powertrains, instead prioritizing throttle response and auditory drama. Though never progressed beyond initial concepts, this project demonstrated the breadth of Noble's engineering ambitions.

The robust and precise 6-speed manual transmission sourced from Getrag and used in the flagship Noble M600. This transmission, believed to be a variant of the unit used in the Ford GT, was chosen for its immense strength and ability to handle the M600's twin-turbo V8 output of 650+ hp and 600+ lb-ft of torque. The shift action is direct, mechanical, and satisfyingly positive, with a well-defined gate. There are no electronic driving aids like rev-matching; the experience is purely analog, requiring skill from the driver for smooth heel-and-toe downshifts. Its placement in the mid-engine chassis provides perfect weight distribution and a direct linkage to the shifter, resulting in one of the most engaging and communicative gearboxes in any modern supercar. This transmission is a perfect match for the M600's philosophy of raw, unfiltered performance.

The durable and smooth-shifting 6-speed manual transmission sourced from Toyota and used in earlier Noble models like the M12 and M400. This gearbox, related to units found in the Celica and other Toyota performance cars, was prized for its reliability and crisp shift action. It was more than capable of handling the power from the twin-turbo Ford Duratec V6 engines used in these models. The shift throw was relatively short and precise, contributing to the car's agile and responsive character. Its proven track record for strength and the widespread availability of parts made it an ideal choice for a low-volume manufacturer like Noble, ensuring owners had a dependable and engaging transmission at the heart of their driving experience.

Founded in 1999 by Lee Noble—a British automotive engineer and previous Ultima GTR designer—Noble operates from Leicestershire, England with a core purist philosophy prioritizing driver engagement above all else. The company eschews unnecessary electronics, focuses on manual transmissions, and considers lightweight construction essential to achieving performance-per-pound targets that enable affordable supercar positioning as a Ferrari alternative and McLaren competitor. Small batch production maintains handbuilt quality with limited annual output targeting the enthusiast market exclusively through a no-compromise approach delivering raw driving experience where mechanical connection is celebrated. Noble exemplifies British cottage industry success with notable export achievements and strong American market interest as a pure sports car maker maintaining engineering excellence. In an era where supercars increasingly rely on electronic aids and dual-clutch transmissions, Noble's commitment to manual gearboxes and minimal electronics seems almost perverse—yet enthusiasts who've experienced the unfiltered feedback and direct engagement understand that sometimes less technology delivers more involvement. Noble proves that a tiny manufacturer can compete with Ferrari and McLaren not through matching their budgets but by offering what they've largely abandoned: mechanical purity and driver connection that electronic wizardry can enhance but never truly replicate.