Dutch start-up develops 588 kW hypercar driven in an almost prone position
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Dutch start-up Sanrivatti has unveiled the One, an unusual track hypercar whose driver does not sit in a conventional sports seat but leans forwards on a supporting frame in a position resembling that of a motorcyclist. Behind the driver is a 5.5-litre naturally aspirated V10, which the manufacturer says will produce nearly 588 kW. With a target dry weight of just 1100 kg and a target top speed of 330 km/h, the car is expected to reach its first customers in 2030.
A driving position like that of a sports motorcycle rider
Sanrivatti founder Santiago Sánchez Rivero wants to change the physical contact between driver and car. His Apex Position places the driver in the centre of the vehicle, with their body leaning forwards and their head facing the direction of travel.
A special frame supports the body in place of a conventional sports seat. The steering wheel is in front of the driver, while the pedals are positioned by their feet in an unconventional arrangement. The controls retain a mechanical connection.
Sanrivatti claims this position improves visibility and gives the driver a more direct sense of the car's movements. In the company's virtual tests, the visible area in one corner at Silverstone was 3.2 times that in the comparison cars. This is not, however, the result of an independent driving test.
Engineers are also developing a GNS system that would allow the driver's body to lean in a controlled manner through corners to reduce the effects of lateral acceleration.
Naturally aspirated V10 reaches 9000 rpm
The company plans to power the Sanrivatti One with a 5.5-litre V10 from British engine specialist Judd.
The engine's target output is approximately 588 kW, with maximum torque of 700 Nm. Peak power is delivered at 9000 rpm.
A six-speed Hewland sequential gearbox transmits power to the rear wheels.
The hypercar, with its carbon-fibre structural body, is expected to have a dry weight of approximately 1100 kg. Based on the planned figures, this would give it a power-to-weight ratio of 535 kW per tonne.
Sanrivatti uses double-wishbone suspension with pushrod-operated dampers. The braking system comes from AP Racing, while the 18-inch forged magnesium wheels are fitted with Michelin track tyres.
All performance figures are currently development targets, not measured results from a finished car.
The biggest challenge is not the engine, but the human body
Sanrivatti's unusual driving position raises questions that developers of conventional hypercars do not have to address.
The driver experiences high lateral acceleration through corners and substantial longitudinal loads under braking. A motorcyclist can move their body relative to the vehicle, but the driver of a four-wheeled car must also steer and brake precisely at the same time.
The One therefore requires a different form of body support from a conventional car, along with thorough testing of the driving position.
The company is currently using a test vehicle based on a Porsche Boxster to investigate ergonomics, weight distribution and handling. Sanrivatti's team also includes Paul Arkesden, who was involved in developing the McLaren P1 and later worked as Singer's engineering director.
The company has not yet presented a running prototype built to the final design.
Can Sanrivatti compete with McLaren?
In the European hypercar market, Sanrivatti's closest benchmark is the McLaren Solus GT. It too uses a naturally aspirated Judd V10 engine, a single-seat cockpit and a track-only design.
Sanrivatti stands out primarily for its driving position. While McLaren focuses on developing the conventional racing car further, the One questions how a person should be positioned in a car in the first place.
Technically, this is a more interesting experiment than another attempt at a power record. However, Sanrivatti must prove that the unusual driving position actually improves handling without placing excessive physical strain on the driver during long track sessions.
The first customer cars are expected to be completed in 2030. The company has yet to disclose pricing or production volumes. As the One is intended only for closed circuits, it does not have to meet all the requirements that apply to a conventional road vehicle.
