2023 McLaren Artura is coming for the second time

2023 McLaren Artura is coming for the second time

From the April 2023 issue of Car and Driver.

It’s hard to believe that McLaren has been in the road-car game for less than a decade. (Granted, it was almost 30 years before McLaren became everything to F1 enthusiasts, but McLaren didn’t produce another street car for years after that.) Since 2011, the storied formula 1 brand has launched several. Route model and completely upset the supercar hierarchy that a pair of Italian companies had long dominated. And while all of those models, including the MP4-12C, 570S, Sena and 720S, have their own character, they all share a similar set of components. Artura is new, and not like the latest round of reboots of your favorite streaming service. New like never before. Thinking SeparationNo bel air, For all purposes, this is McLaren’s second series-production car. And it’s a plug-in hybrid.

Artura’s 181-pound carbon-fiber tub looks like the old one built by Carbo Tech in Austria, only it’s stronger and lighter and has a cavity that incorporates the audio system’s subwoofer. It is now also built at McLaren’s carbon-fibre factory in Sheffield, England. The engine, a 120-degree 577-hp twin-turbocharged 3.0-liter V-6, is more of a departure. All previous McLarens (except the F1, with its BMW V-12) used a V-8 displacing 3.8 or 4.0 liters. Compared to the V-8, this new V-6 is about 110 pounds lighter and surprisingly smaller. Like “I didn’t know the original Mini was so small” Small. The eight-speed dual-clutch transaxle is similar in shape to the older seven-speed, partly thanks to its lack of a reverse geartrain, but it now incorporates McLaren’s first application of an electronically controlled limited-slip differential. All reversing is strictly electric, provided by the motor, a 94-hp axial-flow unit that spins the rear. The motor is just above the transmission input. It’s such a power-intensive ring that an intoxicated Ultimate Frisbee player would attempt to buzz the toss should one not notice at closing time. Front suspension still uses control arms, but the rear is now a multilink design that is said to improve stiffness and reduce deflection. There is no hydroelectric suspension here; It gets coil springs and anti-roll bars like the GT that sits below the Artura in the lineup.

It’s been a long time since I told you about new hardware. But it seems worthwhile because the launch of this car almost broke the company. McLaren is arguably the smallest, least-supported supercar maker selling federal cars, and when the Woking-based brand sold its lustworthy fleet of historic racers to pay for the costly development of a new electrical architecture and plug-in-hybrid engineering Rumors of receivership flew when he took advantage of it. , Remember, Lamborghini and Porsche have the deep pockets of Volkswagen Group, and Ferrari, which has been building street cars for more than 70 years, was backed by Fiat until quite recently.

The Highs: Solid rocket-booster acceleration, all-day comfort, handsome exterior.

We’re happy to inform you that, despite the obvious engineering and financial troubles, the product has been well worth the wait. Its silhouette is pure speed, like a hawk in a 200 mph dive. We were worried that the extra mass of a motor (which turned out to be a heavy plate) and a 7.4-kWh lithium-ion battery would ruin the McLaren we’re used to. But at 3443 pounds, the car is lighter than a Corvette Z06 and much lighter than a Ferrari 296GTB (we’ll know for sure when we test one). There’s so little extra weight in the car—and the engine sits perfectly low above the wheels—it anchors the Artura to the road.

On a flat proving-ground skidpad, the Pirelli P Zero Corsa PZC4 tires stick out at 1.08 g’s, and 1.07 are usable on the open road. Turn-in is crisp, and feel—with an electrohydraulic assist—is the best in the business. Resistance naturally builds up, then subsides just before understeer kicks in. The balance of the chassis is much gentler than the tail-happy 570S, but still bumpy. It safely keeps the public-road fun meter in the red.

This is a good thing because the car can generate extra speed in an extra-short amount of time. 60 mph in 2.6 seconds may be Z06 territory, but the McLaren pulls away from the American at higher speeds, reaching 100 mph in 5.5 seconds and hitting the quarter-mile in 10.3 seconds at 140 mph but completes. Even the similarly priced Porsche 911 Turbo S Lightweight, which beats the McLaren by 60 and a quarter (Thank you, all-wheel-drive traction), is a second slower to reach 180 mph. A 720S is much faster, but even the soon-to-be-replaced 720S starts some $73,000 more than the $237,500 Artura. This Volcano Blue example stickers for $284,925, and most of the options are aesthetic, not functional.

The lows: no longer a V-8 feel, can be more playful on the range, and, you know, the price.

We didn’t do an official range test of the hybrid system, but we successfully drove the Artura in EV mode for 13.5 miles. About five of those miles were on the 55-mph road, and the rest was on the highway, very close to EV mode’s 81-mph top speed. The motor could not maintain that speed on the steep grade. Yet we never needed to wake the V-6 on the freeway. EPA electric-only range of 11 miles is very achievable. On the rest of our drive, we averaged 18 mpg, matching the EPA’s combined estimate.

Rocker switches on the instrument binnacle are a close reach from the steering wheel and provide the ability to change the various powertrain modes (Electric, Comfort, Sport, Track) and chassis modes (Comfort, Sport, Track). The wheel and binnacle move together when making adjustments for rake and reach. Like Ferrari, McLaren doesn’t want drivers to take their hands off the wheel more than necessary. Unlike Ferrari, McLaren’s answer was not to put more buttons on the wheel, the BlackBerry has keys. The McLaren’s steering wheel is virtually unchanged and is still devoid of switches, knobs or toggles. Mash the center for the horn.

When left in Comfort powertrain mode and asked to make more thrust than the motor can offer, the Artura sometimes pauses before firing up the engine, as if asking, “Are you really Want ketchup on your hot dog?” Slow compliance serves as a kind of eye roll. Sport mode keeps the engine revving and is a great midpoint. The same goes for chassis mode, but in the other direction; The track feels way too full on anything but asphalt, like glass. Sport-Sport is the hot setup.

The Artura doesn’t use regenerative braking, and the brake booster is a vacuum type (albeit one operated by an electric pump), so the feel is very familiar. Stopping from 70 mph takes 141 feet, and to 100 they require 279 feet—good, but not great. McLaren programmed the motor to induce relatively little drag torque and recover energy from the engine, except when you drop it to the floor. You can tell the car to charge itself faster, and the Sport and Track modes keep the battery balanced enough to deliver optimal performance always. Driver-requested recharging using the engine isn’t very efficient, but it gives owners the ability to manage charge status during the journey.

About the only thing we don’t like is the new V-6. It goes like hell, but a V-6, even one with an 8200-rpm redline, can’t sound the same as a flat-plane-crank V-8. The Artura has an exhaust system that is silent. McLaren calls it the Chimney. Radiator fans drive air over the turbos into the V’s valley. Look in the rearview and heat waves distort everything behind you. While the chimney never makes a sound, the visual distortion it creates sends a message to the driver that what’s ahead matters, and what lies ahead are more hybridized supercars. We can’t wait for the next one.


All frustration about pulling into steep gas-station driveways vanishes as I am called “fierce” by a cool teen and “awesome” by a grizzled biker in quick succession. I can’t get out of the vehicle on the heavy carbon door sill, it’s insignificant. Who needs to get out of the car when you look so good in it? This is Artura in a nutshell. Minor flaws are forgotten amidst the glamor and overall sense of speed. Moving from motor to engine requires tuning as the car accelerates at low revs. So stay fast—holding the pedal down turns the scenery into ribbons. Go fast, fierce and fabulous. ,Elana Sher

Any bench-racing critics suggesting that the Artura is only slightly faster than the Corvette Z06 is looking at it wrong, akin to saying that Usain Bolt won’t be much ahead of you in a sprint after the first 10 feet. The Artura and Z06 are in the throes of 70 mph, but then it’s all McLaren, traveling 9 mph faster in the quarter-mile and reaching 170 mph 8.8 seconds earlier Yes, to do so requires 0.4 miles less runway. , For someone pinning the pedal, the difference is breathtaking. ,dave vanderwerp

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2023 McLaren Artura
Vehicle Type: Mid-Engine, Mid-Motor, Rear-Wheel-Drive, 2-Passenger, 2-Door Coupe

Base/as tested: $237,500/$284,925
Options: Volcanic Blue Paint, $9500; Performance Specs, $9400; Technology Package, $7400; Dark Stealth Diamond Cut Wheel Finish, $7150; Sport Exhaust, $6850; black package, $3125; McLaren Orange Brake Caliper, $2200; Gloss Black Interior Package, $1600; Warning Triangle and First Aid Kit, $200

twin-turbocharged and intercooled DOHC 24-valve 3.0-liter V-6, 577 hp, 431 lb-ft + AC motor, 94 hp, 166 lb-ft (combined output: 671 hp, 531 lb-ft; 7.4-kWh lithium ion battery pack; 3.3-kW onboard charger)
Transmission: 8-speed dual-clutch automatic

Suspension, F/R: Control Arms/Multilink
Brakes, F/R: 15.4-in Vented, cross-drilled carbon-ceramic discs / 15.0-in Vented, cross-drilled carbon-ceramic discs
Tyres: Pirelli P Zero Corsa PZC4
F: 235/35ZR-19 (91Y) Extra Weight MC-C
R: 295/35ZR-20 (105Y) Extra Weight MC-C

Wheelbase: 103.9 inches
Length: 178.7 inches
Width: 75.3 inches
Height: 47.0 Inches
Passenger Quantity: 50 ft3
Trunk Volume: 5 ft3
Curb Weight: 3443 lb

CD Exam Results
60 mph: 2.6 seconds
100 mph: 5.5 sec
130 mph: 8.8 seconds
1/4-mile: 10.3 seconds @ 140 mph
150 mph: 11.8 seconds
170 mph: 16.1 sec

The above results leave a 1-ft rollout of 0.2 seconds.
Rolling start, 5–60 mph: 3.2 seconds
Top gear, 30-50 mph: 2.0 seconds
Top gear, 50-70 mph: 2.6 seconds
Top speed (MFR claimed): 205 mph
Braking, 70–0 mph: 141 ft
Braking, 100–0 mph: 279 ft
Roadholding, 300-ft skidpad: 1.08 g

CD fuel economy
Seen: 18 MPGE

EPA Fuel Economy
Combined/City/Highway: 18/17/21 mpg
Combined gasoline + electric: 39 MPGe
EV Range: 11 miles

CD test explained

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executive editor

Casey Colwell car and driver, who covers new cars and technology with a keen eye for automotive nonsense and what he considers great car sense, which is a humble one. on your first day CD In 2004, he was given the keys to a Porsche 911 by someone who didn’t even know whether he had a driver’s license or not. He is one of those drivers who set fast laps CDAnnual Lightning Lap track test of.

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