McLaren Artura


Debut: 2022
Maker: McLaren
Predecessor: 570S



 Published on 5 Nov 2022 All rights reserved. 


Long delayed McLaren entry-level model finally arrives.


It’s been a while since we heard the introduction of Artura. McLaren announced its new entry-level production model in last February and scheduled to start delivery in October. Unfortunately, the production was held back at the last minute, citing software glitches as the main reason. Just a couple of weeks later, I saw a gold Artura (pictured) parked under my work place in November, thought the problem must have been sorted out, otherwise McLaren would not have taken it to the Far East for promotion. Somehow, nothing was heard in the next 8 months. By June this year, the international road test event finally happened in Spain. Unfortunately, many motoring journalists reported all sorts of software failures and quality glitches. It shows how volatile the supercar business could be…

A few years back, McLaren was still enjoying profit and fames, in a good position to challenge the domination of Ferrari and Lamborghini. Just an eyeblink later, it got into deep financial trouble, had to sell its valuable McLaren Technology Center in Woking and lease back. 1200 employees were made redundant out of the total workforce of 4000, including its CEO. That might be the root cause of its software and quality problems. While Covid pandemic is usually the reason to blame, the British supercar maker’s problem lies as much on its unsustainable business model – over-reliance on one basic platform for all its cars, lacking a diversity of products. Yes, it introduced more nameplates in the last decade than you can remember in a lifetime, but they are not remarkably different, and therefore all are focused to the hardcore end of the market, stealing sales from each other. Eventually, all potential customers have been fulfilled, and it becomes difficult to find new customers.

I don’t know if Woking realizes this root cause, but from the new Artura, it seems that lesson has yet to be learned, because it looks very much like its predecessor, the 570S. The key difference is only upgrading to V6 hybrid power, incidentally the same as Ferrari 296 GTB.



Looks very much like 570S, where is the progress?


The Artura is nearly the same size as the 570S, although its wheelbase is shortened by 30 mm. No matter viewing from the front, side or back, its proportion, its shape, its lines and even many design details are very similar to its predecessor. That’s not to say it looks unattractive, but I am not sure if it is a step big enough for existing McLaren owners to consider upgrade.

Excluding composite front and rear fenders, the entire body work is made of aluminum. Underneath the skin is an all-new architecture. It features a new carbon-fiber tub which is now built by McLaren itself. The tub has extended B-pillar mountings and integrated battery compartment, no wonder weight is up by 6 kg to 82 kg. As before, the front crash structure is aluminum, as is the rear subframe for mounting the powertrain and rear suspensions. The windscreen surround has been upgraded from steel to carbon-fiber.

The battery pack is placed just behind the passenger cell at floor level. Its capacity is only 7.4 kWh, giving the Artura an electric range of only 30 km (19 miles). Behind engine is a new 8-speed dual-clutch gearbox. An axial flux electric motor is positioned between the engine and DCT and is contained inside the bell housing of the transmission. It offers a maximum output of 95 hp and 166 lbft, less powerful than its Ferrari rival (163 hp / 232 lbft), but still the electric power can fill the torque gap during each gearchange, resulting in relentless acceleration.

Predictably, to cheat WLTP emission test, the car always starts at EV mode – in which you can drive it up to 81 mph – so to achieve a CO2 rating of 129 g/km, assuming you have charged the battery to full at home. Once the battery runs low, the Artura uses the engine to recharge it. Note that it is not capable of regenerative braking, as McLaren said brake feel could be compromised. We found its Ferrari rival has no such problems though. Admittedly, Ferrari uses state of the art brake-by-wire system to enable them to fine tune the transition between mechanical and regenerative braking. The McLaren stays with conventional hydraulic braking. Development cost and manpower might be the true reason for its choice.


Torque-fill electric motor gives a relentless acceleration.


The entire electric powertrain adds 130 kg to the car, resulting in a DIN kerb weight of 1498 kg, or nearly 90 kg more than the 570S. The electric motor and battery pack weigh 15.4 kg and 88 kg, respectively.

By electrifying the power unit, McLaren is able to downsize from V8 to V6 engine. Codenamed M630, this is a 3.0-liter V6 with an especially wide, 120-degree V-angle, incidentally the same as Ferrari again. It is once again built by Ricardo exclusively for McLaren. The wide angle enables a lower center of gravity as well as common crankpins to be shared between two cylinders, resulting in compact dimensions. Moreover, the V6 has undersquare combustion chambers with 84 mm bore and 90 mm stroke to realize a swept volume of 2993 c.c., reducing the length further. It has a hot-vee architecture, mounting the 2 turbochargers inside for a compact packaging, no wonder the twin-exhaust exits from the middle of the tail at a relatively high level. Ricardo has finally introduced direct injection to its engine, accompanied with dual continuous VVT, of course. The M630 is very lightweight at 160 kg, or 50 kg less than the outgoing V8.

The V6 can rev to 8500 rpm intermittently or 8200 rpm continuously. It produces 585 hp at 7500 rpm, and 431 lbft of torque between 2250 and 7000 rpm. Very powerful and efficient, unquestionably, but still trails Ferrari’s F163 V6 (663 hp / 546 lbft) and Maserati's Nettuno V6 (630 hp / 538 lbft), both also displace 3.0 liters. However, in combination with electric power, the Artura is at least more powerful than the Maserati, thanks to a combined output of 680 hp and 531 lbft. Admittedly, the maximum electric power is available for only 15 seconds, after which it falls back to a steady 635 hp.

While its 205 mph top speed and 0-60 mph time of 2.9 seconds have the slightest advantage over 570S, 0-124 mph is more indicative for its true performance. It takes 8.3 seconds to go there, down from 9.5 seconds. However, Ferrari 296 GTB is superior again, knocking a full second off the Artura’s 0-124 mph time, because that car is good for an astonishing 830 horsepower!



Ricardo V6 has state of the art specifications, but not the sound.


As for chassis, the car retains double-wishbone front suspension and continuous adaptive dampers, but the rear suspension has abandoned double-wishbone for a multi-link setup, which consists of an upper wishbone, two lower links and a toe-control link, guaranteeing improved stability under braking.

Another new feature is an active LSD, so McLaren is finally admitting its brake-based torque vectoring system was not quite as good as Ferrari's e-diff.

The Artura employs Pirelli P-Zero or P-Zero Corsa tires measuring 235/35ZR19 at the front and 295/35R20 at the rear, both are 10 mm wider than before. Braking is provided by standard ceramic brakes, justifying its higher price. Meanwhile, electrohydraulic power steering is retained for better feel.

Speaking of price, with a starting price of £190,000 it can be no longer considered as an affordable supercar. Now considerably more expensive than a 911 Turbo S, Audi R8 or Corvette Z06, landing it into the supercar segment of Maserati MC20, Lambo Huracan and Ferrari 296 GTB. McLaren’s own 720S is also in threat at £30,000 more. Undoubtedly, sales of the latter will be hit the hardest. McLaren seems to repeat the same mistakes…

On the Road

McLaren’s cabins have never been a romantic place, so is the Artura’s. While build quality is up, infotainment system is more up to date and the digital instrument looks more modern, the interior design is quite business as usual. Stepping over the wide sills into the cabin while avoiding hitting the A-pillar still takes some physical fitness and body flexibility. Expectedly, the carbon-fiber tub is quite narrow, placing the seats close together and leaving little space for a transmission tunnel. Somehow, McLaren managed to put a pair of cupholders there and some useful storage for oddities. The butterfly doors have storage bins that don’t throw things away when opened, which is magical. Visibility is good, a traditional strength of the brand. Ditto the driving position and headroom. 



Snug cabin is business as usual.


Press the start button, the Artura moves with electric power. Save some transmission noise and road noise, it is quite peaceful. Switch the powertrain mode to Comfort, the engine bursts into life with some vibration and induction noise, then settles in a muted and smooth manner. Give the gas pedal more pressure, switch to Sport mode, the V6 engine wakes up. Unlike 296 GTB, there is still a little delay between command and reaction, but compared with the outgoing V8, turbo lag at lower revs is greatly reduced, no doubt helped by the electric power. With 680 horsepower and over 500 lbft of torque to play with, it certainly feels punchy, the acceleration is relentless and remarkably linear. The V6 pulls cleanly to over 8000 rpm, too. However, while a 720S feels explosive once its V8 turbo comes alive at the top end, the Artura is compromised by its linear manner. It is well behaved to the extent that you feel a bit more rawness should bring more thrills. Perhaps McLaren deliberately leaves that space for more hardcore and expensive variants.

The same goes for sound. Unlike the melodious Ferrari and Maserati V6, it sounds gruff, coarse and monotone. And this doesn’t change much as rev rises, just gets louder and louder. There is neither pops and crackles on overrun nor turbo whistles on wastegate release. Powerful and very flexible it might be, the Ricardo twin-turbo V6 is soulless. The Italian wins again.

The expertise of British is still chassis. The Artura’s electrohydraulic power steering is close to perfection on weighting, speed and feel. It absorbs kickback from nasty bumps but leaves the information about tire adhesion, cornering load and surface changes to your fingertips. It is weighier yet geared slower than its Italian rivals, but that doesn’t hurt the Artura’s eagerness to turn-in, because the car is light and well balanced.



Chassis is perhaps too planted for excitement.


Similarly, the brakes are impressive, strong and consistent. When braking hard into a corner, the car remains stable. On a track, the Artura feels more matured than the 570S. More stable, more planted and less easy to dance. There is more understeer built into its DNA and needs more decisive push to unlock. However, once you have pushed it to slide, its active differential helps smooth things out, and the slide becomes progressive and controllable, with none of the edgy feeling of its predecessor. Unfortunately, you need to push very hard to find out its true ability. The harder you go, the more interesting it gets. 

On road driving, even a good road, this is almost impossible. The Artura’s extra stability and heavy controls make it feel less playful and less agile than the Ferrari or Maserati. Again, I suspect it is deliberately tuned so, so to leave space for more exotic variants to come.

Having said that, this car is still remarkably easy to drive fast on road. Its relentless power, its great steering, its strong grip and traction, predictable manner as well as good visibility and adequate size all play to make it one of the fastest cars in the real world. Its ride might be a little stiffer than McLaren used to be – something necessary to cope with the extra weight – but Comfort mode can deal with the poorest roads, while Sport is perfect for most situations. There is also a front axle lift function to prevent from scratching the nose.

Perhaps the biggest problem for the Artura is that it lives in the same space as Ferrari 296 GTB, which is technologically similar but overwhelms it in almost every aspect, and Maserati MC20, which costs the same to buy, might be a little slower but sounds sweeter and looks sexier. To beat the Italian, McLaren has to up its game in a few areas. That is easier said than done, of course.
Verdict: 
 Published on 26 Jul 2024 All rights reserved. 
Artura 2024 update


Subtle changes improve the coupe, but it is the Spider that appeals more.


McLaren Artura was developed at a difficult time, when Woking was hit by financial crisis and Covid pandemic. 2 years after launch, McLaren introduces an early update to correct its flaws and make it more competitive against rivals from Ferrari, Lamborghini and Maserati. This update concentrates on powertrain and chassis, so there is nothing outside to distinguish it from the old car.

The twin-turbo V6 has its ECU recalibrated to deliver stronger punch from 4000-8500 rpm redline accompanied with 20 extra horsepower, so that combined output of the hybrid powertrain is now 700hp – still trailing Ferrari 296 GTB by 130hp though. There is a louder exhaust and a resonator to pump more noise into the cabin, but the quality of sound still leaves something to be desired. The DCT gearbox has been recalibrated to deliver 25 percent quicker shift.

On the road, the extra punch is quite obvious at the upper rev range, tailing off slower after the 7500 rpm peak, so that it is more rewarding to push to the redline. McLaren keeps the same performance quote of 3.0 seconds 0-62 mph, 8.3 seconds to 124 mph and 205 mph top speed, but undoubtedly the Artura is one of the quickest supercars that you can drive everyday to everywhere.

As for chassis, the engine mounts get stiffer, as does the damping. The re-valved adaptive dampers react quicker. While the change is not dramatic, the new car does feel firmer riding and sportier as a result. It still trails Ferrari for agility and adjustability, but its feelsome steering remains untouchable.

Apart from coupe, Spider body is also available now. Its retractable roof – made of carbon-fiber or optional electrochromic glass panel – can be opened or stored in 11 seconds. The Spider is only 62 kg heavier than the hardtop, but its carbon-fiber tub delivers the same rigidity, and performance numbers are virtually identical to the coupe, claimed McLaren. One special feature of the Spider is the pair of flying buttresses made of transparent polycarbonate plastic, improving rear-quarter visibility. 

The coupe now starts at £212,000, an increase of more than 10 percent, but is still way cheaper than 296 GTB. However, I suspect the Spider will be more attractive and to be the better seller.

Verdict:

Specifications





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
0-124 mph (sec)
0-150 mph (sec)
Artura
2022
Mid-engined, RWD
Carbon-fiber tub, aluminum subframes
Aluminum, composites
4539 / 1976 / 1193 mm
2640 mm
V6, 120-degree + electric motor
2993 cc
DOHC 24 valves, DVVT
Twin-turbo
DI
585 + 95 = 680 hp / 7500 rpm
431 + 166 = 531 lbft / 2250-7000 rpm
8-speed twin-clutch
F: double-wishbones; R: multi-link
Adaptive dampers
F: 235/35ZR19; R: 295/35ZR20
1498 kg
205 mph (c)
2.9 (c) / 3.2* / 2.6**
6.3* / 5.5**
8.3 (c)
11.8**
Artura
2024
Mid-engined, RWD
Carbon-fiber tub, aluminum subframes
Aluminum, composites
4539 / 1976 / 1193 mm
2640 mm
V6, 120-degree + electric motor
2993 cc
DOHC 24 valves, DVVT
Twin-turbo
DI
605 + 95 = 700 hp / 7500 rpm
431 + 166 = 531 lbft / 2250-7000 rpm
8-speed twin-clutch
F: double-wishbones; R: multi-link
Adaptive dampers
F: 235/35ZR19; R: 295/35ZR20
1498 kg
205 mph (c)
2.9 (c)
-
8.3 (c)
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Performance tested by: *Autocar, **C&D




AutoZine Rating

Artura



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