Though it has impressive performance, McLaren's new hybrid V-6 supercar lacks the same level of excitement as its more recent V-8 models.
During our recent trip to southern Spain, the mountains north of Malaga were on fire, closing portions of the drive route McLaren had planned for us and creating far worse hardships for locals. Due to the hotter, drier conditions brought on by climate change, such conflagrations have increased in frequency in the area. Just so happens, McLaren had brought us here to showcase some of its initiatives to lessen the significant impact that automobiles have on global warming. We were evaluating the $237,500 2023 Artura, the orange boomerang's first hybrid designed for regular production.
The Artura is mysterious and peculiar, which is something that could be said about the McLaren nameplate as a whole. The marque is renowned for the relentless and ardent pursuit of novel solutions, even if some of these initiatives merely re-invent the wheel. This pursuit is inspired by the same spirit of innovative engineering found in its race cars.
This is very literal with the Artura. Pirelli introduced its Cyber Tyre smart-tire technology for this vehicle, which consists of sticky P Zero tires in street, track, and winter configurations that have an internal "blister" that houses a Bluetooth-enabled sensor. This enables the car's onboard computers to read the tire temperature and air pressure as well as instantly identify the rubber. We had the chance to witness this in action when our flame-red Artura was able to distinguish between the P Zero Corsa PZC4 tires it was wearing on the difficult 26-turn Ascari circuit and the P Zero PZ4 tires we burned up on the almost-burning roads. We were informed of this without having to look at the sidewalls because the car's dashboard displayed a tiny checkered-flag icon.
The 235/35ZR-19 (front) and 295/35ZR-20 (rear) sizes of these tires provided excellent grip on either a street or a track. We could adjust how much slip angle we wanted by using the Variable Drift Control function to decide how to deploy that grip in order to go sideways.
The Artura's first electronically controlled limited-slip diff and brand-new, rear-mounted eight-speed dual-clutch automatic transmission both contribute to our admiration for the car's handling manners. When in Auto mode, the box occasionally felt a little hunt-and-pecky in traffic; this was less noticeable when it was being pounded or making manual paddle shifts. The car's behavior, however, was generally predictable, neutral, and well-reserved. Its name, which is Proto-Celtic for "she-bear," may be consistent with this.
Although it is a few hundred pounds heavier than the previous 570S or 720S coupes, McLaren managed to keep weight to a claimed 3400 pounds, which is light by today's standards. The new 120-degree 3.0-liter V-6, with its 577 horsepower and 431 pound-feet of torque, would have felt powerful on its own at this weight. For a combined output of 671 horses and 531 pound-feet of torque, however, it is joined by a 94-hp electric motor hidden inside the transmission. The 34-pound electric motor allowed McLaren to do away with the reverse gear in the transmission, with reverse being entirely handled by the motor, in addition to providing 11 miles of electric-only range. This should allay concerns that a dead battery would render your Artura reverse-less. The 7.4-kWh battery can be charged by the V-6. There is no regenerative braking in order to maintain brake feel.
Limits are predictable and easily detected by the hydraulic-assisted steering, which in combination with a more than compliant suspension setup (even in the least forgiving track mode) made the car comfortable on the highway, in mountain twisties, and at the curved circuit. Although it isn't as explosive as the 765LT, it isn't intended to be. It is a basic, everyday supercar with a top speed of 205 mph, a ring-out to its 8500 rpm redline, and sub-three-second zero-to-60 blasts. At 81 mph, the top speed in electric mode is noticeably less McLaren-like but is still sufficient for a brief highway stint.
This livability, however, has both a blessing and a sin. Since the MP4-12C launched the company's modern incarnation in 2011, McLarens have evolved into much more passionate individuals in both behavior and appearance. That car was derided for its unimpressive design and uninspiring engine. The Artura, in some ways, seems to be a return to these everyday pillars. Although it has intake strakes and flying buttresses, making it quick and instantly recognizable as an exotic, it doesn't always feel, sound, or appear to be moving quickly. Without ever exploding, the engine susurrates and increases in revs. Without ever snapping necks, the transmission makes quick shifts. And the Artura looks like an automotive turducken from the side, with a Ferrari F430 trying to escape from the mouth of a Noble M400 that was swallowed by a Lexus SC430. Intriguing? Yes. Exciting? Actually, no.
The Artura's dismantling of McLaren's bizarre ergonomic conventions is equally annoying, relieving, or just mysterious. The Artura's home button is knurled and moved to the side, resembling a wristwatch's crown, just as we were getting used to its clumsy, iPad-like home button in the center screen. Instead of being concealed in the folds of the aero vents, the switchgear for opening the dihedral doors is now mounted in a handle. The inconvenient gear-like knobs that controlled the suspension and performance-mapping functions are replaced by small fist-shaped rockers attached to the dash at 11 and 1, the nose-lifting function is activated by a hard button rather than a lever, and the outboard seat controls take the place of the inboard ones. These systems worked without us even having to press the "activation" button, a former piece of mysterious redundancy that appeared to be modeled after safe-deposit boxes from the 1950s. Is progress desirable?
We are still impressed by McLaren's ability to come up with its own solutions and willingness to try out new recipes, even if they are only 85 percent cooked and have a slight goopy middle. We suppose it is preferable to that than to be scorched to a crisp like a Spanish hillside. We must prepare for some flux as we make the transition to a hybrid/electric future.
Conclusion
PRICE
Base: $237,500
POWERTRAIN
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
DIMENSIONS
- Wheelbase: 103.9 in
- Length: 178.7 in
- Width: 81.9 in
- Height: 47.0 in
- Passenger Volume: 52 ft3
- Cargo Volume: 5 ft3
- Curb Weight (C/D est): 3400 lb
PERFORMANCE (C/D EST)
- 60 mph: 2.6 sec
- 100 mph: 5.9 sec
- 1/4-Mile: 10.4 sec
- Top Speed: 205 mph
EPA FUEL ECONOMY
- Combined/City/Highway: 18/17/21 mpg
- Combined Gasoline + Electricity: 39 MPGe
- EV Range: 11 mi
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