McLaren Artura
09/01/2024
McLaren
The McLaren Artura is now significantly upgraded, with a new convertible Spider model joining the range and a new version of the coupe. Further amplifying the Artura's next-generation supercar status, the new coupe and Spider deliver the highest levels of dynamic performance -including outstanding circuit ability - as well as meeting the requirements of regular driving and offering the near-silent electric-drive that is beneficial in urban environments.
The cars introduced for the 2025 model Yyar (MY25) live up to the Artura's positioning as a High-Performance Hybrid supercar, with more power, more performance and even greater driver engagement, enabled by enhancements to the engine, suspension, gearshift times and braking. New driver-assistance technologies have also been added, with others now standard.
The new Spider brings the sensory pleasures of open-top driving to the Artura, adding a thrilling new dimension to the range courtesy of a retractable hard-top that operates electrically in just 11 seconds to provide a full convertible experience and intoxicating supercar exhilaration.
The McLaren Artura in detail
First introduced in 2021, the Artura expanded McLaren's supercar range with two firsts for the company as its first series-production High-Performance hybrid and its first use of a V6 engine. These weren't the only defining points about this all-new, next-generation supercar; underpinned by the McLaren philosophy of super-lightweight engineering, it showcased the full range of McLaren attributes, including distinctive design, unrivalled performance, dynamic excellence and engineering innovation.
Focusing more than half a century of McLaren's racing and road-car experience and expertise to blend ground-breaking technology with McLaren's dedication to pure driver engagement, the Artura incorporates the additional benefit of electrification for even faster throttle response, lower emissions and the possibility to run in pure EV mode for emissions-free journeys.
The Artura presented McLaren engineers and designers with new opportunities to innovate, chief among these being how to preserve McLaren's super-lightweight engineering philosophy when adding hybrid powertrain elements including an E-motor and high-voltage battery pack.
Now, with a convertible Spider introduced simultaneously alongside a new version of the coupe, the MY25 Artura elevates the original attributes and innovation of this ground-breaking supercar to another level: more power, more performance with enhancements to suspension, braking and faster gearshifts all combining to deliver new heights of driver engagement and excitement.
High-Performance Hybrid powertrain
The Artura brings the benefits of a High-Performance Hybrid powertrain - previously employed by McLaren in the McLaren P1(TM) and Speedtail - to a series-production supercar. The Artura powertrain combines a twin-turbocharged petrol engine and an industry-leading axial flux electric motor (E-motor) integrated within an eight-speed transmission, with a lithium-ion battery pack.
The combined output of the High-Performance Hybrid powertrain has been increased in the MY25 Artura to 690bhp and 531lb ft, with the torque of the E-motor ensuring instant throttle response. Straight-line acceleration of 0-60mph is achieved in 3.0 seconds and 0-186mph in just 21.5 seconds (21.6 seconds for the Artura Spider); yet at the same time the Artura is capable of driving up to 11 miles on battery power alone, making the car fully zero-emissions capable for most urban journeys. The Artura's highly efficient design and powertrain returns an MPGe figure of 45 (gasoline mileage only 19mpg) and gives a range of 340 miles.
The McLaren Artura has four Powertrain modes, covering every driving requirement: E-mode, Comfort, Sport and Track. E-mode is the default for silent start-up and zero-emissions, fully-electric driving. In Comfort mode, the V6 petrol engine runs in tandem with the E-motor, with maximum assistance for fuel saving. In Sport model, the E-motor provides torque infill at lower revs, while the V6 targets maximum performance. Track mode delivers the same blend of hybridized power, with transmission software delivering faster shifts.
The process of switching from Electric to Comfort, Sport or Track drive modes has been improved on MY25 Arturas. The combustion engine conditioning process that reduces vehicle emissions by warming the catalytic converter before engaging drive has been recalibrated for driver convenience and is now up to 90 percent faster when first selected on cold startups.
More power, more performance, more engagement
2,993cc twin-turbocharged V6 enhanced to deliver 596bhp - nearly 200bhp-per-liter - by adding a crescendo to the power curve, torque of 431lbft
Light and compact: 110lbs lighter and 7.5in shorter than McLaren V8 engine
Enhanced exhaust system delivers purer sound to increase driver engagement
Designed by McLaren engineers to set new standards for smaller capacity V6 turbocharged engines, the 3.0-liter V6 at the heart of the Artura Spider's powertrain is enhanced for the new MY25 cars; it now generates 596bhp - an increase of 19bhp - and 431lb ft of torque, the latter's delivery optimized by minor changes to electronic mapping. Indeed, the M630 engine now has a higher bhp-per-liter ratio than almost every McLaren engine - only the McLaren Senna GTR and Elva 4.0-liter V8 units are greater. The power increase adds a marked 'crescendo' to the V6 engine's power delivery, which now demonstrates more urgency under acceleration from 4,000rpm to the 8,500rpm redline. This engine recalibration will be made available free-of-charge to existing Artura owners via their McLaren Retailer.
Peak power is produced at 7,500rpm and the full 431lb ft of torque is generated from 2,250-7,000rpm. Gasoline direct injection (GDI) operating at 350bar pressure ensures precise fueling for increased power and reduced emissions, with one central injector per cylinder, while Gasoline Particulate Filters (GPFs) and catalytic converters ensure all legislative requirements are met.
The V6 was designed by McLaren to be lightweight and compact and specifically with hybrid applications in mind (although it also powers the successful Artura GT4 and new Artura Trophy models, which are pure internal combustion-powered competition cars). At just 353lbs, the twin-turbocharged V6 engine weighs 110lbs less than a McLaren V8 and its size enables a High-Performance Hybrid powertrain package that is shorter than McLaren's V8 engine and seven-speed transmission.
The engine employs a 120˚ 'hot vee' layout with shared crank pins enabling a very short and stiff crankshaft appropriate for high power, high-revving engines. The wider angle brings advantages that include a lower center of gravity and the creation of a cavity within the vee to house the twin turbochargers. This is one of the factors that makes the engine 8.7in narrower than McLaren's 4.0-liter V8, its compact nature assured by additional advantages in length and weight.
Mounted longitudinally and driving the rear wheels, the dry-sump V6 has a capacity of 2,993cc, with an 3.4in (84.0mm) bore and 3.5in (90.0mm) stroke. Valve timing is continuously variable. The V6 is extremely fuel efficient, further aided by the additions of an E-motor and eighth gear for high-speed cruising. The 'hot vee' configuration additionally optimizes performance and emissions. This enables short, equal-length exhaust runners feeding the turbos, allowing faster spooling with very close-coupled catalysts feeding straight to the rear with minimal pressure drops.
The two compact, mono-scroll turbochargers are symmetrical, removing the performance compromises usually seen in the exhaust and intake systems of twin-turbo vee engines. The system uses ball-bearing technology to reduce friction within the turbo, allowing it to spin up faster. Combined with electronically actuated wastegates that can instantly adjust position regardless of system pressure, turbo-lag and response time are minimized. This - together with the power from the E-motor - gives the Artura extremely rapid response to throttle inputs.
A series of complex heat shields tightly surround the 'hot vee' to cool it efficiently. These enclose the engine to stop heat diffusing through the rear of the vehicle, with nozzles fed from the back of the high-temperature radiator (HTR) fans to blow air at high speed between the top of the 'hot vee' and the underside of the heat shield. This heated air is funneled out through the powertrain chimney, an opening in the heat shield in the center of the rear deck mesh. This concept is modified for the Artura Spider, with the powertrain chimney situated further back on the rear deck to allow room for the RHT storage and mechanism.
The lightweight engine block, cylinder heads and pistons are all aluminum. The block has directly coated parent bores rather than separate coated liners. This technology allows the engine to be significantly shorter. The cylinder head and block utilize 3D printed cores, a technology more typically used in Formula 1(TM) than road cars, allowing uncompromised precision cooling, for example a micro-compact 0.08in cooling passage between the cylinders.
The V6 engine's chain drive is located at the rear of the engine to reduce NVH intrusion into the cabin and torsional vibration. Overall, the V6 produces very little mechanical noise, either from the engine itself or associated pump and valvetrain sounds.
Intake and exhaust noise has also been optimized for all driving conditions; the exhaust system in particular has been further enhanced on the MY25 Artura. The revised system is valved and incorporates a tuned resonator and upward conical shape to the tailpipes to further refine the engine note at the middle and higher points of the rev range. This provides a 'cleaner' sound, which in the Artura Spider, envelops the occupants when the RHT is raised or the rear screen lowered.
An optional sports exhaust is also available. This offers an enhanced, clearer tone by employing a symposer to channel authentic sound waves from the tailpipe into the cabin. Fully active in Sport and Track powertrain modes, the symposer amplifies the connection between driver and the Artura's internal combustion engine, increasing engagement during enthusiastic driving and complementing the engine's enhanced characteristics at the upper end of the rev range. The optional sports exhaust also retains the ability to provide quieter cruising in Comfort mode.
The combination of enhanced refinement and instant driver engagement under throttle further underlines the MY25 Artura's ability to fulfil its dual role as a vehicle that can be driven every day in normal urban traffic and also as an incredibly immersive supercar on road or track.
Eight-speed transmission, enhanced for faster gear shifts
Developed specifically for the Artura - lightweight and compact, with E-motor integrated within the clutch bell housing
Short individual gear ratios optimize power/torque delivery and driver engagement
Shift times fully optimized with new pre-fill system
No mechanical reverse gear - E-motor runs in reverse instead
"With eight forward gears, all with short individual ratios, the twin-clutch transmission now incorporates a pre-fill system, which encourages the driver to keep the V6 engine in the power and torque band for more of the time and fully enjoy the Artura driving experience. The transmission is lightweight and very compact, especially when you consider that it has the powertrain's E-motor - which also fulfils the role of a mechanical reverse gear - integrated into the clutch bell housing."
Andy Beale, Chief Engineer, McLaren Artura
Designed to integrate the E-motor yet still be very compact, the Artura's technically advanced eight-speed seamless-shift transmission enables twin benefits of high performance and significantly improved CO2 figures. Despite having an extra gear over the seven speeds of McLaren's V8-powered vehicles, the length of the gear cluster has been reduced by 1.6in, assisted by the use of a nested clutch rather than a parallel clutch.
The transmission transfers torque from both the E-motor and the V6 engine, and also allows the Artura to operate in zero-emissions mode using the E-motor only, disengaging the internal combustion engine from the drivetrain.
Gearbox calibration has been revised for the MY25 Artura. The use of eight gears allows the ratios to be closely stacked and a new pre-fill system provides even faster gearchanges, shift speeds increasing by 25 percent. This is made possible by pressurizing the hydraulic fluid in the gearbox to the threshold required to enact a shift (the 'kiss point'), so that when the driver selects a gear (or an automatic shift is requested), shift time is minimized.
Twin clutches enable the continuous transfer of torque from the input to the driveshafts during each change of gear. The E-motor's torque can also be utilized during gearshifts, particularly those at low vehicle speeds and low engine rpms, to smooth the transition from one ratio to the next. The eighth ratio is used as an overdrive to improve consumption characteristics on freeways.
Both electric and mechanical oil pumps feature; the electric pump is necessary whenever the engine is disconnected from the transmission, but it can also be used to supplement the mechanical pump which, as a result, is smaller than would otherwise be the case.
Cooling for the transmission is provided by two medium-temperature radiators (MTR). A feed is taken from the high-temperature radiator (HTR) circuit and each MTR is fed by air intakes. These are located at the base of the roof buttresses on the coupe, whereas the Artura Spider's rear deck intakes perform this function, pre-cooling the water to enable clutch cooling to lower temperatures than the engine and transmission.
E-motor and battery pack
Compact, high power density E-motor generates 94bhp and 166lb ft
Five-module lithium-ion energy dense battery
Usable energy capacity of 7.4kwh; 11 miles of electric-only range
"The compact, high power density axial flux E-motor and energy dense lithium-ion battery pack that comprise the electric element of the Artura powertrain bring 94bhp and up to 166lb ft to the total power and torque outputs of McLaren's new High-Performance Hybrid. This contribution is key both to the electrifying supercar performance and the 11 miles of emissions-free, EV driving capability."
Geoff Grose, Carline Chief Engineer, McLaren Automotive
So much innovation has been concentrated into the compact dimensions of the all-new petrol V6 that it's easy to overlook the other driving force inside McLaren's High-Performance Hybrid powertrain - the electric motor and battery pack that comprise the electric element.
The Artura uses a ground-breaking, extremely compact and power-dense axial flux motor. Most E-motors in the automotive world use radial flux technology, where magnets are positioned around a rotor. An axial flux motor is fundamentally different, featuring a stator sandwiched between two rotor hubs, enabling exceptionally high power and torque density, while also being smaller and lighter.
The E-motor weighs just 34lbsincluding the transmission interface, which is less than half the weight of the 84lb radial flux E-motor in the McLaren P1(TM). It generates 94bhp - a power output that is 33 percent higher in terms of power density than the unit in the McLaren P1(TM) - and maximum torque of 166lb ft. The E-motor is capable in conjunction with the battery pack of propelling the Artura in pure EV mode for up to 11 miles. The torque delivery profile of the E-motor is different to that of the V6 petrol engine; the peak of each does not occur simultaneously, hence the Artura's 531lb ft maximum overall.
The short axial length of the E-motor fits neatly inside the bell housing of the Artura's bespoke, eight-speed twin-clutch gearbox. By packaging the E-motor in line with the engine and transmission, its power and torque are transferred directly to the main transmission shaft, improving response. By contrast, with an offset radial flux motor, additional gearing is needed to transfer its outputs to the main transmission shaft. The E-motor also fulfils the role of a reverse gear by spinning backwards when required, meaning that there is no need for a reverse gear in the Artura's transmission. A K0 clutch manages the transition between the E-motor and internal combustion unit.
The Artura's battery pack is another example of McLaren honing its hybrid expertise. Whereas both the McLaren P1(TM) and the Speedtail have 'power batteries' akin to those found in motorsport, the Artura features an 'energy battery' that enables both impressive acceleration performance and a practical 11 mile zero-emissions range when fully charged. Usable battery energy is 7.4kWh.
The battery pack consists of five lithium-ion modules, which sit on a cooling manifold. The battery management unit sits alongside the modules, and the power distribution unit (PDU) is integrated into the battery to save space. The battery is indirectly cooled via refrigerant in the cooling rails of the manifold; the refrigerant circuit runs from the front of the monocoque where the new electric heating, ventilation and air conditioning system is located. Optimized cooling of the battery delivers greater power and supports consistency of the zero-emissions range.
The entire battery assembly is enclosed within a fireproof cover and mounted on a structural carbon fibre floor that is bolted as one piece into the rear section of the carbon fibre monocoque. The floor, which features aluminum inserts and a structural foam core, provides crash protection below the battery pack. Protection from the side and above comes from a bespoke cavity engineered into the monocoque, shared with the fuel tank which sits above the battery. The engine, transmission and rear frame shield from any rear impact, meaning the battery pack is incredibly well protected. It is also located as low as possible in the vehicle, benefitting the Artura's center of gravity.
From the battery pack, a high-voltage DC supply runs to the integrated power unit (IPU) at the front of the car. It is a combined DC/DC converter, on-board charger and front power distribution unit, and the sharing of power electronics in this unit reduces weight. The DC/DC converter changes the high-voltage DC current from the battery to low-voltage DC current that is used in the vehicle's 12v system. The electronics also convert AC taken from the plug-in vehicle charger to the DC that charges the battery.
Artura customers can maintain charge in the battery pack through the use of the engine, including via a 'MAX charge' function that prioritizes using the internal combustion unit to recharge it, for instance ahead of entering an urban area. However, you can also plug in - a charge from zero to 80 percent takes around two and a half hours via a standard EVSE cable.
The battery is never allowed to completely discharge, thanks to a number of power reserve functions. These include a reserve to crank the engine on vehicle start-up, a reserve to power reverse 'gear' and a reserve for when the car remains parked for extended periods. The engine will also restart when the battery has a low state of charge in E- and Comfort powertrain modes and a 'High-Speed Restart' feature will also run the engine to charge the battery when using E-mode at speeds exceeding 75mph.
The power distribution unit located inside the battery gives its distribution to the state-of-the-art, super lightweight motor control unit (MCU), which converts the high-voltage DC current of the battery to the AC current that the E-motor needs under acceleration. As further evidence of the pace of development at McLaren, the MCU weighs some 68 percent less than the equivalent unit in the McLaren P1(TM).
Even more thrilling driving dynamics
"With the Artura, we set out to make a thrilling, engaging supercar and the new MY25 cars take that ethos to another level, amplifying McLaren's class-leading dynamics and broadening its performance envelope. The Artura now has even greater agility on road and track, delivering sheer driving pleasure and excitement, while retaining the Artura's renowned stability and driver comfort."
Michael Norrington, Programme Manager, McLaren Artura
As the only supercar in its class to offer the combined attractions of super-lightweight carbon fibre construction; a mid-engined, rear-wheel drive configuration; the purity of electro-hydraulic steering; the instant torque of an E-motor (which helps to deliver throttle response that is twice as rapid as any non-hybrid McLaren) and the dynamic benefits of an E-differential, the Artura enjoyed the ideal baseline for engineering expertise to deliver even greater driver engagement across the board.
McLaren took the opportunity to broaden the performance 'bandwidth' of the Artura with the MY25 cars, elevating driving connection and excitement to new heights on road and track, while still maintaining the flexibility to be able to drive in near-silent urban comfort in E-mode.
One of the most demanding dynamic targets for McLaren's engineers with the original Artura was to equally embrace two distinct characteristics that would ordinarily be diametrically opposed: increased agility and increased stability. This was achieved by a combination of actions and innovations that augmented the core advantages provided by the car's carbon fibre monocoque structure - a completely new rear suspension concept and McLaren's first electronically controlled rear differential were instrumental in allowing the accessibility of the car's dynamic behavior at all speeds to be separated from its high-speed stability.
This philosophy was advanced with the MY25 Artura, which features new powertrain mounts that bring further benefits to the car's dynamic characteristics. The new mounts are tuned to improve control of the powertrain within the chassis. Highly effective at reducing powertrain movement during dynamic driving, especially when under load, the resulting driver feel gives the impression of a shorter wheelbase, improving steering feedback and overall agility but with greater stability. And while the new mounts help create a purer, more natural engine note, adding greater theater and emotion throughout, the driver is also more aware of the sensation of the engine feeling absolutely integral to the overall driving experience.
Chassis settings can be adjusted electronically with three Handling modes: Comfort, Sport and Track. Each setting has its own distinct set of parameters for the dampers, for example a compliant ride for urban driving when in Comfort mode or enhanced dynamic response through tighter damper control when in Track.
More experienced drivers can utilize the expertise of the Electronic Stability Control (ESC) system, where conditions allow. The 'ESC On, 'ESC Dynamic' and 'ESC Off' settings are distinct from the Handling and Powertrain modes, offering the driver full control over the level of vehicle intervention available.
A Launch Control system for optimized performance on track is standard, as is a new 'Spinning Wheel Pull-Away' feature. Activated by completely disengaging Electronic Stability Control via the ESC button on the driver binnacle, this allows dramatic wheelspin when accelerating from standstill with a large throttle load.
Along with throttle response, steering feel is the most immediate and pure connection between car and driver and the most tactile way to maximize driver engagement. McLaren has always favored electro-hydraulic assistance over a fully electric steering set-up and has maintained this with the Artura, to best deliver the immediacy, on-center feel and detailed feedback for the driver.
The Artura debuted a new steering column with a fundamentally different design concept that enhances modal stiffness. The column is mounted directly onto a super-stiff, cross-car beam behind the facia. There is also a bespoke torsion bar in the steering rack to create a more nimble and agile dynamic experience, with a greater weight build up away from center, and a more natural and unassisted feel.
Intelligent suspension
The McLaren Artura's rear suspension concept has been developed specially for this car. The upper link is a unique wishbone, but what would ordinarily be a lower wishbone has been split in two to become a multi-link component. Viewed from above, rather than connecting to the upright through one central joint, it now features two joints that are further apart. At the same time, the toe control arm has been positioned much further from the wheel hub than is usual, in an extreme location almost at the inner rim of the alloy wheel.
By splitting the wishbone and maximizing the distance between the toe control arm and upright, there is a much greater separation between the connecting points. The result is significantly increased toe stiffness on the rear axle. Additionally, the large, forged uprights deliver stiffer camber, which allows load to be taken off the suspension links, in turn aiding weight reduction.
The lighter, more compact V6 engine and the geometry of the rear aluminum frame gave McLaren engineers greater freedom in choosing the inboard pick-up points of the suspension. The lower link points in particular are much further forward than is usual. By aggressively using the kinematics in this way, the weight of the rear suspension was able to be reduced by 5.3lbs of unsprung mass on each side of the car, benefitting both ride and grip levels. The toe control arm is also located in front of the wheel, rather than behind it, moving the weight distribution towards the center of the vehicle.
The result is a rear axle that is considerably stiffer around the z-axis, with stiffness of both camber and toe also significantly increased. This gives greater control under braking and acceleration, with stability improved overall across the board and grip levels during cornering enhanced.
The front suspension is a combination of lightweight uprights and double wishbones that delivers enhanced steering and precise vehicle reactions, with faster responses to driver inputs and heightened feel. Grip is enhanced by continuously variable, twin-valve hydraulic dampers that feature individual compression and rebound characteristics.
Ride and handling is further improved for the MY25 Artura with revised damper valving, which offers greater responsiveness to complement the single-stiffness springs and mechanical anti-roll bars. The latest iteration of McLaren's Proactive Damping Control (PDC) system - supplied by Official Intelligent Suspension Partner, Monroe - also features, PDC II being a highly sophisticated development of the Optimal Control Theory software algorithm that underpins McLaren's advanced suspension control systems.
The Proactive Damping Control uses inputs from sensors to 'read' the road rather than reacting to camera-based information. Feedback from four wheel accelerometers, three body accelerometers and two pressure sensors per damper - as well as multiple sensors that measure steering angle, vehicle speed, yaw rate and lateral acceleration - is processed in less than two milliseconds to ensure the vehicle state is optimized for outstanding levels of control.
Performance of the Domain Control Units (DCU) in the ethernet architecture has been enhanced for the MY25 Artura, supporting damping and handling response rates and increasing them by up to 90 percent, which improves reaction to driver input and changes in the road surface.
As acceleration, braking and cornering continually alter, and the road surface constantly changes, Proactive Damping Control interprets data and uses its digital models to predict the perfect damping response. The regulation of the body's movement is tailored for occupant comfort, but the vertical load and contact patch variation is optimized to enhance grip levels by ensuring each tire remains more consistently in touch with the road surface.
Electronically controlled differential
The Artura is the first McLaren to have an electronically controlled differential (E-diff). Smaller and lighter than a mechanical locking differential, the E-diff is integrated into the eight-speed transmission - all-new with the car's introduction in 2021 - optimizing packaging and saving weight.
The adoption of an E-diff brings the enhanced levels of control required to manage torque moving across the rear axle of the Artura, with the immediacy needed to respond to the instant delivery by the E-motor. A mechanical differential would not always be able to react with sufficient speed or precision to ensure the behavior of the car is proportional to throttle inputs.
The calibration and tuning of the E-diff encompasses values including corner radius, vehicle speed, damping characteristics and torque split across the differential. This in turn allows levels of understeer and oversteer to be precisely calculated and controlled, constantly fine-tuning the Artura's agility/stability attitude to benefit a driver drifting the car on a track or controlling yaw gain with the throttle. Traction when coming out of corners is also enhanced by the closer control parameters.
The Artura also features McLaren's innovative Variable Drift Control (VDC), which allows the driver to adjust the level of traction control assistance - and therefore the limit of oversteer - via the Central Infotainment Screen.
Enhanced Braking performance and durability
The brakes on the Artura are the latest generation of McLaren's renowned carbon ceramic disc/lightweight aluminum caliper braking system. The carbon ceramic discs measure 15.4in at the front and 15in at the rear.
The braking works in combination with rear-axle kinematics and revised engine and vehicle damping response rates to deliver even better high-speed braking power and stability, also extending disc and pad life in track driving conditions. With revised ABS calibration, braking distances for the MY25 Artura are 102ft to standstill from 62mph and an improved 407ft from 124mph.
In addition to the discs and forged aluminum calipers (6-piston front, 4-piston rear), the Artura adopts a version of the Formula 1-inspired integrated caliper cooling ducts seen on the 765LT and further improved for the new MY25 models. This technology delivers cooling air to the front calipers and discs, reducing brake pad temperatures during track driving but is also designed to reduce the wake from the now heated air that would otherwise interfere with airflow into the main radiators.
The McLaren Artura features a bespoke brake booster and electrically driven vacuum pump, to ensure pedal pressures remain consistent whether the car is running on its internal combustion engine or electric power alone. With no function to regenerate the battery through the vehicle's braking system - because the internal combustion engine alone can provide sufficient charging - feel through the brake pedal is entirely consistent.
Tires for all seasons
McLaren's technical tire partner, Pirelli, has delivered three bespoke tires designed to maximize the Artura's dynamic characteristics and performance. The tires - 235/35Z R19 at the front and 295/35 R20 at the rear - are all marked 'MC-C' to indicate they are a Pirelli Cyber(TM) Tire tailor-made for McLaren.
The P ZERO(TM) tire fitted as standard features an asymmetric tread pattern that improves braking and enhances handling and control across a wide range of road conditions, with particular focus on wet weather performance. The compound developed for the Artura ensures maximum grip and stability, while the structural integrity of the tire improves steering response.
Two optional tires are available. The P ZERO(TM) CORSA tire is designed for use on both road and track and features racing-type compounds and unique tread patterns, achieving higher grip levels as well as improved braking and traction. The P ZERO(TM) WINTER is the tire of choice for winter, its bespoke compound and tread pattern maintaining the levels of control of the P ZERO(TM) summer tire. Pirelli's Noise Cancelling System (PNCS), which uses a sound absorbing device on the inside of the tire wall to reduce vibration and noise, also features on all three tire types.
The innovative Pirelli Cyber(TM) Tire system consists of hardware and software integrated into the vehicle electronics. The system has an electronic sensor in each tire and generates a stream of high-value data based on tire specific conditions.
Able to recognize whether a P ZERO(TM), P ZERO(TM) CORSA or P ZERO(TM) WINTER is fitted, Pirelli Cyber(TM) Tire produces accurate, real-time monitoring of temperature and pressure and a broader data set than a wheel rim sensor. With this information, drivers can set tires to the recommended levels to optimize performance; a 'park mode' refreshes the information when the driver returns to the car.
Additionally, by using a 'track mode' tire pressure thresholds can be changed to a performance configuration that further enhances circuit driving enjoyment, using the infotainment display.
Core strength: the McLaren Carbon Lightweight Architecture (MCLA)
The Artura is the first McLaren to use MCLA, which is designed and produced at McLaren Composites Technology Centre in Sheffield, UK.
Optimized for High-Performance Hybrid models, MCLA comprises three elements: carbon fibre monocoque, electrical architecture and chassis and suspension structures.
The Artura's carbon fibre monocoque is safer, stronger and like-for-like lighter than previous McLaren monocoques
"The McLaren Carbon Lightweight Architecture (MCLA) is quite literally at the core of the super-lightweight engineering philosophy that is inherent throughout the Artura. We developed this all-new, High-Performance Hybrid supercar with all of our learnings from decades of working with advanced composite and other lightweight materials, using world-first processes and techniques to deliver weight savings that offset heavier hybrid powertrains, ensuring greater energy efficiency and maintaining the outstanding agility and dynamic performance our customers expect."
Jamie Corstorphine, Director of Product Strategy, McLaren Automotive
To achieve the very specific aims of the program McLaren started right at the core of the Artura, with a completely new carbon fibre architecture. This had to not only be true to the company's philosophy of super-lightweight engineering for dynamic and performance reasons, but also crucially to offset the extra weight of a hybrid powertrain, as well as being tailored to accommodate the battery pack.
The new architecture - called McLaren Carbon Lightweight Architecture (MCLA) - features three elements: an all-new carbon fibre monocoque occupant structure, a new chassis with aluminum crash beams and rear subframe, and a first-to-market domain-based ethernet electrical architecture.
Four years in the making, MCLA is the first architecture to be manufactured at the McLaren Composites Technology Centre (MCTC) state-of-the-art facility in the Sheffield region. Flexible in application (but physically incredibly rigid and strong) this scalable platform architecture heralds the next era of McLaren supercars.
Carbon fibre monocoque
At the center of the MCLA platform is the carbon fibre monocoque. McLaren pioneered composite technology in Formula 1(TM) racing over 40 years ago and first transferred it to the road in the carbon fibre chassis and body of the McLaren F1. When the 12C was unveiled in 2009 it introduced a unique one-piece molded carbon fibre chassis that was 25 percent stiffer than an equivalent all-metal structure and 25 percent lighter than a comparable aluminum chassis. McLaren's revolutionary technologies also allowed carbon fibre monocoques to be productionized in volumes never before achievable.
The McLaren Artura marks another revolutionary leap. No McLaren monocoque, whether designed for the road or racetrack, has ever had to do more: the carbon fibre structure now additionally provides a safety cell for the battery pack and integrates further crash and load-bearing functionality. Yet it remains incredibly lightweight, weighing just 181lbs including battery compartment, aero surfaces, B-pillars and door-hinge fixings, contributing to the low overall weight of the Artura, despite its 287lbs of hybrid components.
At first glance, the MCLA monocoque may appear similar to other McLaren carbon fibre structures, but the geometry of every surface is new, and it is constructed from four new carbon materials, a new resin system and a new structural core material. These new properties accommodate both the platform requirements and new, bespoke mechanized production processes at MCTC.
The in-house approach ensures McLaren can constantly innovate monocoques to accommodate new technologies or new models, without compromising the qualities that ensure its chassis are the lightest, stiffest and strongest in their class.
The MCLA monocoque is taller around the A- and B-pillars than previous McLaren monocoques, as it integrates additional strength and load-bearing functionality into the carbon structure, replacing bonded metal parts. The windscreen surround is also carbon fibre. To achieve the requisite battery and fuel-tank safety cell, the sides of the monocoque extend back beyond what would traditionally be seen as the rear bulkhead. This provides side impact protection for the battery pack and also the fuel tank.
There is an exacting tolerance to the monocoque dimensions of +0.03in across the structure, with the tightest tolerances between machined features down to +/-0.001in. This is fundamental to factors such as the accuracy of the suspension geometry control. Additionally, the high torsional rigidity of the monocoque ensures less compromise for the flexibility of the suspension itself, further enhancing the unique balance between supple ride and precise handling.
The structure also plays a role in aerothermal optimization. Chamfered corners at the trailing edge of the front wheelarches guide airflow out of the arches and along the underside of the doors. The extended outer skin of the doors traps the air in this channel, which is then driven rearwards into intakes that feed the lower portion of the high-temperature radiators (HTRs).
Chassis structure
Situated at either end of the carbon fibre monocoque are aluminum subframes that provide the Artura's deformable crash structures. Designed to absorb impacts, the structures can be repaired or replaced easily and very cost effectively. Cars with a full aluminum or steel chassis use their entire structure to absorb and crumple on impact, causing more damage to the whole structure, often including the passenger cell.
On the Artura, the front upper wishbone is mounted to the carbon monocoque, while the lower wishbone is attached to the aluminum crash subframe. The rear subframe is bolted to the monocoque, with the carbon fibre floor beneath the battery bridging the lower cross members transversely across the vehicle, ensuring the required torsional stiffness and optimizing the rear frame weight. The length of the lower portion of the frame is shortened to accommodate a bespoke rear diffuser, and the geometry of the new multi-link wishbone rear suspension concept is particularly aggressive.
Electrical architecture
Just as the carbon fibre monocoque incorporates greater functionality than any previous McLaren structure, so too does the electrical system. The Artura debuted an array of firsts for McLaren, including advanced driver-assistance systems (ADAS) and Pirelli Cyber(TM) Tire tire-monitoring technology. These are all made possible by the new electrical architecture, which also supports the next-generation McLaren Infotainment System (MIS II).
Additionally, the complex powertrain necessitated an electrical architecture that can control McLaren's first gasoline direct injection (GDI) fuel system at 350 bar; completely new transmission software; the E-differential and e-reverse functionality; battery management and implementing the different types of driving experience via the integration of the electric drive and engine drive.
To achieve all of this, McLaren was one of the first to market with a zonal domain-based ethernet architecture as the core backbone of the vehicle. The technology is the stepping point towards the industry trend of vehicle architecture redesign.
The domain-based ethernet system utilizes four controllers - enhanced for the MY25 Artura with greater processing power - each positioned in a key area within the vehicle to optimize data rates and cable lengths. Placed in the same zones as the loads they control, the controllers are connected, via ethernet, through a central gateway. Linked functions at the front, rear or across the vehicle don't need independent wiring and control systems, but instead transfer data via this central 'backbone'.
By moving to a single standard, all communications can coexist on the same ethernet network. Spreading outwards from each domain, data transfer still occurs via LIN (Local Interconnect Network) and CAN (Controller Area Network) for subsystem communication, but processing power has increased. The use of the domain-based technology has reduced the length of cabling in the vehicle by 25 percent, reducing weight by more than 10 percent.
This has been achieved while at the same time significantly upgrading the electrical capability of the vehicle - and adding new technologies such as the advanced driver-assistance systems (ADAS) features that debuted in the Artura. The processing tools are integrated, with centralized software that can be constantly scaled and upgraded as new functionality becomes available, creating a platform that can adapt to future legislation and technology. Already this has enabled the addition of enhanced ADAS features on the MY25 models.
Working across all of these systems are new cyber security protocols, with enhanced algorithms. And - depending on market - the electrical architecture now includes E-call, which can dial emergency or recovery services in the event of an accident or breakdown.
eHVAC system
The Artura platform also incorporates an electric heating, ventilation and air-conditioning (eHVAC) system, designed to work with or without the assistance of the internal combustion engine. The compact unit, incorporating electric compressor, condenser and evaporator, is located in the front of the car to improve weight distribution, without the need for 'pipework' to run forward from the engine. Not using the internal combustion engine to drive the compressor allows optimal control of compressor speed for better cooling in arduous conditions.
The eHVAC system is able to heat or cool quicker than a conventional HVAC system and also provide greater precision between chosen temperatures. It uses a diffused vent that runs horizontally across the dashboard. This design increases flow into the cabin at lower velocities and with consequently improved occupant comfort and reduced system noise.
A Spider without compromise
Artura Spider weighs just 136lbs more than coupe - comfortably the lightest convertible in its class, undercutting combustion-only rivals
Retains distinctive silhouette of Artura coupe with one-piece tonneau and glazed buttresses for excellent all-round visibility
Revised aerothermal cooling to accommodate rear tonneau and Retractable Hard Top (RHT) mechanism
Lowering roof - or rear windscreen - provides enhanced supercar soundtrack, or in E-mode brings the outside environment into the cabin
RHT can also be configured with enhanced Electrochromic glass - faster operation with greater contrast ratio
"The design and meticulous lightweight packaging of the Artura presented us with an engineering challenge when creating the Artura Spider. The clean sheet approach to the coupe resulted in a compact powertrain, in particular the 120-degree V6 internal combustion engine with its 'hot-vee' positioned where the Spider's hard top would naturally sit when retracted. Our solution is light, elegant and technologically sophisticated in its effective management of airflow."
Andy Beale, Chief Engineer, Artura Spider
The visual design and architecture of the new Spider make it immediately recognizable as an Artura, despite the integration of the Retractable Hard Top (RHT) and the changes this brings. The 'shrink-wrapped', sculpted bodywork; signature 'hammerhead' nose; integrated front fender louvres; and headlight air intakes are all familiar yet still striking - as too are the dihedral doors that open close to the body to allow easy access and egress in tight parking spaces.
But as a convertible, the new Spider is unquestionably a supercar with a visual identity all of its own, and the requirements of the RHT system are central to this. All-new buttresses - which incorporate the rollover structure - include a glazed section to aid rear visibility. A heated rear screen, which raises or lowers at the touch of a button either to optimize comfort with the roof lowered or to allow exhaust sound into the cabin for additional driver engagement when it is raised, is located between the buttresses.
For the Artura Spider, a new aerothermal concept was designed to cool the powertrain, enable the packaging of the RHT and reduce air-buffeting for occupants. Using four separate ducting systems, airflow is conditioned by the RHT and sides of the car through intakes at the base of the buttresses, the sides of the powertrain chimney housing and two new rear deck inlets on either side of the one-piece Aluminum Hot-Formed rear bodywork. The Artura Spider's buttresses - glazed in motorsport-style polycarbonate - are visibly more sculpted than the coupe's to condition the airflow.
This air is then conditioned to provide cooling for the transmission MTRs, exhaust and RHT housing. It is also used to direct air from the powertrain chimney away from the rear deck at high speeds. This air is routed from the 'hot vee' via stainless steel heat shielding with triple layer insulation and out through the repositioned chimney located behind the high-level brake light.
In addition to a pair of cooling inlets on the rear deck inlets, there are also outlets for exhausting hot air from the powertrain. Additionally, the roof shape has been designed to channel air towards the repositioned chimney to accelerate the flow of exhausted hot air.
Even the windscreen surround has been revised and now incorporates small gurneys finely sculpted to reduce buffeting in the cabin when the roof is retracted. This discreet and lightweight aerodynamic solution carries no drag penalty and removes the need for an active wind-deflecting device, epitomizing the level of detail that has been incorporated into the Artura Spider.
The RHT system is actuated in near silence in just 11 seconds by eight synchronous electric motors. Two motors fold the roof panel, two raise and lower the rear tonneau cover, and two control the aerodynamic covers on the leading edge of the tonneau buttresses. A further motor is responsible for rear window operation, another for the RHT latching mechanism. When lowered, the RHT is stored beneath a one-piece composite tonneau - which can be finished at extra cost in gloss carbon fibre if desired. The tonneau can also be raised when the roof is in position to provide servicing access to fluid reservoirs and the powertrain via a forged carbon panel.
The Retractable Hard Top itself is a carbon fibre and composite panel but can also be configured with an Electrochromic glass panel, which can either brighten the cabin - or block more than 99 percent of sunlight - at the touch of a button. McLaren has adopted advanced Suspended Particle (SPD) technology for this feature on the Artura Spider, to further reduce heat transfer into the cabin when in the darkest mode - more than 96 percent of solar energy is blocked - helping to keep air temperature as cool as possible. The system is designed to automatically switch to shade when the car is locked, keeping the cabin cool. When the car is unlocked, the glass tint has a memory function, returning to the previous state chosen by the driver.
The powered RHT control is located on a panel behind the windscreen header, maintaining the clean design of the Artura's center console. A separate, adjacent control for the rear screen allows it to be operated independently of the RHT. An additional control on the roof panel is used to change the state of the electrochromic glass where fitted. The RHT can also be operated from the vehicle key when the car is stationary, allowing it to be opened or closed from outside the vehicle.
The RHT can be operated at speeds of up to 31mph and the structure and mechanism is designed to withstand a headwind in excess of 18mph when operating at speed. McLaren's engineers were also presented with an additional challenge of re-engineering a car designed with a meticulous approach to weight-saving; the rear deck of the coupe is incredibly light when compared to other McLaren series production supercars. With the additional complexities of packaging and shielding a motorized RHT mechanism and tonneau above the powertrain, the
Artura Spider has a dry lightest weight of just 3,212lbs, with curbweight (DIN) of only 3,439lbs - just 136lbs more than the Artura coupe. These figures position the new Spider as easily the lightest among convertible competition, enjoying an advantage of up to 183lbs.
More importantly, in combination with the 690bhp of the high-performance hybrid powertrain, this gives a power-to-weight ratio of 473bhp/tonne at lightest dry weight, which perfectly positions the Artura Spider to optimize every aspect of supercar high-performance, including exploiting its mid-mounted engine, rear-wheel drive chassis layout to the full.
Perfect supercar proportions
'Cab-forward' stance; long, low sleek nose; fast windscreen angle
'Shrink-wrapped' bodywork
The McLaren Artura's minimalist purity and almost aggressive beauty appears effortless, but nothing could be further from the truth. The design mission was as sharply focused as every other aspect of this game-changing supercar program - and the new Spider embraces the established visual signatures with a look of its own to be every bit as enticing as the coupe.
The Artura has perfect supercar proportions - a long, low sleek nose, long roofline, very fast windscreen angle and very 'cab-forward' stance. Coupled with a compact wheelbase, 19-inch and 20-inch wheels and high fenders and haunches, the result is a superb dynamic feel overall, enhanced by the extremely compact rear overhang.
Viewing the Artura head-on, the signature hammerhead line is clearly visible running forward across the front, dissecting the airflow down into the radiators or accelerating it over the bonnet. The line 'kicks up' in the outboard corners, leading your eye into the eye-socket features that house the deeply rebated static headlamps.
The lights are deeply recessed, giving the Artura a mean, menacing look that contributes to the overall appearance of a car that displays a rare combination of both beauty and aggression. The large side intakes also help to endow the Artura with a unique visual character, a pinched waist, powerful nose and particularly curvaceous rear haunches linked by a tightly packed core.
The Artura's sense of purity is achieved partly through the reduction in shutlines, which creates a visual cleanliness that emphasizes the bold form language. The air intakes in the nose and doors cut deeply into the body, while the elegant flying buttresses appear to 'pool' where they fall from the single-piece aluminum roof to meet the bodywork, creating a graceful visual effect in the remarkable one-piece rear clamshell.
Each vent, duct and fold - and even the door mirrors - has a specific purpose in managing airflow, cooling radiators, optimizing downforce and enabling onboard technology. Vented louvres on the front fenders, for example, reduce pressure in the wheelarches and guide 'dirty' air away from the side intakes, while 'clean' air is guided into those intakes via a complex aero path involving sculpted door channels.
The side intakes conceal the discreet inlets that feed air to the intake manifolds, along with the high-temperature radiators (HTRs) which cool the powertrain. The HTRs, which feature a new core technology, are a complex elliptical shape to ensure the maximum surface area is placed within the airflow. They're also much smaller, having less engine capacity to cool.
The intake for the eHVAC system (along with the ADAS radar if optioned) is located in the center of the front splitter. The radar's offset location creates an asymmetrical intake, maintaining maximum intake volume rather than artificially closing the opposing side for the sake of styling.
The 'shrink-wrapped' bodywork contrasts with the sheer sides of the dihedral doors. These vertical surfaces play a distinct aerodynamic role while their shape, which transforms into the curvature of the air intake, allowed McLaren engineers to optimize the weight and rigidity of the aluminum doors. The areas where air enters and exits the Artura, including the front splitter, open rear end - and in case of the Spider, all of the elements of the new aerothermal concept - are technically incredibly complex.
The full LED headlights feature 21 LEDS apiece. The rear lights - also LED - continue the ultra-slim design concept, combining three functions into one unit: taillights, brake lights and indicators. Each rear light blade is made up of only nine components and a single blade of LEDs, minimizing both component count and overall weight.
The central-exit exhausts are set between the two light blades. Positioned high within the center of the rear mesh, the twin tailpipes are routed straight out from the engine's 'hot vee', having passed through the catalysts and gasoline particulate filters (GPFs). Positioning the exhausts this high allows for the Artura's full-width, dual-level diffuser, which functions by the expansion of air across its full span, especially at the outboard corners.
Customers can also specify components from a range of carbon fibre body parts, either individually or as a pack. A range of MSO Bespoke paints, themes and both exterior and interior details are also available to customers wishing to further personalize their Artura.
Driver-focused interior
The cabin of the Artura - trimmed in performance or luxury materials according to the driver's preference - is distinguished by a purposeful, driver-focused design. The 'clean' steering wheel is free of buttons and controls, aside from the sculpted gearshift paddles which move with the wheel for optimal driver ergonomics. The driver display binnacle, which moves with the column when adjusted for reach or rake to ensure all driving information is always within the driver's eyeline, also houses the controls to select Handling and Powertrain modes, allowing changes - including an easy switch between electric and hybrid drive - without taking hands off the steering wheel. The screen display of the binnacle focuses on key information to minimize driver distraction, and further has a stealth mode that hides non-essential content, reducing distractions and promoting full concentration on the road ahead.
The innovative McLaren Clubsport seat is fitted as standard in most markets. Adjusting through an elliptical arc to combine the range of motion expected of a moveable backrest with the light weight and close support of a bucket seat, the Clubsport seat is equally at home on road or track. Adjustable lumbar support can be specified as an additional feature. Drivers wanting a more traditional but still appropriately sporting seat can option the electrically adjustable, heated comfort seats with memory.
The Artura's McLaren infotainment and connectivity system (MIS II) uses two high-definition screens. Delivering smartphone levels of responsiveness, MIS II is capable of smartphone mirroring and the Artura now offers wireless charging as an option, for use with enabled mobile devices and incorporates a unique, soft-faced retainer that supports the phone in a vertical upright position, keeping it secure during dynamic driving. Familiar McLaren apps - including Variable Drift Control - also feature on MIS II.
MIS II also enables a number of ADAS driver assistance features with Lane Departure Warning - which retains user-preference until manually reactivated via a fascia-mounted switch - and Road Sign Recognition now fitted to all Arturas. Also available optionally are Intelligent Adaptive Cruise Control with Switchable Follow Mode, Blindspot Monitoring and Rear Cross-Traffic Detection.
The Artura also features a Bluetooth low-energy vehicle key which detects when the driver is heading towards the vehicle and powers up systems to welcome occupants. This greeting includes ambient, 'hidden-until-lit' lighting in the doors, also acting as puddle lamps.
A revised range of options and options packs are introduced with the MY25 Artura, including exterior and interior carbon fibre components and a new, faster vehicle lift. Silver badging is now a no-cost option, with new Stealth badging - which incorporates black badges front and rear as well as a black McLaren Speedmark on the wheel center caps - standard fit.
A five-speaker McLaren Audio System is standard fit. Customers can choose to specify the Artura's acclaimed Bowers & Wilkins 12-speaker surround sound audio system, which is exclusively available with the Technology Pack. This system features Bowers & Wilkins' Continuum(TM) midrange speakers to ensure precise reproduction of voices and instruments throughout the cabin, complemented by Nautilus(TM) Aluminum Double Dome tweeters to provide greater clarity at high frequencies. The Artura Spider additionally features an additional rear center speaker to optimize the cabin's convertible-specific acoustic requirements.
The MY25 Artura has a new 15-spoke wheel as standard, in silver finish. A new gold-colored Orum wheel finish is available on both Dynamo and Star wheel designs, with the latter now available in a full range of finishes. The Calibre 10-Spoke Super-Lightweight wheel joins the list of optional wheels, and is available finished in Silver, Dark Stealth or Gloss Black. All wheels can be optionally specified with Titanium Wheel Bolts, saving approximately 0.9lbs of unsprung mass - indicative of the level of attention given to delivering weight reduction.
Three optional interior specifications are available: Performance, which has a more sporting aesthetic; TechLux, where the focus is on the technical luxury that the name suggests; and Vision, which displays a more avant-garde and adventurous look and feel.
An extended palette of exterior paints, some of which are available on the Artura for the first time, is introduced for the MY25 models; twenty Elite colors are offered in addition to the standard five colors, with a further eighteen MSO colors also available.
Every new Artura comes as standard with a five-year, unlimited mileage vehicle warranty and a six-year, 45,000mile battery warranty. These warranties can be extended. A three-year service plan is also included, as is a five-year roadside assistance package.
The new Artura Spider and new Artura coupe are available to order now.
Further information about the Artura, including full specifications and options availability, can be found together with an online configurator that allows customers to explore color and equipment choices, at: https://cars.mclaren.com/en/artura for the Artura coupe and https://cars.mclaren.com/en/artura-spider for the Artura Spider.