The McLaren 570S is going to disappear, and with it the brand’s Sport Series and alphanumeric naming scheme. This is the replacement, the Artura. It may seem like an evolution of the 570S, but the Artura is brand new, and it’s McLaren’s first hybrid with regular production.
This is a big problem.
The Artura is built around a new carbon fiber chassis called McLaren Lightweight Carbon Architecture (MCLA), and unlike the brand’s previous carbon monocots, this one is built internally. The bodywork is made of super-shaped aluminum and carbon fiber, and it all adds up to a 3303 weight, making the Artura lighter than the P1, and every other hybrid super / hyper engine out there.
Power comes from a new 3.0-liter V-6 – McLaren Automotive’s first truly new engine since the 12C – with a unique 120-degree V-angle and turbos in the valley between the cylinder walls. It delivers on its own 577 horsepower and 471 lb-ft of torque, but the outputs are amplified by an electric motor mounted in the transmission bell housing and offering 94 hp and 166 lb-ft. The E-car – which weighs only 34 kg and has a greater power output than that of the P1 – provides for what McLaren charges for torque filling, compensation for turbo inertia. The total system delivery is 671 horsepower and 531 lb-feet, which is led just to the rear wheels via a new eight-speed dual-clutch gearbox. (And if you look at the torque figure loop, since 471 plus 166 equals 637, the engine and motor deliver torque at different speeds.) The engine delivers a speed of 7500 rpm and turns up to 8500 rpm. A 7.4 kWh battery pack gives the Artura an electric range of 19 miles, and the car has no reverse gear – instead it uses the E-Motor to back up.
The performance figures, as we expected from McLaren, are wild. Zero to 60 km / h takes 3.0 seconds, 0-124 km / h in 8.3 seconds, a quarter-mile time of 10.7 seconds and a top speed of 205 km per hour.
The car has aluminum subframes on both sides, which serve as an accident structure and as a mounting point for a number of suspension components. As with all other McLarens, there are dual struts at the front, but at the rear is a new multi-link setup designed to reduce weight and increase rear stiffness and braking stability. Like the Sport Series cars he replaces, the Artura has conventional coil springs with roller rods and adjustable dampers. (Super-series vehicles, such as the 720S and 765LT, use a hydraulic mutual suspension system that does not operate without coils and roll bars.) What’s new to McLaren is an electronically locking rear diff. Previous McLaren cars (other than the F1) used an open differential and mimicked a limited-slip differential by braking individual wheels. There is now a proper locking differential with different settings for each driver-selectable chassis mode. Standard tires are a new version of the Pirelli P Zero Corsa, while the winter tire is a Sottozero. The wheels are wobbly, with 19-inch alloys at the front and 20-inch units at the rear. Brakes are similar to those used on the 600LT and 720S with carbon ceramic rotors and aluminum calipers.
McLaren is sticking with hydraulic power steering for the Artura, which means that this car should retain the benchmarking we expected from the brand. This system also helped save weight, as the pump also drives the standard front-lift. There are individual modes for drive and chassis settings, and unlike the previous McLarens, you do not have to press an “Active” button to drive through it. Mode control elements are mounted on a pod that contains the digital measurement group and moves up and down with the steering column.
Inside, the Artura represents a major step forward from the 570S with a new information system tilted towards the driver, and luxuries such as ambient lighting. Fortunately, the steering wheel has no buttons and switches, as McLaren believes it should only be used for steering, unlike almost every other carmaker.
The whole car uses a new electronic architecture with four controllers, all connected via Ethernet cables to a central “backbone”, which reduces wiring. Driver assistance features, such as customizable cruise control, lane departure warning and road sign recognition, will all make their first McLaren appearance in the Artura, as well as software updates on the air.
Order books for the Artura are currently available at US retailers, with a base price of $ 225,000 and deliveries are expected in the third quarter of this year. The price represents a significant increase compared to the base price of $ 192,500 of the 2020 570S, but the Artura is a big step forward in every other way. This now makes the GT the entry-level McLaren, with a base price of around $ 210.00. With the Artura, McLaren is also getting rid of the Sport Series designation, arguing that it is definitely a supercar, not a sports car. The Super and Ultimate Series monitors will also disappear.
We will miss the 570S and its derivatives, but the Artura turns out to be a more than worthy successor. And come back tomorrow for more coverage on this remarkable car.
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