The McLaren 570S is leaving, and with it, the brand’s Sport Series and alphanumeric naming scheme. This is the replacement, Artura. It may seem like an evolution of the 570S, but the Artura is brand new and is McLaren’s first regular production hybrid.
It’s a big deal.
The Artura is built around a new carbon fiber chassis called McLaren Lightweight Carbon Architecture (MCLA), and unlike the brand’s previous carbon monocoques, this one is built in-house. The body is made of super-formed aluminum and carbon fiber, all of which contribute to a total weight of 3303, which makes Artura lighter than the P1 and all other hybrid super / hypercars that exist.
The power comes from a new 3.0-liter V-6 – the first truly new McLaren Automotive engine since the 12C – with a unique 120-degree V angle and turbines mounted in the valley between the cylinder banks. It produces 577 horsepower and 471 lb-ft of torque on its own, but these outputs are reinforced by an electric motor mounted on the transmission bell box offering 94 hp and 166 lb-ft. The E-Engine – which weighs just 34 pounds and offers a higher power density than the P1 – allows what McLaren calls torque filling, compensation for turbo lag. The total production of the system is 671 horsepower and 531 lb-ft, all directed to the rear wheels only through a new eight-speed dual-clutch gearbox. (And if that torque value seems unstable to you, given that 471 plus 166 equals 637, the engine and engine torque at different speeds.) The engine reaches maximum power at 7,500 rpm and revolutions at 8,500 rpm . A 7.4 kWh battery gives Artura an electric range of 19 miles, and the car has no reverse gear – instead, it uses the E engine to reverse.
The performance figures, as we expect from McLaren, are incredible. Zero at 60 mph takes 3.0 seconds, 0-124 mph in 8.3 seconds, a quarter mile time of 10.7 seconds and a top speed of 205 mph.
The car has auxiliary aluminum chassis at both ends, which act as both impact structures and mounting points for various suspension components. As with all other McLarens, there are double arms on the front axle, but on the rear there is a new multi-link configuration designed to decrease weight and increase rear toe stiffness and braking stability. Like the Sport Series cars it replaces, Artura has conventional coil springs with stabilizer bars and adaptive shock absorbers. (Super Series cars, such as the 720S and 765LT, use a hydraulically linked suspension system that dispenses with coils and protection bars.) What’s new at McLaren is an electronic locking rear differential. Previous McLaren cars (in addition to F1) used an open differential and mimicked a limited slip differential by braking the wheels individually. There is now an adequate locking differential, with different settings for each chassis mode selectable by the driver. The standard tires are a new version of the Pirelli P Zero Corsa, while the winter tire is a Sottozero. The wheels are staggered, with 19-inch alloys at the front and 20-inch units at the rear. The brakes are similar to those used on the 600LT and 720S with carbon ceramic rotors and aluminum calipers.
McLaren maintained the hydraulic steering for Artura, which means that this car must maintain the reference direction we expect from the brand. This system also helped to save weight, as the pump also drives the standard front axle lift. There are individual modes for the powertrain and chassis configurations and, unlike previous McLarens, you do not need to press a button marked “Active” to switch between them. The mode controls are mounted on a pod that contains the set of digital gauges and moves up and down with the steering column.
Inside, the Artura represents a major step forward compared to the 570S with a new driver-oriented infotainment system and luxuries like ambient lighting. Fortunately, the steering wheel is devoid of buttons and switches, because McLaren believes it should be used only for driving, in contrast to almost all other high-performance car manufacturers.
The entire car uses a new electronic architecture with four controllers all connected to a central “backbone” via ethernet cabling, which helps to reduce wiring. Driver assistance features, such as adaptive cruise control, lane departure warning and traffic sign recognition, will make their first appearance at McLaren on Artura, as will the ability for software updates over the air.
Artura’s order books are open at US dealerships now, with a base price of $ 225,000 and deliveries scheduled for the third quarter of this year. That price represents a pretty significant increase over the $ 192,500 base price of the 2020 570S, but Artura is a big step forward in all other respects. This now makes the GT the basic McLaren, with a base price of around $ 210.00. With Artura, McLaren is also getting rid of the Sport Series designation, arguing that this is definitely a supercar, not a sports car. The Super and Ultimate series identifiers will also disappear.
We will miss the 570S and its derivatives, but Artura seems to be a more than worthy successor. And come back tomorrow for more coverage on this remarkable car.
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