2023 McLaren Artura review (video)

If this is what we have to get used to as the auto industry transitions to electrification, the McLaren Artura certainly paints a pretty picture.

The Artura is a hybrid V6 supercar that goes up against the likes of the Ferrari 296, featuring the same powertrain configuration. We saw it with the most elite form of motorsport in the world, Formula 1, which introduced an identical formula back in 2014. Now it has trickled down into the arena of pin-up-poster dream machines.

This is the intermediate and final step before screaming supercars transition to silent stealths. If you’re a bit old-school, basically, this is the last call. On the other hand, if you love advancing technologies and, most importantly, proper face-distorting performance and speed, you might want to tune in as well. Because this is quicker than any predecessor and way more powerful.

2023 McLaren Artura: Specifications

Engine: 3.0-litre twin-turbo V6 plug-in hybrid
Electric: 7.4kWh battery, 70kW/225Nm e-motor
Output: 500kW@7500rpm / 720Nm@2250rpm
Gearbox: Eight-speed dual-clutch auto
Drive type: Rear-wheel drive
Wheels: F: 19×8.5, 235/35 R: 20×10.5, 295/35
ANCAP: Not tested
Tare weight: 1461kg
Power-to-weight: 2.92:1 (kg:kW)
Official consumption: 4.6L/100km
Our consumption: 11L/100km
Fuel tank/Fuel type: 72L/98 RON

Power efficiency: 108.69kW:L/100km
0-60km/h: 1.91 seconds*
0-100km/h: 3.12 seconds*
0-200km/h: 8.64 seconds*
60-110km/h: 1.55 seconds*
1/4 mile: 10.75 seconds at 225.2km/h*
Max acceleration: 1.078g*
100-0km/h braking: 35.34 in 2.85 seconds*
Max deceleration: -1.531g*
Decibel at idle (/sport mode): 64*
Peak decibel at 60-100km/h: 90*
Starting price: $464,657

*Figures as tested by Driving Enthusiast on the day. Manufacturers’ claims may be different

2023 McLaren Artura: How much does it cost?

Fans might remember the old Sports Series, Super Series and Ultimate Series of supercars McLaren presented in its showrooms. The Artura would slot into the entry Sports Series range, if that showroom framework still existed, as a modern replacement to greats such as the 570S and 540C.

There are three main packages you can go for in Australia: the Vision, TechLux, and Performance. All start from $464,657 (before on-roads), and all present a huge array of personalisation and customisation avenues so you can create something truly unique.

Just as an example, this test vehicle features the Black Pack for the exterior ($6670), bringing in black highlights for that contrast trend, including for the roof and rear buttress and side mirrors. It also showcases the brilliant Volcano Yellow paint ($11,320), from the MSO catalogue. But there are almost endless possibilities in terms of colours and combinations that you can select from.

2023 McLaren Artura: Interior & packaging

This is an all-new model based on McLaren’s new MCLA (McLaren Carbon Fibre Lightweight Architecture) platform, and this layout packages up a fresh interior. Much of the layout is carried over from before though, just in terms of the general location of various controls, button-operated gear selector system, and the narrow centre console design. But various tweaks make this a much more practical and liveable environment.

Firstly, the new 8.0-inch HD touch-screen. It’s a giant leap ahead of the previous system, running a more intuitive menu and folder path with either a grid or listed layout. The graphics and touch sensitivity are also improved, and it sits in vertical orientation like all McLaren screens.

Apple CarPlay and Android Auto come standard, too. So even if you still don’t like the new layout you can just connect your phone to display the conventional grid of app tiles. The system also comes with digital radio and a five-speaker sound system.

Five speakers might not seem impressive, but keep in mind this is a supercar; designed primarily for driving. And besides, McLaren leaves this area up to you. If you’re a serious audiophile then simply option up to the Technology Pack (no extra cost) that adds a 12-speaker setup, or the no-cost optional 12-speaker Bowers & Wilkins premium system.

This test car is dressed to impress inside. It features extended leather, running across the dash and door trims, with no exposed carbon fibre or typically racy garnishes. At first we were surprised but this specification does prove the Artura can be sophisticated and refined if you want it to be. It’s not all about being crazy-fast.

You might also notice the rather special Clubsport single-piece seats. These don’t offer a reclining backrest. However, they use a clever elliptical swinging-type hinge, whereby the entire seat swings back and forth like a cradle. This allows for some level of recline adjustment but the advantages of a full-support bucket seat.

They are very comfortable, at least for my height and weight (170cm, 75kg). The driving position is also perfect, as you’d expect, but you do sit very low so it’s a good idea to get those leg muscles working before you take delivery. That’s going to be the case for pretty much any supercar.

Under the bonnet is a 160-litre storage facility complete with a 12-volt socket. In-cabin storage is limited, but the new carbon fibre tub and design has introduced a cup holder at the front end of the centre console, and a centre arm rest/storage tray large enough for your phone and some nicknacks.

2023 McLaren Artura: Powertrain & handling

The new MCLA structure sees the wheelbase shrink from 2670mm in the 570S to 2640mm here, but the overall length grows by 9mm. That gives you some idea of its lower-slung profile. It is 10mm narrower though yet 9mm shorter in height. Similar dimensions to before , then.

What about the main issue with hybrids and electrification; weight? Taking a look at the local specs the Artura is listed as having a tare weight of 1461kg, while the 570S coupe had a tare weight of 1399kg. Whatever angle you’re coming from, that’s not a big sacrifice at all.

Out on the road you still get that light and playful feel, like you’re driving a go-kart. It darts into corners with the agility of a wasp, and maintains its line exactly in response to your steering input. Down a twisty section of mountain road, this thing can certainly dance the cha-cha, that’s for sure.

McLaren loves a good mechanical-feel steering setup and in the Artura, you’d swear it was not only a mechanical, hydraulic-assist system, but you might even confuse it for an old-school non-power steering system; it feels so natural and direct.

It’s actually an electro-mechanical setup on a rack and pinion gear design. During our test drive we took on a high-tempo route with a surface made up of concrete blocks. We did notice some steering column shudder when some lock was dialled in and during moderate load. But it didn’t detract from the engagement or driving pleasure at all.

It enhanced it, if anything. Because it literally feels like you’re driving a go-kart. An extremely fast one, obviously. And one that has one of the best suspension systems out there, in terms of supercar standards.

The Artura doesn’t get the innovative cross-linking stabiliser system of higher-end models, but it does come with exceptional adaptive dampers called Proactive Damping Control. These are very dynamic, providing a wide range of absorption rates between the Comfort, Sport and Track modes.

I’m the kind of driver that doesn’t mind a stiff setup, so for me the Sport mode is great for hitting up a driver’s road. However, Track mode is probably too rigid for most public roads. In Australia, anyway. It’s best to save that for what its name suggests.

In Comfort mode the ride is more comfortable than many lower-end sports car on the market right now. It is so forgiving. It’s incredible how McLaren is able to come up with these settings. On poorly-surfaced roads the Artura doesn’t crash or bounce around, and there seems to be more wheel travel than you’d ever expect possible from such a low vehicle.

There is a nose/vehicle lift function to clamber over speed bumps, too – the activation is now a simple button on the dash rather than the fiddlier stalk-operated setup of previous models. So with slightly narrower overall width, not only liveable but comfortable ride, and the ability to conquer steep driveways, the Artura is one of the most practical supercars McLaren has ever offered.

Carbon ceramic brakes come standard (for the Australian-spec models anyway, overseas might be different), with six-piston front and four-piston rear aluminium calipers. These are awesome stoppers, providing hard initial bite but outstanding longevity.

We clocked the 100-0km/h full-brake stop in just 35.34 metres, which is not as short as some other supercars I’ve tested over the years, on the same piece of tarmac. However, stopping distances don’t tell the full story in terms of being able to withstand repeated abuse. And these brakes seem like they can handle very high and constant demands. In fact, we ran four 100-0 tests back to back and the Vbox revealed similar distances each time, right up to the last run.

What about this new hybrid powertrain? So, firstly, a V6 is never going to sound as deep or as imposing as a V8. This 3.0-litre twin-turbo unit does sound exotic, though. It roars through the mid-range and it does turn into a scream, somewhat, at the higher end. Peak power is reached at 7500rpm with a redline of 8500rpm, so that’s quite super-like.

This is a new V6 featuring proper race-style dry-sump lubrication and a 120-degree cylinder bank angle, which is a world-first for a production V6. That angle is to assist with a ‘hot-vee’ turbocharger configuration, where the exhaust manifold is inside the V .

From the V6 alone you get 430kW and 584Nm. That’s nuts for a 3.0-litre engine. But obviously not enough to earn supercar credentials. So, McLaren has infused a refrigerant-cooled 7.4kWh battery behind the cabin and paired it to a 70kW/225Nm axial flux electric motor.

The e-motor is mounted inside the eight-speed dual-clutch transmission and essentially replaces the reverse gear. Don’t worry, if you forget to charge it up you’ll still be able to select reverse; the on-board computer always reserves some battery juice for reversing. But yes, reversing is only conducted by the electric motor.

This setup saves a lot of weight compared with a more conventional e-motor mounted at the front or rear axle, for example. And in fact the weight of all of the electrical side of things in the Artura is 130kg. That’s like having a heavy passenger on board.

Combine it all together and this new hybrid system belts out 500kW and 720Nm. Acceleration is just immense, especially in the top end. It just keeps pulling and pulling. We clocked a best 0-100km/h time of 3.12 seconds, and 0-200km/h in just 8.64 seconds, with the quarter-mile crossed in 10.75 seconds at 225.2km/h.

These are very serious figures. Let’s take a look at the 720S. On my old website at PerformanceDrive I clocked 0-100km/h in 3.11 seconds and the quarter mile in 10.43 seconds at 232.4km/h. The Artura is not far behind at all. More importantly, I’ve previously tested the 570S Spider in 3.25 seconds for the 0-100 run and 10.99 at 212.5km/h. And this particular Artura had its full launch control system deactivated (it was still being run-in), so there could be even more in it.

Out on the road the electric motor provides an unassuming and sometimes unexpected shove from behind. It pushes with a sense of urgency but if you’re gentle on the throttle it can be a very smooth and quiet experience. You can also drive in full electric mode for an official range of about 30km. But whether you’d purposely want to drive around with only 70kW in a car looking this hot is another question.

We guess it could come in handy in an underground car park where you don’t want to listen to the echo of engine moans and whirs. And if you’re strapped for cash you could save a bit on fuel costs. But, if you’re shopping for a car at this end of the market we doubt that’s ever going to be an occurrence.

McLaren says it came up with a hybrid package so it could basically capitalise on the performance benefits of having an electric motor, rather than purely chasing lower emissions and fuel consumption figures. We’re not completely convinced that’s the truth because all manufacturers are being forced to reduce their emissions over the next few years. We’re sure if McLaren had it its way it would continue making high-powered twin-turbo V8s to avoid anything that adds weight.

In saying that, whether it’s true or not, you, the customer, gets an extremely quick and powerful supercar nonetheless.

2023 McLaren Artura: Key attractions/reasons to buy

Sheer power and speed. The new hybrid system might be more economical than the V8 it replaces (official rating is 4.6L/100km against 11L/100km in the old 570S), but what really matters is this is unequivocally a supercar at heart. It revs to 8500rpm, it produces all kinds of exotic noises, and it turns like a bat.

We can’t see any sacrifice in practicality inside, either. It looks like a McLaren on the outside, except it has, what looks like, a fuel cap on the left and right (one for the plug-in hybrid battery system). It’s a no-compromise technical advancement that’s more powerful, faster, and more economical than the model it replaces.

The Artura is also surprisingly luxurious and refined inside, or at least in this test vehicle specification. It’s quiet and smooth rather than loud and brash. And the new touch-screen and some of the buttons and controls are more intuitive and/or pleasant to work with.

2023 McLaren Artura: Key considerations before you buy

The key takeaway for us is that the Artura is an alarm bell, in our opinion. It’s basically saying, if you like the idea of a traditional supercar with all the noises and theatre, then you better act fast. Because these days are numbered.

Electric supercars are – apparently – coming. And for me, I can’t see how they will ever provide the same level of passion or emotionally-stimulating experience as a petrol-powered one, like the Artura. They’ll be fast and clever, but in silence and without narrative.

2023 McLaren Artura: 0-100 & exhaust sound video