2022 McLaren Artura review

There are hybrids galore available now. The technology is primarily used as a means to save fuel but it can also boost performance. McLaren has harnessed its ability to do both with the Artura. Is this the route to a (slightly) more sustainable supercar?

McLaren has been dabbling with hybrid tech for years, its almighty P1 being an early example. But things sure have changed in the intervening decade.

Its new Artura, joining part of the brand’s Supercar line-up, is what we’d term a new-age performance weapon.

McLaren has embraced electrification to skirt around emissions laws and still deliver scintillating performance.

That’s because the Artura, essentially an all-new model (chassis, engine, transmission, electrical architecture) is a plug-in hybrid, capable of running around town without using a drop of fuel or emitting any gases.

And with consumption rated at 5.1L/100km (WLTP figures via Rightcar), it means that buyers of the Artura escape any Clean Car fees.

Buyers of other machines with such power and performance will be donating $6900 to the cause.

While the fee isn’t much in the scheme of a $419,000 supercar, recent IRD research confirms certain types prefer to give taxation, of any form, a swerve where they can.

As with any plug-in hybrid, the actual fuel use can vary wildly, ranging anywhere from 0-29L/100km (we saw both figures on the trip computer), depending on what you get up to.

We used bugger all gas after picking the car up from McLaren Auckland and tooling around the suburbs to check out the electric mode. Bystanders are impressed by the arresting looks of the new Artura but seem perplexed as this road racer cruises by without making a sound.

Usually these types make a right cacophony as it’s not enough to merely be seen. Picking the boy up from football training, he wanted an engine-on exit from the car park – ‘Let them hear it Dad’…boys, toys etc.

We like how it creeps around easily in electric mode; it’s far easier to manoeuvre about in tight spots and on inclines than the supercar norm. And it mooches along more happily on a clogged motorway.

It’s also pretty zippy in its electric mode, despite the modest outputs of its motor (a ‘compact axial flux E-motor’ located in the transmission bell housing) which puts 70kW and 225Nm through the new eight-speed twin-clutch.

With the help of the gears, it gets along just fine, up to motorway speeds easily too. It’s whiny, the box that is, but satisfyingly so if you’re mechanically minded.

There is no brake regen here; McLaren didn’t want that sullying the pedal feel but you can set the engine to a charge mode should you require some battery power at a later point in your travels.

The new twin-clutch is lighter and more compact than the firm’s seven-speeder, and goes without a reverse gear. Instead, they use the electric motor for that job.

The battery, ‘bolted onto the rear base of the monocoque, optimising stiffness, weight distribution and crash protection’ will never discharge fully and the electrics also turn the new V6 over.

Along with Track and Sport, there are Electric and Comfort drive modes, and when in the latter it’ll fire the engine when you add more throttle.

The initial transition from electric to engine mode doesn’t deliver an immediate burst of power but give it a moment, press the throttle down harder and then crikey!

On its own, the V6 makes 430kW at 7500rpm and 585Nm from 2250-7000rpm while the amalgamated output of this hybrid is stated at 500kW and 720Nm.

When they do combine, the main benefit of the motor is its instant torque which helps quicken the throttle response and all but eliminates turbo lag.

And the hit feels like it’s coming from some 10-litre monster, not a mere 3.0-litre V6. But capacity is nothing these days, it’s all about the tech.

This feels mighty quick, the stats reading 0-100km/h in three seconds, with 0-200km/h taking 8.3. While we didn’t have our timing gear on the day, it sure feels rapid. Launch control is initiated easily and it hooks up fine.

The dynamic controllers have it powering on as it deftly manages the traction limitations of the rear 295/35s.

You’d be hard pressed to pick exactly what kind of engine this has from the sound it generates. While it’ll never be confused for a thumping V8, it sounds kind of like an angry superbike as it spins to nearly 8500rpm.

It’s unique and loud. It’s the dominant source of noise on the move thankfully, the tyres more interested in sticking than screaming on local roads.

Must be Pirelli’s noise management tech (‘uses a sound absorbing device on the inside wall of the tyre to reduce vibration and noise’).

It can be tempted to follow the contours of the road but you can steer it straight without having to wrestle with it.

The Artura has a new rear suspension set-up with an upper wishbone and two lower links, the design said to stiffen the toe and camber geometry for better rear stability. And that in turn helps reduce understeer.

This is the first McLaren with an E diff lock to improve traction off the bend (and help eliminate power-on understeer associated with a mechanical locking set-up).

All these elements gel sweetly in the bends. This has bags of grip, the front end bite quite phenomenal considering its relatively modest 235/35R19 tyres.

And you always know how they are feeling thanks to that sensitive steering. It has serious drive off the turns too – you can get into the throttle early and know the exit isn’t going to be unruly.

It’s wild though, the sheer thrust off the bend is impressive as the traction is good, yet it doesn’t force the front end wide. And don’t forget the response of the V6 and the pull from just about any engine speed.

It’s serious stuff, as are the brakes. This has carbon ceramic discs measuring 390mm at the front and 380mm at the rear.

The pedal needs a decent squeeze to get them working but then they bite and the car hauls up straight and utterly stable so you’re set up perfectly for the turn.

Entry, apex, exit and you’re gone. It’s desperately hard to keep it leashed however; scheduling some track days will be key to really enjoying this.