McLaren
MONACO – The idea of ​​an “entry-level” supercar may sound like a contradiction in terms, but every automaker’s lineup has to start somewhere, and in McLaren’s case, it’s the Artura. When Ars first tested this mid-engine plug-in hybrid in 2022, it was only available as a coupe. But for those who prefer things al frescoThe British automaker has now given you that option with the addition of the Artura Spider.
Artura represented a step forward for McLaren. There’s an all-new carbon fiber chassis tub, an advanced electronic architecture (with a handful of domain controllers that replace the dozens of individual ECUs you’ll find in some of its other models), and a highly capable hybrid powertrain that combines a twin-turbo V6 gasoline engine with axial electric motor.
More power, faster shifting
For the 2025 model year and the launch of the $273,800 Spider, McLaren’s engineering team has improved it, despite being only a few years old. Total power is up 19 hp (14 kW) thanks to new engine maps for the V6, which now has a bit more boost from 4,000 rpm all the way to the 8,500 rpm redline. Our test car was equipped with a new sports exhaust, which is not obtrusively noisy. It makes some interesting noises when you lift the throttle mid-rpm, but like most turbos, it’s not particularly delicious.
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The new engine map means that the top half of third gear really pushes you towards the horizon.
McLaren
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The Artura Spider supports are made from a light and clear polymer, so they do their job aerodynamically without completely obscuring your view over your shoulder.
McLaren
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The Artura Spider is covered with vents and exhausts that direct air to and from various parts of the car.
McLaren
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You could have your Arthur Spider painted a darker color. But Orange with carbon fiber looks pretty cool to me.
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If you look closely, you can see the gearbox that is hidden behind the diffuser.
Jonathan Gitlin
Combined with the 94 hp (70 kW) electric motor, this gives the Artura Spider a healthy 680 hp (507 kW), which helps offset the added 134 lb (62 kg) of the car’s retractable hardtop. There are stiffer engine mounts and new throttle maps, and the dual-clutch transmission shifts 25 percent faster than we saw in the car that launched two years ago. (These upgrades carry over to the Arturo coupe as well, and the good news for existing owners is that the engine remap can be applied to their cars too, after visiting a McLaren dealer.)
Despite the hybrid system – which uses a 7.4 kWh traction battery – and the roof mechanism, the Artura Spider remains remarkably light by 2024 standards, with a curb weight of 3,439 lb (1,559 kg), making it lighter than any comparable car. on the market.
In reality, choosing a comparable car is a bit more complicated. Ferrari will sell you a convertible hybrid in 296 GTS guise, but you’ll need another $100,000 or more to get behind the wheel of one of these, which is actually more of a competitor for the (non-hybrid) 750S. , McLaren’s mid-range model. Any other drop hill with a motor in the middle will only be powered by dino juice.
What mods do you want today?
McLaren
If you leave the drivetrain in E mode and start with a fully charged battery, you can drive it up to 11 miles using the electric motor alone. In fact, when you start the car, it starts in that mode by default. Outside of E-mode, the Artura will use spare power from the engine to recharge the battery while driving, and it’s very easy to set a target state of charge if you want to save battery power for later, for example. When plugged into a Level 2 charger, it should take about 2.5 hours to reach 80 percent.
The car is light enough that the 94bhp is more than adequate for the 20mph or 30km/h zones you’re bound to encounter, whether you’re driving this supercar through the countryside or past traffic wardens in the city. . Electric mode is serious, and the car won’t start the engine until you switch to Comfort (or Sport, or Track) using the switch on the right-hand side of the main instrument display.
On the left side is another dial for switching the chassis settings between Comfort, Sport and Track. The comfort never felt bad when riding on the road and I would really leave the track for the real track. The same goes for the Track drivetrain setup; on the open road, the Sport is the best-sounding, and comfort is well-rated for everyday use, killing the V6 when it’s not needed. The Sport and Track instead uses an electric motor – mounted inside the eight-speed gearbox housing – to supplement torque where it’s needed, much like an F1 or LMDh race car.