2023 McLaren Artura: Innovative Hybrid Tech=Supercar Performance

Everyone is predicting a purely electric automotive future, and while that may (or may not…) come to pass, in the long term, there’s no denying the need for “electrification” — also known as hybrid technology — in the short term . Using hybrid technology can substantially increase a vehicle’s fuel efficiency while lowering tailpipe emissions. Every automaker is ramping up its hybrid technology push, including British supercar maker McLaren. The company’s first high-volume hybrid model, the 2023 McLaren Artura, is hitting showrooms soon, and we just drove it.

While this isn’t McLaren’s first hybrid supercar, it is the brand’s first mainstream, or as McLaren says, “series” production hybrid. McLaren’s previous hybrids cost over $1 million and were produced in extremely limited volumes. The 2023 Artura starts at $235,000, and can be highly optioned for less than $260,000. Our Artura test vehicle, equipped with an upgraded exhaust system, technology and performance packages, and painted a striking shade of “Flux Green”, rang in at $258,585, including a $4,500 destination charge.

That price is in line with competitive models like the Lamborghini Huracan and Porsche 911 Turbo, neither of which features the Artura’s advanced hybrid drivetrain. Even more impressive is the Artura’s curb weight — a svelte 3,303 pounds. That’s actually lower than the Porsche and just 100 pounds above the track-focused Huracan STO, a car that forgoes nearly all sound insulation in its quest for weight reduction. So McLaren has created a hybrid supercar that neither costs nor weighs more than competitive models, yet offers similar performance, lower emissions, and superior fuel efficiency, with a mixed rating of 18 mpg and fully-charged-battery rating of 39 MPGe.

The Artura’s impressive combination of performance and fuel efficiency springs from a series of cutting-edge technologies and innovative design elements. These include an advanced electric motor that’s sized like a brake rotor and weighs just 34 pounds, yet produces 94 horsepower and 166 pound-feet of torque. That motor works with a lightweight, 3.0-liter turbo V6 engine weighing just 353 pounds and featuring a 120-degree V angle. This design takes up substantially less space than McLaren’s 4.0-liter V8 engine while saving 110 pounds. And it makes a total of 671 horsepower and 531 pound-feet of torque, which vaults the Artura from zero-to-60 in about 3 seconds.

The Artura’s foundation, a carbon fiber chassis/passenger cell, features additional innovation. By using advanced carbon fiber production processes McLaren was able to integrate several components into the chassis that would normally have to be bolted on as separate pieces. These include the door hinges and upper seat belt anchors, along with suspension mounting points. Fewer parts means greater stiffness and lower weight. In the Artura’s case, its chassis tips the scales at a meager 180 pounds, helping offset the 7.5 kWh battery’s 194 pounds.

Of course nobody is buying an Artura, or any supercar, if it can’t deliver an engaging driving experience. The technical pedigree might get engineers excited, but the Artura’s target customer expects thrilling performance — which it readily delivers. For example, instant torque is among the biggest advantages of an electrified drivetrain. This manifests in the Artura’s throttle application, launching the car forward without hesitation at almost any speed. The Artura’s 8-speed, dual-clutch transmission, which uses the electric motor for reverse and features an extra forward gear that most competitors lack, adds to the supercar’s rapid-fire throttle response.

But straight-line acceleration is arguably the least impressive aspect of a hybrid supercar. Again, electric motors provide instant torque, so any supercar that has one better feels quick. Where things usually fall apart when adding hybrid components is cornering and braking, because motors and batteries add weight. However, we’ve already established the Artura’s lightweight hybrid components and competitive overall weight. The result is a car that handles like a traditional supercar but accelerates like a Tesla Plaid. McLaren gets bonus points for sticking with highly-traditional, hydraulically-assisted power steering, which remains more intuitive than electric-assisted power steering.

We initially experienced the McLaren Artura on the twisting roads north of Las Vegas, in the Valley of Fire and around Lake Mead. The Artura’s nimble and responsive driving dynamics confirmed the spec sheet’s high horsepower, low curb weight figures, while the hydraulically-assisted steering’s exceptional feedback elevated its intuitive nature. The Artura feels almost surreal in its refined personality, at least when driven in a relaxed manner. This is especially true when operating in pure electric mode — which it can do at any speed for up to 11 miles, although higher speeds drastically shorten that range.

It was quickly apparent the Artura’s full capabilities could not be (responsibly) explored on public roads, although its long-distance comfort and capable audio and climate control systems were much appreciated. An all-new 8-inch central touchscreen is easier to read and use than the current interface, and new toggle switches just ahead of the steering wheel make it easy to change driving modes and engine performance without removing hands from the wheel. More kudos to McLaren for allowing the Artura’s suspension settings and engine power to be tuned separately by the driver.

While electric and comfort modes drive as expected, sport mode noticeably ups the Artura’s throttle response and transmission programming without feeling overly aggressive. The same is true of track mode, which certainly elevates the driver’s awareness of road imperfections, but wasn’t actually abusive, at least on the relatively smooth pavement in Nevada’s state and federal parks. Combined with the Artura’s comfortable seats, excellent outward visibility, and capable audio system, and you have a supercar ready for all-day use without complaint.

Our seat time eventually included laps at Las Vegas Motor Speedway, where the Artura’s full spectrum of performance was on display. The same track mode that proved surprisingly livable on the street was fully up to the demands of track driving, keeping the Artura’s body roll in check and delivering full power out of turns, aided by McLaren’s first electric differential as it balanced power between the right and left rear wheels based on available traction.

In this environment the Artura shone even brighter than its Flux Green exterior paint. The car’s light weight, instant torque, wide powerband, capable carbon ceramic brake system, and intuitive steering work seamlessly together, imbuing the driver with full confidence as the Artura slingshots through turns. Want to rotate the car a little more with throttle while exiting a turn? The e-differential will oblige. Did you brake a bit too late on corner entry? Quickly straighten the wheel, add more braking force (there’s plenty!), then ease off to navigate the turn at a reduced pace.

The Artura is both highly capable and highly communicative, two great tastes that taste great together. Hybrid skeptics might question the electrification trajectory in supercar evolution, but they should reserve judgment until they can drive an Artura. If there’s one potential downside to the hybrid tech, it’s the ultra-refined nature of the car’s acceleration. The motor makes zero noise, and the V6, while having an appealing tone, isn’t as throaty as some supercar fans might hope. An aftermarket exhaust system can likely address the issue for enthusiasts wanting more “pop!” out back.

If low-drama full throttle acceleration is our biggest Artura complaint (it is), then there’s hope for the future of high-performance cars in an electrified world. The world is inevitably evolving, and the Artura shows McLaren keeping pace.