McLaren Artura review

The McLaren Artura is the most technically advanced road car yet to come out of Woking, but despite its appearance, it shares nothing with previous McLaren models. This really is an all-new supercar.

Indeed, you could argue that the designers should have been bolder when it came to styling the Artura, to suit just how different to, say, the McLaren 570S this plug-in hybrid (PHEV) performance car actually is.

McLaren’s long-standing twin-turbocharged 4.0-litre V8 engine and seven-speed dual-clutch automatic gearbox are gone, replaced by a 3.0-litre twin-turbocharged V6 engine and an eight-speed dual-clutch transmission.

The engine alone produces 577bhp, but because of its PHEV set-up, it can also call on 94bhp from its electric motor, which gets its energy from a 7.4kWh battery pack, rather than the petrol tank.

To save you the maths, we can tell you the Artura has a total of 671bhp. That's over 100bhp more than its predecessor but some way down on the 819bhp you get out of the Ferrari 296 GTB (which is also a PHEV).

However, as compact sports cars such as the Alpine A110 and the Lotus Emira demonstrate, a lack of weight is often more important than power.

For that reason, McLaren has invested heavily in a new carbon-fibre platform. Its low weight (82kg) is said to make the Artura 100kg lighter overall than the 296 GTB, which uses a more traditional aluminium construction.

Speaking of rivals, while the Artura replaces the 570S, its extra power and hybrid powertrain see it priced much higher than what used to be considered an entry-level supercar. So, as well as taking on the 296 GTB, it's up against the Lamborghini Hurácan and Maserati MC20.

So, should you buy a McLaren Artura? We'll help you decide in this review, as we rate it in all the important areas and compare it with the best performance cars. And when you've decided what to buy, make sure you find it for the best price by searching our free New Car Buying pages.

A defining characteristic of McLaren’s last-generation ‘entry-level’ Sports Series supercars (the 540C, 570S and 570GT) was that they were easy to use every day. It’s a characteristic the Artura has not just inherited but also improved upon.

For starters, you don’t fire up the Artura – it defaults to e-mode, so you can crawl out of your driveway in complete silence. In that mode, you can carry on driving it like an electric car at up to 81mph until the PHEV battery is drained (after 19 miles, according to official figures, but that will depend on how you drive and other factors).

That ability to cruise near-silently is matched with a ride quality that puts most executive saloons to shame. Instead of the fancy hydraulically linked suspension set-up in the 720S, you get coil springs and variable dampers, but we found there to be very little road and suspension noise.

Don't go thinking McLaren has gone soft, because as soon as you reach a twisting, broiling road you can’t help but be impressed by the Artura’s sensationally communicative steering.

The Alcantara-covered wheel gently wriggles and writhes in your hands, letting you know exactly how much grip you have to play with. Unlike a Lamborghini Huracán Tecnica, you never seem to get pulled off line by a nasty rut or a sudden change of camber.

At higher speeds, you do start to feel the added weight of the Artura’s hybrid system over undulating sections of road, although that can be countered by selecting Sport mode for handling. We reckon Sport is the best mode for the road, because Comfort is a bit too soft, while Track can feel brittle.

In Sport mode, you're treated to much-improved body control, but the ride remains suitably subtle. The increased stability, combined with feelsome steering, mind-boggling traction (coming courtesy of a new electronic limited-slip differential) and feelsome brakes, makes the Artura incredibly easy and predictable to drive quickly. And that’s a desirable attribute when you have 671bhp under your right foot. But is it any fun?

Well, compared to the Ferrari 296 GTB, it feels a little more strait-laced in the bends. McLaren has fitted a 15-stage Variable Drift Control, but even with everything turned off, the Artura never feels as playful as its Italian rival. Instead, it likes to be driven in a clean and precise manner. That approach is great for lap times, but not so great for entertainment. 

The hybrid powertrain allows for astonishing performance (0-62mph in three seconds and a top speed of 205mph). It also feels noticeably quicker than its predecessor once up and running, with the electric motor delivering a seamless and instant swell of torque in any gear and at any speed.

The Artura stops short of being truly exciting to drive, though.

While the V6 in the 296 GTB sounds like a downsized V12, screaming all the way to its 8500-rpm redline, the engine in the Artura fails to build to a dramatic climax. Despite being turbocharged and electrified, there’s no turbo noise and no motor whine, so you never get the urge to crack the accelerator just to hear the engine note.

Of course, a restrained engine note has never stopped the Porsche 911 Turbo from selling in big numbers, but in a two-seater supercar, we expected more. 

Driving overview

Strengths Excellent ride comfort; sensationally communicative steering; progressive brakes

Weaknesses Engine could produce a more dramatic soundtrack

It’s very easy to get comfortable in the McLaren Artura, with plenty of adjustment for the steering wheel and the driving seat, which is comfortable and supportive.

There are no conventional dials in the instrument binnacle. Instead, you get a clear, configurable TFT display mounted on the steering column rather than the fascia behind, so it's never obstructed by the steering wheel.

McLaren takes a very different approach to arch-rival Ferrari when it comes to the design of the steering wheel. The Italian brand covers it in distracting touch-sensitive controls, whereas there isn’t a single button or switch on the wheel of the Artura. Instead, the indicators, wipers and lights are located on conventional stalks, and all the easier to operate as a result.

We love the new toggle controls for the hybrid powertrain and suspension. They sit on the upper edge of the instrument binnacle and are easy to see and operate on the move. Such details remind you McLaren is in the business of building the world’s best driver-focused road cars.

Perhaps the best thing, though, is the visibility. While most performance cars suffer from sizeable blind-spots, the Artura has super-slim pillars and loads of glass, so it’s a doddle to see out of and place on the road.

Infotainment is taken care of by an 8.0in touchscreen system mounted in a portrait orientation in the centre console. It has decent clarity, good responsiveness and reasonable navigability, thanks in no small part to the physical home/scroll wheel on its left-hand side.

The built-in sat-nav system can be a little tricky to use but we simply used Apple CarPlay to get around this (Android Auto is also standard – although both are wired, rather than wireless).

Looking around the rest of the interior, you notice that everything looks and feels high quality. From the action of all the switches and controls to the stitching on the leather seats, it all feels in keeping with the car’s premium price tag. 

Interior overview

Strengths Impressive interior quality; good visibility; great driving position 

Weaknesses Nothing major, but the Android Auto and Apple CarPlay are not wireless

Mid-engined supercars are seldom practical, but the McLaren Artura scores better than most in this area.

Okay, it has only two seats, but they’re easy to get to thanks to McLaren’s trademark butterfly doors, which open upwards and forwards, taking a large section of the sill with them. The Artura also has enough head, leg and elbow room to keep a couple of adults well over six feet tall happy.

Meanwhile, oddment storage is decent. There’s no glovebox, but there are large door pockets at the front of the door consoles, which are designed to retain their contents as the doors themselves pivot and swing away upwards. The centre console features two cupholders and an armrest cubby big enough for a wallet or purse.

The Artura's boot is a space beneath the bonnet, which is big enough for a couple of carry-on suitcases.

Practicality overview

Strengths Relatively easy to get into; plenty of head and legroom

Weaknesses No glovebox

The McLaren Artura costs more than its predecessor (the 570S), but undercuts the Ferrari 296 GTB, the Lamborghini Hurácan Tecnica, the Maserati MC20 and the Porsche 911 GT3 RS. 

The equipment list is generous, and includes LED headlights, an Alcantara-lined interior, carbon-ceramic brakes, Clubsport seats and ‘super-lightweight’ 10-spoke alloy wheels.

That said, we'd recommend the Technology Pack and Practicality Pack. The Technology Pack isn’t cheap, but introduces adaptive LED headlights, adaptive cruise control, a 360-degree parking camera and a crisp-sounding Bowers & Wilkins 12-Speaker Audio System. The Practicality Pack is a no-cost option and nets you a nose-lift system, power-folding door mirrors and soft close doors.

With CO2 emissions of 104g/km and combined fuel economy of 61.5mpg (expect low 30s at a cruise) is relatively frugal by supercar standards. And while driving one is not going to stop global warming, if you drive it in EV mode, you can at least help to lower tailpipe emissions in town for a bit.

The battery can’t be fast-charged, and takes two-and-a-half hours to get to an 80 per cent charge.

McLarens are too rare to have featured in our 2022 What Car? Reliability Survey but owners will get a five-year vehicle warranty and a six-year battery warranty as standard. Key to this is a 12-month or 9,000-mile interval service that’s included as standard for the first three years – a compelling offering considering the price of a regular supercar service.

Costs overview

Strengths Much cheaper than the Ferrari 296 GTB; frugal by supercar standards; option packs are a reasonable price

Weaknesses You’ll want to add a couple of option packs