![]() Hybrid supercars aren't common yet, but the Artura does have one direct rival, the Ferrari 296 GTB. And the hybrid system offers new dimensions in both stealthy urban running and lag-free full-throttle performance. Handling is wonderful, yet touring comfort is unmatched in the segment. It's beautiful and aerodynamic but not ostentatious. Still, the Artura retains much of what we love from the carmaker. The 2023 Artura is a brave push into the future for McLaren. ![]() Even though the Artura is a supercar, it offers popular tech such as Apple CarPlay and Android Auto and driver aids like adaptive cruise control and lane departure warning. Its 8-inch center touchscreen controls most interior functions and is easy to use. Inside, the Artura sports a simple and sleek interior with upholstered surfaces and high-quality materials including aluminum and carbon fiber. The EPA estimates the Artura can drive up to 11 miles on all-electric power and gets 18 mpg combined when operating as a hybrid. That build plus the hybrid powertrain makes the Artura the most fuel-efficient McLaren ever produced. Helping achieve that performance is a lightweight architecture and body that result in a curb weight of only 3,300 pounds. McLaren says the Artura has a top speed of 205 mph and can hit 60 mph in 3 seconds flat, which is impressive for a rear-wheel-drive supercar. When combined with the hybrid system, the total output is 671 hp and 531 lb-ft of torque. Under the hood, you'll find McLaren's first-ever six-cylinder engine: a high-revving 3.0-liter twin-turbo V6 that produces 577 horsepower and 431 lb-ft of torque by itself. That revised bodywork offers improved aerodynamics thanks to a longer rear deck and active rear wing, the latter of which is lighter than before.The Artura joins the 720S and 765LT as part of McLaren's Supercars lineup. The 750S doesn't look wholly different from the 720S, though the exterior styling has been altered enough that you can tell the cars apart at a glance. In the standard configuration and with fluids, the 750S tips the scales at 3,062 pounds, or 66 pounds less than the 720S. The 2,815-pound figure includes lightweight options like weight-reducing fixed-back seats. Weight savings come from parts like carbon-fiber seat shells, thinner glass for the windshield, and lighter suspension components. McLaren quotes the coupe's dry weight (no oil, coolant, gas, etc.) at just 2,815 pounds in its lightest guise. Shaving weight has been an overarching theme for the 750S. While not universally true, hydraulic assist typically provides better steering feedback than electrically assisted power steering. We're pleased that McLaren continues to offer all of its cars with hydraulically assisted power steering. The steering ratio has been quickened and the front track widened, too, for a more responsive front end. The forged alloy wheels are lighter than before, saving about 30 pounds over the last car. We're just hoping the new car rides as well as the old one did. The springs themselves are softer at the front and stiffer at the rear compared to the 720S setup. It features lighter-weight springs and dampers and a revised suspension geometry. The 750S features the latest iteration of McLaren's hydraulic linked suspensions. The 720S was already pretty stellar in this department, but that hasn't stopped the engineers in Woking from working their magic. We of course will (eagerly) validate those claims as soon as we can bring a car to the Edmunds test facility.īut what is a modern sports car without proper handling and driving dynamics? Power is easy, but getting a car to handle as well as it accelerates is a much bigger task. McLaren didn't quote trap speeds, but, based on the quoted 0-124 mph time of 7.2 seconds, expect the 750S to be traveling around 130 mph when it blasts through the quarter mile. The coupe should sprint to the quarter mile in 10.1 seconds the Spider is slightly behind at 10.3 seconds. Speaking of which, McLaren quotes a 0-60 mph time of just 2.7 seconds for both the 750S Coupe and Spider. The car's final gearing has been shortened, and that alone should improve throttle response and shorten acceleration times. But it's not just power that should help improve performance. The turbo's boost has been raised, and the lightweight pistons from the 765LT have made their way into the 750S. That extra power comes courtesy of a few small changes. The V8's output is up to 740 horsepower and 590 lb-ft of torque, up from 710 hp and 568 lb-ft of torque in the 720S. As much as we enjoy that car's all-electric capability, we're happy McLaren kept things simple and lightweight with the 750S. Unlike the recently introduced McLaren Artura, there's no hybrid system to be found. It's paired with a seven-speed dual-clutch automatic transmission that sends power solely to the rear wheels. Like the 720S before it, the mid-engine 750S uses a twin-turbocharged 4.0-liter V8 engine.
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