Big efforts have been made to improve the Artura’s feeling of cabin space over its peers, and the dihedral doors have been redesigned to open closer to the car, reducing a previous difficulty of McLaren ownership.
Engineers have worked hard to improve noise, vibration and harshness levels, a new priority now that the car is capable of engine-off running. And although the V6 engine has been tuned to deliver a stirring soundtrack under hard use, McLaren promises it will be quiet when cruising.
The car still features a narrow centre console and a vertically oriented screen but it has all-new infotainment connected to the rest of the car by a new ethernet-based wiring system that speeds up data transfer, reduces cabling by 25% and saves weight. Major controls, including the chassis and powertrain modes, are now fingertip controlled via pods that can be easily operated without a driver’s hands leaving the wheel. Both the instrument binnacle and pods adjust for reach and rake with the wheel.
The other headline interior feature is a new, one-piece Clubsport seat that combines the lightness of a race-style design with a high degree of adjustability by moving fore and aft on rails as usual but for subtler adjustment through an elliptical arc that changes under-thigh support, cushion height and backrest angle in one movement. A heavier Comfort seat is optional.
The Artura will be offered in four trims – Standard, Performance, Techlux and Vision – and the usual bespoke services will be available, too. It comes with a five-year warranty plus six years’ cover for the hybrid battery. Deliveries start this summer.
The company is challenging buyers to view the Artura as the beginning of an entirely new model generation, quite different from anything offered before.
“From the beginning, Artura was about challenging ourselves to innovate,” said chief engineer Geoff Grose. “This is a McLaren for the new age and a supercar like no other.”
Q&A: Richard Jackson, head of powertrain, McLaren