McLaren
MONACO – The idea of an entry-level supercar may sound like a contradiction in terms, but every car company’s range has to start somewhere, and in McLaren’s case that’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 outsidethe British car manufacturer has now given you that option with the addition of the Artura Spider.
The Artura represented a step forward for McLaren. There’s a brand new carbon fiber chassis tub, an advanced electronic architecture (with a handful of domain controllers replacing the dozens of individual ECUs found in some of the other models) and a highly capable hybrid powertrain that combines a twin: turbocharged V6 petrol engine with a axial flux electric motor.
More power, faster shifting
For model year 2025 and the launch of the $273,800 Spider version, McLaren’s engineering team has given it a facelift, despite it being only a few years old. Total power has increased by 19 hp (14 kW) thanks to new engine maps for the V6, which now has a slightly greater increase from 4,000 rpm to the redline of 8,500 rpm. Our test car was equipped with the new sports exhaust, which is not annoyingly loud. It makes some interesting noises when you lift the throttle in the middle of the rev range, but like most turbo engines it’s not particularly sweet.
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The new engine map means the top half of third gear gives you a real push towards the horizon.
McLaren
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The Artura Spider’s buttresses are made from a lightweight and clear polymer, allowing them to do their job aerodynamically without completely obstructing your view over your shoulder.
McLaren
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The Artura Spider is covered in vents and exhausts to channel air in and out of different parts of the car.
McLaren
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You can have your Artura Spider painted in a more somber color. But Orange with carbon fiber seems pretty great to me.
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If you look closely, you will see that the transmission is hiding behind the diffuser.
Jonathan Gitlin
Combined with the 94 hp (70 kW) electric motor, that gives the Artura Spider a healthy 680 hp (507 kW), offsetting the extra 62 kg (134 lbs) due to the car’s retractable hardtop. There are stiffer engine mounts and new throttle maps, and the dual-clutch transmission shifts 25 percent faster than what we saw in the car launched two years ago. (These upgrades also carry over to the Artura coupe, and the good news for existing owners is that the engine remapping can also be applied to their cars, after a visit to a McLaren dealer.)
Despite the hybrid system – which uses a 7.4 kWh traction battery – and the roof mechanism, the Artura Spider remains a remarkably light car by 2024 standards, with a curb weight of 1,559 kg, making it lighter than any comparable car . on the market.
Actually, it’s a bit tricky to choose a comparable car. Ferrari will sell you a convertible hybrid in the form of the 296 GTS, but you’ll need another $100,000 or more to get behind the wheel of one, which is really more of a competitor for the (non- hybrid) 750S, McLaren’s mid-range model. Every other mid-engine drop top is powered only by dino juice.
What modes do you want today?
McLaren
If you keep the drivetrain in E-mode and start with a fully charged battery, you can drive up to 18 kilometers using just the electric motor. When you start the car, it will start in this mode by default. Outside of E mode, the Artura uses the engine’s reserve power to top up the battery as you drive, and it’s very easy to set a target charge state if you want to save some battery power for later, for example. Connected to a Level 2 charger it would take about 2.5 hours to reach 80 percent.
The car is so light that 94 hp is more than enough for the 30 km/h zones you are sure to encounter, whether you drive this supercar through a rural village or past car spotters with cameras 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 controls on the right side of the main instrument display.
On the left side there is another control to switch the chassis settings between Comfort, Sport and Track. When riding on the road, the comfort never felt out of place, and I would really leave the track for the real track. The same goes for the Track drivetrain setting; for the open road, Sport sounds best, and comfort is well-rated for everyday use and will kill the V6 when it’s not needed. Sport and Track instead use the electric motor – mounted in the eight-speed gearbox housing – to supplement torque where necessary, similar to an F1 or LMDh race car.