McLaren Artura Spider Review 2024 | Top gear

The Artura did not have the smoothest start. To recap: the first in a new generation of McLarens, it’s the hybrid model that combines an all-new ICE with an electric motor and plug-in capability. In addition to improving overall performance and improving efficiency, this is the supercar that allows you to float silently through the city, with a holy whiff of gas and exuding nothing more than an air of self-satisfaction.

That was the goal anyway. Unfortunately, Artura v1.0 suffered a delayed launch and several ailments when it finally landed, some of which were created by the company itself, others by forces beyond its control. McLaren obviously doesn’t run it this way, but the arrival of the Artura Spider means an early restart of the model as a whole. With some upgrades.

Hmm. Glad they got there in the end. So, what’s new?

Most obviously, the Spider gets a folding hardtop roof for extra thrills and a slightly changed aesthetic. The other changes promise more power, more performance and more driver involvement, McLaren says. It’s fair to say that this group are fans of the ‘marginal gain’ philosophy of former British cycling boss Steve Brailsford. They keep tinkering, but as always with McLaren, the devil is in the details. The hybridized 3.0-liter twin-turbo V6 now has a nice round total output of 700 hp (a less striking but still extremely usable 690 hp). That’s a 20bhp increase over Artura v1.0, an upgrade McLaren dealers will offer to owners of the earlier FOC car.

It was and remains one hell of an engine, this. It weighs just 160kg, 50kg less than the 4.0-litre V8 that has powered most McLarens to date. It is also impressively compact and has a lowered center of gravity. Instead of a 90-degree V, the cylinders are at a 120-degree angle, which also reduces pressure losses in the exhaust. The twin turbos are in a ‘hot vee’ configuration, meaning they can spin faster, which has useful effects on throttle response.

Artura v2.0 also gets a revised exhaust system, with a new resonator and conical shaped exhaust to sharpen the engine sound in the mid and upper part of the rev range. We remember discussing the intricacies of an engine soundtrack with McLaren CEO Michael Leiters back when he was still the technology wizard at Ferrari. He likes a sports car to sound operatic.

There are already other changes for the MY25? – Arthur. New engine mounts restrict drivetrain movement within the chassis, especially under load. Stability, steering feel and maneuverability are said to have been improved. The adaptive dampers get new valves and changes to the control software speed up and sharpen the response time for even sharper body control.

And what about the hybrid part of the mix? Are there any changes there?

The Artura uses the same axial flux-e motor, which is integrated into the gearbox’s bell housing. McLaren’s engineers found space by forgoing a reverse gear; the e-motor does that work. It’s good for the same 94 hp and 166 Nm of power as before, although it now intervenes a little earlier and is powered by a 7.4 kWh battery pack packed behind the seats.

Claimed range in electric mode has increased from 30km to 21km, a modest increase that could disappear in real-world use but illustrates the improvements in energy density that can be achieved. More marginal gains. Also note that the Artura’s chassis includes an electrical Ethernet network that reduces cabling by 25 percent and increases data capacity and speeds. Another weight saving.

And the Spider part?

This is thanks to a folding carbon composite hardtop, powered by eight electric motors. It can be activated via the key fob, or via a centrally mounted switch above your head near the interior lighting. It takes 11 seconds to open or close, and this can be done at speeds up to 50 km/h. An electrochromic glass panel is one option (scroll through the gallery above), which can block 99 percent of the sun’s rays at the touch of a button and uses something called ‘Suspended Particle’ technology to reduce heat transfer. A small, heated rear window can also be raised or lowered electrically for more air or sound.

The Artura’s buttresses – one of the Coupé’s striking styling features – feature glass parts to improve rearward visibility. Some new ducted aerothermal trickery keeps the engine cool even with a roof stowed on top. There’s also a redesigned windshield surround – a mini Gurney flap – to reduce vibration in the cabin.

All in all, the McLaren Artura Spider is a cleverly packaged car. And a more complex design than meets the eye, aided by the use of superforming to produce the aluminum body panels.

Bandwidth is the word here. Becoming a Spider and a v2.0 somehow gives the Artura the character he was missing as he chases the gremlins that destroyed his early days. Highlighting its comfort and practicality is like a prelude to damning it with faint praise until you find the kind of roads that allow the chassis to really shine. It’s a very impressive car, easy to drive fast, but with extra layers that reveal themselves the harder you push it.

The exterior design remains a bit polite for a car of this type, and despite the changes to the engine and exhaust it still doesn’t sound as dramatic as it could be. Still, the Artura Spider is a very satisfying place to find yourself, and a convincing rival to the likes of the Aston Martin Vantage, the (much more expensive) Ferrari 296 GTS, Lamborghini Huracán Spyder, Mercedes AMG GT and Porsche 911 Turbo.