McLaren’s first-ever hybrid supercar will be called the Artura. The company sent out a single image of what appears to be the rear of the car. In that image, it shows the name across a grille between what appear to be two tailpipes. The car has been teased and spy shots have appeared multiple times, but this is the official image and gives a name to the car that nobody previously knew.

The cars that have been spotted testing look like a modified version of the current 600LT. It features the new McLaren Carbon Lightweight Architecture. That new architecture should help ensure that it’s a truly special car. That and the hybrid powertrain.

According to Miller Motorcars and other various sources, the car will feature a twin-turbo V6 engine and an electric motor. That combination will send power to the rear wheels. The car will be a plug-in hybrid.

The specifications for the powertrain at this point are unknown. However, according to The Supercar Blog, McLaren claims the powertrain delivers better torque response than a larger V8 does. The Supercar Blog also notes that McLaren has created 45 prototypes. Of those, 11 of them are designed to resemble other McLaren cars. This is to allow the company to do testing unsuspectingly.

The Artura will hit the streets officially sometime in the first half of 2021. When more information is released. We will have it for you.

McLaren's newest supercar, the Artura, is almost set for its world debut.

The reveal will take place February 16 via a livestream kicking off at 7:00 p.m. Eastern Time, which you can watch at this link.

What's the Artura? It's only the first ground-up design for McLaren since the 12C a decade ago, with the car's carbon-fiber tub, V-6 engine and hybrid technology all new. This is major as every previous McLaren has used some variation of the carbon tub that debuted with the 12C. A teaser video provides some glimpses at the car and gives us a good taste of the sound from its V-6.

The Artura isn't the next instalment in McLaren's entry-level Sports Series family as previously thought. Instead, it's a proper supercar expected to sit between the GT and 720S. The Sports Series has reached the end of the road with the limited-production 620R, McLaren has confirmed.

Prototypes for the Artura have been spotted for a while. The design is evolutionary, so don't expect anything crazy like the recent Speedtail and Sabre special editions. Judging from our spy shots of prototypes, the Artura has taken most of its influences from the GT.

Residing under the body is the new MCLA (McLaren Carbon Lightweight Architecture) monocoque structure. This carbon-fiber tub replaces the MonoCell which debuted in the 12C and has been revised to fit the rest of McLaren's lineup. The carbon construction sets the Artura apart from rivals at Ferrari and Lamborghini which continue to rely on aluminum construction for their lower-level models.

The MCLA has been designed from the outset to support hybrid powertrains. In the Artura, there's a new powertrain referred to as the HPH (High-Performance Hybrid) by McLaren. It consists of a newly developed twin-turbocharged V-6 paired with a single electric motor. The V-6 delivers top-end power similar to McLaren's V-8 while the electric motor adds low-end torque, according to McLaren. There's also enough battery capacity to provide what McLaren describes as a “medium” range of electric-only driving, suggesting the HPH is a plug-in hybrid setup. The teaser video shows what looks to be the car's battery.

We're now just days out from the reveal, so stay tuned. Sales are expected to start in the first half of 2021.

While the rollout of the Artura appears to be on schedule, McLaren is expected to slow the launch of other models due to the coronavirus pandemic and associated economic fallout.

The all-new McLaren Artura marks the beginning of both a new chapter for the pioneering luxury supercar company and a new era in supercar technology and performance.

McLaren's first series-production High-Performance Hybrid supercar focuses more than half a century of the company's racing and road-car experience and expertise into a next-generation supercar that blends ground-breaking technology with McLaren's dedication to pure driver engagement.

Underpinned by the McLaren philosophy of super-lightweight engineering, the all-new Artura is the distillation of every attribute inherent in a McLaren - distinctive design, unrivalled performance, dynamic excellence and engineering innovation - with electrification now bringing the additional benefits of even faster throttle response, lower emissions and being able to run in pure EV mode for emissions-free journeys of up to 30km.

All-new from the ground up, the Artura presented McLaren engineers and designers with new opportunities to innovate, chief among these being how to preserve McLaren's super-lightweight engineering philosophy when adding hybrid powertrain elements including an E-motor and battery pack.

A demanding programme of weight reduction, encompassing every area of the McLaren Artura from the chassis platform - this is the debut of the new McLaren Carbon Lightweight Architecture (MCLA) - through the uniquely compact HPH powertrain system to the weight of cabling used in the electrical systems (where a 10% reduction was achieved), resulted in the Artura having a lightest dry weight of 1,395kg. The total weight of hybrid components is just 130kg (which includes an 88kg battery pack and 15.4kg E-motor), resulting in a DIN kerbweight of 1,498kg which is on par with comparable supercars that do not have hybrid powertrains, giving the Artura a super-lightweight advantage.

"Every drop of McLaren's experience and expertise has been poured into the Artura. Our all-new, High-Performance Hybrid delivers all of the performance, driver engagement and dynamic excellence for which McLaren is renowned, with the additional benefit of EV driving capability. The introduction of the McLaren Artura is a landmark moment - for McLaren, for our customers who will appreciate and enjoy this car on every emotional and rational level, and for the supercar world." Mike Flewitt, CEO, McLaren Automotive

At the heart of the Artura's powertrain is McLaren's all-new, 2,993cc twin-turbocharged V6 petrol engine. With a power output of 585PS - nearly 200 PS per litre - and 585Nm of torque, the dry-sump aluminium engine is compact and lightweight; at just 160kg it weighs 50kg less than a McLaren V8 and is significantly shorter, enhancing packaging efficiency.

Designed to run with a Gasoline Particulate Filter to optimise emissions performance, the M630 engine is also extremely refined. The 120° v-angle of the engine, which allows the turbochargers to be positioned within the 'hot vee', delivers further advantages in packaging as well as contributing to a lower centre of gravity. The 120° layout increases engine performance by reducing the pressure losses through the exhaust system and allows for a stiffer crankshaft that enables a rev limit of 8,500rpm, maximising performance and driver engagement.

Working in harmony with the new V6 is the Artura's compact axial flux E-motor, located within the transmission bell housing. Smaller and more power-dense than a conventional radial flux E-motor, it is capable of generating 95PS and 225Nm and boasts a power density per kilo 33% greater than the system used in the McLaren P1™. The instantaneous nature of the motor's torque delivery - known as 'torque infill' - is key to the car's razor-sharp throttle response. Exhilarating 'off-the-line' performance sees the Artura achieve 0-100km/h (0-62mph) in just 3.0 seconds, with 0-200km/h (0-124mph) taking 8.3 seconds and 0-300km/h (0-186mph) 21.5 seconds. Top speed is limited to 330km/h (205mph).

The dual propulsion systems are integrated via an engine disconnect clutch, driving an all-new, twin-clutch transmission, which has been developed specifically for the McLaren Artura. Despite having one more ratio than the existing McLaren transmission - to optimise power and torque delivery - the lightweight, short-ratio gear cluster is 40mm shorter in length. It also requires no reverse gear - the E-motor takes care of reversing by literally rotating in the opposite direction.

The E-motor is powered by a battery pack comprising five lithium-ion modules, offering a usable energy capacity of 7.4kWh and a pure EV range of 30km. The battery is refrigerant cooled using cooling rails, and the assembly - including a power distribution unit which transfers battery power from the rear of the vehicle to the ancillaries in the front - is mounted on a structural carbon fibre floor. This assembly is then bolted onto the rear base of the monocoque, optimising stiffness, weight distribution and crash protection.

The Artura is designed with full Plug-in Hybrid (PHEV) capability and can be charged to an 80% charge level in just 2.5 hours with a standard EVSE cable. The batteries can also harvest power from the combustion engine during driving, tailored to the driving mode selected.

"From the very beginning of the project, designing and engineering the Artura has been all about challenging ourselves to innovate, pushing and pushing to achieve everything we knew a next-generation, High-Performance Hybrid McLaren supercar had to be. As a result, the Artura is all-new; the carbon fibre monocoque, electrical architecture and the body and interior are new. So too is the V6 engine, the transmission - which also integrates a new type of electric motor for the industry - as well as the rear suspension concept and our first-ever electronic differential." Geoff Grose, Chief Engineer, McLaren Artura

The McLaren Artura is the first model to have the new McLaren Carbon Lightweight Architecture (MCLA) at its core. Designed and manufactured at the McLaren Composites Technology Centre (MCTC) in the Sheffield region, MCLA sets a new standard for McLaren's advanced flexible chassis design. Optimised for high-performance hybrid applications, it includes a bespoke battery compartment and introduces a ground-breaking domain-based ethernet electrical architecture, along with an electrical heating, ventilation and air-conditioning (eHVAC) system.

The ethernet architecture reduces cabling by up to 25% as well as speeding up data transmission. This also facilitates access to advanced driver-assistance systems (ADAS) including Intelligent Adaptive Cruise Control, Lane-Departure Warning, Auto High-Beam Assist and Road-Sign Recognition as well as Over-The-Air (OTA) software updates.

The engineering artistry beneath the Artura's skin is complemented by its exterior design. The low-nose, cab-forward, high-tail stance is pure supercar, the drama underlined by the signature McLaren dihedral doors - which open closer to the body and house mirrors that fold in more tightly - and further enhanced by the short wheelbase and low stance.

The overall effect gives the Artura an almost 'shrink-wrapped' appearance, evolving a McLaren design approach seen in recent models to a new level. The lithe, technical sculpture has only minimal body shutlines and panel joints, assisted by features such as an entire rear clamshell engineered and superformed as one panel. The shape of the Artura, sculpted to optimise performance and manage airflow for aerodynamic performance and cooling, is driven by the McLaren design principle of 'everything for a reason' that is in evidence throughout the car. The centre of the front splitter is an example of this, being the intake for the eHVAC system and also housing the front-mounted radar that forms part of the optional ADAS package.

Inside, the McLaren Artura is no less of a revolution, with the cockpit centred more than ever around the driver. The driving mode selection - which retains separate Powertrain and Handling controls - has been moved to the instrument binnacle, which is in turn mounted to the steering column and adjusts with the steering wheel to further enhance driving ergonomics. Consequently, the steering wheel is kept clear of unnecessary switches, however, the driver is still able to adjust driving modes without taking their hands away from the wheel.

The driver can choose from four Powertrain modes, including an E-mode for 30km of emissions-free, electric-only driving. Designed for mixed driving conditions, Comfort mode maximises range and efficiency, with the combustion engine shut off under 40km/h with the use of an extended stop and start mode but phased in for greater speed and power requirements. In Sport and Track modes, electric power is deployed in an increasingly aggressive manner for low-end response and acceleration ('torque infill'). Separate handling mode choices adjust damper firmness and the degree of Electronic Stability Control intervention to suit driver preference and weather and road conditions.

At the outset McLaren designed the Artura to be not only a technological game-changer, but also to stay true to the core McLaren attributes of being incredibly engaging to drive and displaying the highest levels of dynamic ability. Designed to excel on both road and track, the Artura also boasts the dynamic refinement to make serene progress through urban streets in EV mode.

McLaren engineers focused on stability under braking; rear-end controllability; increased grip and optimised aerodynamic downforce - as well as enhanced driver engagement across the board. Key to hitting these goals is McLaren's first-ever deployment of an electronically controlled differential (E-diff), to independently control torque moving across the rear axle. Lighter, more controllable and smaller than a mechanical locking diff (it fits within the transmission), the E-diff locks and unlocks individual rear wheels to improve traction out of corners.

The innovative rear suspension system, which pairs a top upper wishbone with two lower links and a tie rod in front of the wheel centre, maximises vehicle stability and precision, and reduces understeer out of a corner while accelerating. The wider tyres allow additional stability and better traction performance while the combination of a short wheelbase, E-diff and the physical downforce provided by the integrated rear spoiler and diffuser ensure both incredible agility at low speed and a high level of stability at high speed. The E-diff in particular increases performance and driver confidence when cornering, enhancing traction and reducing levels of understeer.

Dynamic precision is additionally enhanced by Pirelli Cyber Tyre® technology. Comprising hardware and software integrated with the Artura's electronic systems and featuring an electronic 'chip' inside each tyre, Pirelli Cyber Tyre® generates real-time data and relays it to the car's stability control systems to optimise tyre performance.

One feature that is unashamedly not new on the Artura is McLaren's trademark hydraulically-assisted steering. Proven on generations of McLaren supercars, it remains the ultimate system for providing feedback. In the McLaren Artura the system has been fully redesigned to reduce weight and is combined with an updated and bespoke version of McLaren's Proactive Damping Control system that further supports exceptional ride and handling characteristics.

Braking performance is also exceptional, thanks to the Artura being fitted with carbon ceramic brakes and lightweight aluminium calipers from the same family as the systems that feature in McLaren's latest LT models. Together with the new rear axle kinematics, they deliver superior high-speed braking power and stability.

Driver and passenger comfort overall has been an imperative throughout the development of the McLaren Artura, with NVH refinement high on the agenda - as befits a supercar that will spend time running in near-silent Electric mode. Innovations that benefit refinement include the stiffness of the MCLA, fluid-filled mounts for the powertrain and the new rear suspension design and settings. Pirelli's patented Noise Cancelling System (PNCS), which uses a sound absorbing device on the inside wall of the Pirelli P-ZERO™ tyre to reduce vibration and noise, also features.

The McLaren Artura also debuts an all-new Clubsport seat, which uniquely combines the range of motion expected of a moveable backrest with the light weight and support of a bucket seat. Innovative yet uncomplicated, the whole seat pivots as one through an elliptical arc when adjusted, combining under-thigh support, seat height and backrest in one movement. A Comfort seat option is also available.

The seat locates in an ergonomically optimised cockpit, its carbon fibre shell combining with slim facia and doors to allow a 97.5th percentile (6ft 4in/193cm) driver to stretch out with generous knee- and leg-room, even with the backrest significantly reclined. Shoulder room is equally capacious, allowing a driver to get appropriately comfortable to enjoy the McLaren Artura's performance and dynamic abilities.

An all-new McLaren infotainment and connectivity system (MIS II) utilises two high-definition screens. The interface is built on all-new software and bespoke hardware to deliver a smartphone level of responsiveness and is also capable of smartphone mirroring. MIS II includes updated versions of familiar McLaren apps including McLaren Track Telemetry and Variable Drift Control, and also features a redesigned navigation map in the instrument cluster which focuses on key information to minimise driver distraction. A stealth mode on the main binnacle hides non-essential content, reducing distractions and promoting full concentration on the road ahead.

MIS II also optionally enables a number of ADAS driver assistance features, including Intelligent Adaptive Cruise Control with Stop/Go; Lane-Departure Warning; High-Beam Assist and Road-Sign Recognition. These and the infotainment features can all be enhanced using OTA update technology. The Artura also features a Bluetooth low-energy vehicle key which detects when the driver is heading towards the vehicle and powers up systems to welcome occupants. This includes ambient, 'hidden-until-lit' lighting in the doors, also acting as puddle lamps.

Befitting a car that is all-new and the distillation of more than half a century of McLaren's expertise and experience in race- and road-car engineering, the Artura introduces a number of technologies for which McLaren has patents pending. These include filings for multiple elements of the MCLA; a patent relating to the use of the E-motor in lieu of a mechanical reverse gear to enable rearwards travel and also allows gearbox length to be reduced; and a patent that covers the innovative yet refreshingly easy to use lightweight adjustment mechanism of the all-new Clubsport seat.

Available to order now from McLaren retailers, with first deliveries to customers commencing in Q3 of 2021, the McLaren Artura is priced in its home UK market from £185,500 for the standard specification. There are three further core specifications: Performance, which has a sporting, functional aesthetic; TechLux, where the focus is on the technical luxury that the name suggests; and Vision, which displays a more avant-garde and adventurous look and feel.

Every McLaren Artura comes as standard with a five-year vehicle warranty, a six-year battery warranty and 10-year body warranty.

The McLaren Artura can hit 62 miles per hour (100 kilometers per hour) in 3.0 seconds and cover the quarter-mile in 10.7 seconds, according to the automaker's newly released official figures. The maximum speed is electronically limited to 205 mph (330 kph).

The Artura uses McLaren's new M630 twin-turbocharged 3.0-liter V6 with a 120-degree angle between cylinder banks. It uses a hot vee layout that places the turbos within the valley. The cylinder head and block utilize 3D-printed cores. The engine is 110 pounds (50 kilograms) lighter than the outgoing twin-turbo 4.0-liter V8, in addition to being 7.48 inches (190 millimeters) shorter and 8.661 inches (220 millimeters) narrower.

The new engine alone produces 577 horsepower (430 kilowatts) and 432 pound-feet (585 Newton-meters). It redlines at 8,500 rpm. The electric motor contributes 94 hp (70 kW) and 166 lb-ft (225 Nm). The total system output is 671 hp (500 kW) and 593 lb-ft (804 Nm).

The Artura has a 7.4-kilowatt-hour lithium-ion battery that incorporates into the floor behind the driver. It allows the supercar to cover up to 18.64 miles (30 kilometers) on electric power. The battery charges from zero to 80 percent in 2.5 hours on an EVSE socketThe powerplant directs the output to an eight-speed gearbox. It's 1.575 inches (40 millimeters) shorter than before. In part, this is because there isn't a reverse gear. Instead, the electric motor handles the job of backing up the Artura.

The Artura starts at $225,000 in the United States. There are also Performance, TechLux, and Vision trims as available upgrades. It comes with a five-year warranty for the vehicle and six years for the hybrid battery.

The proposed date for McLaren’s Artura to reach customers was in Q3 of 2021, which quite obviously has come and gone without any of the hyper-expensive hyper-cars actually rolling off the production line. The car was originally shown to the world back in February of this year, and order books opened at the same time. With deliveries now slated for July of next year, it’s looking like everyone who ordered one back then is going to have to wait at least a year and a half to get their British plug-in hybrid electric sport car. The reason? No chips.

Automotive News recently confirmed the delay with a spokesperson from McLaren:

McLaren was originally quite optimistic that the Artura would account for around 40 percent of its 2022 deliveries, but that’s obviously not going to be the case now. It was also likely hoping that the plug-in hybrid would help its fuel economy and carbon emissions numbers, as well. The company regularly trades on its ability to churn out new models and fresh product, so a nine to ten month delay in new product is bad news all around for McLaren.

​​​​​​​This was supposed to be the new bread-and-butter McLaren, taking over for the long-serving Sports series, currently occupied by the 720S and 765LT. This is McLaren’s answer to Ferrari’s hybrid V6 296 GTB. The car was an all-new chassis with an all-new V6 twin-turbo engine and an all-new hybrid system. It produces 671 horsepower and 531 lb-ft of torque, jumping from 0-60 in just 3 seconds, and undercutting the Ferrari by a hundred grand.

​​​​​​​With chips still delayed by months, it’s not looking like automobile prices will be going down any time soon, nor will we be rid of dealer ADM. I don’t exactly shop in the quarter-million dollar price range, but I have to imagine the McLaren dealers are adding similar dealer markups, maybe in the tens of thousands of dollars. Won’t someone think of the billionaires?

McLaren revealed the new Artura Spider, its first-ever convertible with a high-performance hybrid powertrain and the second Artura model. The new Spider is introduced with significant upgrades to power, performance and driver engagement, which combine with the sensory pleasures of open-top driving to add a remarkable new dimension to the Artura.

Further elevating the Artura's next-generation supercar performance, the enhancements engineered for the Spider have also been incorporated into the Artura coupe, with a new model introduced simultaneously. Both new Spider and new coupe deliver the highest levels of dynamic performance - up to and including outstanding circuit ability - as well as meeting the requirements of regular driving and offering the near-silent electric-drive so beneficial in urban environments.

The new McLaren Artura Spider was designed and developed to ambitious targets across the board, with particular focus on driver engagement, performance, agility, refinement, efficiency and quality. The additional attraction of a retractable hard-top that operates electrically in just 11 seconds to provide a full convertible experience, ensures intoxicating supercar exhilaration.

The new Artura Spider and new Artura coupe - which are both designated 2025 model year ('MY25') - are available to order now, with first deliveries from mid-2024 depending on region.

"The new Artura is absolutely the complete next-generation supercar, whichever model you choose. We have upgraded the powertrain and the chassis systems to deliver more power, more dynamic performance and even higher levels of connection with the driver - without any compromise in everyday driving. And now alongside the new Artura coupe we have the Artura Spider, a new convertible that has all of these improvements and brings another dimension of open-air McLaren supercar exhilaration to our range." Michael Leiters, CEO, McLaren Automotive

McLaren's relentless focus on its super-lightweight engineering philosophy is key to delivering the advantages that enable delivery of the exceptional dynamic characteristics and performance - with driver engagement to match - demanded of any its cars.

The new McLaren Artura Spider has a dry lightest weight of just 1,457kg, with kerbweight (DIN) of only 1,560kg - just 62kg more than the Artura coupe. These figures position the new Spider as easily the lightest among convertible competition, enjoying an advantage of up to 83kg.

More importantly, in combination with the 700PS of the high-performance hybrid powertrain, this gives a power-to-weight ratio of 480PS/tonne at lightest dry weight, which perfectly positions the Artura Spider to optimise every aspect of supercar high-performance, including exploiting its mid-mounted engine, rear-wheel drive chassis layout to the full.

The McLaren Carbon Lightweight Architecture (MCLA) at the heart of the Artura provides a secure platform with no loss of rigidity when the fixed roof is removed - the majority of the 62kg difference between Spider and coupe is accounted for by the electrically-operated Retractable Hard Top (RHT) mechanism.

Beyond the core carbon fibre monocoque, MCLA incorporates aluminium impact structures and a rear structure that houses the hybrid powertrain. An innovative ethernet electrical architecture is also part of MCLA, reducing cabling by 25% and with that proportional weight. The electrical architecture was optimised in the development process for the new Spider to increase data capacity and transfer speeds.

McLaren's high-performance hybrid powertrain has been recalibrated, with an additional 20PS from the V6 combustion engine on the MY25 Artura, increasing overall power to 700PS. The additional power is focused from 4,000rpm to the redline at 8,500rpm, providing a marked 'crescendo' in performance. Peak torque value remains at a muscular 720Nm, its delivery optimised by minor changes to electronic mapping. This engine recalibration will also be made available free-of-charge to existing Artura owners via their McLaren Retailer.

The 3.0-litre M630 dry-sump aluminium petrol engine, which now achieves in excess of 200PS per litre, is extremely compact and lightweight - at just 160kg it weighs 50kg less than a McLaren V8 and is significantly shorter, enhancing packaging efficiency. The dimensions are made possible by a 120-degree V angle design that also aids a low centre of gravity. The engine design reduces pressure losses through the exhaust system as well as allowing for a stiffer crankshaft and in turn a rev limit of 8,500rpm. The free-revving nature of the V6 engine is supported by the twin-turbochargers being located within the 'hot vee', positioning that enables them to spin more rapidly, improving throttle response.

The soundtrack of the engine has also been enhanced, with a revised valved exhaust system incorporating a tuned resonator and upward conical shape to the tailpipes to further refine the engine note at the middle and higher points of the rev range. This provides a 'cleaner' sound that envelops the occupants. An optional sports exhaust system is available, offering an enhanced, clearer tone overall and even greater driver engagement through an exhaust symposer that channels authentic sound waves from the tailpipe into the cabin.

The response and power of the Artura's V6 is complemented by an extremely compact axial flux E-motor. Located within the transmission bell housing, it generates 95PS and 225Nm and boasts a power density per kilogramme 33% greater than the system used in the iconic McLaren P1™ hypercar.

The E-motor is powered by a battery pack comprising five lithium-ion modules, offering a usable energy capacity of 7.4kWh and an increased EV range of 33km (21miles). The battery is refrigerant cooled using cooling rails, and the assembly - including a power distribution unit which transfers battery power from the rear of the vehicle to the ancillaries in the front - is mounted on a structural carbon fibre floor. This assembly is then bolted onto the rear base of the monocoque, optimising stiffness, weight distribution and crash protection.

Overall, the Artura's compact hybrid componentry - including the 88kg battery pack and 15.4kg E-motor - adds just 130kg to overall weight, an achievement that is instrumental in the new Spider achieving its best-in-class weight figures.

The instant torque delivery provided by the E-motor and the 605PS of the twin-turbocharged V6 engine give the Artura razor-sharp throttle response and acceleration across the board, whether in-gear or through the gears. The McLaren Artura Spider's official figures of 0-100km/h (0-62mph) in 3.0 seconds, 0-200km/h (0-124mph) in 8.4 seconds and 0-300km/h (0-186mph) in 21.6 seconds highlight the levels of supercar performance available, all the way up to a maximum speed limited to 330km/h (205mph).

A Launch Control system for optimised performance on track is standard, as is a new 'Spinning Wheel Pull-Away' feature. Activated by disengaging Electronic Stability Control by pressing the ESC button on the driver binnacle, this allows dramatic wheelspin when accelerating from standstill with a large throttle load.

New powertrain mounts developed for the MY25 Artura bring clear benefits to dynamic characteristics. The new mounts are tuned to improve control of the powertrain within the chassis. This limits powertrain movement, especially when under load and in turn improves stability, steering feel and overall vehicle agility, delivering a more precise - and more involving - drive.

In addition to the dynamic benefits provided by new engine mounts, the increase in stiffness means the driver is more aware of the powertrain itself as being integral to the overall engagement they experience, adding greater theatre and emotion throughout.

The Artura's rear suspension pairs a top upper wishbone with two lower links and a tie rod in front of the wheel centre, to maximise vehicle stability and precision and reduces understeer out of a corner while accelerating. The rear suspension concept combines with a bespoke version of McLaren's Proactive Damping Control system - supplied by Official Intelligent Suspension Partner, Monroe - that further supports exceptional ride and handling characteristics.

Ride and handling is revised for the MY25 Artura with revised damper valving offering greater responsiveness. Performance of the Domain Control Units (DCU) in the ethernet architecture has also been enhanced, supporting damping and handling response rates and increasing them by up to 90%, which improves reaction to driver input and changes in the road surface.

There are three dynamic handling modes, each activating increased levels of body control through damper adjustment. 'Comfort' is the default mode, with Sport and Track offering more supportive settings. The required mode is selected using one of the two rocker controls on the top of the instrument binnacle.

The degree of Electronic Stability Control (ESC) intervention can also be adjusted, to suit driver preference and weather and road conditions. Operated by a button in the handling mode control, the selectable settings are fully on; ESC DYN, which allows more freedom and also gives the option to activate Variable Drift Control; or OFF, which removes electronic intervention.

Dynamic precision is additionally enhanced by Pirelli CyberTMTyre technology. Comprising hardware and software integrated with the Artura's electronic systems and featuring an electronic sensor inside each tyre, Pirelli CyberTMTyre generates real-time data that allows drivers to adjust tyre pressure limits, fully exploiting the potential of the fitted tyres. Pirelli's Noise Cancelling System (PNCS), which uses a sound absorbing device on the inside of the tyre wall to reduce vibration and noise, also features.

The P ZERO™ tyre fitted as standard features an asymmetric tread pattern that improves braking and enhances handling and control across a wide range of road conditions, with particular focus on wet weather performance. The optional P ZERO™ CORSA tyre is designed for use on both road and track and features racing-type compounds and unique tread patterns, achieving higher grip levels as well as improved braking and traction. A P ZERO™ WINTER tyre is also available.

Braking performance is also exceptional. The MY25 Artura utilises carbon ceramic discs, enhanced lightweight aluminium calipers and new brake cooling ducts. The braking system works in combination with rear-axle kinematics and revised engine and vehicle damping response rates to deliver even better high-speed braking power and stability, also extending disc and pad life in track driving conditions. With revised ABS calibration, braking distances for the Spider and new coupe are 31m to standstill from 100kmh (62mph) and an improved 124m from 200km/h (124mph).

The advanced eight-speed transmission designed specifically for the Artura's high-performance hybrid powertrain integrates the E-motor yet is still very compact; despite having an extra gear over the seven-speed transmission on McLaren's V8-powered vehicles, the length of the gear cluster has been reduced by 40mm, helped by use of a nested clutch rather than a parallel clutch.

Gearbox calibration has been revised for the MY25 Artura. The eight-gear close-ratio gearbox now has a new pre-fill feature that provides even faster gearchanges, with shift speeds increased by 25%. This is made possible by pressurising the hydraulic fluid in the gearbox to the threshold required to enact a shift (the 'kiss point'), so that when the driver selects a gear (or an automatic shift is requested), shift time is minimised.

Power is transmitted to the rear wheels via a lightweight and compact electronically controlled differential (E-diff). Located within the transmission, the E-diff delivers variable differential preload to optimise stability and agility.

The Artura has four powertrain drive modes: Comfort, Sport and Track, plus the electric only, emissions-free E-mode. Comfort mode combines electric and hybrid drive for extended stop and start driving with the combustion engine shut off at low speeds and redeployed when speeds or acceleration inputs demand. Sport and Track modes use the electric motor in an increasingly aggressive manner for low-end response and acceleration ('torque infill') and incorporate sharper gearshift strategies. Track mode delivers the highest high-voltage battery recharge rate. E-mode - which is the default 'start' mode - has been refined to provide greater emissions-free driving range.

The process of switching from Electric to Comfort, Sport or Track drive modes has been improved on MY25 Arturas. The engine conditioning process that reduces vehicle emissions by warming the catalytic converter before engaging drive to the combustion engine, has been recalibrated for driver convenience and is now up to 90% faster when first selected on startup.

The visual design and architecture of the new Spider make it immediately recognisable as an Artura, despite the integration of the Retractable Hard Top (RHT) and the changes this brings. The 'shrink-wrapped', sculpted bodywork; signature 'hammerhead' nose; integrated front fender louvres; and headlight air intakes are all familiar yet still striking - as too are the dihedral doors that open close to the body to allow easy access and egress in tight parking spaces.

But as a convertible, the new Spider is unquestionably a supercar with a visual identity all of its own, and the requirements of the RHT system are central to this. All-new buttresses - which incorporate the rollover structure - include a glazed section to aid rear visibility that also doubles as a channel for airflow into the engine bay area. A heated rear screen, which raises or lowers at the touch of a button either to optimise comfort with the roof lowered or to allow exhaust sound into the cabin for additional driver engagement when it is raised, is located between the buttresses.

Powertrain cooling vents, including the 'hot vee' chimney, are situated further to the rear of the car compared to the coupe, in order to accommodate the RHT mechanism and tonneau cover. Raising and then relocating when the roof is operated either up or down, the tonneau cover has a lightweight carbon composite structure and can be finished at extra cost in gloss carbon fibre if desired.

The Retractable Hard Top itself is a carbon fibre and composite panel but can also be configured with an Electrochromic glass panel, which can either brighten the cabin - or block more than 99% of sunlight - at the touch of a button. McLaren has adopted advanced Suspended Particle (SPD) technology for this feature on the Artura Spider, to further reduce heat transfer into the cabin when in the darkest mode - more than 96% of solar energy is blocked - helping to keep air temperature as cool as possible.

The RHT system is actuated in near silence by eight electric motors. Two motors fold the roof panel, two raise and lower the rear tonneau cover, and two control the aerodynamic covers on the leading edge of the tonneau buttresses. A further motor is responsible for rear window operation, another for the RHT latching mechanism. The roof is operated by an overhead control inside the cabin or from the vehicle key when the car is stationary, allowing it to be opened or closed from outside the vehicle.

The new McLaren Artura Spider debuts a new aerothermal cooling system to cool the powertrain, that also enables the packaging of the RHT and reduces air-buffeting for Spider occupants. The new aerothermal concept features four separate ducting systems and is distinguished from the coupe by the two rear deck inlets situated on the outer sections of the one-piece Aluminium Hot-Formed upper rear bodywork. These contain both cooling inlets for the powertrain and RHT storage area as well an outlet for hot air. Between these is the powertrain chimney as well as the inlets and outlets for airflow management. The Artura Spider's buttresses - glazed in motorsport-style polycarbonate - are visibly more sculpted than the coupe's since they also channel cold air into discreet ducts in the tonneau cover.

Additionally, the roof shape has been designed to channel air towards the repositioned chimney to accelerate the flow of hot air from the powertrain. Even the windscreen surround has been revised and now incorporates small gurneys finely sculpted to reduce buffeting in the cabin when the roof is retracted - a lightweight aerodynamic solution that epitomises the level of detail that has been incorporated into the Artura Spider.

The cabin of the new McLaren Artura Spider - trimmed in performance or luxury materials according to the driver's preference - retains the purposeful, driver-focused design of the coupe. The 'clean' steering wheel is free of buttons and controls, aside from the sculpted gearshift paddles which move with the wheel for optimal driver ergonomics. The driver display binnacle, which moves with the column when adjusted for reach or rake to ensure all driving information is always within the driver's eyeline, also houses the controls to select Handling and Powertrain modes, allowing changes - including an easy switch between electric and hybrid drive - without taking hands off the steering wheel. The screen display of the binnacle focuses on key information to minimise driver distraction, and further has a stealth mode that hides non-essential content, reducing distractions and promoting full concentration on the road ahead.

The innovative McLaren Clubsport seat is fitted as standard in most markets. Adjusting through an elliptical arc to combine the range of motion expected of a moveable backrest with the light weight and close support of a bucket seat, the Clubsport seat is equally at home on road or track. Adjustable lumbar support can be specified as an additional feature. Drivers wanting a more traditional but still appropriately sporting seat can option the electrically adjustable, heated comfort seats with memory.

The Artura's McLaren infotainment and connectivity system (MIS II) uses two high-definition screens. Delivering smartphone levels of responsiveness, MIS II is capable of smartphone mirroring and the Artura now offers wireless charging as an option, for use with enabled mobile devices and incorporates a unique, soft-faced retainer that supports the phone in a vertical upright position. Familiar McLaren apps - including Variable Drift Control - also feature on MIS II.

MIS II also enables a number of ADAS driver assistance features with Lane Departure Warning - which retains user-preference until manually reactivated via a fascia-mounted switch - and Road Sign Recognition now fitted to all Arturas. Also available optionally are Intelligent Adaptive Cruise Control with Switchable Follow Mode, Auto High-Beam Assist, Blindspot Monitoring and Rear Cross-Traffic Detection.

The Artura also features a Bluetooth low-energy vehicle key which detects when the driver is heading towards the vehicle and powers up systems to welcome occupants. This greeting includes ambient, 'hidden-until-lit' lighting in the doors, also acting as puddle lamps.

A revised range of options and options packs are introduced with the MY25 Artura, including exterior and interior carbon fibre components and a new, faster vehicle lift. Silver badging is now a no-cost option, with new Stealth badging - which incorporates black badges front and rear as well as a black McLaren Speedmark on the wheel centre caps - standard fit.

A five-speaker McLaren Audio System is standard fit. Customers can choose to specify the Artura's acclaimed Bowers & Wilkins 12-speaker surround sound audio system, which is exclusively available with the Technology Pack. This system features Bowers & Wilkins' Continuum™ midrange speakers to ensure precise reproduction of voices and instruments throughout the cabin, complemented by Nautilus™ Aluminium Double Dome tweeters to provide greater clarity at high frequencies. The Artura Spider additionally features an additional rear centre speaker to optimise the cabin's convertible-specific acoustic requirements.

The MY25 Artura has a new 15-spoke wheel as standard, in silver finish. A new gold-coloured Orum wheel finish is available on both Dynamo and Star wheel designs, with the latter now available in a full range of finishes. The Calibre 10-Spoke Super-Lightweight wheel joins the list of optional wheels, and is available finished in Silver, Dark Stealth or Gloss Black. All wheels can be optionally specified with Titanium Wheel Bolts, saving approximately 0.4kg of unsprung mass - indicative of the level of attention given to delivering weight reduction.

The McLaren Artura Spider is priced in its home UK market from £221,500 for the standard specification (in the US from $273,800). There are three further interior specifications, each available for an additional £5,050 ($9,400 in the US): Performance, which has a more sporting aesthetic; TechLux, where the focus is on the technical luxury that the name suggests; and Vision, which displays a more avant-garde and adventurous look and feel.

An extended palette of exterior paints, some of which are available on the Artura for the first time, is introduced for the new Spider; twenty Elite colours are offered in addition to the standard five colours, with a further eighteen MSO colours also available.

Every new Artura comes as standard with a five-year, unlimited mileage vehicle warranty; a six-year, 75,000km/45,000mile battery warranty and a ten-year anti-perforation body warranty. These warranties can be extended. A three-year service plan is also included, as is a five-year roadside assistance package.