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All of the Bond cars of ‘No Time To Die’ (caution for spoilers)

Note: The following overview of the cars in No Time To Die contains spoilers. Read at your own risk, or come back after seeing the film to make sure you caught everything.

No Time To Die picks up right around where Spectre leaves us. James Bond (Daniel Craig) and Madeleine Swann (Léa Seydoux) are driving along in Bond’s restored and iconic DB 5 in Matera, Italy. Things don’t stay all that cheery for long in picturesque Matera, though. As is tradition in Bond films, the first car chase hits us with an explosion of action in what’s a super-long opening scene.

Fourth-gen Maserati Quattroporte: The baddies in the beginning are driving a Maserati and chasing after Bond in the DB5. Specifically, they’re in a fourth-gen Quattroporte, which feels right for a chase scene in Italy. Its squared-off looks are mean enough, and its Italian growl is a good background soundtrack to the DB5’s inline-six.

In addition to the Quattroporte, the chase scene in Matera is home to a couple of the best stunts of the entire movie, including the arch jump done with a Triumph motorcycle seen in trailers — Matera is extremely hilly.

Eventually, Bond and Swann find themselves in the DB5 again together, which is where the famous gatling gun scene from the trailer commences, but not before the bulletproof windows and body of the DB5 are thoroughly tested. RIP to the first-gen Range Rover Classics and Jaguar XFs that joined the Maserati in pursuit of Bond (here’s a list of other Bond cars over the years).

As the DB5 escape scene concludes, we catch a glimpse of what appears to be a Ferrari from the 1970s. However, the view was far enough away that we’ll need a second look to be sure of the exact model.

Land Rover Series III: Next time we see Bond, he’s fishing in Jamaica and driving around a blue Land Rover Series III. It’s yet another of the many Land Rover products featured throughout the film, and unlike most of Bond’s Aston Martins, this one doesn’t seem to have any unique features. The other intriguing vehicle out of Jamaica? An old Chevrolet Bel-Air expertly and effectively piloted by Bond newcomer, Ana de Armas.

Next up, we get a few shots of the new and still-not-for-sale Aston Martin Valhalla mid-engine supercar (also seen in trailers). Bond’s old boss M is in the scene which appears to have been shot in some secret wind tunnel of sorts. Much to our dismay, nobody ends up driving the Valhalla in the film. Could it be a teaser for what the next 007’s car is? There’s a decent chance of that, considering the Valhalla played such a small role in this Bond film.

Aston Martin V8 Vantage: Boy were we happy to see the original V8 Vantage from the late 1970s and 1980s make an appearance. In fact, it made multiple appearances throughout the film. It’s difficult to get a more badass combo than Daniel Craig behind the wheel of a blacked-out Aston Martin Mustang.

Off-road vehicles aplenty: As seen on several trailers, things take a turn to the off-road side of things with flying Land Rover Defenders — Land Rover even made special James Bond versions of the SUV. Bond wasn’t behind the wheel of any of these Defenders, though. Instead, he pilots a Toyota Land Cruiser in the Norway portion of the film as he’s pursued by Range Rover Sport SVRs and Defender V8s with double the horsepower. Plus, Triumph motorcycles are back again for the two-wheel enthusiasts in this bumpy chase scene.

Aston Martin DBS Superleggera: The stunning and still relatively new DBS Superleggera rocks up to the party in Norway, too, quickly showing everybody its bonkers 715-horsepower V12 is nothing to sneeze at. This two-seat Aston is piloted by Nomi, Bond’s 007 replacement, and she’s clearly gone through the same secret agent driving training that Bond did.

And that, ladies and gentlemen, is where we’ll leave you without getting too spoiler-heavy. There are plenty of classic Bond gadgets and gizmos throughout the film. Plus, a bizarre plane/submarine combo vehicle makes an appearance at some point. In short, though, the cars of Daniel Craig’s last Bond film don’t disappoint, and neither do the stunts.

There is plenty for car enthusiasts to ogle at when No Time To Die opens in theaters on October 8.

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September 30, 2021 / Comments Off

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Acura sold all 300 of the NSX Type S, reportedly in 24 hours

If you were hoping to nab one of the last Acura NSX supercars, Acura has confirmed to Autoblog that it has already sold out the entire allocation of 300 NSX Type S models that were slated for America. However, you might still have a remote chance.

“We have seen tremendous interest in the 2022 NSX Type S following its debut at Monterey Car Week. At this time, confirmed orders have far surpassed the 300-unit allocation for the U.S. market, and new orders received are being added to a waitlist,” an Acura spokesperson told us. That might be an understatement, as Motor1 is reporting a Black-Friday-esque rush that cleared the shelves in 24 hours and a waiting list of more than 100.

While Acura has never planned to assign the NSX to the role of moneymaker — there are RDX and MDX crossovers for that — sales of the hybrid supercar have been shockingly low. Year-to-date sales figures for July 2021 (the last metric prior to Acura’s August announcement that the NSX would be canceled) crawled along at just 67 examples sold, not too far off from last year’s 70. The year-to-date number for August leaped up to 98, a significant jump from last year’s 73.

A personal anecdote may explain why the sellout occurred so quickly. My brother, owner of a 1993 NSX, went to a Los Angeles-area Acura dealer to inquire about the 2022 Type S. The salesperson told him that the dealer was only getting one and that it had already been spoken for — by the dealership’s owner. With 273 Acura stores in the U.S. and only 300 cars, if other owners are similarly minded it may be almost impossible for the average buyer to get a Type S without paying a premium over the $171,495 price tag.

Hopefully, though, buyers won’t have to pay more than the $1 million bid that someone made for the first NSX Type S. The Type S has 600 horsepower and 492 pound-feet of torque, a 27 pony and 16 pound-feet bonus over the standard NSX, in addition to a 58-pound weight reduction and GT3 race car-derived tuning. While that alone could compel some buyers to spring for the Type S, we’re willing to bet that it’s the limited production and end-of-run factors that are contributing to demand. If you miss out, though, you can always wait for the third generation.

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September 20, 2021 / Comments Off

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Best New Performance Hybrids & Electric Cars

No one would argue that the past year-and-a-half has been a truly challenging period for human civilization, though it has not seemed to put even a dent in the momentum of the vehicle electrification movement. If anything, automakers were presented with a unique opportunity to showcase their credentials in this space; with the disruption of routine living circumstances, this was a moment when the global audience’s attention could be more easily procured, if done in the right way.

As it happened, a slew of new electric vehicles would be announced and even enter production during this time, bringing with them much excitement, fanfare, and most importantly a positive outlook on the future, albeit through an automotive lens. Nevertheless, automobiles are a topic that most people have in common, and the industry certainly didn’t fall short on providing its fair share of feel-good moments during this gloomy time – definitely for the car enthusiasts, and probably for the green movement too.

EVs (such as the Porsche Taycan) ordered by customers before the pandemic started, were generally delivered on-time if not ahead of schedule (like mine). During the pandemic, production levels remained vigorous, along with the unveiling of new models – some of which are simply game-changing. The emergence of cars such as the Rimac Nevera, Lotus Evija and Pininfarina Battista proved that automakers were generally unfazed by the chaos of the past 2 calendar years, delivering the goods as promised and not finding any reasons to have done anything but.

There’s no shortage of hybrid options either, with many of the world’s most impressive machines displaying the incredible potential of this technology. The likes of Ferrari’s SF90 Stradale and Lamborghini’s Sián have been showcasing that hybrid engines are not just a stop-gap measure before electrification proliferates. Rather, they are viable complement to fully-electric cars, both now and likely into the distant future. B io fuels could play a key role in this development, and possibly even prolong the existence of the combustion engine for some time to come.

Here are 15 of the Best New Performance Hybrids & Electric Cars, you can buy today.

Acura NSX Type S

Acura has just announced that they will be producing a limited-edition NSX Type S variant for the 2022 model year, which will also serve as the swan song for the brand’s halo car (now in its second generation). Officially unveiled during Monterrey Car Week, the Type S will be the “quickest, most powerful and best-handling production NSX ever” according to the automaker, with an enhanced version of the 3.5L twin-turbocharged hybrid engine now producing 600 hp and 492 lb-ft of torque. The 9-speed DCT and Super Handling All-Wheel Drive (SH-AWD) have also been optimized to get the most out of the car’s improved performance. The NSX Type S will also come standard with a carbon-fiber roof, as part of its weight reduction protocols.

Distinctive design cues and more aggressive aerodynamics are also at the core of the car’s improved driving character, with race car components – such as a GT3-inspired rear diffuser – being among the most easily distinguishable features. The NSX Type S will also come with redesigned front and rear bumpers, unique 5-spoke wheels, Pirelli P-Zero tires, and a retuned adaptive suspension system. Optional features such as Gotham Gray exterior paint and an available Lightweight Package – which includes carbon-ceramic brakes and more carbon fiber components – are also exclusive to the Type S. Limited to a production run of only 350 units.

Rimac Nevera

Although it is not the first EV to be powered by 4 permanent magnet electric motors, the Rimac Nevera does come with its own unique electric drivetrain design. By strategically placing a pair of 200 kW electric motors in front and another two 500 kW electric motors in the rear, the engineers were able to give the rear-biased Nevera an ideal 48:52 (front:rear) weight distribution. However, a deeper inspection reveals more intricacies in the design, as the planetary gears for each of the 4 wheels are purposed in such a way that the Nevera is also optimally balanced from left to right as well. Genius.

It’s probably a good thing that this Rimac was built with a predisposition to exhibit ballet-like agility, because it’s going to need all the grace in the world to tame all that’s brewing within. In combination, all of the 4 electric motors can generate up to 1,914 hp (1.4 mW) and 1,740 lb-ft of torque (2,360 Nm). This allows the Nevera to absolutely annihilate the popular 0-60 mph benchmark in just 1.85 seconds, with an equally impressive 1/4 mile time of just 8.6 seconds – good enough to make it the fastest production vehicle ever made, by some margin. Top speed is stated as 258 mph (412 km/h).

Ferrari SF90 Stradale

At first glance the SF90 Stradale sounds like a car we should all fear; a soul crushing proposition. It is a plug-in hybrid electric vehicle (Ferrari’s first) with four-wheel-drive, built on a new ‘multi material‘ platform and has even more electric driver aids than ever before. It is enough to make old-school Ferrari fans and drivers run straight for the exits (probably to pick up a 458 Speciale instead). But those who are willing to consider the outcomes with an open-mind are sure to be satiated, if not entirely blown-away.

In the Ferrari SF90 Stradale, the company has partnered its F154 V8 engine with a 7.9 kWh battery, which allows the twin-turbocharged V8 hybrid to produce up to 986 hp in total. The three electric motors combine to deliver 217 hp, an can even bring the SF90 Stradale to a speed of 84 mph and complete over 15 miles, all on their own power. Aside from a mind-boggling 0-60 mph time of 2.1 seconds, this configuration also makes the SF90 the first mid-engined Ferrari to be all-wheel drive. Handling is also greatly enhanced with torque vectoring now being available on the front-axle. The car also features an all-new chassis made of carbon fiber and aluminum. The sleek body panels and its aerodynamic shape help the model make a whopping 860 lbs of downforce at speed, and the whole profile of the car is extremely low so it can slash through the air at high speeds.

Porsche Taycan Turbo S

The Taycan Turbo S is the ultimate Porsche EV. The absolutely mind-boggling 750 hp and 774 lb-ft of torque it instantaneously produces, rockets the car from 0-60 mph in 2.6 seconds – hypercar territory, that is. It manages to combine this with 911-level handling characteristics and is infused with the same essence we’ve come to expect in all Porsche sports cars. Porsche ceramic composite brakes (PCCB) are standard fare on the Turbo S, as are the otherwise optional 21” Mission-E Design wheels. To provide even more extra stopping force, the Turbo S is also fitted with larger front and rear rotors than what is installed on the 4S and Turbo models.

With the introduction of the new Cross Turismo range of Porsche Taycan models, we’re now entering the second act of the company’s electrification strategy. The Porsche Taycan Cross Turismo carries over the EV-platform and performance from its sedan counterpart, then amalgamates them with the utilitarianism of a sporty crossover / estate. While a number of the Cross Turismo models’ design elements bear an obvious resemblance to the sedans, they offer something very distinct as well.

Lamborghini Sián

Amongst this list of very special cars, the Sián is perhaps the most special. That’s because the Lamborghini Sián is the most notable example of an automobile which uses a supercapacitor – the ‘super’ added because, well, you need a really, really big capacitor to help power a car. In this configuration, the supercapacitor collects and stores energy (primarily from regenerative braking). In certain moments (such as a launch), the supercapacitor dumps all of its energy into an electric motor which immediately and briefly adds an extra 34 hp on top of what the Sián’s 785 hp 6.5L naturally-aspirated V12 engine produces. This means that up to 819 hp is sent to all 4 wheels, with the electric motor integrated into the transmission to reduce weight and improve responsiveness.

As long as the supercapacitor keeps getting recharged – which can be achieved with just seconds of hard braking – there will always be that extra bit of power boost at the car’s beckoning. Compared to an EV battery which takes much, much, longer to fully recharge, and weighs substantially more, you might be wondering why supercapacitors aren’t the dominating technology in electric or hybrid vehicles today. Well, there are a few very important reasons for this. For one, supercapacitors aren’t able to store energy for long periods of time like a battery, making them unviable to be the primary food source for an electric vehicle… at least for now.

Tesla Model S Plaid+

Tesla recently announced that they’ve added a new trim for their Model S and Model X. The base “Long Range” models will still use dual-motors, while the new high-performance models will be replaced with “Plaid”. While this is mostly down to marketing and rebranding, the Model S will have also have a Plaid+ option later this year; for performance junkies, this is the most significant news as this package incorporates Tesla’s latest battery technology. The Plaid+, with it’s brand new architecture, is said to be capable of 0-60 mph in under 2 seconds and a range of up to 520 miles on a single charge.

Needless to say, figures like those will surely lead to an upheaval of the current status quo in EV-land and will have competitors scrambling to keep up. Word is, these claims are far from anecdotal, as an 1,100 hp prototype version of the Tesla Model S Plaid+ has already beat the Mclaren P1’s lap time at the legendary Laguna Seca raceway in California, USA. Tesla is already taking orders on its website, where it starts at a price of $131,100.

Koenigsegg Regera

Koenigsegg unveiled its Regera hybrid hypercar model at the 2015 Geneva Motor Show, and since then it has generated plenty of hype amongst car enthusiasts and performance junkies. Besides a regular combustion engine, the Koenigsegg Regera also utilizes 3 electric motors which dole out 700 hp and 663 lb-ft of torque via a 4.5 kWh liquid-cooled battery pack. As a result, the car now produces 1,500 hp (which the company likes to market as 1.11 MW), making it the most powerful hybrid supercar in the world. Its combustion engine is a 5.0L twin-turbocharged V8 which produces an out-of-this-world 1,100 horsepower and 922 lb-ft of torque without electric assistance.

Koenigsegg has gone on to claim that the Regera can theoretically reach top speeds of over 400 km/h, although this has not yet been made official.

Lotus Evija

Lotus has been hyping their new fully-electric automobile, going as far as saying that the Evija will be a “mind-blowing supercar”. The car features two electric motors which output its outrageous 2,000 hp. The battery is placed in the middle of the car where a typical internal combustion mid-engine car would have its beating heart, helping it to achieve an ideal weight distribution. Lotus sought to strike the perfect balance between a track car and a road car, and that extends to the cabin – a minimalist, driver-focused interior design but with plenty of the comfort and convenience features you’d expect in a civil grand tourer. The Lotus Evija has been named as ‘The One to Watch‘ in Top Gear’s 2021 Electric Awards .

The Lotus Evija was built with a simple goal – to be the absolute pinnacle of world-class engineering and the most powerful performance car ‘For The Drivers’. It harnesses Lotus’ technical expertise, fine-tuned over more than seven decades, to create a masterclass of automotive excellence. Judges at the IDA commented that the Lotus Evija “paves a way towards a more sustainable future whilst embodying an exceptional aerodynamic aesthetic”, and that “its seductive style elevates the Evija to be the world’s most premium sustainable car”.

Audi e-tron RS GT

The 2022 Audi e-tron GT is the four-ringed company’s first entrant into the high-performance EV weight class. It looks to shake up a playing field which includes the likes of the Tesla Model S and Porsche Taycan, the latter of which it shares many of the same underpinnings. Audi has marketed the e-tron GT as a fully-electric grand tourer, as a opposed to a sports saloon EV like the Porsche Taycan. This sets clear expectations right away of what makes the e-tron GT an entirely unique offering – not quite as powerful (compared to the Turbo and Turbo S), a little less nimble and sharp in the handling department, slightly more utilitarian with extra cargo room and a typically impressive Audi-esque interior.

The entry-level e-tron GT produces 469 hp, which can be boosted up to 523 hp when using launch control. This is good for 0-60 mph in 4.0 seconds and a top speed of 152 mph, making it most comparable to the Porsche Taycan 4S which ends up being a smidge quicker using the same measuring stick. Stepping up to the RS model will net you 590 hp with 637 hp available in overboost mode. This allows the RS e-tron GT to complete the 0-60 mph sprint in 3.3 seconds, which is slower than Tesla’s and Porsche’s quickest EV models by 1.3 seconds (Model S Plaid) and 0.8 seconds (Taycan Turbo S) respectively.

Pininfarina Battista

When the Pininfarina Battista was unveiled at the Geneva Motor Show in March 2019, it was touted as the first fully-electric hypercar. Having been teased with bits and pieces up to that point, the Battista would finally secure its place in history as the first complete amalgamation of a zero-emissions hypercar. I doubt that anyone would be offended – least of all, Pininfarina – if the Battista was mistaken as ‘just another’ one of Ferrari’s super cars. Afterall, the design elements are deliberately signature from the company; and that’s really the best part of it all.

Beneath the silhouette lies something less familiar – the absence a typically mid-mounted combustion engine, for one. The Ferrari…. I mean…. Pininfarina Battista is fully-electric, and beyond that very notion, things only start to get even more crazy. The Battista utilizes 4 motors – one for each wheel – which produce a combined 1,900-horsepower and 1696 ft-lb of torque. That level of performance and technological sophistication won’t come cheap either, with each car priced at around $2.3 million USD.

Aston Martin Valkyrie AMR Pro

The new Aston Martin Valkyrie AMR Pro isn’t just another version of the original Aston Martin Valkyrie with some added aerodynamic parts. They’ve also increased the wheelbase of the original chassis by 380 mm, and added 96 mm and 115 mm to the front and rear track width respectively. These changes effectively lengthen the entire car by 266 mm, essentially making it a ‘longtail’ version, as their rivals McLaren would call it.

The Aston Martin Valkyrie AMR Pro still uses the same Cosworth-built naturally-aspirated V12 engine with a 6.5L displacement – but now with 1,000 hp available at a screaming 11,000 rpm. Significant weight has been shed on the Valkyrie AMR Pro by removing the entire hybrid system, using an extremely light carbon fiber body, and incorporating carbon fiber suspension components. Thanks to its aerodynamic efficiency, the Valkyrie AMR Pro offers track performance previously only seen on Formula One cars.

Mercedes-AMG Project One

After months of teasing and speculation, Mercedes-AMG has officially unveiled the world’s first road legal car equipped with a Formula 1 powertrain – the 1,000 hp Project One. Its 4-digit power output comes from an improved version of the hybrid system found inside the W08 F1 car, which also includes a turbocharged 1.6L V6 engine and four electric motors. The two front electric motors on the Project One are of the latest and greatest technologies available, with each unit being capable of revving up to 50,000 rpm and producing 160 hp on their own.

The third electric motor is integrated into the turbocharger, while the fourth is mounted directly on the car’s combustion engine, producing another 120 hp of the Project One’s total power output of “beyond 1,000 hp”. Mercedes-AMG has also claimed that the turbo lag on the Project One is not only eliminated in this setup, but the response times should now be shorter than those cars powered by a naturally-aspirated V8.

Porsche Panamera Turbo S E-Hybrid

Porsche has provided no shortage of options within any of its model line-ups, with the relatively recent addition of E-Hybrid models serving up even more choices for those seeking a more eco-friendly experience from the brand. While the Taycan is the only model fully-committed to electrification, the E-Hybrids are an impressive alternative for those who aren’t quiet ready to make the big step over to the other side. Currently, E-Hybrid models can be found within the Panamera and Cayenne model line-ups, and are destined to be in the mix with other models such as the Cayman, 911 and Macan in the not so distant future.

The Panamera Turbo S E-Hybrid is at the top of the food chain when it comes to the range, and is the only model (notwithstanding the Cayenne Turbo S E-Hybrid) to feature a hybridized version of Porsche’s 4.0L twin-turbocharged V8. On its own, the petrol engine produces 563 hp and 567 lb-ft of torque, with the E-Hybrid electric motor adding up to 134 hp and 295 lb-ft of torque. The Sport Turismo estate-style body would definitely be our pick, as it also provides a greater sense of both utilitarianism and style to boot.

Koenigsegg Gemera

Hinted at for a long time under the codename ‘KG12′, the latest Koenigsegg megacar has been revealed: The 2022 Koenigsegg Gemera. The Gemera is Koenigsegg’s first proper 2+2 GT car, or due to the power it produces, ‘mega-GT’ if you will. The car outputs a combined total of 1.27 MW of power, or by more traditional measurements, 1,700 HP and 2,581 lb-ft of torque. This is achieved through the combination of an extremely powerful, 2.0L twin-turbocharged camless + freevalve inline-3 engine – nicknamed the ‘Tiny Friendly Giant’ – which produces 600hp all on its own, and is partnered with three electric motors.

Two electric motors are placed at each rear wheel, with a third motor attached to the crankshaft of the engine to boost power to the front axle. All three motors have a combined output of 1,100 HP. Koenigsegg has confirmed that orders can be taken through the Expressions Of Interest website, and that the base price is $1.7 million USD.

McLaren Speedtail

Meet the new Speedtail – an aptly-named addition to McLaren’s Ultimate Series of automobiles. This limited-edition car – of which only 106 examples will be built – represents McLaren’s unyielding pursuit of maximum top-speed. Whereas other McLarens blend handling, acceleration, and driving dynamics in a harmonious package, the Speedtail has a more singular focus. That focus is speed; ludicrous amounts of it. McLaren has labeled the Speedtail a Hyper GT, which seems fitting given the excess of the car and its abilities.

This 1,055 hp car will take you to 250 mph, and then to the Opera, on the same set of tires (to paraphrase McLaren spokesperson, Wayne Bruce). More than that, the Speedtail is a car that reminds us that the automotive world serves to inspire and excite us, as much as it does in moving us from one place to the next. Though, in the case of the Speedtail, it moves us unlike anything else out there.

September 6, 2021 / Comments Off

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Best Hybrid Engines Ever Produced

As we begin to crest into the era of automobile electrification, it has become increasingly difficult to recall all of the outstanding hybrid technologies we already have on tap. With all the noise being made (or lack thereof when it comes to the engine sounds) amidst this monumental shift, it would be completely unfair to acknowledge hybrid engines as being merely a stopgap solution while we wait for electric EVs to take over as the dominant product.

In fact, hybrids currently offer a “best of both worlds” outcome in most cases, particularly when it comes to the high-performance class of cars. This is especially true with electrification still in its infancy, meaning that technology – and most importantly charging infrastructure – still have huge strides to take before we can globally embrace fully electric cars as the convention. Add to this, the research and development of biofuels by some of the biggest players in the industry, and hybrid engines could very well remain a part of the conversation for the years and decades to follow.

Some of the most groundbreaking supercars and hypercars in the world have utilized hybrid technology to impressive effect, all while not neglecting the honest work of reducing emissions. They not only showcase incredible performance credentials (where 0-60 mph in 2.5 s is now the benchmark) but also make a strong case for hybrid technology being as viable (at the very least) for the long haul as it is today.

Here are 10 of the Best Hybrid Engines Ever Produced, curated for your viewing pleasure.

Disclaimer: Our list is likely to include some cars you didn’t realize were actually hybrids. Viewer discretion is advised.

Porsche MR6 V8 Hybrid

As the spiritual successor to Porsche’s first widely-acknowledged hypercar – the Carrera GT – the 918 Spyder was always going to have to follow its predecessor’s opening act with something quite spectacular of its own. Mission accomplished, I’d say, thanks in huge part to its race-derived MR6 V8 engine. Derivatives of this powerplant were used extensively in ALMS racing competition by the RS Spyder race car, which was designed and built in-house by Porsche in collaboration with Penske Racing. It’s easy to see where the 918 Spyder got its name, but the road-legal car would create its own legacy through the use of a modified drivetrain which increased the engine displacement to 4.6L (from 3.4L in the race versions) and most notably featured a hybrid system with 2 electric motors powered by a 6.8 kWh lithium-ion battery.

The naturally-aspirated combustion unit produced 608 hp by itself while the 2 electric motors – one in the front and one in the rear – provided up to an additional 127 hp and 154 hp to their respective axles. The combined output of the whole system is rated at 887 hp. The 0-62 mph sprint is completed in a blistering 2.2 seconds, with a top speed somewhere north of 211 mph. Being a plug-in hybrid, the 918 Spyder can do all this and run silently in ‘electric-only’ mode for a quoted range of 12 miles. Not exactly an eco-warrior, but hey, at least it provides the framework for its successors to build on.

Ferrari F154FA V8 Hybrid

Ferrari’s F154 family of V8 engines could very well go on to become the G.O.A.T; especially when it has been scrutinized under the incredibly high standards that have been set in the modern era of automobiles. The engine is as potent as it is versatile, powering just about every flavor of Ferrari car since being introduced in 2014; the comfortable California convertible, the grand-touring Roma, the race-bred 488 Pista, and F8 Tributo, and even the 986 hp SF90 Stradale hybrid hypercar.

In the latter form, a 7.9 kWh battery compliments the 4.0L twin-turbocharged V8 and can even bring the SF90 to a speed of 84 mph and complete over 15 miles, all on its own power. By delivering a combined 217 hp via three electric motors, the car is able to produce up to 986 hp with the entire drivetrain on full blast. Aside from a mind-boggling 0-60 mph time of 2.1 seconds, this configuration also makes the SF90 the first mid-engined Ferrari to be all-wheel drive. Handling is also greatly enhanced with torque vectoring now being available on the front axle.

Lamborghini 6.5L naturally-aspirated V12 Hybrid

The Lamborghini Sián is the most notable example of an automobile that uses a supercapacitor – the ‘super’ added because, well, you need a really, really big capacitor to help power a car. In this configuration, the supercapacitor collects and stores energy (primarily from regenerative braking). In certain moments (such as a launch), the supercapacitor dumps all of its energy into an electric motor which immediately and briefly adds an extra 34 hp on top of what the Sián’s 785 hp 6.5L naturally-aspirated V12 engine produces. This means that up to 819 hp is sent to all 4 wheels, with the electric motor integrated into the transmission to reduce weight and improve responsiveness.

McLaren M840T w/ eMotor

Despite only producing V8-powered automobiles since as recently as 2011 (via the MP4-12C), you could argue that McLaren is now the world’s artisans of the V8 engine, and few would dispute that. After all, it’s virtually all they know these days, with every single McLaren model – bar the V6-hybrid McLaren Artura – fitted with some adaptation of their M838T or M840T twin-turbocharged V8 motors.

The 4.0L M840T features on all of the Super Series cars, which covers the ‘700 range’ of models, plus the addition of the McLaren GT. In its Ultimate form, the 4.0L unit – dubbed the M840TR – produces 814 hp in the McLaren Senna GTR. The McLaren Speedtail hybrid ‘hyper-GT’ produces some 1,035 hp through the combination of an M840T and parallel system eMotor. This setup – in addition to applying the most genius drag-reduction principles in existence today – has allowed the Speedtail to become the fastest production McLaren ever made. Its top speed? 250 mph.

Ferrari F140FE V12 Hybrid

If the F140 had only powered the (2002-2005) Ferrari Enzo – the first Prancing Horse model where it featured – it would have been no less significant or legendary than it is today. The 65-degree V12 engine debuted on the Enzo as a 6.0L naturally-aspirated V12 unit which produced a staggering 651 hp @ 7,800 rpm and 458 lb-ft of torque @ 5,500 rpm. Over the years, 6.3L versions of the F140 have powered the likes of the hybrid LaFerrari and the F12berlinetta. Eventually, the F140 would evolve into what is today, a 6.5L power plant, where it now powers the 812 Competizione.

The Ferrari ‘so nice they named it twice’, also happens to be a hybrid. The Ferrari LaFerrari’s hybrid version of the F140 6.3L V12 power plant produces a total of 950 hp – 788 hp from the naturally-aspirated V12 and 160 hp courtesy of the electric motor, which delivers that power through the differential. This means that 0-60 mph is dispatched in under three seconds, while top speed is rated by Ferrari as somewhere north of 217 mph. Ferrari said that while a side effect of the KERS system – which is tethered to the V12 to continuously recharge itself – was a reduction in emissions, the car would not be capable of running in any type of ‘electric-only’ mode. Ferrari simply was not interested in EVs during the development of the LaFerrari. In fact, the hybrid system’s only function on the halo car was to enhance its performance, and that its relative emissions-friendliness was more of an afterthought than a goal.

BMW B38A15T0 1.5L turbocharged I3 Hybrid

In many ways, the BMW i8 is the least remarkable car on this list. Released during what feels like the olden days now, the 2014 BMW i8 should, however, be credited with revolutionizing the automotive landscape as it pioneered what many consider to be the first high-performance hybrid sports car. Well ahead of its time when it first came out, its powertrain technology was the result of BMW’s visionary approach to a rapidly shifting narrative towards a future focused on sustainability. The eventual overthrowing of the combustion engine would be at the forefront of this movement, with EVs taking their place. The BMW i8 – with its 7.1 kWh lithium-ion battery – would be the earliest creation in this image.

The BMW i8 provides more of a transitional approach to this, rather than a radical one – being a plug-in hybrid as opposed to fully-electric – but would nevertheless be disrupting the status quo. Since its 2014 release, however, the platform fell short of delivering any truly meaningful changes or upgrades until being discontinued in 2020. As time passed, its 369 hp B38A15T0 hybrid engine would appear meager next to emerging hybrid and fully-electric technologies which would go on to make 1,000 hp + figures conceivable in a production road car. But it gave us a hopeful glimpse into the future of automobile electrification, and look where we are now.

McLaren M838T w/ eMotor

The McLaren P1 is considered to be one of three members (the other two being the LaFerrari and 918 Spyder) of the holy hybrid hypercar trinity; the old boy’s club of hypercars, if you will. Like its contemporaries, it fashioned a hybrid drivetrain which allowed it to deliver performance that was once considered unimaginable on a road car. That power comes primarily from a 3.8L twin-turbocharged V8 – the same M838T engine used across the McLaren range but revised to output 727 hp and 531 lb-ft of torque on its own.

Combined with a lightweight and KERS-fed electric motor, that adds a further 176 hp and 192 lb-ft of torque at the driver’s disposal. The 903 hp Ultimate Series model sends all that power to the rear wheels via a 7-speed dual-clutch transmission, allowing it to make the dash from 0-62 mph in just 2.8 seconds. The P1 is also able to hit 186 mph in a mere 16.5 seconds from a standstill, on its way to an electronically-limited top speed of 217 mph. As we learned from Spiderman, “with great power comes great responsibility”; the McLaren P1 exhibits both in abundance, with its plug-in hybrid “twin powerplant” allowing it to run in zero-emissions mode for up to 6.8 miles.

Koenigsegg 5.0L twin-turbocharged V8 w/ Electric Drive

Koenigsegg unveiled its Regera hybrid hypercar model at the 2015 Geneva Motor Show, and since then it has generated plenty of hype amongst car enthusiasts and performance junkies. Besides a regular combustion engine, the Koenigsegg Regera also utilizes 3 electric motors which dole out 700 hp and 663 lb-ft of torque via a 4.5 kWh liquid-cooled battery pack. As a result, the car now produces 1,500 hp (which the company likes to market as 1.11 MW), making it the most powerful hybrid supercar in the world. Its combustion engine is a 5.0L twin-turbocharged V8 that produces an out-of-this-world 1,100 horsepower and 922 lb-ft of torque without electric assistance.

Power is sent to the wheels via Koenigsegg’s new powertrain known as “Koenigsegg Direct Drive”. According to the automaker, “This revolutionary technology removes the traditional gearbox, making the car lighter and more efficient. As the powertrain already produces a combined 1500 hp and with electric propulsion providing instant torque from the Direct Drive system, we did not have to go as extreme on ICE power. Instead, we installed even smaller, faster-spooling turbos on the Regera, further enhancing the car’s drivability and response.” Koenigsegg has gone on to claim that the Regera can theoretically reach top speeds of over 400 km/h, although this has not yet been made official.

Honda/Acura JNC1 3.5L twin-turbocharged V6 Hybrid

The second-generation NSX is the beneficiary of a hybrid drivetrain that produces 573 hp via a twin-turbocharged V6, with 3 electric motors and a 9-speed DCT. It still delivers supercar looks and performance in an everyday livable package. Some pundits call it a “Porsche 918 light” and that says more than anything else about how good the car is. While it is true that the new Acura NSX cannot currently compete with the nostalgia and charm of the car that it replaced, we feel that it is a massively under-appreciated, but worthy supercar. This highly capable vehicle is inostensibly backed by its revolutionary hybrid drivetrain and overall performance figures.

Acura has just announced that they will be producing a limited-edition NSX Type S variant for the 2022 model year. Officially unveiled during Monterrey Car Week, the Type S will be the “quickest, most powerful and best-handling production NSX ever” according to the automaker, with an enhanced version of the 3.5L twin-turbocharged V6 hybrid engine now producing 600 hp and 492 lb-ft of torque. The 9-speed DCT and Super Handling All-Wheel Drive (SH-AWD) have also been optimized to get the most out of the car’s improved performance. While the NSX was never about all-out power, the hybridized powerplant is still good for 0-60 mph in under 3 seconds and a top speed of 191 mph.

Porsche 2.9L, 3.0L V6 E-Hybrid & 4.0L V8 E-Hybrid

Porsche has provided no shortage of options within any of its model line-ups, with the relatively recent addition of E-Hybrid models serving up even more choices for those seeking a more eco-friendly experience from the brand. While the Taycan is the only model fully committed to electrification, the E-Hybrids are an impressive alternative for those who aren’t quite ready to make the big step over to the other side. Currently, E-Hybrid models can be found within the Panamera and Cayenne model line-ups, and are destined to be in the mix with other models such as the Cayman, 911, and Macan in the not-so-distant future.

The Panamera 4 E-Hybrid is the entry-level E-Hybrid model – at least in size – combining a 2.9L twin-turbocharged V6 which produces 325 hp and 331 lb-ft of torque, with the E-Hybrid electric motor adding up to 134 hp and 295 lb-ft of torque. The lower-priced Cayenne E-Hybrid fashions a hybridized version of the base model’s 3.0L twin-turbocharged V6, while the Cayenne Turbo S E-Hybrid is married to the more robust 4.0L twin-turbocharged V8 which produces a combined 670 hp. The Panamera Turbo S E-Hybrid is at the top of the food chain when it comes to the range, and is the only model (notwithstanding the Cayenne Turbo S E-Hybrid) to feature a hybridized version of the 4.0L twin-turbocharged V8. On its own, the petrol engine produces 563 hp and 567 lb-ft of torque, with the E-Hybrid electric motor adding up to 134 hp and 295 lb-ft of torque.

September 2, 2021 / Comments Off

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Hyundai Santa Cruz, Kona N and Elantra Hybrid | Autoblog Podcast #691

In this episode of the Autoblog Podcast, Editor-in-Chief Greg Migliore is joined by West Coast Editor, James Riswick. They’ve been driving a lot of new cars, including the 2022 Hyundai Santa Cruz pickup, 2022 Hyundai Kona N, 2021 Hyundai Elantra Hybrid, 2021 Acura TLX Type S and 2022 Hyundai Genesis G70. Lamborghini revealed a modern interpretation of the Countach, for better or worse. Finally, they heelp a listener replace a 2013 Ford Edge in this week’s “Spend My Money” segment.

Send us your questions for the Mailbag and Spend My Money at: Podcast@Autoblog.com.

Autoblog Podcast #691

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Autoblog is now live on your smart speakers and voice assistants with the audio Autoblog Daily Digest. Say “Hey Google, play the news from Autoblog” or “Alexa, open Autoblog” to get your favorite car website in audio form every day. A narrator will take you through the biggest stories or break down one of our comprehensive test drives.

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August 13, 2021 / Comments Off

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2022 Acura NSX Type S is revealed as the most powerful NSX ever

The 2022 Acura NSX Type S is here, and it’s the most impressive NSX the company has created. It now makes 600 horsepower and 492 pound-feet of torque, increases of 27 ponies and 16 pound-feet. But that’s only the tip of the many little changes Acura has done to make this the ultimate NSX.

Gaining that extra power involved quite a few little changes. The engine now gets larger turbochargers borrowed from the GT3 race car. The various intakes have been changed for improved cooling and airflow. The main front grille has been enlarged to allow more air into the radiators, and the outboard grilles now feature ducting for air curtains that help direct air to the side intakes. Those intakes feed more efficient intercoolers. The batteries even feature greater capacity.

Power isn’t the only area to receive upgrades. The Type S gets a carbon fiber roof for slightly less weight and a lower center of gravity. The aerodynamics have been tweaked with a new carbon fiber splitter, side skirts, rear spoiler and a GT3 race car-inspired rear diffuser, all of which help with downforce. The adjustable suspension, all-wheel-drive system and transmission have all been retuned for sportier driving. The latter shifts faster now and has a Rapid Downshift mode that allows you to shift to the lowest possible gear with one half-second paddle pull. Even the tires are stickier Pirelli P-Zeroes designed specifically for the NSX Type S. All of these improvements mean that the Type S is a full two seconds faster around Suzuka than a regular NSX.

And if you need just that little bit more in the performance department, there is a Lightweight Package. It costs an extra $13,000 and adds carbon ceramic brakes, a carbon fiber engine cover and carbon fiber interior parts. Total weight savings is 58 pounds.

Acura did pay some attention to styling, too. On top of the more aggressive aerodynamic bits, the grille has a new shape that has hints of the corporate pentagonal grille. The grille mesh is even steel instead of plastic now. The lights get dark lenses, and all the badging, mirrors and door handles are finished in black. Type S decals adorn the rear fenders. Inside, there’s an Alcantara headliner and NSX and Type S logos embroidered in the seats and dashboard. One of the cars in the gallery at top is painted in an exclusive Gotham Gray matte metallic color, which will only be applied to 70 cars.

To get into an NSX Type S, you’ll need to be ready to fork over $171,495 including destination charge. Acura is taking orders now. You’ll want to be quick: 350 units are on offer, and 300 of those are for the U.S. You can put in your order at this link.

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August 12, 2021 / Comments Off

415

New Lamborghini Countach teased again with three images

Lamborghini posted three more teaser photos of the coming Countach resurrection to its Instagram page. We’ll have to let the pictures do most of the talking since we don’t have any more information than we did when the first tease dropped a couple of days ago. We get a shot of a nose unlike any other Lamborghini in the current stable. A narrow black grille just inches wide splits the upper and lower section of the front fascia, recalling the area where the original exotic placed its black front bumper and fog lights. The name “Countach” appears on the right side of the coupe, in all lowercase letters just like the original, but stretched and angular befitting the brand’s modern design language.

A second shot exposes the engine cover, this a new design based on the clear cover that can be fitted to the Aventador. Three flat hexagon panels, thickly bordered in black, step down from the roof to the tail. Beneath them is the longitudinal and posterior V12 portion of the LPI 800 powertrain. The initialism stands for Longitudinale Posteriore Ibrido, and we’re still waiting for any information on that last bit, the hybrid. The V12 in the Lamborghini Sian FKP 37 received help from a supercapacitor, but that special edition didn’t get official designation as a hybrid. The last car from Sant’Agata to do so was the 2014 Asterion LPI 910-4 concept from the 2014 Paris Motor Show. The Asterion hid a V10 in back for the rear wheels, and two e-motors with a combined 296 horsepower on the front axle powered by a lithium-ion battery. The Sian produces about 785 horsepower, the Countach will deliver about 789, the Aventador S makes 690. So Lamborghini isn’t using electricity to chase gaudy numbers. Yet.

The last pic presents the area behind the side window. This is a slightly tighter shot of an image that a site called Lamborghini Specs posted a few days ago, snagged somehow from the automaker’s customer-only site, Lamborghini Unica. This reveals a Huracan-like intake treatment, the opening descending from the roof to the rear fenders. Ahead of the intake, a row of slats harks back to Gandini’s Countach prototype that arranged a flat row of vents along the fender, just behind the glasshouse. The fender is decorated with a cap that could be the fuel filler or a charging port or something else.

Way back in 1987, Lamborghini worked up a Countach Evoluzione prototype to test new technologies that made their way into the last of the production Countach run and the successor Diablo. This Countach could be doing something similar. The brand has already been taking orders for whatever’s coming, so there’s an excellent chance it will be sold out by the time it debuts on Sunday, August 15, at Monterey Car Week.

August 11, 2021 / Comments Off

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McLaren Speedtail ‘Albert’ has a paint job you absolutely must see

There’s no McLaren Speedtail that looks as wild and exotic as this one. Say hello to the “Albert” Speedtail, made as an homage to the first Speedtail testing vehicle.

That initial test vehicle featured a similar look, only done using crude vinyl body wrap. This Speedtail was meticulously painted and sweated over by the McLaren MSO team. The Albert name is derived from McLaren’s 1992 F1 test mules — those testers were given the name Albert, as the name of the road where the F1 was designed and built was called Albert Drive. Since the Speedtail is another three-seat McLaren, the name stuck.

The paintwork for this specific Speedtail took 12 weeks total to complete. McLaren broke that down into two weeks of masking, six weeks of painting and the remaining time for drying and reassembling. The MSO team also spent a good deal of time practicing and preparing to paint the actual car before it started. All the masking had to take place on the fully-built car, too, as painters had to ensure everything flowed around the vehicle with panel alignment and the wheels.

The final colors chosen for this project are Magnesium Silver and Ueno Gray. That silver is the first color the F1 was ever shown in, and the gray is the color of the 1995 Le Mans winning F1 GTR. The Speedtail’s teardrop shape lends itself to this sort of patterning and design better than most, and we absolutely adore it. This car already looks like a spaceship on wheels, and adding this paint job only elevates the feeling.

McLaren of Beverly Hills originally commissioned this car, and it will make a official public debut at a Beverly Hills Cars and Coffee this Sunday, August 8, in case you were curious to see it in person. Lastly, McLaren noted that this is one of the final Speedtails in the 106-car production run, so McLaren is almost done with this hypercar.

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August 4, 2021 / Comments Off

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Aston Martin Valhalla is ready to Ragnarok with 937 plug-in horsepower

The Aston Martin Valhalla is here. The company’s first series-production, mid-engine monster packs 937 plug-in hybrid horsepower in a lightweight carbon fiber chassis. This 217-mph hypercar is expected to run a 6:30 lap around the Nürburgring Nordschleife.

Originally, the hopeful Ferrari killer was referred to as Project 003. It was later renamed Valhalla and was on track to make its debut with an in-house, 3.0-liter turbocharged V6 – the first engine Aston developed in-house since a 5.3-liter V8 entered production in 1969. After Daimler increased its stake in the British luxury builder in 2020, those plans went out the window.

Rather than an in-house V6, the Valhalla will now be powered by a customized AMG Black series V8 plug-in hybrid powertrain. The twin-turbocharged, 4.0-liter flat-plane-öcrank V8 makes a respectable 740 horsepower all on its own. Two electric motors combine for an additional 201. That should add up to 941, not 937; we’re assuming a few stray horses drowned crossing the Great Sea of Unit Conversion.

The engine and motors are paired to a unique eight-speed dual-clutch automatic gearbox that has no physical reverse gear. Instead, the electric motors are run the opposite direction to simulate a backward gear, saving both weight and complexity in the gearbox. This is mated to an advanced torque vectoring all-wheel drive system can send 100% of available electric power to either the front or rear axles.

Aston Martin says it will do 0-60 in just 2.5 seconds on the way to a 217 mph top speed. Around town, it can also cruise in electric-only mode for up to 9 miles up to a speed of 80 mph, but we suspect you’ll deplete the battery much more quickly than that if you floor it up to its top EV speed.

“Preserving the essence of an exceptional concept car is vital when meeting the challenge of bringing it into production,” said CEO Tobias Moers. “With Valhalla not only have we stayed true to our commitment to build a world-beating supercar, but we have exceeded our original aims. The result is a pure driving machine — one which exists right at the cutting edge of performance and technology yet allows the driver to feel the emotion and thrill of complete connection and control.”

Its carbon fiber body construction makes it ultra-light (just 3,417 pounds, which is nothing for a PHEV) and super rigid. Its adaptive spring and damper suspension was developed with Multimatic, and like most modern supercars it offers adjustable ride height and a front-axle lift system for clearing troublesome obstacles. The aero was inspired by (and in some ways borrowed from) F1 and produces 600 kg (1,322 pounds) of downforce at 150 mph.

While this may be a series-production model, don’t expect to see too many of them around town. In fact, we wouldn’t be surprised if they’re all already spoken for. Stay tuned for more details as Aston Martin ramps toward production and reveals more details about the Valhalla’s driving experience.

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July 15, 2021 / Comments Off

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Lamborghini’s Aventador replacement will receive a new V12 engine

Lamborghini is about to close one of the longest and most significant chapters in its history.

It announced the Aventador Ultimae unveiled in July 2021 is the last non-electrified, V12-powered street-legal model it will build. The car’s successor, whose name hasn’t been revealed yet, will inaugurate a gasoline-electric hybrid powertrain built around a new V12 engine. Company boss Stephan Winkelmann filled us in on some of the details.

Sending off the non-electrified, V12-powered supercar is a big deal for Lamborghini, so a lot of time and resources went into increasing the engine’s output for the grand finale. It develops 770 horsepower at 8,500 rpm and 531 pound-feet of torque at 6,750 rpm, figures that eclipse both the Aventador S and the Aventador SVJ. Winkelmann told Autoblog that 770 horses was “the best possible power output we could get” out of the 6.5-liter engine.

It’s the end of the road for this V12, because the Aventador’s replacement will receive a new engine. Winkelmann said it’s too early to reveal specific details, like its displacement, but he stressed it’s not something we’ve seen before. And the hybrid system is notably not related to the technology that powered the limited-edition Sián.

“The technology is different, it’s a completely new engine, a completely new drivetrain, a new battery, everything is completely new. There’s nothing out of the Sián or out of the Aventador [in the next flagship],” he said.

Some things won’t change. Winkelmann cited carbon fiber construction, four-wheel-drive, active aerodynamic technology, and a four-wheel steering system as attributes from the Aventador that are worth keeping. And, adding a turbo (or two, or three, or four) to the new V12 was never considered — forced induction adds weight and puts unnecessary stress on an engine. Besides, the V12 has “horsepower en masse.” Natural aspiration is here to stay.

Regulatory hurdles are part of what’s driving Lamborghini towards electrification, so the Ultimae truly is the last of its kind. However, the non-electrified V12 could live on in some few-off models built for track use, like the Essenza SCV12.

“For homologated cars, it’s a no. For the others, we will see. It’s not planned so far, but there could be an opportunity,” Winkelmann replied when asked if future V12-powered race cars could eschew a hybrid system.

This is it, then. Lamborghini will build 600 units of the Aventador Ultimae, a number split 350-250 between coupes and roadsters. One will join the firm’s museum at its headquarters in Sant’Agata Bolognese, Italy, but officials haven’t decided how they will configure it, or which one they’ll keep. It won’t necessarily be the last Aventador. In the meantime, there are still build slots left if you want to add a slice of Lamborghini history to your collection.

Looking ahead, the Raging Bull isn’t out of ideas. Winkelmann told us its 2022 books are full of projects that need to reach production (either limited or series), so there’s a lot to come from the company in the next few years.

“You have to always give the maximum to succeed in the market. The effort is never enough,” he said. “You have to start working when the others stop. This is one of the things that’s part of Lamborghini’s way of thinking.”

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July 9, 2021 / Comments Off

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Peugeot Unveils The 2022 9X8 Prototype Hypercar Racer

Peugeot has over the past couple of years, after the prototype hypercar class was announced for the 2022 FIA World Endurance Championship, been teasing and revealing little bits here and there about their contender.

Today, however, in a massive press launch event, the covers have been pulled back and the new racecar, dubbed the 9X8, has arrived on the scene. The car will be powered by a combination of a 2.6-liter, twin-turbocharged V6 pushing out 680 HP via the rear wheels, and a 200 kW, 900 Volt axle-drive motor putting the equivalent of about 270 HP through the front wheels.

It is an awesome-looking beast, a low, sleek, slippery car that just screams aggression and speed, ready to pounce and claw its way through the field like the Lion that is Peugeot’s badge. And, for the eagle-eyed, it seems to be missing something found on almost all other race cars.

Indeed, through some intensive collaboration between Rebellion Racing and Peugeot, as well as countless hours in computer-aided fluid dynamic simulations and good, old-fashioned wind tunnel testing, the 9X8 does not have a traditional rear wing.

Instead, using a complex and confidential “system of aerodynamic features,” the 9X8 will go wingless. It is shaped and molded to develop almost the entirety of its downforce across the body surfaces of the car, in conjunction with ground effects through the underbody, and the rear “scoop,” as it is called, is there to create as smooth a surface as possible for the air coming over the car to create a venturi effect to aid with the air coming under the car.

However, as Peugeot Motorsports Director Jean-Marc Finot puts it, “Don’t ask how, though! We have every intention of keeping that a secret as long as we possibly can!”

July 6, 2021 / Comments Off

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Ferrari 296 GTB new hybrid V6 sports car plugs you in to 819 horsepower

Ferrari’s new V6-powered sports car is here. Although it’s not just V6-powered. This new Ferrari 296 GTB also features a pair of turbos and a plug-in hybrid system to generate power. It actually makes more power than either the F8 or the Roma. Neither car has to worry about being replaced, though, as this is just another addition to the Ferrari line.

Of course the highlight of this car is the powertrain, a Ferrari first, and it actually gives the car its name, with the 29 standing for the displacement and the 6 for the number of cylinders. It’s not quite accurate, though, since the displacement rounds up to 3.0 liters. The engine is a super wide 120 degrees, and nestled in the “V” are the turbochargers. Between the engine and the transmission is the electric motor. The V6 on its own makes 654 horsepower, and the electric motor makes 165 horsepower. Total output is 819 horsepower with 546 pound-feet of torque. The engine can also rev to 8,500 rpm. Power goes solely to the rear wheels via an eight-speed dual-clutch automatic transmission. It’s all packaged in a car that has a 2-inch shorter wheelbase than the F8.

The results of this engine are impressive. It will hit 62 mph in 2.9 seconds and 124 mph in 7.3 seconds. Top speed is 205 mph. And with a full charge, the 296 can drive 15.5 miles entirely on electricity.

Ferrari is also offering a higher-performance variant of the 296 called the Assetto Fiorano. It adds some aerodynamic aids to the nose, and it lighter by about 26 pounds. It can be made lighter still with the addition of a Lexan rear window. Suspension is bolstered with Multimatic spool-valve shocks (like those used by the Ford GT and Chevy Colorado ZR2). Ferrari also offers stripes as an option to make it stand out visually.

June 24, 2021 / Comments Off

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Mercedes-AMG One caught looking road-ready in new spy photos

The Mercedes-AMG One hypercar was caught on public roads looking about as production-ready as a prototype can get. The new electrified flagship is expected to produce at least 1,100 horsepower thanks to a hybrid powertrain based on a turbocharged, 1.6-liter V6 engine capable of turning 11,000 RPM.

Shown here in its tamer, low-speed mode (wing retracted, front aero elements closed), this prototype has most of the bits necessary to make it road legal, such as what appear to be its final lighting elements and body work. Underneath, the One packs a hybrid powertrain similar (but not identical) to that found under the cowling of a Formula One car. It has been scaled back from race spec for cost, emissions and durability reasons, but it’s nonetheless a jaw-dropping piece of engineering.

This is a car that boasts a lot of big numbers, but there’s one that isn’t so impressive: 275. That’s the number of Ones that Mercedes-AMG will build. They’ve reportedly all been spoken for at this point, too, so if you’re not already in line (hey, we’re just guessing here), you’ll have to appreciate this one from afar. We expect Mercedes-Benz to announce an official delivery schedule sometime soon.

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April 30, 2021 / Comments Off

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It’s a good time to get a great deal on a new sports car

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April 21, 2021 / Comments Off

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M340i xDrive DCL dAHLer competition line

The BMW M340i comes from the factory as a ‘Mild Hybrid’, this means there is a starter-generator and a battery added to reduce fuel consumption and increase overall power output, the 48-volt adds up to 11 hp (8 kW) to the normal combustion engine to get you off the line quicker during acceleration, in this model the engine is the B58 unit with 374 hp (275 kW) and 500 Nm of torque.

But Dahler Competition Line AG from Bern, Switzerland, takes this mild hybrid to another level after their overhaul, which is available in two levels, the Power Boost level 1 brings power output to an impressive 435 hp (320 kW) and torque up to 610 Nm (450 ft-lb), and as this tuning is WLTP-E6d tested and approved for sale in the EU and Switzerland, you even keep the factory warranty on your brand new BMW M340i.

Going for the Power Boos level 2 ‘powered by dAHLer’ option will get you to 455 hp (334 kW) and 640 Nm (472 ft-lb) and will in the near future come with an increased setting for the top speed limiter, but you’ll could run into some issues with the factory warranty from BMW themselves, so that’s a risk you might need to take in this case.

To make sure the looks of the BMW M340i dAHLer fit the sound from the exhaust, you might want to get their stainless steel exhaust system, specially tuned to the series GPF. It comes with quad ceramic-coated 90mm tailpipes, a top-quality ceramic coating is not only highly practical, with outstanding features such as hardness and resistance to wear, electrical insulation, low thermal conductivity, and a consistently reproducible surface structure, it also has a highly refined look.

Dahler Competition Line AG is also preparing an Eventuri intake system and they offer an additional, CAN bus-controlled exhaust valve controller so you can have a more subtle sound when you drive in the city, but unleash the sporty, signature dAHLer sound on the highway.

If your BMW M340i comes with the EDC Electronic Damping System from the factory, you can install an upcoming Competition coilover suspension “Built by dAHLer” with DDC plug and play, but for now, they already offer a Competition coilover suspension that can be manually adjustable in height and hardness, however, if you’re only going for looks, a set of sport springs is also a possibility.

But you will have to get a set of ultra-light 20-inch “dAHLer CDC1 FORGED” wheels, 9×20 inches at the front with 235/35ZR20 tires and 10×20 inches at the rear with 275/30ZR20 tires (Michelin Pilot Sport 4S) to finish of the mild aero tuning from dAHLer in the form of a front splitter, a rear spoiler, special M Style mirror caps, a carbon-fiber roof antenna cover, and a front grille design in three different looks.

April 5, 2021 / Comments Off

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The One-off Bentayga Hybrid

The options list on a Bentley Bentayga might be impressive for most people, but still, they offer the ultimate personal touch for your luxury SUV through the Mulliner Guide, where the sky is the limit when it comes to personalization options for their more demanding customers that have the bank account to cater to their every need.

At the Shanghai Motor Show Bentley will be showcasing their latest example of Mulliner’s handcraftsmanship, this Viridian painted Bentayga Hybrid isn’t just a show car, it has been customer ordered by a Chinese client through the Bentley Mulliner Personal Commissioning Guide to create a true one-off, bespoke SUV.

The dark emerald hue from the Mulliner Extended paint range for the body is complemented with 22-inch machined, Mulliner driving specification wheels with Viridian color-coded spokes, Viridian is a stunning, dark emerald green, created specifically for the EXP 10 Speed 6 concept, it contains metal flakes of amber and gold to embody a sense of luxury.

While the stunning interior is finished in Cumbrian green leather with a piano-finished veneer in the same shade, an amazing-looking white cross-stitch pattern is hand-stitched on the green seats, door panels, and even in the piano Cumbrian Green veneer via a unique overlay.

Bentley Mulliner added a handcrafted design to the passenger fascia using a silver metal overlay to create a beautiful geometric diamond design of the EXP 100 GT concept car. Note that the hand-stitched pattern found inside this bespoke Bentley Bentayga took a total of 44 hours to complete.

For such a large and a rather heavy car as the Bentley Bentayga, the performance figures from the combination of an electric motor and a 3.0-liter V6 engine are impressive, acceleration from 0 to 60 mph takes 5.2 seconds thanks to the 443 bhp, with a top speed of 158 mph.

Enjoy some more images of this stunning one-off Bentley Bentayga Hybrid in our image gallery below:

March 31, 2021 / Comments Off

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AMG lays out an electrification roadmap with high-performance hybrids at its core

Mercedes-Benz has lifted the sheet off its new modular AMG E Performance hybrid powertrain, giving us our first in-depth look at the electrified system that will power the company’s future high-performance models. Borrowing tech from the AMG Project One and its recent line of mild-hybrid gasoline engines, the new E Performance powertrain represents a significant evolution of the AMG formula.

This new modular powertrain pairs a rear-mounted electric drive unit to a turbocharged gasoline engine. The electric motor drives the rear axle directly, but power can be sent to the front axle (essentially the same way it is transferred from the gasoline engine to the rear, just in reverse), thanks to AMG’s advanced all-wheel drive system.

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In its most basic form, the electric drive unit comprises a 6.1-kWh battery pack and an electric motor producing up to 201 horsepower. Thanks to its holistic electrification strategy, both the company’s platforms and this new powertrain were engineered with plug-in tech in mind, which we expect to see introduced at the higher end of the performance spectrum first, such as in the rumored AMG GT 73e, which is expected to utilize an E Performance variant capable of producing up to 804 horsepower and more than 738 pound-feet of torque.

While the ICE engine up front is of a fairly conventional design, be it an inline-four or V8, it does incorporate one notable new element: an electric turbocharger. Mercedes has dabbled in electric boosting with its 48-volt mild hybrid powertrains, but this represents a fairly significant evolution of the tech.

At its core, it’s still an exhaust-powered turbine, but at lower engine speeds and throttle openings, it will be juiced by electricity from the E Performance hybrid’s battery, spooling it instantly and effectively eliminating any potential turbo lag. In this capacity, it eliminates the need for additional (or more complex) turbochargers to smooth out power delivery at different engine speeds.

Apart from the inclusion of electric power, AMG’s powertrain remains fairly conventional. Power from the engine goes through a nine-speed, multi-clutch automatic gearbox on its way to all four wheels, thanks to a 4Matic all-wheel drive system designed to harness both power sources. Torque can be vectored to all four corners from both the gasoline engine and electric drive unit, meaning even the front wheels can benefit from electric power under the right slip conditions. In typical AMG fashion, the advantages of this tech will be integrated into its cars’ available drive modes.

AMG has not yet confirmed individual power outputs for its new line of E Performance hybrids, but given its habits, we’re skeptical that there will be any regression in the performance of models whose powertrains get the hybrid treatment. This includes the enthusiast-favorite C-Class AMG lineup, which will pair the 2.0-liter engine from the smaller 45-series AMGs with the new electric drive unit, for a total expected output that should easily eclipse the current C63’s 503-horse figure.

March 30, 2021 / Comments Off

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200,000 Bentley cars built

It took Bentley just over 101 years to build their 200,000th car, founded in 1919 in Crewe, these hand-built cars have been known for their luxury and performance … the 200,000th car to be completed was a Bentley Bentayga Hybrid.

To celebrate this milestone, Bentley posed the light blue metallic SUV next to its oldest sibling, an EXP 2, it’s also interesting to note that over 150,000 Bentley cars were built during the last 18 years, in fact, today Bentley builds 85 cars each day, back in 2000 they made that same number over an entire month.

To make this figure even more impressive, between 1919 and 2002 they built a mere 44,418 cars, 38,933 in Crewe … these include masterpieces like the Bentley Blower, the R-Type Continental, and as a testament to just how good a Bentley is, 84% of Bentley cars sold in the UK are still driving around today.

In 2003 a major boost in production came around with the introduction of the Bentley Continental GT, back in January of 2021, the 80,000th unit of these amazing Grand Tourer was built.

While the Bentley Bentayga was only introduced in 2015, it has already received its first facelift redesign, and as mentioned is now available as a hybrid model, to date a total of 25,000 units of this luxurious SUV have left the factory doors, while 40,000 units of the Flying Spur luxury sports saloon have been built too.

The next step in their evolution is to move to electric vehicles, they intend to be fully PHEV or BEV only by 2026 and achieve an entire model range of battery-powered cars only by 2030.

March 27, 2021 / Comments Off

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In depth on the new McLaren Arturo

The McLaren Artura: in detail
Every drop of McLaren’s technical expertise and experience has been channeled into making the all-new Artura extraordinary to drive and wonderfully enjoyable to own. Ever since the 12C revolutionized the supercar segment a decade ago, McLaren Automotive has continued to push the boundaries of supercar innovation. The McLaren P1™ brought McLaren hybridization to the hypercar sector as long ago as 2012. The Speedtail introduced astonishing new levels of hybrid performance, its 403km/h (250mph) maximum speed making it the fastest-ever McLaren.

The brief for the Artura was even more challenging: to create a series-production High-Performance Hybrid supercar that excels on every level, with performance, engagement, and efficiency sharing equal top-billing. The engineering and design team approached the challenge holistically – no single part of the process was undertaken in isolation – with ambitious targets set in every area: weight; performance; driver engagement; efficiency; agility; refinement; quality and usability.

Every target was met – and in most cases, surpassed – heralding the arrival of the Artura as a next-generation McLaren High-Performance Hybrid that introduces a new supercar era.

“The way we design cars at McLaren is different. We use a holistic approach comprising both technical design and studio design, areas that in the automotive industry are often separated and sometimes even compete; McLaren sees these pillars as integrally linked and working towards common goals.”
Dan Parry-Williams, Director of Engineering Design, McLaren Automotive

Super-lightweight engineering

McLaren Carbon Lightweight Architecture (MCLA)

The Artura is the first McLaren to use MCLA, which is designed and produced at McLaren Composites Technology Centre in Sheffield, UK
Optimized for High-Performance Hybrid models, MCLA comprises three elements: carbon fiber monocoque, electrical architecture, and chassis and suspension structures
Carbon fiber monocoque is safer, stronger, and like-for-like lighter than previous McLaren monocoques

“The new McLaren Carbon Lightweight Architecture (MCLA) is quite literally at the core of the super-lightweight engineering philosophy that is inherent throughout the Artura. We developed this all-new, High-Performance Hybrid supercar with all of our learnings from decades of working with advanced composite and other lightweight materials, using world-first processes and techniques to deliver weight savings that offset heavier hybrid powertrains, ensuring greater energy efficiency and maintaining the outstanding agility and dynamic performance our customers expect.”
Jamie Corstorphine, Director of Product Strategy, McLaren Automotive

To achieve the very specific aims of the Artura program McLaren started right at the core of its new supercar, with a completely new carbon fiber architecture. This had to not only be true to the company’s philosophy of super-lightweight engineering for dynamic and performance reasons but also crucially to offset the extra weight of a hybrid powertrain, as well as being tailored to accommodate the battery pack.

The new architecture – called McLaren Carbon Lightweight Architecture (MCLA) – features three elements: an all-new carbon-fiber monocoque occupant structure, a new chassis with aluminum crash beams and rear subframe, and a first-to-market domain-based ethernet electrical architecture.

Four years in the making, MCLA is the first architecture to be manufactured at the McLaren Composites Technology Centre (MCTC), a new, state-of-the-art facility in the Sheffield region. Flexible in the application (but physically incredibly stiff and strong) this scalable platform architecture heralds the beginning of a new era of McLaren supercars.

Carbon fibre monocoque
At the center of the new platform is the carbon fiber monocoque. McLaren pioneered composite technology in Formula 1™ racing nearly 40 years ago and first transferred it to the road in the carbon fiber chassis and body of the McLaren F1. When the 12C was unveiled in 2009 it introduced a unique one-piece molded carbon fiber chassis that was 25% stiffer than an equivalent all-metal structure and 25% lighter than a comparable aluminum chassis. McLaren’s revolutionary technologies also allowed carbon fiber monocoques to be productionized in volumes never before achievable.

The McLaren Artura marks another revolutionary leap. No McLaren monocoque, whether designed for the road or race track, has ever had to do more: the carbon fiber structure now additionally provides a safety cell for the battery pack and integrates further crash and load-bearing functionality. Yet it remains incredibly lightweight, weighing just 82kg including the battery compartment, aero surfaces, B-pillars, and door-hinge fixings, contributing to the low overall weight of the Artura, despite its 130kg of hybrid components.

At first glance, the MCLA monocoque may appear similar to other McLaren carbon fiber structures, but the geometry of every surface is new, and it is constructed from four new carbon materials, a new resin system, and a new structural core material. These new properties accommodate both the platform requirements and new, bespoke mechanized production processes now on stream at MCTC.

The in-house approach ensures McLaren can constantly innovate monocoques to accommodate new technologies or new models, without compromising the qualities that ensure its chassis are the lightest, stiffest and strongest in their class.

The MCLA monocoque is taller around the A- and B-pillars than previous McLaren monocoques, as it integrates additional strength and load-bearing functionality into the carbon structure, replacing bonded metal parts. The windscreen surround is also carbon fiber. To achieve the requisite battery and fuel-tank safety cell, the sides of the monocoque extend back beyond what would traditionally be seen as the rear bulkhead. This provides side impact protection for the battery pack and also the fuel tank.

There is an exacting tolerance to the monocoque dimensions of +0.75mm across the structure with the tightest tolerances between machined features down to +/-0.25mm. This is fundamental to factors such as the accuracy of the suspension geometry control. Additionally, the high torsional rigidity of the monocoque ensures less compromise for the flexibility of the suspension itself, further enhancing the unique balance between a supple ride and precise handling.

The structure also plays a role in aerothermal optimization. Chamfered corners at the trailing edge of the front wheel arches guide airflow out of the arches and along the underside of the doors. The extended outer skin of the doors traps the air in this channel and it is driven rearwards into intakes that feed the lower portion of the high-temperature radiators (HTRs).

Chassis structure
Situated at either end of the carbon fiber monocoque are aluminum subframes that provide the Artura’s deformable crash structures. Designed to absorb impacts, the structures can be repaired or replaced easily and very cost-effectively. Cars with a full aluminum or steel chassis use their entire structure to absorb and crumple on impact, causing more damage to the whole structure, often including the passenger cell.

On the Artura, the front upper wishbone is mounted to the carbon monocoque, while the lower wishbone is attached to the aluminum crash subframe. The rear subframe is bolted to the monocoque, with the carbon fiber floor beneath the battery bridging the lower cross members transversely across the vehicle, ensuring the required torsional stiffness and optimizing the rear frame weight. The length of the lower portion of the frame is shortened to accommodate a bespoke rear diffuser, and the geometry of the new multi-link wishbone rear suspension concept is particularly aggressive.

Electrical architecture
Just as the carbon fiber monocoque incorporates greater functionality than any previous McLaren structure, so too does the electrical system. The Artura debuts an array of firsts for McLaren, including advanced driver-assistance systems (ADAS), Over-The-Air (OTA) software updates, and Pirelli Cyber Tyre® tire-monitoring technology. These are all made possible by the new electrical architecture, which also supports an all-new McLaren Infotainment System (MIS II).

Additionally, the complex powertrain necessitated an electrical architecture that can control McLaren’s first gasoline direct injection (GDI) fuel system at 350 bar; completely new transmission software; the E-differential and e-reverse functionality; battery management and implementing the different types of driving experience via the integration of the electric drive and engine drive.

To achieve all of this, McLaren is one of the first-to-market with a zonal domain-based ethernet architecture as the core backbone of the vehicle. The technology is the stepping point towards the industry trend of vehicle architecture redesign.

The domain-based ethernet system utilizes four controllers, each positioned in a key area within the vehicle to optimize data rates and cable lengths. Placed in the same zones as the loads they control, the controllers are connected, via ethernet, through a central gateway. Linked functions at the front, rear, or across the vehicle don’t need independent wiring and control systems, but instead, transfer data via this central ‘backbone’.

By moving to a single standard, all communications can coexist on the same ethernet network. Spreading outwards from each domain, data transfer still occurs via LIN (Local Interconnect Network) and CAN (Controller Area Network) for subsystem communication but processing power has increased. The use of domain-based technology has reduced the length of cabling in the vehicle by 25%, reducing weight by more than 10%.

This has been achieved while at the same time significantly upgrading the electrical capability of the vehicle – and adding new technologies such as the advanced driver-assistance systems (ADAS) features that debut in the Artura. The processing tools are integrated, with centralized software that can be constantly scaled and upgraded as new functionality becomes available, creating a platform that can adapt to future legislation and technology.

The advantage of this will most immediately be obvious to the owner because it allows for Over-The-Air (OTA) updates. When connected via wi-fi, either at home or via a hotspot, the vehicle is able to download new software when it becomes available. Updates related to vehicle safety will require a visit to a McLaren retailer, but OTA updates mean the customer can spend more time in their vehicle and instantly enjoy the benefits of newly downloaded functionality.

Working across all of these systems are new cybersecurity protocols, with enhanced algorithms. And in addition to OTA updates, depending on the market the new electrical architecture includes integrated stolen vehicle tracking within the telematics as well as E-call, which can dial emergency or recovery services in the event of an accident or breakdown.

eHVAC system
The new Arturia platform also incorporates new electric heating, ventilation, and air-conditioning (eHVAC) system, designed to work with or without the assistance of the internal combustion engine. The compact unit, incorporating an electric compressor, condenser, and evaporator, is located in the front of the car to improve weight distribution, without the need for ‘pipework’ to run forward from the engine. Not using the internal combustion engine to drive the compressor allows optimal control of compressor speed for better cooling in arduous conditions.

The eHVAC system is able to heat or cool quicker than a conventional HVAC system, and provide greater precision between chosen temperatures. It uses a diffused vent that runs horizontally across the dashboard. This design increases flow into the cabin at lower velocities and with consequently improved occupant comfort and reduced system noise.

High-Performance Hybrid powertrain
The benefits of a High-Performance Hybrid powertrain are already in evidence in McLaren’s current range with the Speedtail – and of course previously from the McLaren P1™. The Speedtail has the greatest power and torque of any McLaren road car, with a combined 1,070PS (1,055bhp) and 1,150Nm (848lb ft) and even though it is an ultra-limited hypercar, the exhaustive development that produced it – and the philosophy of greater efficiency and lower emissions without compromising performance – helped to define the Artura’s unique attributes of hypercar innovation in a series-production supercar.

The Artura’s hybrid powertrain combines an all-new twin-turbocharged six-cylinder petrol engine together with an industry-leading axial flux electric motor (E-motor) integrated within an all-new eight-speed transmission and a lithium-ion battery pack.

The combined output of the High-Performance Hybrid powertrain is 680PS and 720Nm, with the torque of the E-motor ensuring instant throttle response. Straight-line acceleration of 0-100km/h (62mph) is achieved in 3.0 seconds and 0–300km/h (186mph) in just 21.5 seconds; yet at the same time the Artura is capable of driving up to 30km on battery power alone, making the car fully zero-emissions capable for most urban journeys. The cleanest and most efficient McLaren road car ever, the Artura returns more than 50mpgand 129g/km CO₂ on the EU WLTP cycle*.

The McLaren Artura has four Powertrain modes, covering every driving requirement: E-mode, Comfort, Sport and Track. E-mode is the default for silent start-up and zero-emissions, fully-electric driving. In Comfort mode, the V6 petrol engine runs in tandem with the E-motor, with maximum assistance for fuel saving. In Sport model, the E-motor provides torque infill at lower revs, while the V6 targets maximum performance. Track mode delivers the same blend of hybridized power, with transmission software delivering faster shifts.

All-new V6 petrol engine

2,993cc twin-turbocharged V6; 120° v-angle with turbos in ‘hot vee’
Develops 585PS – a specific output approaching 200PS per litre – and torque of 585Nm
Light and compact: 50kg lighter and 190mm shorter than McLaren V8 engine

“Our all-new V6 engine is compact, light, powerful, and extremely efficient. The dimensions aided packaging of the hybrid system and enabled a lower center of gravity for the Artura, while the 120° vee design allowed us to have a very short and stiff crankshaft, which means the engine can rev all the way to 8,500rpm, delivering the drama and excitement you expect from a McLaren supercar.”
Richard Jackson, Head of Powertrain, McLaren Automotive

Designed by McLaren engineers to set new standards for smaller capacity V6 turbocharged engines, an all-new 3.0-litre V6 is at the heart of the Artura’s powertrain. Generating 585PS (577bhp) and 585Nm (431lb ft) of torque, the M630 produces more PS per litre than any McLaren engine except for the 4.0-litre V8 of the Elva and McLaren Senna. Lightweight – at just 160kg it weighs 50kg less than a McLaren V8 – and extremely fuel-efficient, its unique wide-angle configuration and compact size enable a High-Performance Hybrid powertrain package that is shorter than McLaren’s V8 engine and seven-speed transmission. That’s all the more impressive given the addition of an eighth gear, as well as the inclusion of McLaren’s first electronically controlled differential.

Mounted longitudinally and driving the rear wheels, the engine is a 2,993cc dry-sump V6 with an 84.0mm bore and 90.0mm stroke. Valve timing is continuously variable. Peak power of 585PS (577bhp) is produced at 7,500rpm, with the redline at 8,200rpm (8,500rpm intermittent). 585Nm (431lb ft) of torque is generated from 2250-7000rpm. Gasoline direct injection (GDI) operating at 350bar pressure ensures precise fuelling for increased power and reduced emissions, with one central injector per cylinder, while Gasoline Particulate Filters (GPFs) and catalytic converters ensure all legislative requirements are met.

The engine employs a 120˚ ‘hot vee’ layout. This configuration allows shared crank pins enabling a very short and stiff crankshaft appropriate for high power, high-revving engines. The wider angle brings advantages that include a lower center of gravity and the creation of a cavity within the vee to house the twin turbochargers. This is one of the factors that makes the engine 220mm narrower than McLaren’s twin-turbocharged 4.0-litre V8, its compact nature assured by additional advantages in length and weight.

The ‘hot vee’ configuration additionally optimizes performance and emissions. This enables short, equal-length exhaust runners feeding the turbos, allowing faster spooling with very close-coupled catalysts feeding straight to the rear with minimal pressure drops.

Unusually, the compact mono-scroll turbochargers are symmetrical, removing the performance compromises usually seen in the exhaust and intake systems of twin-turbo vee engines. The system uses ball-bearing technology to reduce friction within the turbo, allowing it to spin up faster. Combined with electronically actuated wastegates that can instantly adjust position regardless of system pressure, turbo-lag and response time are minimized. This – together with the power from the E-motor – gives the Artura extremely rapid response to throttle inputs.

A series of complex heat shields tightly surround the ‘hot vee’ to cool it efficiently. These enclose the engine to stop heat diffusing through the rear of the vehicle, with nozzles fed from the back of the high-temperature radiator (HTR) fans to blow air at high speed between the top of the ‘hot vee’ and the underside of the heat shield. This heated air is funneled out through the powertrain chimney, an opening in the heat shield in the center of the rear deck mesh.

The lightweight engine block, cylinder heads, and pistons are all aluminum. The block has directly coated parent bores rather than separate coated liners. This technology allows the engine to be significantly shorter. The cylinder head and block utilize 3D printed cores, a technology more typically used in Formula 1™ than road cars, allowing uncompromised precision cooling, for example, a micro-compact 2mm cooling passage between the cylinders.

Another innovation – this time benefitting refinement and packaging – is the location of the chain drive at the rear of the engine. This reduces NVH intrusion into the cabin, as well as torsional vibration. Overall, the new V6 produces very little mechanical noise, either from the engine itself or associated pump and valvetrain sounds. Intake noise has also been optimized for refinement.

The combination of enhanced refinement and instant driver engagement under throttle enables the Artura to fulfill its dual role as a vehicle that can be driven every day in normal urban traffic and an incredibly immersive supercar on road or track.

The advances in refinement have allowed McLaren to tailor a unique exhaust sound when the throttle is depressed. The delta between on- and off-throttle sound is the greatest of any McLaren to date, acknowledging the differing demands of the High-Performance Hybrid powertrain’s driving modes. This has been achieved through a number of routes, including the reduction in length of the exhaust system itself – the exhausts exit straight back from the ‘hot vee’, reducing weight and allowing for the creation of a full-width rear diffuser. The lightweight exhaust system has optimized resonators to enhance the Artura’s harmonic and full-bodied exhaust note.

All-new eight-speed transmission

Newly designed and developed specifically for the Artura
Lightweight and compact, with E-motor integrated within the clutch bell housing
Short individual gear ratios optimize power/torque delivery and driver engagement
No mechanical reverse gear – E-motor runs in reverse instead

“With eight forward gears, all with short individual ratios, the all-new, twin-clutch transmission encourages the driver to keep the V6 engine in the power and torque band for more of the time and fully enjoy the Artura driving experience. The transmission is lightweight and very compact, especially when you consider that it has the powertrain’s E-motor – which also fulfills the role of mechanical reverse gear – integrated into the clutch bell housing.”
Geoff Grose, Chief Engineer, McLaren Artura

The McLaren Artura has a completely new and technically advanced eight-speed seamless-shift transmission. Designed to integrate the E-motor yet still be very compact, the technically advanced transmission offers high performance and significantly improved CO₂ figures. Despite 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 the use of a nested clutch rather than a parallel clutch.

The transmission acts to transfer torque from both the E-motor and the V6 engine. This allows the vehicle to operate in a zero-emissions mode using only the E-motor after the internal combustion engine is disconnected.

The use of eight gears allows the ratios to be more closely stacked, giving lightning-fast gearshifts – close to 200 milliseconds – while twin clutches enable the continuous transfer of torque from the input to the driveshafts during each change of gear. The E-motor’s torque can also be utilized during gearshifts, particularly those at low vehicle speeds and low engine rpms, to smooth the transition from one ratio to the next. The eighth ratio is used as an overdrive to improve consumption characteristics on motorways.

Both electric and mechanical oil pumps feature; the electric pump is necessary whenever the engine is disconnected from the transmission, but it can also be used to supplement the mechanical pump which, as a result, is smaller than would otherwise be the case.

Cooling for the transmission is provided by two new medium-temperature radiators (MTR). A feed is taken from the high-temperature radiator (HTR) circuit and each MTR is fed by an air intake at the base of the roof buttresses, pre-cooling the water to enable clutch cooling to lower temperatures than the engine and transmission.

E-motor and battery pack

Compact, high power density E-motor generates 95PS and up to 225Nm
Five-module Lithium Ion energy dense battery
Usable energy capacity of 7.4kwh; 30km of electric-only range

“The compact, high power density axial flux E-motor and energy-dense Lithium-Ion battery pack that comprise the electric element of the Artura powertrain bring 95PS and up to 225Nm to the total power and torque outputs of McLaren’s new High-Performance Hybrid. This contribution is key both to the electrifying supercar performance and the 30km of emissions-free, EV driving capability.”
Sunoj George, Head of Electric Drive Technology, McLaren Automotive

So much innovation has been concentrated into the compact dimensions of the all-new petrol V6 that it’s easy to overlook the other driving force inside McLaren’s High-Performance Hybrid powertrain – the electric motor and battery pack that comprises the electric element.

The E-motor is truly ground-breaking, being the first application of an axial flux motor in a series-production road vehicle. Most E-motors in the automotive world use radial flux technology, where magnets are positioned around a rotor. An axial flux motor is fundamentally different, featuring a stator sandwiched between two rotor hubs and able to deliver exceptionally high power and torque density, while also being smaller and lighter.

The Artura’s E-motor weighs just 15.4kg including the transmission interface, which is less than half the weight of the 38kg radial flux E-motor in the McLaren P1™. It generates 95PS (94bhp/70kW) – power output of 4.6kW/kg that is 33% higher in terms of power density than the unit in the McLaren P1™ – and maximum torque of 225Nm (166lb ft). The E-motor is capable in conjunction with the battery pack of propelling the Artura in pure EV mode for up to 30km, and to a maximum speed of 130km/h/81mph. The torque delivery profile of the E-motor is different to that of the V6 petrol engine; the peak of each does not occur simultaneously, hence the Artura’s 720Nm maximum overall.

The short axial length of the E-motor fits neatly inside the bell housing of the Artura’s bespoke eight-speed twin-clutch gearbox. By packaging the E-motor in line with the engine and transmission, its power and torque are transferred directly to the main transmission shaft, improving response. By contrast, with an offset radial flux motor, additional gearing is needed to transfer its outputs to the main transmission shaft. The E-motor also fulfills the role of a reverse gear by spinning backward when required, meaning that there is no need for reverse gear in the Artura’s transmission.

The Artura’s battery pack is another example of McLaren honing its hybrid expertise. Whereas both the McLaren P1™ and the Speedtail have ‘power batteries’ akin to those found in motorsport, the Artura features an ‘energy battery’ that enables both impressive acceleration performance and a practical 30km zero-emissions range when fully charged. The usable battery energy is 7.4kWh.

The battery pack consists of five lithium-ion modules, which sit on a cooling manifold. The battery management unit sits alongside the modules, and the power distribution unit (PDU) is integrated into the battery to save space. The battery is indirectly cooled via the refrigerant in the cooling rails of the manifold; the refrigerant circuit runs from the front of the monocoque where the new electric heating, ventilation, and air conditioning system is located. Optimized cooling of the battery delivers greater power and supports consistency of the zero-emissions range.

The entire battery assembly is enclosed within a fireproof cover and mounted on a structural carbon fiber floor that is bolted as one piece into the rear section of the carbon fiber monocoque. The floor, which features aluminum inserts and a structural foam core, provides crash protection below the battery pack. Protection from the side and above comes from a bespoke cavity engineered into the monocoque, shared with the fuel tank which sits above the battery. The engine, transmission, and rear frame shield from any rear impact, meaning the battery pack is incredibly well protected. It is also located as low as possible in the vehicle, benefitting the Artura’s center of gravity.

From the battery pack, a high-voltage DC supply runs to the integrated power unit (IPU) at the front of the car. It is a combined DC/DC converter, on-board charger, and front power distribution unit, and the sharing of power electronics in this unit reduces weight. The DC/DC converter changes the high-voltage DC current from the battery to the low-voltage DC current that is used in the vehicle’s 12v system. The electronics also convert AC taken from the plug-in vehicle charger to the DC that charges the battery.

Artura customers can maintain the charge in the battery pack through the use of the engine, including via a ‘set charge to 100%’ function that prioritizes using the internal combustion to recharge it, for instance ahead of entering an urban area. However, you can also plug in – a charge from zero to 80% takes around two and a half hours via a standard EVSE cable. The batteries can also harvest power from the combustion engine, with the driver able to influence this behavior from the cockpit.

The battery is never allowed to completely discharge, thanks to a number of power reserve functions. These include a reserve to crank the engine on vehicle start-up, a reserve to power reverse ‘gear’, and a reserve for when the car remains parked for extended periods.

The power distribution unit located inside the battery gives its distribution to the state-of-the-art, super lightweight motor control unit (MCU), which converts the high-voltage DC current of the battery to the AC current that the E-motor needs under acceleration. As further evidence of the pace of development at McLaren, the MCU weighs around 68% less than the equivalent unit in the McLaren P1™.

Driving dynamics

“The Artura is super-lightweight, with the entire powertrain packaged centrally in the vehicle and as low down as possible. The rear suspension is a clever multi-link wishbone system that’s designed to be significantly stiffer than anything we’ve used before, and advanced Proactive Damping Control is also a central part of the car’s dynamics. We wanted to make a thrilling, engaging supercar that asks very few compromises of the driver or the passenger and the Artura truly delivers on the McLaren promise of class-leading driving dynamics and cutting-edge technology. ”
Geoff Grose, Chief Engineer, McLaren Artura

The Artura’s engineering credentials are guaranteed to excite anyone who values incredible driving dynamics. The only supercar in its class to offer the combined attractions of super-lightweight carbon fiber construction, a mid-engined, rear-wheel-drive configuration, the purity of electro-hydraulic steering, the instant torque of an E-motor (which helps to deliver throttle response that is twice as rapid as any non-hybrid McLaren) and the advanced handling benefits of an E-differential, the Artura has been designed to engage and delight in the way that only a McLaren can.

McLaren engineers have ensured that the Artura has two distinct characteristics that would ordinarily be diametrically opposed: increased agility and increased stability. This has been possible because of a combination of actions and innovations beyond the core advantage of a carbon-fiber monocoque structure, notably a completely new rear suspension concept and McLaren’s first electronically controlled rear differential, which together allow the enjoyable accessibility of the car’s dynamic behavior to be separated from its high-speed stability.

Chassis settings can be adjusted electronically with three Handling modes: Comfort, Sport, and Track. Each set has its own distinct set of parameters for the dampers, for example, a compliant ride for urban driving when in Comfort mode or enhanced dynamic response through tighter damper control when in Track. The settings for the E-diff are also altered as the driver cycles through the Comfort, Sport, and Track settings.

More experienced drivers can utilize the expertise of the Electronic Stability Control (ESC) system, where conditions allow. The ‘ESC On, ‘ESC Dynamic’ and ‘ESC Off’ settings are distinct from the Handling and Powertrain modes, offering the driver full control over the level of vehicle intervention available.

Along with throttle response, the steering feel is the most immediate and pure connection between car and driver and the most tactile way to maximize driver engagement. McLaren has always favored electro-hydraulic assistance over a fully electric steering set-up and has maintained this with the Artura, to best deliver the immediacy, on-center feel, and detailed feedback for the driver.

The Artura also features a new steering column. A fundamentally different design concept that enhances modal stiffness, the column is mounted directly onto a super-stiff, cross-car beam behind the facia. There is also a bespoke torsion bar in the steering rack to create a more nimble and agile dynamic experience, with a greater weight build-up away from the center, and a more natural and unassisted feel.

Suspension
The McLaren Artura features an all-new, completely redesigned rear suspension. The upper-link is a unique wishbone, but what would ordinarily be a lower wishbone has been split in two to become a multi-link component. Viewed from above, rather than connecting to the upright through one central joint, it now features two joints that are further apart. At the same time, the toe control arm has been positioned much further from the wheel hub than is usual, in an extreme location almost at the inner rim of the alloy wheel.

By splitting the wishbone and maximizing the distance between the toe control arm and upright, there is a much greater separation between the connecting points. The result is significantly increased toe stiffness on the rear axle. Additionally, the large, forged uprights deliver stiffer camber, which allows the load to be taken off the suspension links, in turn aiding weight reduction.

The lighter, more compact V6 engine and the geometry of the rear aluminum frame gave McLaren engineers greater freedom in choosing the inboard pick-up points of the suspension. The lower link points in particular are much further forward than is usual. By aggressively using the kinematics in this way, the weight of the rear suspension was able to be reduced by 2.4kg of unsprung mass on each side of the car, benefitting both ride and grip levels. The toe control arm is also located in front of the wheel, rather than behind it, moving the weight distribution towards the center of the vehicle.

The result is a rear axle that is considerably stiffer around the z-axis, with the stiffness of both camber and toe also significantly increased. This gives greater control under braking and acceleration, with stability improved overall across the board and grip levels during cornering enhanced.

The front suspension, which features dual aluminum wishbones, is similar to the system developed for the McLaren 600LT. This combination of lightweight uprights and double wishbones delivers enhanced steering and precise vehicle reactions, with faster responses to driver inputs and heightened feel.

The grip is enhanced by continuously variable, twin-valve hydraulic dampers that feature individual compression and rebound characteristics. Single-stiffness springs and mechanical anti-roll bars are used, in combination with a new iteration of McLaren’s Proactive Damping Control system. Developed from the technology pioneered on the McLaren GT, PDC II is the most sophisticated example yet of the Optimal Control Theory software algorithm first developed for the 720S.

The Proactive Damping Control system uses inputs from sensors to ‘read’ the road rather than reacting to camera-based information. Feedback from four-wheel accelerometers, three body accelerometers, and two pressure sensors per damper – as well as multiple sensors that measure steering angle, vehicle speed, yaw rate, and lateral acceleration – is processed in less than two milliseconds to ensure the vehicle state is optimized for outstanding levels of control.

As acceleration, braking and cornering continually alter, and the road surface constantly changes, so Proactive Damping Control interprets data and uses its digital models to predict the perfect damping response. The regulation of the body’s movement is tailored for occupant comfort, but the vertical load and contact patch variation is optimized to enhance grip levels by ensuring each tire remains more consistently in touch with the road surface.

E-differential
The Artura is the first McLaren to have an electronically controlled differential (E-diff). Smaller and lighter than a mechanical locking differential, the E-diff is integrated into the all-new eight-speed transmission, optimizing packaging and weight.

The adoption of an E-diff brings the enhanced levels of control required to manage torque moving across the rear axle of the Artura, with the immediacy needed to respond to the instant delivery by the E-motor. A mechanical differential would not be able to react with sufficient speed or precision to ensure the behavior of the car is always proportional to throttle inputs.

The calibration and tuning of the E-diff encompass values including corner radius, vehicle speed, damping characteristics, and torque split across the differential. This in turn allows levels of understeer and oversteer to be precisely calculated and controlled, constantly fine-tuning the Artura’s agility/stability attitude to benefit a driver drifting the car on a track or controlling yaw gain with the throttle. Traction when coming out of corners is also enhanced by the closer control parameters.

The Artura also features McLaren’s innovative Variable Drift Control (VDC), which allows the driver to adjust the level of traction control assistance – and therefore the limit of oversteer – using a slider control on the Central Infotainment Screen.

Braking
The brakes on the Artura are the latest-generation carbon-ceramic brakes and lightweight aluminum calipers from the same family as the system used in the McLaren 600LT and 720S. The carbon-ceramic discs measure 390mm at the front and 380mm at the rear and, working in conjunction with the kinematics of the new rear axle design, deliver superior high-speed braking power and stability.

In addition to the discs and forged aluminum calipers (6-piston front monobloc, 4-piston rear), the Artura adopts a version of the Formula 1-inspired integrated caliper cooling ducts seen on the 765LT. This technology delivers cooling air to the front calipers and discs, reducing brake pad temperatures during track driving.

The McLaren Artura features a bespoke brake booster and electrically driven vacuum pump, to ensure pedal pressures remain consistent whether the car is running on its internal combustion engine or electric power alone. There is no function to regenerate the battery through the vehicle’s braking system because the engine can provide sufficient charging, and this ensures feel through the brake pedal is entirely consistent.

Tires
McLaren’s tyre partner, Pirelli, has delivered three bespoke tires designed to maximize the Artura’s dynamic characteristics and performance. The tires – 235/35Z R19 at the front and 295/35 R20 at the rear – are all marked ‘MC-C’ to indicate they are a Pirelli Cyber Tyre® tailor-made for McLaren.

The P ZERO™ tire fitted as standard features an asymmetric tread pattern that improves braking and enhances handling and control across a wide range of road conditions, with a particular focus on wet weather performance. The compound developed for the Artura ensures maximum grip and stability, while the structural integrity of the tire improves steering response.

Two optional tires are available. The P ZERO™ CORSA tire 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. The P ZERO™ WINTER is the tire of choice for winter, its bespoke compound and tread pattern maintaining the levels of control of the P ZERO™ summer tire.

The Artura also features the innovative Pirelli Cyber Tyre® system. Consisting of hardware and software integrated into the vehicle electronics, the system has an electronic ‘chip’ in each tire and generates a stream of high-value data based on tire-specific conditions that is relayed to the control systems of the Artura to deliver the best tire performance.

Able to recognize whether a P ZERO™, P ZERO™ CORSA or P ZERO™ WINTER is fitted, Pirelli Cyber Tyre® produces accurate, real-time monitoring of temperature and pressure and a broader data set than a wheel rim sensor. With this information, drivers can set tires to the recommended levels to optimize performance; a ‘park mode’ refreshes the information when the driver returns to the car.

Additionally, by using a ‘track mode’, tire pressure thresholds can be changed on the infotainment display to a performance configuration that further enhances circuit driving enjoyment.

Driver assistance systems
The Artura is the first McLaren to offer Advanced Driver Assistance Systems (ADAS). These extend to Intelligent Adaptive Cruise Control with Stop/Go, Road-Sign Recognition, Lane-Departure Warning, and High-Beam Assist. Intelligent ACC automatically decreases or increases the speed of the Artura to keep pace with the car in front, including in stop-start traffic conditions, with the driver able to set the distance between the vehicles. Additionally, the speed limit, which is recognized by a front-facing camera, is displayed on the digital screen and prompts the driver to adjust the cruise control.

The Lane-Departure Warning system is designed to warn the Artura driver when the vehicle begins to move out of its lane. High-Beam Assist recognizes oncoming vehicles at night, switching the Static Adaptive Headlights between main and dipped beam automatically. This enhances night driving by better illuminating the road ahead while removing the need for the driver to manually adjust the headlights.

Design

All-new body, all-new interior; design principles guided by purity, technical sculpture, and functional jewelry
Perfect supercar proportions – ‘cab-forward’ stance; long, low sleek nose; long roofline, very fast windscreen angle
Organic, ‘shrink-wrapped’ bodywork, following the philosophy of ‘everything for a reason’

“Our mission was to create a piece of pure technical sculpture, where technology doesn’t distract but enhances the visual experience. We were guided throughout by three key phrases – purity, technical sculpture, and functional jewelry. The purity is not only purity of line, but also in the integration of components; technical sculpture references the need to be stunning to look at, but there for a reason, like the forms you see in nature; while functional jewelry is best explained by the fact that we don’t decorate, we do what is needed and make it beautiful.”
Rob Melville, Design Director

The McLaren Artura’s pure, minimalist aggressive beauty appears almost effortless, but nothing could be further from the truth. The design mission was as sharply focused as every other aspect of this game-changing supercar program.

The Artura has perfect supercar proportions – a long, low sleek nose, long roofline, very fast windscreen angle, and very ‘cab-forward’ stance. Coupled with a compact wheelbase, 19-inch, and 20-inch wheels, and high fenders and haunches, the result is a superb dynamic feel overall, enhanced by the extremely compact rear overhang.

Viewing the Artura head-on, the signature hammerhead line is clearly visible running forward across the front, dissecting the airflow down into the radiators or accelerating it over the bonnet. The line ‘kicks up’ in the outboard corners, leading your eye into the eye-socket features that house the deeply rebated static adaptive headlamps. The lights are so deeply recessed that they alone give the Artura a mean, menacing look, contributing to the overall appearance of a car that displays a rare combination of both beauty and aggression. The large side intakes also help to endow the Artura with a striking visual character, captured in a pinched waist, powerful nose, and particularly curvaceous rear haunches linked by a tightly packed core.

The Artura’s sense of purity is achieved partly through the reduction in shutlines, which creates a visual cleanliness that emphasizes the bold form language. The air intakes in the nose and doors cut deeply into the body, while the elegant flying buttresses appear to ‘pool’ where they fall from the single-piece aluminum roof to meet the bodywork, creating a graceful visual effect in the remarkable one-piece rear clamshell.

Every vent, duct, fold, even the door mirrors, have a specific purpose in managing airflow, cooling radiators, optimizing downforce, and enabling onboard technology. Vented louvers on the front fenders, for example, reduce pressure in the wheel arches and guide ‘dirty’ air away from the side intakes; while ‘clean’ air is guided into those intakes via a complex aero path involving sculpted door channels.

The side intakes conceal the discreet inlets that feed air to the intake manifolds, along with the high-temperature radiators (HTRs) which cool the powertrain. The HTRs, which feature a new core technology, is a complex elliptical shape to ensure the maximum surface area is placed within the airflow. They’re also much smaller, having less engine capacity to cool.

The intake for the eHVAC system (along with the ADAS radar if optioned) is located in the center of the front splitter. The radar’s offset location creates an asymmetrical intake, maintaining maximum intake volume rather than artificially closing the opposing side for the sake of styling.

The organic ‘shrink-wrapped’ bodywork contrasts with the sheer sides of the dihedral doors. These vertical surfaces play a distinct aerodynamic role while their shape, which transforms into the curvature of the air intake, allowed McLaren engineers to optimize the weight and rigidity of the aluminum doors.

The complex technical areas where air enters and exits the Artura – including the front splitter, rear deck mesh, and open rear end – are dark in color, while the bodywork that guides and controls the flow contrasts in body color. The roof and flying buttress can be painted either in exterior body color or specified in gloss black, offering a customer two distinct personalities. The Artura is also available with a full optional Black Pack, which applies a gloss black finish to the door mirror casings, exhaust, hot vee finishers, and front fender louvers, as well as to the roof and buttresses.

The full LED headlights feature 21 LEDs apiece, with four LEDs providing the main beam, five delivering the dipped beam, and the remaining 12 utilized for McLaren’s Static Adaptive functionality. The system moves the dipped headlight beam according to steering movements, allowing both the road ahead and surrounding areas to remain illuminated while turning. The system is fully digital, utilizing an array of LED lights with a variable intensity that become brighter or dimmer in relation to the direction of the turn. They also dip automatically via Auto High-Beam Assist when ADAS systems are optioned.

The LED rear lights continue the ultra-slim design concept, combining three functions into one unit: tail lights, brake lights, and indicators. Each rear light blade is made up of only nine components and a single blade of LEDs, minimizing both component count and overall weight – and as a result, each blade weighs half of those on a 720S, a car widely recognized as a champion of super-lightweight engineering.

The central-exit exhausts are set between the two light blades. Positioned high within the center of the rear mesh, the twin tailpipes exit straight out from the engine’s ‘hot vee’, having passed through the catalysts and gasoline particulate filters (GPFs). Positioning the exhausts this high allows for the Artura’s full-width, dual-level diffuser, which functions by the expansion of air across its full span, especially at the outboard corners.

A new seven-spoke cast alloy wheel design that is unique to the Artura is the standard specification, in a silver finish. Five-spoke lightweight flow-formed cast alloy wheels and 10-spoke super-lightweight forged alloy wheels are options, available in a range of finishes and delivering both a different visual dynamic and reducing unsprung weight by up to 10kg. Black, cast aluminum brake calipers with a white printed McLaren logo are standard, with six further caliper color choices as options.

The Artura is available in 15 exterior paint colors, including three – Flux Green, Ember Orange, and Plateau Grey – that are unique to the vehicle at launch. A further 16 MSO Defined exterior colors are also available through McLaren Special Operations, which also offers the opportunity for virtually any color to be specified as an MSO bespoke commission.

Customers can also specify components from a range of MSO carbon fiber body parts, either individually or as a pack. The MSO Carbon Fibre Pack sees the front splitter, diffuser, rear bumper, and door mirror casings finished in gloss finish visual carbon fiber, while gloss-finish carbon fiber front fender louvers can also be selected as a standalone option, as can an MSO rear spoiler, which is available from September 2021.

Interior
An Artura driver and passenger are both able to enjoy an environment that blends revolutionary ergonomics, technology, design, and refinement. An increased feeling of space is created by all surfaces being as far outwards as possible in order to maximize the interior volume, and the materials used throughout – from leathers to machined switchgear – create a technical and contemporary ambiance.

The interior design has been driven by the same principles of purity, technical sculpture, and functional jewelry that dictated the exterior of the Artura; the upper facia rises up to meet the wide and deep windscreen, which is bordered by a carbon-fiber structure that ensures particularly slim A-pillars; the facia seems to almost float, creating a sense of calm focus with no visual interruptions in the driver’s eye line and complementing the unmatched visibility.

Every McLaren cockpit is built around the driver, but the Artura brings a new level of meaning to that principle. This is achieved by mounting the Digital Instrument Cluster to the steering column, so it moves in conjunction with the steering wheel. As a driver adjusts the column to their preferred position, perfect visibility of the instrumentation is maintained – and better still, the rocker switches for the Powertrain and Handling modes are at their fingertips, being mounted on either side of the binnacle.

There are no controls on the steering wheel, a clear signal that its sole function is to steer the car and provide feedback to the driver. Additional key controls such as the Drive/Neutral/Reverse switches are close to the driver’s field of view, reducing distraction while driving.

With all controls centered on the binnacle, the vertically mounted, 8-inch (20cm) high-resolution Central Infotainment Screen has the center of the facia virtually to itself. As the primary hub for vehicle convenience, comfort, and connectivity functions, the screen displays audio, media, navigation, and other convenience features, with all key applications just a tap or two away in the same style of operation as a smartphone. The climate control function always remains visible at the bottom of the screen, enabling optimum usability at all times.

The new MIS II uses an Android-based platform that allows for continual advancement and additions. The system works through a series of apps, just like a smartphone. Multiple applications can be run simultaneously and scrolled through on an app list or activated using voice control. Support for Apple CarPlay® and Android Auto^TM also integrates a mobile phone into both the instrument cluster and central display screen.

The Artura driver’s interaction with MIS II begins as they approach the car, using a new vehicle key that transmits via Bluetooth to unlock the car and commence booting the system. The system also works in reverse, shutting the system down and locking the doors when the driver exits the car and walks away at the end of a journey.

As with all McLaren models, the touchscreen is mounted in portrait, rather than landscape, mode. This reduces the width of the screen, enabling vehicle occupants to be positioned closer together while still enjoying generous space. Bringing them closer to the center of the car also helps further optimize Artura’s response and agility.

The all-new Clubsport seats, fitted as standard, are a particular point of focus in the interior of the Artura. Developed specifically for the all-new High-Performance Hybrid supercar, these single-shell seats uniquely combine the lightweight and support of a bucket seat with the range of motion expected of a seat with a moveable backrest. The innovative method of adjustment is simplicity itself: the driver sets their relationship to the pedals with the fore and aft adjustment, and then uses a singular control that tilts the whole shell elliptically around the same H-point to achieve the perfect driving position. With the recline and height combined, the seat moves upright as it comes higher, or reclines as it lowers, with an occupant’s thighs always supported. This adjustment enables a swift transition between an upright vehicle maneuvering position and a lower, driving-focused one, and removes the need for driver or passenger to alter their seat incrementally using multiple controls.

As with the super-lightweight carbon-fiber racing seats developed for the McLaren Senna, the upper portion of the seat is wide but thickly padded, giving equal support to broad-shouldered and wiry drivers alike. The new seats are compatible with an optional MSO Defined Harness Bar and MSO Defined six-point harnesses, and the single-shell construction and single electric motor reduce weight, to the extent that each Clubsport seat is up to 9.5kg lighter than the optional Comfort seat. Fully electric 10-way adjustable heated sports seats with memory function and comfort entry/exit are also optionally available for those wanting more luxurious comfort and support.

Interior refinement
McLaren engineers worked tirelessly to enhance cabin refinement in the Artura, building on lessons learned during the development of the GT and Speedtail. A car that will run for part of the time in silent mode faces more complex challenges than a vehicle powered only by an internal combustion engine.

Engine refinement has a major influence on both the cabin sound levels and ride comfort of a car. Factors such as the engine chain drive being located at the rear of the all-new V6 reduces NVH intrusion into the cabin, as well as torsional vibration. Fluid-filled mounts for the powertrain help to separate and ‘tune out’ certain mechanical frequencies of the V6 that would otherwise pass to the carbon monocoque and subframe.

The monocoque itself plays a key role in refinement, not only through its structural consistency and stiffness but also in the way it is integrated; in the McLaren Senna, for example, the carbon fiber chassis was used to amplify the low-frequency sounds into the cabin, while in the Artura specific work was undertaken to actively eliminate this effect in order to maximize refinement during everyday use.

New suspension bushes, particularly large on the rear axle, also improve NVH performance, as do the designs of the front and rear aluminum subframes and suspension spring stiffness. McLaren technical partner, Pirelli, also plays a major role in cabin refinement.

To assist driver comfort, the Artura Pirelli P ZERO™ tire is equipped with the Pirelli Noise Cancelling System (PNCS), a Pirelli-patented technology that reduces road noise by using a polyurethane sponge inside the tire to absorb vibration and minimize noise transmission into the cabin.

The Artura’s electrically driven heating, ventilation, and air-conditioning (eHVAC) system also brings multiple refinement advantages. Able to heat or cool quicker than a mechanically driven system, it is also more controllable and enables cabin pre-conditioning, either for cooling or defrosting. A new diffused air vent spans the facia of the Artura and, in combination with the foot, face, and windscreen vents, this increases mass flow into the cabin – but at lower velocities, meaning that desired cabin temperatures can be better maintained without an increase in blower noise. Dual-zone climate control and air-conditioning are standard on the Artura, with the system allowing fully automatic and independent settings for both the driver and passenger.

Model range, specification, and ownership
Beyond standard trim, three further levels – ‘Performance’, ‘TechLux’ and ‘Vision’ – offer a variety of interiors carefully curated by the design studio at the McLaren Technology Centre (MTC). And as with every McLaren, customers seeking further personalization can explore the realm of McLaren Special Operations (MSO), which makes almost anything possible.

In standard trim, the new Clubsport seats are finished in lightweight Alcantara® – along with the dashboard, headlining, central armrest, and door armrests, ensuring that all primary surfaces feature highly aesthetic finishes in a tactile and technical material. A leather-trimmed steering wheel with a power-adjust steering column is standard.

Decorative elements around the window switch surround, center tunnel, instrument binnacle, and cast aluminum gearshift paddles are finished in Satin Black. The Central Infotainment Screen and overhead console have a Dark Titanium finish. The shift paddles are upgraded to extended, machined, and brushed in TechLux, Performance, and Vision.

The Performance, TechLux, or Vision trims feature either Alcantara® or supple Nappa leather on almost every surface, with the Extended Nappa Leather specification covering the whole cabin, including the doors, rear parcel shelf, central tunnel, and lower dashboard.

Sporty, aesthetic, and technical, the four Performance interiors available all feature lightweight Alcantara® on the seats, headlining, doors and dashboard, alongside Nappa Leather throughout the rest of the interior. The ambiance is sporty, functional, and aesthetic, with Performance stitching and contrasting color accents throughout. Dark Carbon Black, Graphite, and Ink Blue hues dominate, contrasting with a hint of color from Ember Orange or McLaren Orange accents.

The four TechLux interiors epitomize technical luxury and style, creating a sporty yet refined ambiance. The Extended Nappa Leather interior sees the entire cabin indulgently trimmed in the natural hide, the leather color is paired with vibrant highlight accents and finished with a stitch pattern bespoke to the TechLux trim. Interior components are finished in Brushed Dark Titanium, featuring Extended Brushed Metal gearshift paddles.

Avantgarde and sporty, the two Vision interiors available combine lighter hues of dual-tone Extended Nappa Leather and Alcantara® with simple, bright, and off-piste accents. Unique stitching highlights the details of the sophisticated environment. A vivid, reflective Zest accent unique to the Vision interior highlights the attention to detail, or alternatively a more restrained Vision Orange accent creates a darker, more subtle effect.

Hidden-until-lit ambient lighting, which McLaren introduced on the new GT, adds a further touch of elegance to the Performance, TechLux, or Vision models. This innovative technology features subtle chrome trim highlights around the door cards; cold-to-the-touch and seemingly solid metallic, a distinct lighting pattern become visible within them when the vehicle ignition is engaged, casting a subtle and soft glow across the cabin. Each Performance, TechLux, and Vision interior features a specific 12-color ambient lighting scheme, complementing the three trim themes.

The Artura is equipped as standard with a generous suite of comfort and convenience features, including a McLaren five-speaker audio system and satellite navigation that includes turn-by-turn instructions and a simplified map displayed in the Digital Instrument Cluster alongside a full map on the Central Infotainment Screen. There is also DAB/FM radio, Bluetooth telephony, iPod/iPhone Integration, USB-C, and USB-B fast-charge connectivity.

The McLaren Track Telemetry app has also been enhanced with a preloaded track database, while a new key features Bluetooth technology to wake the car up sooner – enhancing welcome and start-up experience – and commercial-grade cryptography software to combat against potential relay attack.

A world-class Bowers & Wilkins audio system can be specified as part of an optional Technology Pack. McLaren and Bowers & Wilkins worked together to develop and tune the system to the Artura’s cabin architecture and acoustics. This includes QuantumLogic Surround technology to accurately identify and redistribute audio streams, Dynamic EQ processing to more accurately adjust for external sounds, and Clari-Fi for real-time restoration of low-quality audio signals. The 12-speaker system incorporates Continuum^TM cones for better damping and response than Kevlar, with a dual subwoofer integrated into the front of the Artura’s carbon fiber monocoque to provide an extremely stable location from which to deliver undistorted bass.

Further features of the Technology Pack include Full Adaptive LED Headlights Plus with Auto High-Beam Assist, Road-Sign Recognition, Intelligent Adaptive Cruise Control with switchable follow mode, 360-Degree Park Assist, and Lane-Departure Warning.

A Practicality Pack includes Vehicle Lift, power-folding heated door mirrors with ‘Dip in Reverse’ functionality, four front and four rear parking sensors, rear-view camera, Homelink® (where available), and soft-close doors. The optional driver-controlled vehicle lift system raises the nose of the car, for instance over speed bumps or when entering or exiting car parks, while Homelink® allows for remote opening of up to three electric garage doors or house gates.

Ownership & warranty
Peace of mind – on quality, durability, and cost – were as important in the design, engineering, and development of the Artura as any of the other core considerations, such as performance and driver engagement. With the car being all-new – including the High-Performance Hybrid powertrain – and the distillation of more than five decades of McLaren experience and expertise in race- and road-car engineering, it is no surprise that the test and development program undertaken by McLaren was it’s most rigorous ever.

The Artura comes with a five-year/75,000km vehicle warranty, outstripping the three-year cover offered by most rivals. The battery is warrantied for six years/75,000km. A 10-year body (anti-perforation) warranty is also included, as is a five-year roadside assistance package.

McLaren Artura technical specification

Engine configuration	M630 V6 engine, 2,993cc twin-turbocharged, hybrid powertrain with axial flux electric motor
Drivetrain layout	Longitudinal mid-engined, RWD
Power PS (bhp/kW) @ rpm	680PS (671/500): 585PS (577/430) @ 7,500rpm from petrol engine; 95PS (94/70) from electric motor¹
Torque Nm (lb ft) @ rpm	720 (531): 585 (431) @ 2,250-7,000rpm from petrol engine, 225 (166) from electric motor¹
Transmission	8-Speed SSG (reverse using electric motor) with electronic locking differential (E-diff). Electric, Comfort, Sport and Track modes
Steering	Electro-hydraulic; power-assisted
Chassis	MCLA carbon fibre monocoque with aluminium front and rear frames and chassis structures
Suspension	Independent adaptive dampers, front: dual aluminium wishbones, rear: upper wishbone and lower multi-link setup. Proactive Damping Control (PDC). Comfort, Sport and Track modes
Brakes	Carbon Ceramic Discs (390mm front; 380mm rear) with forged aluminium brake calipers (6-piston front monobloc; 4-piston rear)
Wheels (inches)	Front: 19 x 9J; Rear: 20 x 11J
Tyres	Pirelli P-ZERO™ and Pirelli P-ZERO™ Corsa and Pirelli P ZERO^TM Winter tyres with Pirelli Cyber Tyre® technology Front: 235/35Z/R19 91Y Rear: 295/35/R20 105Y
Length, mm (inches)	4,539 (179)
Wheelbase, mm (inches)	2,640 (104)
Height, mm (inches)	1,193 (47)
Width, with mirrors, mm (inches)	2,080 (82)
Width, mirrors folded, mm (inches)	1,976 (78)
Width, without mirrors, mm (inches)	1,913 (75)
Track (to contact patch centre), mm (inches)	Front: 1650 (65); Rear: 1613 (63.5)
Lightest dry weight, kg (lbs)	1,395 (3,075)
DIN Kerb weight [fluids + 90% fuel], kg (lbs)	1,498 (3,303)
Fuel tank capacity, litres (UK/USA gallons)	72 (15.8/19)
Usable Battery capacity	7.4kWh
Battery charge time	2.5 hours to 80% charge (via EVSE cable)
Electric-only range (km/miles)	30/19*
Electric maximum speed	130km/h (81mph) *
Luggage capacity, litres	160

Performance data

0-97km/h (0-60mph)	3.0 seconds*
0-100km/h (0-62mph)	3.0 seconds*
0-200km/h (0-124mph)	8.3 seconds*
0-300km/h (0-186mph)	21.5 seconds*
0-400m / ¼ mile	10.7 seconds*
Maximum speed	330km/h (205 mph) – electronically limited
200-0km/h (124mph-0) braking, metres (ft)	126*
100-0km/h (62mph-0) braking, metres (ft)	31*

Efficiency

CO2 emissions, g/km WLTP EU (combined)

129*

Warranty

Vehicle (years/km)	5/75,000
Battery (years/km)	6/75,000
Roadside assistance (years/miles)	5/unlimited
Body (anti-perforation) (years/miles)	10/unlimited

February 17, 2021 / Comments Off

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McLaren Artura is a thoroughly new hybrid supercar

For the first time since the P1, McLaren has returned to the hybrid game with the Artura. And although it looks an awful lot like McLaren’s Sports Series supercars, it’s apparently an all-new car underneath, and it packs a very new twin-turbo V6 paired with an electric motor.

The Artura, as previously announced, is based on a new carbon fiber tub, as well as many new chassis components. The rear suspension is all new, too. But the highlight is that hybrid twin-turbo 3.0-liter V6. It’s a 120-degree-angle engine with the turbos nestled in the V, and features a dry-sump oil system and 8,500-rpm redline. It also happens to be 110 pounds lighter than McLaren’s usual V8s. Alone, it makes 577 horsepower and 431 pound-feet of torque. But it’s also paired to an electric motor that makes 94 horsepower and 166 pound-feet. Together they make 671 horsepower and 531 pound-feet of torque. The motor also helps to fill in for the lack of torque at low rpm and provide better throttle response. With the 7.4-kWh battery, the motor can further provide gas-free driving for up to 19 miles.

The engine and motor are paired with an eight-speed dual-clutch automatic transmission. It’s unique in that it has no reverse gear, since the electric motor simply spins the other way for reverse. This makes the transmission smaller and lighter. Power goes solely to the rear wheels, and between them is an electronically controlled mechanical limited-slip differential, a first for McLaren.

McLaren is quite proud of the fact that, despite the Artura including an electric motor and battery pack, the car weighs in at a respectable 3,305 pounds. With the relatively light weight and powerful engine, the car is capable of reaching 60 mph in 3 seconds on the way to a top speed of 205 mph.

Performance isn’t everything, though, and McLaren recognized this with the interior. It features a rather organic design, particularly for the instrument screen. That screen is attached to the steering column, so it moves and adjusts with the steering wheel. To the right is an 8-inch infotainment screen with an interesting watch crown-like control dial. The interior is packed with modern amenities such as Apple CarPlay, Android Auto, adaptive cruise control, lane-departure warning, automatic high-beam headlights and even over-the-air updates.

The Artura goes on sale in the third quarter of this year. Base price is $225,000. It will be available in four trims: the base model, Performance, TechLux and Vision.

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February 16, 2021 / Comments Off

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