Electric Economy Car<\/h2>\n\n![\"A](\"https:\/\/news.dupontregistry.com\/wp-content\/uploads\/2025\/08\/McLaren-Artura-Spider-Review-3-800x533.jpg\")
<\/figure>\n<\/div>\nMcLaren also limits the weight added by its plug-in hybrid powertrain, which consists of an axial-flux motor in the eight-speed dual-clutch automatic transmission, a twin-turbocharged V6, and a 7.4-kWh battery. The hybrid system adds just 287 pounds, which keeps the curb weight down to a reasonable 3,439 pounds.<\/p>\n
The V6\u2019s 120-degree V makes it spread wider and sit lower than the typical 60-degree V6s in mainstream cars. A dry sump oiling system lets it sit even lower, and the 94 horsepower and 117 pound-feet of the electric motor contribute to a total system output of 690 horsepower and 531 pound-feet of torque.\u00a0<\/p>\n
Start the Artura and it defaults to the Electric mode, which can be used up to 81 mph and effectively gives this sleek supercar silent propulsion and the power of a Smart\u00a0ForTwo. The small battery enables a modest 11 miles of electric range, so Electric mode is best used to save fuel in heavy traffic or when driving in emissions-free city zones.\u00a0<\/p>\n
Everyday\u00a0driver<\/h2>\n\n![\"A](\"https:\/\/news.dupontregistry.com\/wp-content\/uploads\/2025\/08\/McLaren-Artura-Spider-Review-6-800x534.jpg\")
<\/figure>\n<\/div>\nClick the powertrain controller on the right side of the instrument panel to Comfort and do the same for the suspension on the left side of the IP, and the Artura Spider becomes a comfortable everyday driver.\u00a0<\/p>\n
The car can run on electricity in Comfort mode, but step hard on the throttle and the V6 fires up with a pleasing \u201cwhum.\u201d In Comfort, the exhaust note doesn\u2019t drown out conversation, and the transmission and engine are relaxed. A deep stab of the throttle will unleash all 690 horses, but it\u2019s just as happy to chill. Comfort also maintains a five-percent charge in the battery, which is important because reverse gear only runs on electricity.<\/p>\n
\n\n![\"Close-up](\"https:\/\/news.dupontregistry.com\/wp-content\/uploads\/2025\/08\/McLaren-Artura-Spider-Review-1-800x533.jpg\")
<\/figure>\n<\/div>\n\n![\"Interior](\"https:\/\/news.dupontregistry.com\/wp-content\/uploads\/2025\/08\/McLaren-Artura-Spider-Review-2-800x533.jpg\")
<\/figure>\n<\/div>\n<\/div>\nThe Artura Spider is made from\u00a0pretty exotic\u00a0stuff. It\u2019s built around\u00a0a new mid-engine\u00a0carbon-fiber tub\u00a0called\u00a0the\u00a0McLaren Carbon Lightweight Architecture (MCLA), and\u00a0it\u2019s set on\u00a0sticky\u00a0235\/35R19 front and 295\/35R20 rear Pirelli P Zero Corsa tires. That\u2019s all aimed at performance,\u00a0but the Artura manages to ride well enough to make it comfortable for regular duty. In their softest setting, the adaptive dampers absorb most bumps like a sport sedan.\u00a0<\/p>\n
City and highway driving give me time to check out the interior. My test car is equipped with the heated, power-adjustable comfort seats that have big bolsters to keep me situated in the corners but leave room for wider backsides. The $9,400 Performance Spec includes high-quality Alcantara upholstery with orange piping, and a $1,600 black package adds gloss-black plastic trim.\u00a0<\/p>\n
Engaging supercar<\/h2>\n\n![\"The](\"https:\/\/news.dupontregistry.com\/wp-content\/uploads\/2025\/08\/McLaren-Artura-Spider-Review-10-800x533.jpg\")
<\/figcaption><\/figure>\n<\/div>\nThe Mr. Hyde side of the Artura\u2019s multiple personalities is accessed through the Sport and especially the Track settings for both the suspension and powertrain.\u00a0<\/p>\n
My tester has the $5,100 sport exhaust system, which\u00a0adds active\u00a0exhaust valves and a\u00a0symposer to pipe the exhaust note into the cabin. Sport mode opens the valves and activates the\u00a0symposer, turning up the exhaust note\u2019s volume so it becomes the entertainment rather than what\u2019s playing on the radio. Track mode makes it even louder, which is great when\u00a0dicing up the corners, but fatiguing when it drones on at highway speeds.\u00a0<\/p>\n
Sport and Track also\u00a0unlock\u00a0the powertrain\u2019s\u00a0supercar rambunctiousness.\u00a0The throttle gets touchier, and the transmission hangs on to gears longer.<\/p>\n
Despite the torque fill of the electric motor, there is a touch of turbo lag from a stop, but after that, power delivery gets intense. I open it up on a country road and the Artura pins me back into my seat. The transmission fires through shifts as the V6 approaches its 8,500-rpm redline with a raspy crescendo. The 0-60 mph run takes just 3.0 seconds, extra-legal speeds arrive all too quickly, and the Artura Spider tops out at 205 mph.<\/p>\n
Sport mode keeps the battery at about a 45-percent charge, while\u00a0Track\u00a0overrevs the engine to charge the battery. On a 45-mile cruise back home, Track mode charges the battery from 20 to 80 percent, though I could also charge it from\u00a00-80 percent in 2.5 hours on a 240-volt home outlet.\u00a0<\/p>\n
Sport and Track modes also firm up the dampers to make the ride busy on broken pavement and harsh over sharp bumps. The track is so firm that I wouldn\u2019t recommend using it on anything but smooth pavement. On a twisty but patchwork country road, I put the suspension in Comfort to keep the tires on the pavement as much as possible.\u00a0<\/p>\n
\n\n![\"Close-up](\"https:\/\/news.dupontregistry.com\/wp-content\/uploads\/2025\/08\/McLaren-Artura-Spider-Review-7-800x533.jpg\")
<\/figure>\n<\/div>\n\n![\"A](\"https:\/\/news.dupontregistry.com\/wp-content\/uploads\/2025\/08\/McLaren-Artura-Spider-Review-4-800x533.jpg\")
<\/figcaption><\/figure>\n<\/div>\n<\/div>\nThe\u00a0low-slung\u00a0Artura\u00a0leans slightly in corners, which translates as feel from my perspective. It feels hunkered down and stable mid-corner, where I can control oversteer or understeer by adding or subtracting throttle. I don\u2019t get the chance to drive the Artura Spider on a track, but track time in the Artura coupe revealed that the Pirellis have unrelenting grip, the car rotates willingly, and the standard carbon-ceramic brakes are strong but have a wooden feel after initial bite. In that extreme circumstance, the transmission didn\u2019t always downshift to the right gear for the best power out of corners. I found I could do better with the large carbon-fiber shift paddles.<\/p>\n
The Artura\u2019s best dynamic trait is its electro-hydraulic steering. It\u2019s pleasingly quick and direct with good weight, and road feel is plentiful through the small-diameter, flat-bottom steering wheel. The car reacts to steering inputs with scatback agility, too.\u00a0<\/p>\n
<\/figure>\n<\/div>\nMcLaren also limits the weight added by its plug-in hybrid powertrain, which consists of an axial-flux motor in the eight-speed dual-clutch automatic transmission, a twin-turbocharged V6, and a 7.4-kWh battery. The hybrid system adds just 287 pounds, which keeps the curb weight down to a reasonable 3,439 pounds.<\/p>\n
The V6\u2019s 120-degree V makes it spread wider and sit lower than the typical 60-degree V6s in mainstream cars. A dry sump oiling system lets it sit even lower, and the 94 horsepower and 117 pound-feet of the electric motor contribute to a total system output of 690 horsepower and 531 pound-feet of torque.\u00a0<\/p>\n
Start the Artura and it defaults to the Electric mode, which can be used up to 81 mph and effectively gives this sleek supercar silent propulsion and the power of a Smart\u00a0ForTwo. The small battery enables a modest 11 miles of electric range, so Electric mode is best used to save fuel in heavy traffic or when driving in emissions-free city zones.\u00a0<\/p>\n
Everyday\u00a0driver<\/h2>\n\n<\/figure>\n<\/div>\nClick the powertrain controller on the right side of the instrument panel to Comfort and do the same for the suspension on the left side of the IP, and the Artura Spider becomes a comfortable everyday driver.\u00a0<\/p>\n
The car can run on electricity in Comfort mode, but step hard on the throttle and the V6 fires up with a pleasing \u201cwhum.\u201d In Comfort, the exhaust note doesn\u2019t drown out conversation, and the transmission and engine are relaxed. A deep stab of the throttle will unleash all 690 horses, but it\u2019s just as happy to chill. Comfort also maintains a five-percent charge in the battery, which is important because reverse gear only runs on electricity.<\/p>\n
\n\n<\/figure>\n<\/div>\n\n<\/figure>\n<\/div>\n<\/div>\nThe Artura Spider is made from\u00a0pretty exotic\u00a0stuff. It\u2019s built around\u00a0a new mid-engine\u00a0carbon-fiber tub\u00a0called\u00a0the\u00a0McLaren Carbon Lightweight Architecture (MCLA), and\u00a0it\u2019s set on\u00a0sticky\u00a0235\/35R19 front and 295\/35R20 rear Pirelli P Zero Corsa tires. That\u2019s all aimed at performance,\u00a0but the Artura manages to ride well enough to make it comfortable for regular duty. In their softest setting, the adaptive dampers absorb most bumps like a sport sedan.\u00a0<\/p>\n
City and highway driving give me time to check out the interior. My test car is equipped with the heated, power-adjustable comfort seats that have big bolsters to keep me situated in the corners but leave room for wider backsides. The $9,400 Performance Spec includes high-quality Alcantara upholstery with orange piping, and a $1,600 black package adds gloss-black plastic trim.\u00a0<\/p>\n
Engaging supercar<\/h2>\n\n <\/figcaption><\/figure>\n<\/div>\nThe Mr. Hyde side of the Artura\u2019s multiple personalities is accessed through the Sport and especially the Track settings for both the suspension and powertrain.\u00a0<\/p>\n
My tester has the $5,100 sport exhaust system, which\u00a0adds active\u00a0exhaust valves and a\u00a0symposer to pipe the exhaust note into the cabin. Sport mode opens the valves and activates the\u00a0symposer, turning up the exhaust note\u2019s volume so it becomes the entertainment rather than what\u2019s playing on the radio. Track mode makes it even louder, which is great when\u00a0dicing up the corners, but fatiguing when it drones on at highway speeds.\u00a0<\/p>\n
Sport and Track also\u00a0unlock\u00a0the powertrain\u2019s\u00a0supercar rambunctiousness.\u00a0The throttle gets touchier, and the transmission hangs on to gears longer.<\/p>\n
Despite the torque fill of the electric motor, there is a touch of turbo lag from a stop, but after that, power delivery gets intense. I open it up on a country road and the Artura pins me back into my seat. The transmission fires through shifts as the V6 approaches its 8,500-rpm redline with a raspy crescendo. The 0-60 mph run takes just 3.0 seconds, extra-legal speeds arrive all too quickly, and the Artura Spider tops out at 205 mph.<\/p>\n
Sport mode keeps the battery at about a 45-percent charge, while\u00a0Track\u00a0overrevs the engine to charge the battery. On a 45-mile cruise back home, Track mode charges the battery from 20 to 80 percent, though I could also charge it from\u00a00-80 percent in 2.5 hours on a 240-volt home outlet.\u00a0<\/p>\n
Sport and Track modes also firm up the dampers to make the ride busy on broken pavement and harsh over sharp bumps. The track is so firm that I wouldn\u2019t recommend using it on anything but smooth pavement. On a twisty but patchwork country road, I put the suspension in Comfort to keep the tires on the pavement as much as possible.\u00a0<\/p>\n
\n\n<\/figure>\n<\/div>\n\n <\/figcaption><\/figure>\n<\/div>\n<\/div>\nThe\u00a0low-slung\u00a0Artura\u00a0leans slightly in corners, which translates as feel from my perspective. It feels hunkered down and stable mid-corner, where I can control oversteer or understeer by adding or subtracting throttle. I don\u2019t get the chance to drive the Artura Spider on a track, but track time in the Artura coupe revealed that the Pirellis have unrelenting grip, the car rotates willingly, and the standard carbon-ceramic brakes are strong but have a wooden feel after initial bite. In that extreme circumstance, the transmission didn\u2019t always downshift to the right gear for the best power out of corners. I found I could do better with the large carbon-fiber shift paddles.<\/p>\n
The Artura\u2019s best dynamic trait is its electro-hydraulic steering. It\u2019s pleasingly quick and direct with good weight, and road feel is plentiful through the small-diameter, flat-bottom steering wheel. The car reacts to steering inputs with scatback agility, too.\u00a0<\/p>\n
<\/figure>\n<\/div>\nClick the powertrain controller on the right side of the instrument panel to Comfort and do the same for the suspension on the left side of the IP, and the Artura Spider becomes a comfortable everyday driver.\u00a0<\/p>\n
The car can run on electricity in Comfort mode, but step hard on the throttle and the V6 fires up with a pleasing \u201cwhum.\u201d In Comfort, the exhaust note doesn\u2019t drown out conversation, and the transmission and engine are relaxed. A deep stab of the throttle will unleash all 690 horses, but it\u2019s just as happy to chill. Comfort also maintains a five-percent charge in the battery, which is important because reverse gear only runs on electricity.<\/p>\n
<\/figure>\n<\/div>\n<\/figure>\n<\/div>\n<\/div>\nThe Artura Spider is made from\u00a0pretty exotic\u00a0stuff. It\u2019s built around\u00a0a new mid-engine\u00a0carbon-fiber tub\u00a0called\u00a0the\u00a0McLaren Carbon Lightweight Architecture (MCLA), and\u00a0it\u2019s set on\u00a0sticky\u00a0235\/35R19 front and 295\/35R20 rear Pirelli P Zero Corsa tires. That\u2019s all aimed at performance,\u00a0but the Artura manages to ride well enough to make it comfortable for regular duty. In their softest setting, the adaptive dampers absorb most bumps like a sport sedan.\u00a0<\/p>\n
City and highway driving give me time to check out the interior. My test car is equipped with the heated, power-adjustable comfort seats that have big bolsters to keep me situated in the corners but leave room for wider backsides. The $9,400 Performance Spec includes high-quality Alcantara upholstery with orange piping, and a $1,600 black package adds gloss-black plastic trim.\u00a0<\/p>\n
Engaging supercar<\/h2>\n\n <\/figcaption><\/figure>\n<\/div>\nThe Mr. Hyde side of the Artura\u2019s multiple personalities is accessed through the Sport and especially the Track settings for both the suspension and powertrain.\u00a0<\/p>\n
My tester has the $5,100 sport exhaust system, which\u00a0adds active\u00a0exhaust valves and a\u00a0symposer to pipe the exhaust note into the cabin. Sport mode opens the valves and activates the\u00a0symposer, turning up the exhaust note\u2019s volume so it becomes the entertainment rather than what\u2019s playing on the radio. Track mode makes it even louder, which is great when\u00a0dicing up the corners, but fatiguing when it drones on at highway speeds.\u00a0<\/p>\n
Sport and Track also\u00a0unlock\u00a0the powertrain\u2019s\u00a0supercar rambunctiousness.\u00a0The throttle gets touchier, and the transmission hangs on to gears longer.<\/p>\n
Despite the torque fill of the electric motor, there is a touch of turbo lag from a stop, but after that, power delivery gets intense. I open it up on a country road and the Artura pins me back into my seat. The transmission fires through shifts as the V6 approaches its 8,500-rpm redline with a raspy crescendo. The 0-60 mph run takes just 3.0 seconds, extra-legal speeds arrive all too quickly, and the Artura Spider tops out at 205 mph.<\/p>\n
Sport mode keeps the battery at about a 45-percent charge, while\u00a0Track\u00a0overrevs the engine to charge the battery. On a 45-mile cruise back home, Track mode charges the battery from 20 to 80 percent, though I could also charge it from\u00a00-80 percent in 2.5 hours on a 240-volt home outlet.\u00a0<\/p>\n
Sport and Track modes also firm up the dampers to make the ride busy on broken pavement and harsh over sharp bumps. The track is so firm that I wouldn\u2019t recommend using it on anything but smooth pavement. On a twisty but patchwork country road, I put the suspension in Comfort to keep the tires on the pavement as much as possible.\u00a0<\/p>\n
\n\n<\/figure>\n<\/div>\n\n <\/figcaption><\/figure>\n<\/div>\n<\/div>\nThe\u00a0low-slung\u00a0Artura\u00a0leans slightly in corners, which translates as feel from my perspective. It feels hunkered down and stable mid-corner, where I can control oversteer or understeer by adding or subtracting throttle. I don\u2019t get the chance to drive the Artura Spider on a track, but track time in the Artura coupe revealed that the Pirellis have unrelenting grip, the car rotates willingly, and the standard carbon-ceramic brakes are strong but have a wooden feel after initial bite. In that extreme circumstance, the transmission didn\u2019t always downshift to the right gear for the best power out of corners. I found I could do better with the large carbon-fiber shift paddles.<\/p>\n
The Artura\u2019s best dynamic trait is its electro-hydraulic steering. It\u2019s pleasingly quick and direct with good weight, and road feel is plentiful through the small-diameter, flat-bottom steering wheel. The car reacts to steering inputs with scatback agility, too.\u00a0<\/p>\n
The Mr. Hyde side of the Artura\u2019s multiple personalities is accessed through the Sport and especially the Track settings for both the suspension and powertrain.\u00a0<\/p>\n
My tester has the $5,100 sport exhaust system, which\u00a0adds active\u00a0exhaust valves and a\u00a0symposer to pipe the exhaust note into the cabin. Sport mode opens the valves and activates the\u00a0symposer, turning up the exhaust note\u2019s volume so it becomes the entertainment rather than what\u2019s playing on the radio. Track mode makes it even louder, which is great when\u00a0dicing up the corners, but fatiguing when it drones on at highway speeds.\u00a0<\/p>\n
Sport and Track also\u00a0unlock\u00a0the powertrain\u2019s\u00a0supercar rambunctiousness.\u00a0The throttle gets touchier, and the transmission hangs on to gears longer.<\/p>\n
Despite the torque fill of the electric motor, there is a touch of turbo lag from a stop, but after that, power delivery gets intense. I open it up on a country road and the Artura pins me back into my seat. The transmission fires through shifts as the V6 approaches its 8,500-rpm redline with a raspy crescendo. The 0-60 mph run takes just 3.0 seconds, extra-legal speeds arrive all too quickly, and the Artura Spider tops out at 205 mph.<\/p>\n
Sport mode keeps the battery at about a 45-percent charge, while\u00a0Track\u00a0overrevs the engine to charge the battery. On a 45-mile cruise back home, Track mode charges the battery from 20 to 80 percent, though I could also charge it from\u00a00-80 percent in 2.5 hours on a 240-volt home outlet.\u00a0<\/p>\n
Sport and Track modes also firm up the dampers to make the ride busy on broken pavement and harsh over sharp bumps. The track is so firm that I wouldn\u2019t recommend using it on anything but smooth pavement. On a twisty but patchwork country road, I put the suspension in Comfort to keep the tires on the pavement as much as possible.\u00a0<\/p>\n
<\/figure>\n<\/div>\nThe\u00a0low-slung\u00a0Artura\u00a0leans slightly in corners, which translates as feel from my perspective. It feels hunkered down and stable mid-corner, where I can control oversteer or understeer by adding or subtracting throttle. I don\u2019t get the chance to drive the Artura Spider on a track, but track time in the Artura coupe revealed that the Pirellis have unrelenting grip, the car rotates willingly, and the standard carbon-ceramic brakes are strong but have a wooden feel after initial bite. In that extreme circumstance, the transmission didn\u2019t always downshift to the right gear for the best power out of corners. I found I could do better with the large carbon-fiber shift paddles.<\/p>\n
The Artura\u2019s best dynamic trait is its electro-hydraulic steering. It\u2019s pleasingly quick and direct with good weight, and road feel is plentiful through the small-diameter, flat-bottom steering wheel. The car reacts to steering inputs with scatback agility, too.\u00a0<\/p>\n
![\"A](\"https:\/\/news.dupontregistry.com\/wp-content\/uploads\/2025\/08\/McLaren-Artura-Spider-Review-8-800x533.jpg\")
<\/figure>\n<\/div>\n