Most of the time, that little electric motor’s job is pure torque fill. While the two turbochargers wake up on the big lump, the electric motivation provides a thump to the back. You’ll feel the car accelerate in a much more linear fashion than any McLaren before it, from the moment you pick up the throttle. Take the GT, which requires you to live above 6,000rpm to extract its maximum, whereas the Artura at almost no point demands a sudden drop of cogs to get it shifting. Sixty rushes on in three-seconds flat, a number comparable to the big boy 720, and top speed has been limited to 205mph.
The chassis is pure McLaren, but with the company’s first e-diff added in. This electronic addition at the back works with a pair of clutches to fling the Artura’s power in the right direction at all times, and you can really feel how it works. Turn in is paired with an open rear, allowing the back to just drift into place before you call upon the power, at which point it snaps shut to send power everywhere and force you forward with the kind of pleasing thump that makes you smirk. The front suspension has been tuned for a pin sharp turn in, which means that you can find yourself swearing at the Artura’s ability to face a tight corner at speed while you try to find its limits.
The steering is heavy, which has caused some differences of opinion, but I like it. This is a hydraulically-assisted rack rather than electric, and it hits my personal preferences. The communication is top notch, which is helpful with a car so willing to just chuck itself around corners.