McLaren Artura V6 hybrid breaks 100 in 3 seconds

We thought McLaren's 3.8T V8 engine can be used for about 500 years, after all, up to 12.5 million P1, down to 2.25 million 540C are using that M838T, and McLaren this engine originated from Nissan VRH35L V8 all-aluminum racing engine ...... so sold for so many years McLaren is a branch of "technology Nissan", you say is not very interesting.

Finally, finally, the hybrid era is coming. This time McLaren brought the code name M630 3.0L twin-turbocharged cylinder direct injection V6 engine, thanks to the aluminum engine block, cylinder head, and pistons, the whole engine weighs only 160 kg! The performance is not much to think about, it's all 33333: it only takes 3 seconds to break 100, and the top speed is up to 330 km/h.

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The exterior is more harmonious and beautiful than the 570 S, but every part of the body has been optimized for aerodynamic efficiency, and the interior is also fully designed to serve the driver.

The world's first production model to be equipped with a 120° angle V6 engine, which has previously been used only in a small number of racing cars, is manufactured using 3D-printed core technology from Formula One.

The plug-in hybrid system applies an axial-flow flux motor, which is smaller and integrated into an 8-speed dual-clutch gearbox, which is instead shorter than a 7-speed dual-clutch gearbox. The Li-ion battery pack can be charged to 80% in 2.5 hours, with a fully charged pure electric range of 30km. 1395 kg dry weight and 1,498 kg overall mass, the lightweight god of hybrids.

The new rear suspension and electronic differential make the Artura more responsive in the rear end during driving, and the electro-hydraulic power steering provides an excellent steering feel, and with active damping control, Arturia's handling performance takes a new step.

When it comes to Arturia's black technology, there is no way to avoid the V6 engine. Many people wonder, what kind of black technology does the V6 engine have in Artura, as McLaren's power units in F1 cars are still required by people?

The 3.0L twin-turbocharged direct injection V6 engine, codenamed M630, weighs only 160 kg thanks to the aluminum engine block, heads, and pistons, a full 50 kg lighter than McLaren's previously used 4.0L twin-turbocharged V8 engine. 120° cylinder angle allows McLaren to place the two large turbochargers in the angle, in a space-constrained hybrid supercar. In the space-constrained hybrid supercar, this not only helps to make the structure more compact but also lowers the center of gravity.

The 120° angle V6 also eliminates the need to raise the center of the crankshaft to arrange the intake pressure chamber compared to a horizontally opposed engine. Of course, as with many 90° and 120° V6 engines, the M630 still requires a first-order balancer shaft. Therefore, there are only a few examples of 120° V6 engines used in racing, such as the 1986 Ferrari 126 C F1 racing engine, the 1987 Ford-Cosworth GBA F1 engine, and the most recent example is the 4.0T V6 diesel engine of the Audi R18. In the production car segment, the M 630 engine is the first ever 120° clamping angle V6 engine to be fitted in a production car.

The aluminum pistons, heads, and blocks are cast using 3D-printed cores, a technology typically transferred from Formula One cars. 3D-printed cores allow for more elaborate cooling systems, such as the 2 mm-wide cooling water passages between the cylinders in the block.

The short, stiff crankshaft uses a shared crank pin design to further reduce the overall length of the engine while also ensuring even ignition. At the same time, the direct injection system with an injection pressure of up to 350 bar allows for more precise injection and reduced emissions. The maximum engine speed is thus increased to 8500 rpm, and the maximum power of 585 PS can be produced at 8,200 rpm, while the torque plateau has a wide range of 2,250-7000 rpm and a maximum torque of 585 N-m.

The two single-scroll turbochargers also use ball bearings inside the turbocharger to reduce friction more effectively when the turbine is in the high rpm range while improving reliability. The turbos are also placed in a pinch to shorten the distance from the exhaust manifold to the turbos, which, when combined with the closely coupled catalytic converter, reduces exhaust pressure drop and is paired with an electronically controlled exhaust gas bypass valve that adjusts its position independent of turbine pressure to minimize turbine lag time. Coupled with the hybrid system, Arturia's power response is extremely swift, with none of the lag of a turbo-engined sports car.

The new 8-speed dual-clutch transmission is integrated with the hybrid motor, which replaces the mechanical reverse function and, together with the nested dual-clutch, reduces the overall transmission length by 40 mm even though there is one more forward gear than the previous 7-speed dual-clutch transmission, and the gears are closer together, reducing the transmission shift time to 200 ms.

The transmission's built-in axial flux motor stat or is sandwiched between two rotor hubs, providing extremely high power and torque density while being smaller, weighing only 15.4kg in total, less than half the radial flux motor in the McLaren P1, but capable of producing 95PS of maximum power and 225N-m of maximum torque, a power density 33% higher than that of the P1. With the hybrid system, the Artura has a combined maximum power of 680PS and a combined maximum torque of 720N-m, accelerating from a standstill to 100km/h in just 3 seconds, and with a full charge, the Artura can travel 30km on pure electric mode, enough to get the supercar out of the neighborhood without alerting the neighbors.

McLaren's battery pack technology is still very good, and their subsidiary Mclaren Applied Technologies has gained a lot of experience by providing uniform specification battery packs for electric formulae. In the Artura, the 7.4kWh pack consists of five lithium-ion modules mounted in a fireproof enclosure between the seat and the engine. The lowest possible mounting position ensures a lower center of gravity, and the rear engine and gearbox protect the battery from impacts from the rear.

With an external charging port, the Artura can be charged to 80% in as little as 2.5 hours. The Artura will initially be available in rear-wheel drive, while a four-wheel drive model with a front-axle motor is also in the pipeline.

Thanks to the first-ever MCLA architecture, Arturia's driving performance has been elevated to unprecedented levels. Stability and agility, two seemingly contradictory characteristics, are both available to you in the McLaren Artura (Ask for Pricing | Check Availability). This is achieved not only with the carbon fiber monocoque body of the MCLA architecture, but also with a new rear suspension and, for the first time in McLaren, an electronically controlled rear differential.

The McLaren Artura features a completely redesigned rear suspension. The upper linkage is a unique fork arm and the lower one has been split in two to become a multi-link component. By splitting the fork arm and maximizing the distance between the front beam control arm and the upright, the distance between the connection points is much greater. The result is a significant increase in the stiffness of the rear axle. In addition, the larger forged column provides greater camber stiffness, which helps reduce the load on the suspension linkage and thus helps reduce weight.

The lighter, more compact V6 engine and the rear aluminum frame geometry gave McLaren's engineers greater freedom in choosing the inner connection points of the suspension. In particular, the lower connection points are much further apart than usual. The optimized suspension was able to reduce the unsprung mass by 2.4 kg, which contributes to improved ride comfort and grip levels. The front beam control arm is also located at the front of the wheel, rather than behind it, thus shifting weight distribution toward the center of the vehicle.

The result is a much stiffer rear axle around the z-axis and a significant increase in camber and front beam stiffness. This provides better control during braking and acceleration, improved overall stability, and enhanced levels of grip when cornering. It is worth noting that Artura uses a double-wishbone front suspension system from the 600LT.

Active damping control also contributes to Arturia's improved handling. Active Damping Control (PDC), which first appeared in the 720S, has evolved into its second generation, using input from sensors to "read" four wheel accelerometers, three body accelerometers, and two pressure sensors for each damper on the road (as well as multiple sensors measuring steering angle, vehicle speed, transverse angular velocity, and lateral acceleration). Feedback from each of the four-wheel accelerometers, three body accelerometers, and two pressure sensors (as well as multiple sensors measuring steering angle, speed, traverse velocity, and lateral acceleration) is processed in less than two milliseconds, working in conjunction with the dual-valve hydraulic dampers to control body movement.

The Artura is also the first McLaren to feature an electronically controlled differential (E-diff), which is smaller and lighter than a mechanically locked differential, integrated into the new 8-speed transmission to optimize space layout and weight. e-diff better manages torque changes at Arturia's rear axle, responding more quickly to the power output from the engine and motor.

E-diff calibration and adjustment include turning radius, vehicle speed, damping characteristics, and differential torque distribution ratio. This means that Artura can precisely calculate and control the degree of understeer and oversteer, constantly fine-tuning Artura's agility and stability for the driver to drive around the track or control yaw gain through the throttle. Traction on corner exit is also enhanced by tighter control parameters.

The Artura also features McLaren's innovative Variable Drift Control (VDC), which allows the driver to limit oversteer by adjusting the level of traction control assistance via slider controls on the central infotainment screen.

Rather than sports car manufacturers turning to hybrids for the pressure of environmental targets, they have started a full-scale electrification process to improve performance. And in the field of hybrid Sportscar, NSX has been alone for many years, and now the entry of McLaren Artura finally makes people feel that the process of electrification of the supercar is unstoppable. The second decade of the 21st century, the hybrid supercar war, is about to take place。