We are proud to announce the arrival of our McLaren Artura GT4, heralding a significant advancement in our customer racing support program. This racecar, distinguished as the first of its kind delivered in the United States, is slated to compete in the 2025 McLaren Trophy America championship. Our team has completed a thorough initial chassis setup and comprehensive systems check. Track testing will commence in the immediate future as we prepare for the upcoming season.
McLaren's competition-spec Artura GT4 ditches the road car's hybrid architecture in favor of a purpose-built powertrain centered around the all-new M630 V6 twin-turbo mill. This modification results in a 130-kilogram weight reduction.
The compact forced-induction unit marks a significant departure from its predecessor's thunderous V8, delivering a masterclass in packaging efficiency. While the regular GT4 has to adhere to a class limit of 470 bhp, ours will soon be further upgraded with the Trophy kit to unlock full 585 bhp engine power.
While maintaining the road car's dramatic silhouette, the GT4 integrates quick-release fasteners and strategic access points – a setup that allows pit crews to execute rapid component swaps and conduct essential mechanical inspections.
The original fuel cap is no longer functional. In its place is a dry-break coupling accessible from either side of the vehicle.
The GT4 retains Artura's distinctive flying buttress design while incorporating motorsport practicality - the panels feature a quick-release mechanism accessed via a single button press. This race-oriented adaptation improves serviceability, allowing quick engine access without compromising the aerodynamic architecture.
The braking system combines Alcon's proven motorsport hardware with the latest Bosch Motorsport M5 ABS. Up front, CAR89i110 six-piston calipers grip 380mm x 35.6mm floating ventilated steel discs, while rear stopping power comes from CAR49i14 four-piston units paired with 355mm x 32mm rotors.
Each corner rides on the R53 IL46 a low friction, low hysteresis, 2-way damper with 32-clicks of adjustability. You will find the same unit on our McLaren 620R. When fitted with the default 900 lb/in and 800 lb/in springs, the car's natural frequency is approximately a little over 3 Hz front and 2.6 Hz rear.
Designed for endurance racing, both front and rear brakes have their dedicated cooling systems. While the front captures air from the bumper intake, the rear has a purpose-designed diffuser tunnel, integrated into the side sill, which kicks up the airflow, directing it to both the caliper body and the disc's inner diameter, critical areas for heat dissipation.
This engineered approach to thermal management serves multiple critical functions: it stabilizes brake pad operating temperatures within their optimal friction coefficient range and enhances pad longevity. The result is predictable brake balance through extended racing stints - a crucial factor in performance, safety and driver confidence during endurance events.
Masterfully sculpted, the front splitter's leading edge showcases a nice radius that accelerates underbody airflow while maintaining critical boundary layer attachment. As air courses beneath the chassis, it's channeled into the front diffuser section, generating substantial downforce before being evacuated through the wheel well exits.
In a brilliant display of pressure management, the front fenders feature race-derived louvers, strategically positioned to bleed off the high-pressure zones created by rotating rubber at speed. The aggressive canards generate powerful vortices that further combat the perpetual challenge of tire lift.
The front compartment contains vital systems including the heat exchangers, the Bosch Motorsport M5 ABS unit, lightweight lithium-ion battery, suspension hydraulics, and air jacks.
The heat exchanger array is supported by carbon fiber brackets. An S-duct collects the air up front, expanding gradually to slow down and pressurize the air before meeting the heat exchangers, which reduces the air velocity and in turn, parasitic drag.
Two tubes, fed by 3D-printed intakes integrated into the headlight housings, channel air into the cockpit to provide the driver with much needed cooling.
Opening up the butterfly doors and you will be first greeted by an FIA-homologated roll cage bolted onto the MonoCell carbon fiber monocoque chassis. Safety net will be in place on both sides when driving.
The steering wheel incorporates various race control functionalities through a sophisticated array of switches and paddles. Primary controls include dual-mode speed limiters (full course yellow and pit lane), gear shift paddles, and a multi-function display page selector.
Critical race operations are managed through dedicated buttons for radio communication, driver drink system, and a context-aware start/stop function that includes pit stop optimization logic. Illumination controls offer headlight flash and triple-stage wiper functionality, while turn indicators include a simultaneous hazard activation feature.
Two rotary switches provide precise adjustment of the car's performance parameters: a 12-position ABS controller and matching TC adjustment, both offering granular control from qualifying to wet-weather maps. McLaren's ergonomics engineering ensures these controls remain accessible without compromising steering grip, with grub-screw-secured switches anodized in blue and red - a nice detail as functional as good-looking.
The START button serves dual functionality - engine startup when held, and shutdown above 5 kph, though McLaren recommends prioritizing the center console switch for primary engine management.
The Bosch DDU 11 serves as the primary driver interface, offering multiple configurable display pages accessed via the steering wheel's PAGE button. Key features include integrated shift lights with programmable RPM points and specialized display modes for race, pit lane, and mechanic functions.
The display suite comprises three race pages showing critical data like temperatures, pressures, lap times and brake bias, plus dedicated screens for pit speed limiting and diagnostic functions. Brightness control offers six levels, while the unit interfaces with the car's CAN system to provide real-time alarms for critical vehicle parameters. Notable is the integration of corner-specific LED indicators for both ABS/TC intervention and tire puncture warnings.
The center console integrates critical driver controls including a detent-indexed brake bias adjuster, the primary engine start/stop button, and a two-stage ignition switch. Additional functions include steering column position adjustment, door mirror controls, and a fire extinguisher activation button. All controls feature protective switch guards where safety-critical, with ergonomic placement optimized for driver access.
The CAN keypad features multi-function backlit buttons with color-coded status rings. Here, the driver can control:
Power steering system
A/C control (Yes, this racecar has AC!)
Rain light and full beam controls
Cabin brightness adjustment (6 levels)
DCT map mode selection (Sport/Normal/Race)
System fault reset
Auxiliary lights
Fuel level reset
Neutral gear engagement
Each button's outer ring changes color to indicate active status, providing quick visual confirmation of system states to both driver and pit crew.
The rear wing struts integrate directly through the rear mesh fascia to chassis mounting points - a clever design that maintains structural integrity while allowing removal of the rear clamshell without wing disassembly, streamlining service access.
The FIA-homologated assembly offers seven distinct positions, each providing 2.5° increments of angle adjustment from its baseline setting. Position H1 represents the minimum downforce configuration, allowing teams to fine-tune rear aerodynamic load based on circuit characteristics and balance requirements. The wing also features a short gurney flap, which delays trailing edge separation at high angle of attack.
This car employs a Staubli quick-connect air jack system. The port strategically positioned at the rear right corner for optimal pit crew access. The pneumatic system activates automatically when the socket engages the plug, providing instant vehicle elevation. Operating at a maximum pressure of 30 bar, the system features a failsafe collar-lock mechanism for secure elevation during service.
As the newest addition to McLaren's Customer Racing portfolio, the Artura GT4 represents a perfect fusion of packaging, aerodynamics, control systems, serviceability, and driver ergonomics. The race car not only embodies McLaren's motorsport heritage but also sets new benchmarks in GT racing through its system integration. With the first chassis now delivered, we eagerly anticipate its competitive debut and future success on track in the upcoming season.
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