How McLaren has developed the Artura GT4 for Am drivers

Sports Car News

Cost capping measures will save owners money, while new safety equipment should benefit those entering multi-class races

McLaren Artura GT4

Artura GT4 is over 100kg lighter than its predecessor, but with a similar amount of power

McLaren

McLaren’s new GT4 racecar made its debut at the Goodwood Festival of Speed. And while the Artura may not look worlds apart from its 570S predecessor – such is the evolutionary aesthetic direction chosen by the Woking firm, as well as the familiarity of its Papaya colour scheme – there have been important changes under the skin.

“It’s a bit of a different animal,” says test driver Rob Bell. “But while we forge ahead with new stuff it’s important to remember the 570 was a brilliant car. It won races all over the world and we sold a lot of them – 183 in the end.

“So we’ve not scrapped what we learned, we’ve built on it. Essentially the biggest difference is that we don’t have to use the road car’s ABS and traction control systems, so we’ve done our own in partnership with Bosch. Now you have different options as a driver, able to individually adjust their levels on the steering wheel dials, which gives you more scope to have performance. The regular Artura’s systems work really well on the road but put slick tyres on and you want something different – it held you back quite often in the 570. So that’s a really big step forward.”

McLaren-Artura-test-and-development-driver-Rob-Bell

Test driver Rob Bell: “We’ve not scrapped what we learned, we’ve built on it,”

Newspress

Another advantage of fitting the new Bosch electronic set-up is the ability to slot in new pieces of technology, including an optional rear collision avoidance system (CAS) that’ll alert drivers to fast-approaching cars behind. McLaren is helping pioneer the drip-feeding of CAS from the GT3 to the GT4 class and it ought to be immensely handy in the packed multi-class races Amateur drivers might be entering their Artura into.

“The CAS comes into its own when – with all due respects – you’re not the fastest car on the track,” says chief engineer Malcom Gerrish. “The speed differential between GT3 and GT4 in a straight line is not that huge but it’s when you come to the corners and braking zones that having this system really comes into its own.

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“We specifically went for Bosch’s radar CAS system rather than the camera-operated CAS Evo from our GT3 car. It’s more cost-appropriate for a GT4 car and while CAS Evo has a video screen on it, there was a bone of contention on where to package it.” LEDs light up on the left or right of the dashboard to indicate the distance and location of fast-approaching cars. Going for the radar also allows it to hook onto the Artura’s standard wiring loom, keeping the car lighter and simpler. Regulation changes aimed at cost-capping GT4 have seen its wheels switch to five-stud items, while McLaren has moved the front dive planes within the width of the front apron, hopefully allowing them to survive much longer in the cut-and-thrust of GT racing and thus save owners yet more cost.

After demonstrating the GT4 on the Goodwood hill, the team is now headed to Portimao for a 30-hour, race condition test where it’ll attempt to batter the Artura into submission.

“It’s all very well having two cars driven by a small very carefully selected group of drivers,” continues Malcolm. “But then we might sell 200 cars and with the best will in the world anyone could be doing anything with them. So we do have to push towards the very edge of what the car can do and make sure that when it goes into public hands, we’re comfortable and confident that it’s capable.”

While the Artura uses a lighter 3.0-litre V6 engine than its V8-powered predecessor – shorn of any hybrid assistance for the racecar – it’ll be producing similar peak output owing to the regulations of the series it’ll compete in. So while it produces 577bhp in roadgoing form, it’ll be pegged under 500bhp for most circuit use. Its twin turbos live within the V of the engine, which ought to help mitigate the effects of turbo lag.

“With any turbo engine you’ve always got a bottom-end hole that – in the road car – the hybrid element fills,” says Rob. “But we’ve worked really hard to give smooth power delivery and provide different throttle maps we can put in the car for different conditions. It delivers the power really well at the moment – a nice linear feel – so you don’t wait for the big hit of the turbo.”

Steering-wheel-of-the-McLaren-Artura-GT4-car

Artura GT4 has bespoke Bosch electronics, featuring more advanced traction control and a Crash Avoidance System

Newspress

Rob is also happy with the handling, with more motorsport-derived chassis components sharpening up the Artura over the 570S. But not at the cost of approachability, he promises, a key component when selling a racecar to Am drivers.

“The Artura has gone another step forward towards racecar uprights and suspension so it’s a little bit nimbler, with a little bit less roll, but it’s still driver friendly. You don’t want a car which just suits me, one that’s really aggressive but no one else can drive it. You don’t want a twitchy car. So we’ve retained the driveability of the 570 while reducing the roll on it. Ultimately you can push the limits further. So we’re really happy with it.”

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