“We specifically opted for Bosch’s CAS radar system rather than the camera-based CAS Evo in our GT3 car. It’s more economical for a GT4 car and although CAS Evo had a video screen on it, there was a bone of contention over where to pack it. LEDs light up on the left or right of the dashboard to show the distance and location of fast approaching cars. Opting for radar also allows it to hook into the Artura’s standard wiring harness, keeping the car lighter and simpler. Regulatory changes aimed at containing the GT4’s costs have seen its wheels switch to five-stud units, while McLaren has moved the front dive planes into the width of the front apron, hopefully allowing them to survive much longer in the cut and thrust of GT racing and thus save even more cost for owners.
After demonstrating the GT4 on the Goodwood hill, the team is now heading to Portimao for a 30-hour race condition test where they will attempt to submit the Artura.
“It’s great to have two cars driven by a small group of very carefully selected drivers,” continued Malcolm. “But then we could sell 200 cars and with the best will in the world anybody could do anything with it. So we have to push to the limit of what the car can do and make sure that when she will be in the hands of the public, we are comfortable and confident that she is capable.
While the Artura uses a lighter 3.0-liter V6 engine than its V8-powered predecessor – devoid of any hybrid assistance for the race car – it will produce similar peak power due to the series regulations in which he will compete. it produces 577 hp in road form, it will be pegged at less than 500 hp for most track use. Its two turbos live in the V of the engine, which should help mitigate the effects of turbo lag.
“With any turbo engine you always have a low hole that – in the road car – the hybrid element fills in,” says Rob. “But we’ve worked really hard to deliver smooth power and provide different throttle maps that we can put in the car for different conditions. It delivers power very well right now – nice linear feel – so you’re not expecting not the big blow of the turbo.
Rob is happy with the handling too, with more motorsport-derived chassis components that refine the Artura over the 570S. But not at the expense of affordability, he promises, a key consideration when selling a race car to Am drivers.
“The Artura has taken another step towards race car uprights and suspension, so it’s a bit more nimble, with a bit less body roll, but it’s still driver friendly. You don’t don’t want a car that’s right for me, a car that’s really aggressive but no one else can drive it. You don’t want a jittery car. So we kept the handling of the 570 while reducing the body roll. In the end account, you can push the limits further, so we are very happy with that.”