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heating, ventilation and air-conditioning (eHVAC) system. The ethernet architecture reduces cabling by up to 25% as well as speeding up data transmission. This also facilitates access to advanced driver-assistance systems (ADAS) including Intelligent Adaptive Cruise Control, Lane- Departure Warning, Auto High-Beam Assist and Road-Sign Recognition as well as Over-The-Air (OTA) software updates. The engineering artistry beneath the Artura’s skin is complemented by its exterior design. The low-nose, cab-forward, high-tail stance is pure supercar, the drama underlined by the signature McLaren dihedral doors – which open closer to the body and house mirrors that fold in more tightly – and further enhanced by the short wheelbase and low stance. The overall effect gives the Artura an almost ‘shrink-wrapped’ appearance, evolving a McLaren design approach seen in recent models to a new level. The lithe, technical sculpture has only minimal body shutlines and panel joints, assistedby features such as an entire rear clamshell engineered and superformed as one panel. The shape of the Artura, sculpted to optimise performance and manage airflow for aerodynamic performance and cooling, is driven by the McLaren design principle of ‘everything for a reason’ that is in evidence throughout the car. Inside, theArtura is no less of a revolution, with the cockpit centred more than ever around the driver. The driving mode selection – which retains separate Powertrain andHandling controls – has beenmoved to the instrument binnacle, which is in turn mounted to the steering column and adjusts with the steering wheel to further enhance driving ergonomics. Consequently, the steering wheel is kept clear of unnecessary switches, however, the driver is still able to adjust driving modes without taking their hands away from the wheel. The driver can choose from four Powertrain modes, including an E-mode for 30km of emissions-free, electric-only driving. Designed for mixed driving conditions, Comfort mode maximises range and efficiency, with the combustion engine shut off under 40km/h with the use of an extended stop and start mode but phased in for greater speed and power requirements. In Sport and Track modes, electric power is deployed in an increasingly aggressive manner for low-end response and acceleration (‘torque infill’). Separate handling mode choices adjust damper firmness and the degree of Electronic Stability Control intervention to suit driver preference and weather and road conditions. Designed to excel on both road and track, the Artura also boasts the dynamic refinement to make serene progress through urban streets in EV mode. McLaren engineers focused on stability under braking; rear-end controllability; increased grip and optimised aerodynamic downforce – as well as enhanced driver engagement across the board. Key to hitting these goals is McLaren’s first-ever deployment of an electronically controlled differential (E-diff), to independently control torque moving across the rear axle. Lighter, more controllable and smaller than a mechanical locking diff (it fits within the transmission), the E-diff locks and unlocks individual rear wheels to improve traction out of corners. The innovative rear suspension system, which pairs a top upper wishbone with two lower links and a tie rod in front of the wheel centre, maximises vehicle stabilityandprecision, and reduces understeer out of a cornerwhile accelerating. The wider tyres allow additional stability and better traction performance while the combination of a short wheelbase, E-diff and the physical downforce providedby the integrated rear spoiler anddiffuser ensure both incredible agility at low speed and a high level of stability at high speed. The E-diff in particular increases performance and driver confidence when cornering, enhancing traction and reducing levels of understeer. Dynamic precision is additionally enhanced by Pirelli Cyber Tyre® technology. 254 | Simply Abu Dhabi