DRIVE

INSIDE p. 30— The McLaren Artura proved to be a trusty companion for a trek across the Valley of Fire in Nevada. p. 36— OEM factory restorations preserve the classics for decades to come with a keen attention to detail that only an original manufacturer can provide. p. 40— With a new Formula 1 season upon us, we’re reflecting on memorable moments involving the two-time world champ that everyone wants to beat. partners:

“Keep the speed down,” the park ranger says, as I enter Valley of Fire State Park in Nevada. Enormous red sandstone formations flank his small, gated o ce split only by a winding, undulating two-lane road. It’s early on a Friday morning, and thankfully, the tourists have decided to sleep in.

“Yes sir,” I reply, sinking into the driver’s seat of my McLaren Artura. I press the accelerator. No noise emanates from the twin central exhaust tips, yet it creeps forward, emitting only a hum.

The Artura is the first McLaren since the P1 that can putter around on battery power alone. In E mode, a 34-pound axial flux E-motor nestled within the Artura’s transmission bell housing generates 94 horsepower and 166 pound-feet of torque, allowing it to reach up to 81 mph for up to 19 miles. Press its red start button in the center console just south of a new tablet-style infotainment system, and you don’t get a blaring cold start, you get a hum. The Artura is electric by default.

Past the right side of its leather-wrapped steering wheel, a drive-mode selector integrates neatly into the digital instrument cluster. Two clicks, and we’re in sport mode, bypassing comfort and landing just short of race mode. I look in the rearview mirror, and I see only sandstone. A deserted, winding road lies ahead.

A blaring engine start sends the hum packing, filling the cabin with vibrations and a low-toned growl. At idle, the 120-degree 3.0-liter twin-turbocharged V6 sounds unmistakably like a McLaren. At full tilt, it produces 577 horsepower and 431 poundfeet of torque, which, assisted by its E-motor, delivers a total system output of 671 horsepower and 531 pound-feet of torque.

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The road gets twisty, and the accelerator meets the floor. Even with the complexities living under the Artura’s innovative yet familiar skin, the car is eager to respond. A launch sends the rear wheels spinning, which continues through second gear; but this mighty engine is far from finished. I keep my foot in it — the digital speedometer almost blurs as it rockets forward.

Despite its athleticism, the Artura doesn’t live on the razor’s edge. It is easy to drive quickly, corners completely flat, and is almost comically stable as it shifts its 3,300-pound mass. With a 7.4-kwh battery pack, it manages to maintain a lower curb weight than a Lamborghini Huracán and Porsche 911 Turbo S. The Artura not only has power but plenty of suspension, clever aero, solid hydraulic steering, and brakes to match — a welcome sight, as smashing into a sandstone formation isn’t on my agenda today.

This is easily one of the most communicative supercars. It demands driver involvement and doesn’t require triple-digit speeds to raise your pulse, prioritizing excitement at any speed, which stands out in a segment long consumed with meaningless stats.

Up ahead, the road straightens, and the exit comes into view on the horizon. The Artura has crossed the park in what feels like a split second. I flick back down to E mode, crawling almost shamefully to the ranger, waiting to see my paperwork.

“So, how was it?” he asks.

“Just a nice, chill drive,” I report.

He looks at me like a parent who’s caught you red-handed, but before he can mutter a response, I holler, “Have a good one!” And just like that, I hum into the distance.