With acceleration figures now verified, the all-new High-Performance Hybrid powertrain in the McLaren Artura sets new benchmarks for performance, building on the levels of high-performance hybrid excellence set by the pioneering McLaren P1TM – the world’s first hybrid hypercar – and the Speedtail Hyper-GT.
The Artura’s advanced petrol-electric powertrain delivers an unrivalled combination of throttle-response, acceleration and electric-only, zero-emissions capability. It has been engineered to ensure the all-new McLaren supercar excels across the full spectrum of driving experiences, from everyday urban journeys to track day sessions.
“The McLaren Artura’s all-new, super-lightweight electrified powertrain is at the cutting-edge of high-performance-hybrid technology, engineered to offer all of the advantages of internal combustion and electric power in one package and establish new benchmarks for combined performance and efficiency in the supercar class. The ‘clean-sheet’ design of the Artura has allowed us to focus on how to make this power accessible to the driver and deliver the levels of engagement expected from a McLaren.â€
Geoff Grose, Chief Engineer, McLaren Automotive
Minimizing weight was key to the design of the all-new powertrain. This is hugely important in an electrified supercar, as well as being absolutely aligned with McLaren’s philosophy of super-lightweight engineering that is fundamental to the performance, agility and driver engagement inherent in every McLaren.
Breaking with the V8 convention established with the first supercar from McLaren Automotive, the 12C, at the heart of the Artura is an all-new, 3.0-liter V6 internal combustion engine. The 120-degree, twin-turbocharged M630 unit not only delivers unrivalled performance, it also allows the most compact packaging possible. A 180-degree angle was considered but dismissed because it would raise the height of the crankshaft and therefore the center of gravity of the car. The wide angle of the V6 cylinders allows the turbochargers to sit within the banks in a ‘hot vee’ configuration, which also benefits efficiency as they sit within a straighter – and therefore less restrictive – exhaust layout. Generating 671bhp and 531lb ft of torque, the all-new V6 engine is 7.5in shorter and 8.7in narrower than McLaren’s twin-turbo 4.0-liter V8 – and also 110lbs lighter.
While the configuration of the all-new engine is key to the Artura’s powertrain packaging, it is the innovative technology within that provides the biggest gains in lightweighting and performance. The cylinder head and block utilize 3D printed cores, allowing uncompromised precision cooling, including a micro-compact 0.08in cooling passage between the cylinders. The block has directly coated parent bores rather than separate coated liners, into which fuel is injected at 350bar pressure.
The Artura’s V6 engine is designed not just for compact packaging and efficiency, but also to increase driver engagement. Shared crank pins enable a very short and stiff crankshaft that allows the M630 to redline at a thrilling 8500rpm. It’s also a very refined engine, designed with the chain drive at the rear and with ancillary noises reduced so that the occupants only hear the V6’s distinctive intake and exhaust note, routed via Gasoline Particulate Filters to reduce emissions†.
The V6 engine powers the rear wheels via an all-new eight-speed seamless shift transmission that has also been designed for optimizing packaging. The length of the gear cluster has been reduced by 1.6in, helped by the use of a nested clutch rather than a parallel unit and also the removal of a reverse gear. This function now achieved by the Artura’s E-motor spinning in the opposite direction. The ultra-compact motor is fully integrated within the transmission bell-housing, delivering torque in-fill and linear acceleration via an E-differential to the rear wheels.
The Axial Flux design of the E-motor is another Artura benchmark. It is similar in size to a McLaren brake disc and at just 34lbs it is only a little heavier than a conventional iron rotor component, yet it can generate up to 94bhp and 166lb ft of torque, as well as enable journeys of up to 19 miles in near-silent pure EV mode*, attributes that are ideal for city driving or early-morning starts.
Providing the electric-only capability is a 7.4kWh Five-module Lithium Ion energy dense battery pack. Fully-integrated into the Artura’s McLaren Lightweight Architecture (MCLA) chassis, the battery pack is positioned low-down in the car behind the driver, incorporated into the floor and protected on three sides by the main carbon fibre structure and from behind by the engine. This positioning also helps to optimize both center of gravity and the polar moment of inertia, benefitting dynamic agility.
The hybrid battery sits on a cooling manifold, which is shared with the new electric heating, ventilation and air conditioning system also used to control air temperature in the cabin. Incorporating technology first developed for the McLaren Speedtail, the batteries are thermally controlled using dielectric oil – a technology also used to keep the E-motor at operating temperatures that deliver the highest level of performance.
True to the Artura engineers’ determination to optimize packaging and weight, the battery management unit sits alongside the modules, with the power distribution unit (PDU) integrated into the battery. An integrated Power Unit (IPU) acts as a DC/DC converter for the vehicle’s 12v system, further reducing weight by removing the need for a separate alternator and on-board battery-charger.
Taking just 2.5 hours to charge from zero to 80% using an EVSE socket, the battery is carefully managed so that it never truly runs out of power; there is always something in reserve for reversing or starting the engine, even when parked for extended periods. This management process also ensures that the battery remains in peak condition and accordingly the unit is warranted for 6 years or 50,000 miles.
An Artura driver can adjust how the electric motor is deployed to prioritize range or power, or choose to shut off the internal combustion engine for silent running. Energy harvesting is achieved purely from the combustion engine in order to maintain brake pedal feel, yet the battery can be charged from low to 80% full within minutes under normal driving conditions. This ensures that the Artura is always ready to switch to electric-only mode, an option that adds discretion and enhanced economy to the driving experience, as well as reduced CO2 emissions at just 129 g/km*.
Additionally, the Artura’s High-Performance Hybrid powertrain contributes to significant ownership benefits above and beyond the performance and driving engagement it delivers: a comprehensive 5-year vehicle and 6-year hybrid battery warranty are standard for Artura customers, as is a 5-year roadside assistance plan**.
McLaren Artura Validated Performance Figures
| (0-60mph) (0-62mph) (0-124mph) (0-186mph) ¼ mile Maximum speed (electronically limited) | 3.0 seconds 3.0 seconds 8.3 seconds 21.5 seconds 10.7 seconds (205 mph) |
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*Emissions and fuel economy are still to be validated
Audi is adding a native Spotify app to its infotainment system, letting drivers stream music directly while parked vehicles gain access to video podcasts, music videos and live lyrics.
Audi is making it easier to enjoy Spotify on the road by bringing the streaming service directly into its infotainment system. Launched on October 21, 2026, the new app eliminates the need to connect a smartphone just to access music, podcasts and other audio content.
The feature is available through the Audi Application Store in compatible vehicles built on the Premium Platform Electric (PPE) and Premium Platform Combustion (PPC) architectures. Supported models include the Audi A6 e-tron, Audi Q6 e-tron, 2026 Audi A5, Audi Q5 and Audi A6. The rollout is planned across 47 markets, although availability may vary by vehicle, equipment and market.
Audi integrates Spotify into its infotainment system, bringing streaming directly to the dashboard.
Spotify works directly through Audi’s infotainment system
The native Spotify app lets occupants access their accounts through the car’s infotainment interface rather than relying on a connected phone. The application is free to download through the Audi Application Store, but users need a Spotify Free or Premium account to listen to content.
Once signed in, drivers can browse music and podcasts, manage playback and use supported voice controls. Audi’s voice assistant can respond to commands beginning with “Hey Audi,” while Spotify DJ provides another way to discover and play content. The available functions depend on the vehicle and its equipment.
Audi has also designed the interface around driving safety. Some account and settings functions remain unavailable while the vehicle is moving, keeping more complex interactions out of reach during a journey. The system therefore offers direct access to streaming without making every app feature available at all times.
The integrated interface provides access to music and podcasts without requiring a smartphone connection.
Video podcasts and music videos are available when parked
The experience expands when the vehicle is stationary. In parked mode, compatible Audi models can display video podcasts, music videos and live lyrics on the infotainment screen. These additions turn the system into more than a conventional music player, particularly when occupants are waiting during a stop or while an electric vehicle charges.
Video playback is restricted to when the car is parked. That limitation separates entertainment features from the functions intended for use while driving, helping prevent video content from becoming a distraction behind the wheel.
The integration also includes Spotify Jam, which allows people to join a shared listening session by scanning a QR code. This feature can make it easier for passengers to contribute to the music selection without passing a phone around the cabin.
When parked, compatible vehicles can display video content and lyrics, including during an EV charging stop.
A separate passenger screen adds another option
Audi’s passenger display provides an additional way to use entertainment features in vehicles equipped with the relevant hardware. While the car is moving, a front passenger can browse content or watch supported video on the separate screen without displaying that video on the driver’s main display.
This arrangement gives passengers more freedom to choose entertainment while keeping the driver’s screen focused on the journey. However, the availability of the passenger display and its functions depends on the vehicle’s configuration.
The new Spotify integration is part of Audi’s broader effort to make its infotainment system more independent of smartphones. With music, podcasts, voice controls and selected parked-only video features available through the car itself, compatible Audi models can offer a more seamless in-car streaming experience.
What Audi drivers need to know
The native Spotify app is available through the Audi Application Store for supported vehicles using the PPE and PPC architectures. Drivers will need a Spotify account, and some features may require specific equipment or software. The planned rollout covers 47 markets, but not every function or model will necessarily be available in every market.
For Audi owners, the main change is straightforward: Spotify can run directly through the car’s infotainment system, reducing reliance on a connected phone for everyday listening. Video features remain limited to appropriate conditions, while the passenger display offers a separate entertainment option in suitably equipped vehicles.
General Motors is combining artificial intelligence, a new electric vehicle platform and connected services to speed up development and bring more advanced technology to its vehicles.
General Motors is changing how it develops future vehicles. Its strategy combines AI-assisted engineering, new battery technology and centralized computing, while upgrades to OnStar aim to improve the digital experience for drivers.
AI could help GM develop future vehicles in less time.
GM aims to cut traditional vehicle development timelines in half. The company says this process typically takes four to five years. In battery engineering, it has tested more than 300,000 virtual designs using lithium manganese-rich (LMR) chemistry. One concept progressed from initial development to formal program approval in just one month.
The automaker is also preparing its fourth-generation EV platform for mainstream buyers. It will use LMR battery chemistry and redesigned drive units with 40% fewer parts, potentially simplifying manufacturing and reducing mechanical complexity.
The new platform aims to simplify EV engineering and expand electric vehicle offerings.
GM is also developing a Central Compute Unit that brings vehicle functions such as perception, propulsion, active safety and chassis controls into one computing architecture. According to the company, the system can deliver up to 40 times more computing power. GM also claims it can reduce wiring length and mass by 30% and enable cellular connectivity up to 50% faster.
The rollout is expected to begin with the 2028 Cadillac Escalade IQ. GM then plans to extend the technology to high-volume full-size SUVs and trucks, three-row crossovers and other fourth-generation EVs, including the Chevrolet Silverado.
GM plans to bring its new computing technology to multiple vehicle segments.
The strategy also covers connected services. OnStar is celebrating its 30th anniversary, with more than 12 million subscribers across 22 markets and over 20 million calls handled annually in North America. GM plans to introduce an OnStar AI Assistant in the 2027 Cadillac LYRIQ through an over-the-air software update in the coming months.
From 2027, a unified OnStar mobile app is expected to replace OnStar Guardian and the separate Buick, Cadillac, Chevrolet and GMC apps. The new app will bring vehicle management, safety recordings, live vehicle views, family connectivity and proactive safety features together in one place.
The updated OnStar experience will combine vehicle controls and connected safety features.
GM’s strategy connects AI-assisted engineering, electric vehicle development and digital services. Its success will depend on how effectively these technologies reach production vehicles and deliver practical benefits to drivers.
Wall Street sees a potential deal, but the price Tesla shareholders receive remains a major point of disagreement.
A possible merger between Tesla and SpaceX is becoming a major talking point on Wall Street. Investors see strategic advantages in bringing Elon Musk’s automotive and aerospace businesses closer together, particularly as both expand their investments in artificial intelligence. Yet one question remains unresolved: how much should Tesla shareholders receive if the two companies combine?
The financial stakes are enormous. Tesla has a reported market valuation of approximately $1.5 trillion, and estimates of the premium its shareholders could receive range from almost nothing to around 35%. Depending on the final terms, that difference could amount to hundreds of billions of dollars. The exchange ratio would therefore play a central role in determining how value is distributed between the two groups of shareholders.
Elon Musk’s leadership of both companies has intensified speculation about a possible merger.
The deal is not finalized. Musk has acknowledged that he faces a conflict of interest, and the committees involved have yet to agree on the terms. Some investors expect a proposal in the coming months, but a possible transaction should not be confused with an approved agreement. Any deal would need to address the valuation of each company and the interests of their respective shareholders.
Trading activity has reflected the market’s attention. Tesla shares rose more than 3% on Wednesday, while SpaceX gained 11%. If the SpaceX increase holds, it would add approximately $210 billion to its market capitalization. These movements show how strongly expectations about a potential transaction can influence investor sentiment, even before the companies establish a final structure.
Why a merger could make strategic sense
Tesla and SpaceX are developing businesses with increasingly overlapping interests in artificial intelligence, computing and advanced engineering. Their joint work on the Terafab chip plant is one example. AI-related activities reportedly account for more than half of SpaceX’s revenue, adding another connection between the companies’ technology ambitions.
Supporters argue that combining the businesses could reduce duplicated corporate expenses, simplify decision-making and improve coordination across major infrastructure projects. Shared services and financing could also help the companies manage the costs of developing advanced computing systems and other capital-intensive technologies. In theory, a combined organization could coordinate investments that currently require separate corporate planning.
The companies’ overlapping interests in AI and engineering form a central part of the merger argument.
The financial challenge, however, is considerable. Analysts have warned that SpaceX’s expanding investment in AI and space infrastructure could put pressure on free cash flow. The figures cited in the reporting point to another $35 billion to $40 billion in spending during the fourth quarter. A merger could create opportunities to coordinate funding, but it would not remove the cost of building and operating these systems.
The potential benefits also depend on whether the companies can turn their long-term plans into commercially successful products. A larger corporate structure may provide access to capital and shared resources, but it can also introduce complexity. Combining two businesses with different operations, investment cycles and financial needs would require careful planning and execution.
Ambitious technology, significant risks
The companies have already offered examples of how their technologies might intersect. Tesla’s next-generation Roadster presentation featured a vehicle equipped with SpaceX rocket-thruster technology, illustrating one possible area of collaboration. The demonstration attracted attention, but a shared technology showcase is not, by itself, evidence that a merger would produce a specific commercial advantage.
The Roadster presentation highlighted a potential connection between Tesla’s automotive engineering and SpaceX technology.
Several of the technologies underpinning the companies’ ambitious valuations remain in development or have yet to reach commercial scale. These include data centers in orbit, autonomous taxi fleets operating at scale and humanoid robots. Bringing such projects to market will require years of engineering, infrastructure investment, testing and commercial execution.
That uncertainty complicates the valuation debate. Investors must weigh the potential of future businesses against the spending required to develop them, as well as the possibility that commercial adoption could take longer than expected. A merger could strengthen coordination, but it would not guarantee that these projects meet their targets or generate the returns anticipated by investors.
Humanoid robots and AI infrastructure represent part of the longer-term technological ambitions behind the merger discussion.
Governance is another critical issue. Since Musk leads both companies, investors will want transparency around the valuation process, the proposed exchange ratio and the safeguards used to manage conflicts of interest. The premium offered to Tesla shareholders could determine how value is distributed between the two investor groups, while the final structure would also shape the risks shareholders take on.
For Wall Street, the potential Tesla-SpaceX merger presents a balance between strategic opportunity and financial uncertainty. Supporters see a way to connect AI, automotive and aerospace operations, while skeptics must consider the cost, execution challenges and fairness of the proposed terms. Until the companies disclose an agreed structure, the premium Tesla shareholders might receive (and whether a transaction will proceed) remains uncertain.
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