There’s a seamless interplay between EV and internal combustion, producing a massive torque plateau between 2,500 and 7,000 rpm. The straightforward regeneration strategy leaves no choice to the driver— there’s no “high regen” button, and tapping the paddle shifters will only change gears. But that’s not a bad thing; the system works, while respecting the sanctity and consistency of pedal feedback. The brake system is a conventional, non-brake-by-wire setup which has a heavy-ish, race car-like feel with linear feedback and good initial bite that starts near the beginning of the pedal stroke.

Speaking of feel, McLaren thankfully retains its old school electro-hydraulic steering setup, which delivers enough information to depict a clear picture of front-end grip. It’s not as transcendent as Ferrari’s, but it’s good enough to feel natural and accurate.

The Track powertrain setting lays the tachometer out into a linear graph and delivers a sharp but intuitive throttle response, as well as a charging tactic that flows enough charge back into the battery to assist with over 10 laps at the Nardo test track, which covers more than 60 miles of tarmac.

Though not as gobsmackingly quick as the 296 GTB’s 819 hp powertrain, the Artura feels plenty fast around Spain’s rural backroads, climbing valiantly through the 8,500-rpm rev range as the transmission swaps smoothly through gears. The engine sounds are never boomy or annoying. Instead, the cabin fills with an exhaust note that’s both refined and authentic, avoiding the tactic of getting piped in through sound tubes or stereo speakers.

The new 8.0-inch, portrait-oriented touchscreen is easy to use and offers Apple CarPlay and Android Auto, though its volume knob is somewhat awkwardly positioned on the right side of the screen. At least the home screen is easily accessible by tapping the button within the volume knob, recalling a series of icons that can be customized by holding and dragging.

We were told that some of our tester’s software parameters were not yet finalized, so we weren’t surprised when the digital instrument panel displayed a high clutch temperature message after some athletic driving. Some time later, we successfully performed a couple hard launches, knocking off aggressive acceleration blasts uneventfully.

An unplanned wrinkle: our track drive was postponed a day due to a supplier issue that required parts to be swapped out on all cars at the track. The following day, we scooted up to the Ascari track from Marbella, gobbling up the miles in expedient ease that reinforced the Artura’s status as a quick, comfortable grand tourer that’s content to cruise along at 90 mph in top gear with the engine humming at a relaxed 2,500 rpm. There’s a bit of on-center touchiness on the road at around 120 mph, which feels like the front end could use a touch of toe-out alignment.

That hint of uncertainty wasn’t present on the track, where more aggressive Pirelli Corsas replaced the Pirelli PZeros we tested on the road. Incidentally, this McLaren features Pirelli’s first-ever Cyber Tire technology, which uses a sensor mounted on the inside center of the rubber to more accurately communicate temperature and pressure.

Unlike more aggressively configured McLarens, brake vectoring on the Artura is only used during low speed corners, which removes some of the clichéd “on rails” turn-in that typifies some of the carmaker’s higher-end models. As such, Artura relies on a more conventional driving style that respects the simple laws of momentum and forethought. Think of it as an analog way of driving lines, in spite of the platform’s digital underpinnings.

The Ascari circuit features a grab bag of highlights, from sharp right-handers and banked corners to wiggly chicanes and gently curved high-speed transitions. The blend of internal combustion and electric power helps make quick work of the straights, with the dual-clutch offering cooperatively quick, smooth shifts.

Six-piston carbon ceramic brakes and aluminum calipers sourced from LT models deliver excellent stopping power, and in their stiffest setting the adaptive Tenneco dampers work with the carbon monocoque to feel sharp and responsive. No, the Artura isn’t as mind-blowing on the track as some of McLaren’s more exotic offerings like the 765 LT, and it doesn’t offer sky-high downforce to encourage bonkers corner speeds. But given its positioning within the lineup, it holds its own with a communicative interface and buttoned-down performance.

As McLaren’s first serial production hybrid, Artura is one of the most critical releases yet from the brand’s still relatively young road car division. Its path to production was problematic and the launch somewhat bumpy, but McLaren’s vision appears to have been executed with a typically assiduous attention to detail, maintaining a strong vision of purity that prioritizes linear feedback, predictable dynamics, and lightweight construction. These fundamentals of a successful supercar are necessary to compete against rivals that include the clinical-but-capable Maserati MC20 and what promises to be an outstanding Lamborghini Huracán Tecnica.

From that perspective, Artura is more a glimpse of the brand’s future than it is a vestige of the past. Consider that the MC20 platform is configured for a fully-electrified iteration, and the next-gen Huracán will incorporate a hybrid drivetrain. All factors considered, we hope the trials and tribulations that have led to this critical moment in history will pay off handsomely for McLaren. Time will tell whether the Artura proves to be as intriguing an ownership proposition as its competitors; until then, this thoughtfully executed hybrid is an ambitious and encouraging sign of life from our favorite British supercar manufacturer.