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The McLaren 750S takes the basic formula of its 720S predecessor and tweaks the suspension, increases the aerodynamic downforce, ups the power, improves the styling and smartens the cabin. The result is arguably the segment's most complete supercar. More capable, more compliant and more complete than anything the brand has previously brought us, there's nothing else quite like it.
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Background
In its own small but significant way, McLaren is redefining the ultimate end of the exotic sportscar market. And here's proof, in the form of one of the most important models this British brand has ever made - the 750S. It's the company's mid-range 'Supercar' model, a replacement for the 720S launched back in 2017. The Woking maker's 'Sports Series' GTS model sits just below this car. And the rare and exclusive 'Ultimate Series' McLaren Senna, Elva and Speedtail models are positioned just above it.
The 720S was a decent step on from its 2014-era 650S predecessor, delivering near hypercar speed for near-supercar money. As its name suggests, the 750S is an evolution, but a surprisingly comprehensive one. It aims to redefine just how fast a road car can be - while still continuing to be credible form of conveyance, rather than a racer with a reg plate.
In many ways, it's McLaren's most definitive car. And it hopes to involve and satisfy you in a way that no competitor can.
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Range data
| Min | Max |
| Price | 251000 | 276000 |
| Insurance group 1-50 | 50 | 50 |
| CO2 (g/km) | 276 | 276 |
| Max Speed (mph) | 212 | 212 |
| Min | Max |
| 0-62 mph (s) | 2.8 | 2.8 |
| Combined Mpg | 23.2 | 23.2 |
| Boot Capacity (l) | 150 | 150 |
| Power (ps) | 750 | 750 |
| Torque (lb ft) | 800 | 800 |
Driving experience
Bucking the segment trend, there's no complex Hybrid engine here, but lots is still new. A power hike obviously - as the model name suggests, up from 720 to 750PS. And a 30kg weight saving, creating the lightest series production McLaren road car yet (without fluids, it tips the scales at just 1,326kg, around 300kgs lighter than a rival Ferrari 296 GTB). Subtle changes have also been made to the M840T twin turbocharged 4.0-litre V8 out back, including revised calibration for sharper power delivery, high-pressure turbos and lighter pistons. Plus there's a (15%) shorter final drive ratio for the 7-speed dual-clutch paddleshift automatic gearbox. The result of all this is a segment-leading power-to-weight ratio of 587PS-per-tonne; 800Nm of torque (30Nm more than with the 720S). And a 0-62mph figure of just 2.8s (10% faster than before), with 186mph crested 4.4s later, before (perhaps on the Hanger Straight at Silverstone or very bravely on a derestricted autobahn), you top out at 206mph. So it's very fast: but then you knew it would be.
As before, you control the Powertrain via three selectable settings - 'Comfort', 'Sport' and 'Track'. Which are also your settings for the upgraded Handling system, improved here with extensive chassis revisions, a faster steering rack and an enhanced version of the brand's clever Proactive Chassis Control system, which limits body roll. There's also a 6mm increase in front track width and lighter springs (which are 4% stiffer at the rear and 3% stiffer at the front). The engine mounts have been modified to give what McLaren calls 'an intensified sense of connection'. And, perhaps best of all, the crackling standard-fit sports exhaust sounds even wilder, furiously spewing noise and gas upwards as the turbos chirp and whistle. Roof-down in this Spider model, it's an astonishingly emotive sound and you can hear it brilliantly even without the roof down, simply by retracting this rear window.
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Design and build
The 750S is supposed to be 30% new beneath the skin but visually looks very similar to its 720S predecessor, offered as with that car in Coupe and Spider forms. The most noticeable aesthetic change is the larger active rear wing, which has a 20% bigger surface area and is claimed to offer both greater downforce and extra braking performance. There's also a restyled front bumper incorporating a larger splitter; slimmer LED headlights; and bigger air intakes to boost cooling. What's under the skin is mostly carbonfibre and partly aluminium. As before, you access the cabin via dihedral doors that hinge almost vertically.
Where improvements really were needed was inside and, sure enough, the cockpit's been completely redesigned. The first thing a previous 720S owner would notice is that the instrument display now moves with the steering column. And the drive mode selector switches now reside on the side of the binnacle. That makes space next to the 8-inch central touchscreen for redesigned aerodynamic adjustment and launch control buttons. That infotainment monitor is now higher definition, more responsive and equipped with 'Apple CarPlay' smartphone-mirroring. There's also a more responsive in-car microphone and a wireless charger. The cabin is more spacious than you'd expect it to be and, as you'd expect for the money, the materials used are lovely, with carbonfibre trimming and stitched alcantara.
The large 210-litre area below the rear screen will be useful for stowing coats and shopping packages - which is actually more room than you get in the official luggage area provided beneath the bonnet. There's just 150-litres of capacity here, quite a deep space that comes fitted with a light and a netted pouch; but gets cluttered up by the necessary tyre repair kit and fire extinguisher. Still, you never thought a supercar would be practical did you?
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Market and model
Asking prices start from around £251,000 for the Coupe model. You'll need a bit more (£276,000) for the Spider version of course. We can easily see why you might feel that there's nothing quite like a 750S. In which case you'll want to know just how generous the brand has been with standard spec, so let's take a look at that now. Most of the things that make a 750S special come included; like the Dihedral soft-close doors, the staggered 19 and 20-inch ultra-lightweight 10-spoke forged alloy wheels shod with Pirelli P Zero rubber, the carbon ceramic brakes and the active rear spoiler with its air brake and automatic drag reduction systems.
Inside the alcantara-trimmed interior, you get a choice of Comfort seats, Carbon Fibre Racing Seats or Super-Lightweight Carbon Fibre Racing Seats. And McLaren includes LED headlights, keyless entry, power-folding mirrors, ambient lighting for both the cabin and the engine bay, dual-zone climate control, a reversing camera, an electrochromatic rear view mirror and an alarm. Media connectivity's covered off by a McLaren Infotainment System 8-inch monitor with navigation, wired 'Apple CarPlay', voice control and a 4-speaker audio set-up with radio reception improved by a new antenna.
Let's finish with a look at safety provision. We don't subscribe to what seems to be an unwritten law in this exalted section of the market that high performance cars like this can forgo the latest camera-driven safety systems in pursuit of 'weight saving'. Brands like McLaren should at least offer buyers the option of adding in things like Autonomous Braking, Lane Departure Warning, Driver Fatigue systems and Rear Collision Assist set-ups. We'd hoped that some of this stuff might have made it to the standard spec as part of the design transition to this 750S, but there's still nothing like that available here, nor can this car deliver an independent Euro NCAP crash test result; it hasn't been tested by that organisation - and won't be.
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Cost of ownership
Residual values for the old 720S improved a little over the rather disappointing ones McLaren had recorded for its predecessor, the 650S, but they were still a bit softer than the brand had hoped for, with some customers cycling through their ownership periods quite rapidly and others grumbling about things like the car's infotainment system and lack of aural fireworks. Those issues have both been fixed now and the 750S leans a little on the undoubted halo-effect of the mighty Senna hypercar model, as well as others like the Elva and the Speedtail. Add to that critical acclaim that seems largely in accord with the fact that the 750S is now the most driver-orientated choice in the segment and you have a recipe for improved retained values.
McLaren reckons that 720S customers added an average of around £25,000-worth of options and that'll happen again with this 750S, creating a residual value impact that's often overlooked when calculating depreciation percentages. Over-supply isn't going to be too much of an issue. In case you're interested, the efficiency returns are both slightly reduced over those of the 720S: expect a combined cycle fuel economy figure of 23.2mpg, while emissions are rated at 276g/km. Those figures are of course vastly worse than those recorded by rival Lamborghini Temerario and Ferrari 296 GTB models which have gone the PHEV route.
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Summary
On paper, McLaren has always had the measure of its rivals. In reality though, its offerings have often lacked the emotive drama characterising the market's most desirable supercars. The 750S though, delivers exactly that, though we're still not sure that it's as big a step forward over the brand's entry-level GTS model as perhaps it ought to be. The Italian opposition knows how to serve this up - and we don't doubt that future McLarens will too. If this car teaches us anything, it's that the Woking maker learns quickly.
Which is just the point. This British maker is sometimes portrayed as a high-handed, somewhat arrogant company that knows it knows best. The 750S proves beyond any doubt that this is just a lazy stereotype. McLaren listens - and listens to the people that count: its customers. Buyers gave the brand a wish list of 720S improvements and the combination of these, along with the latest in mind-warping technology from Woking, has produced a world class result. Yet all the things we loved about its predecessor - particularly the class-leading ride and the exemplary braking system - have been preserved intact.
As we march towards Hybridisation and full-EV powertrains for supercars of this kind, this McLaren is a reminder of more old school values. Which makes it all the more surprising that despite that, in many ways it still manages to redefine what a supercar should be. Beautifully.
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