The McLaren 720S was unveiled at the 2017 Geneva Motor Show and it looks like the engineers at Woking have managed to create a very special car. So its replacement, the new 2024 750S, is going to have a tough time surpassing or even equaling it.
Just as the McLaren 650S was an evolution of the 12C, the new 750S takes the impressive underpinnings of the car it replaces and refines them. The result is a lighter, more powerful, and more attractive McLaren supercar, available from launch in coupe and spyder (convertible) variants.
minor cosmetic improvements
The McLaren 750S borrows extensive design lines from the 720S. It features both aesthetic and aerodynamic efficiency modifications. A new, larger active rear wing increases downforce at high speeds and acts as a Formula 1-inspired DRS system to reduce drag under acceleration.
The doors incorporate channels that contribute to the 750S’s overall aerodynamics and cooling capability and a deep front apron that isn’t designed to increase the car’s overhang.
For its part, the front axle lift system has been redesigned so that it can be accomplished in four seconds, compared to 10 seconds on the 720S. The interior is trimmed in Alcantara, and there’s also the option of Nappa leather.
Apple CarPlay connectivity comes as standard, along with improved graphics and enhanced touch sensitivity for the center display. A new addition to this screen includes the new McLaren Control Launcher (MCL). This system allows drivers to save their preferred aerodynamic, engine, and transmission settings.
If configuring the 750S for the track via MCL options isn’t enough, owners can take it a step further with new upgrades to the racing brakes. Inspired by the McLaren Senna, the ceramic discs are mated to monobloc calipers that incorporate their F1-inspired cooling technology.
Pirelli P Zero Trofeo R track tires designed for the 750S are also available. They replace the stock Pirelli P Zero or P Zero Corsa tires.
Mechanical evolution of the McLaren 750S
The core elements of the 720S remain. The engine is still the 4.0-liter twin-turbo V8. The monocoque is made of carbon fiber and the car retains hydraulic suspension. But everything has been perfected to maximize its potential.
The engine is more powerful than before. Also, a lot of weight has been saved in the chassis and the suspension is now the latest PCC III, with lighter components and better geometry. In addition, the 750S has quicker, more direct steering with an electric assist pump. With all this, McLaren claims that new or revised components make up 30% of the 750S.
At the heart of the luxurious teardrop-shaped bodywork is the aforementioned twin-turbo four-litre McLaren M840T V8 engine. Various improvements now make it produce 740 hp and 800 Nm of torque (earlier 720 hp and 770 Nm of torque).
The power increase compared to the 720S is only 4%, but power and torque figures now dwarf those of the P1 (727PS and 720Nm), making the 750S McLaren’s most powerful production car.
The 750S is somewhat quicker than its predecessor, with a 0-62mph time of 2.8 seconds thanks to the shorter final drive ratio. If you keep your foot on the accelerator, it will hit 200 km/h in 7.2 seconds (0.1 sec slower on the Spyder) and 299 km/h in 19.8 seconds (20.4 sec on the Spyder).
Other upgrades to complement the powertrain include a lighter, better-acoustic center-section exhaust system. But McLaren’s best achievement with the 750S is weight reduction.
The British supercar maker claims the 750S is segment-leading with a power-to-weight ratio of 579bhp per tonne, a figure that’s even more impressive when you consider that the Ferrari F8 Tributo can muster just over 500bhp per tonne. However, the 750S only reach that ratio in its lightest version.
This is significant as the 750S is available in several lightweight versions. For example, while the standard carbon fiber seats are 17.5kg lighter than the base 720S, even lighter seats are available: they weigh 33% less.
Plus, the stock wheels are new ultralight 10-spoke forgings that save another 30 pounds. The instrument screen and windshield have also been lightened.
The result is a dry weight of 1,281 kg (or 1,389 kg with fluid) for the coupe version in the lightest form. The Spyder, which has a retractable hardtop, doesn’t sway much thanks to the fact that the carbon chassis is rigid enough that it doesn’t need additional reinforcement. This version weighs 1,326 kg dry and 1,438 kg with liquids.
The price of the McLaren 750S is yet to be defined for Spain. At the moment, with an exchange price of 293,000 euros for the coupe and 312,000 euros for the cabrio version in the United States, the entire production run until 2024 is already sold out.