For 2024, McLaren has updated the 720S to create the 750S. It looks very similar, but that bodywork hides a lot of significant changes.
McLaren
The McLaren 720S is an era-defining supercar, a car that when launched in 2017, set new benchmarks for performance, usability, and engagement. But, the supercar world moves quickly, so McLaren has thoroughly reworked the 720S into this, the 750S. As the name implies, it’s like a 720S but more.
This is, of course, not an all-new car—McLaren says 30 percent is all new. But that’s no bad thing. The 750S draws a nice contrast with hybrid supercars like the Ferrari 296 and McLaren’s own Artura. McLaren says that at 3062 pounds in its lightest form, the 750S coupe weighs up to 66 pounds less than the 720S. That’s the advantage of a carbon-fiber chassis and a conventional non-hybrid powertrain.
McLaren
Claimed acceleration figures are extraordinary. McLaren says the 750S coupe does 0-60 mph in 2.7 seconds and 0-124 mph in 7.2 seconds. The 750S Spider, which is 108 pounds heavier, is behind by just a 10th in both metrics. The extra acceleration is a result of both the weight savings, plus tweaks to the engine and gearbox. Output from the 4.0-liter twin-turbo V-8 is up to 740 hp and 590 lb-ft of torque thanks to increased boost pressure, new twin fuel pumps, and a triple-layer head gasket. Like the wild 765LT, the 750S gets a 15-percent shorter final drive in its seven-speed dual-clutch gearbox to increase acceleration compared with the 720S.
McLaren says shift speeds are up by 10 percent over the 720S, and it also has a new “limit downshift” feature. If while on track, the driver pulls the downshift paddle too soon, the computer waits until it can deliver a downshift without over-revving the engine. But, it’ll bounce the engine off the rev-limiter for a few moments, before engaging the next gear. The 750S also comes standard with a new sports exhaust that’s lighter than the unit in the 720S, and tweaked to provide a unique sound.
McLaren
As with the 720S, McLaren builds the 750S around a carbon monocoque with aluminum front and rear subframes. There are double wishbones at all four corners, and the wheels are all connected with McLaren’s novel ProActive Chassis Control system, here in its third iteration. This system does without traditional anti-roll bars and dampers, and instead hydraulically cross links opposite corners of the car to manage body motion. Without getting super deep technically, know that PCC gives McLarens luxury-sedan ride quality in one moment, and ultra sharp handling the next. PCC III gets a number of hardware and software tweaks to increase track performance while still retaining 720S-level comfort.
Additionally on the chassis side, the 750S uses lighter springs, which are 3 percent softer at the front and 4 percent stiffer at the rear. That, in combination with a faster steering rack and a 6mm wider front track, should give the 750S even better turn-in than the 720S. The standard tire is a Pirelli P-Zero Corsa, while Trofeo Rs are optional for track work. A new 10-spoke ultra-lightweight forged wheel also brings a significant 30.4-pound weight savings, and carbon-ceramic brakes are standard. McLaren offers a track brake package with Senna-inspired rotors and calipers that feature an integrated cooling system.
McLaren
McLaren
While the 750S looks like what it is, an updated 720S, the bodywork tweaks help increase downforce and better balance the aero loads front-to-rear. Notable is the rear air brake, which has a larger surface area than in the 720S. Inside, there are big changes inspired by the Artura. Gone is the 720S’s fold-away gauge cluster and in its place is the same unit as found in the Artura. The gauge cluster moves in tandem with the steering wheel and features two rocker switches on either side to control chassis and powertrain settings. (The 720S had a knob for each on the center console.) Optional are Senna-esque lightweight carbon-fiber bucket seats, which contribute to 38.6 pound weight savings over the standard seats in the 720S. A new infotainment system with standard Apple CarPlay and Android Auto is a welcome addition, as is a dedicated button for the front-axle lift. That system raises the nose of the car in four seconds, compared with 10 seconds in the 720S.
Base price for the Coupe is $331,740, which includes a $5500 destination fee and a mandatory $2240 Americas Accessory Package; the base price rises to $352,740 for the Spider. We don’t have an on-sale date as of yet, but we imagine 750S models will arrive in America in the coming months. This should also be the last non-hybrid McLaren model. The Artura shows the brand’s future; the 750S represents the apex of its first chapter. The 720S was already one of the best supercars ever made, and it sounds like the 750S just dials in a great car even further.
Chris Perkins Senior Editor Chris Perkins is the Web Editor for Road & Track magazine.
Keyword: The McLaren 750S Is a Final Sendoff For the Pure-Internal-Combustion Supercar