What gets a supercar that has everything? McLaren must have thought about that question when it came time to give the already good 720S a bit of a mid-life refresh. The answer is more power, less weight, and a raft of updates here and there that make the new McLaren 750S more capable but even better on the track, if that’s your thing.
Starting from the standard configuration, the 750S weighs 3,062 lbs (1,388 kg), 66 lbs (30 kg) less than the car it replaces. But if you choose the right set of options, from single carbon racing seats to Titanium wheel bolts, you can cut that down even further—McLaren says as little as 2,815 lbs (1,277 kg), but that’s dry weight .
Regardless, the carbon fiber manufacturing all results in a car that is much stronger and lighter than the competition. And the penalty for switching to a retractable hardtop roof is 108 lbs (50 kg), although it does bring the car’s center of gravity up a smidge.
It might be worth it just for the better sound. The engine is a 4.0 L twin-turbo V8 that generates 740 hp (552 kW) and 590 lb-ft (800 Nm), and if you have the power output set to sport mode, the central exhaust will move come out and be happy. on the accelerator. The lightweight pistons come from the limited-run 765LT, and the 750S revs to 8,500 rpm, which is impressive for a turbocharged engine.
As with all McLarens, the new 750S uses a double-clutch (SSG, or seamless shift gearbox in McLaren-Speak) transmission, which drives the rear wheels. Movements are faster than before and (deliberately) less violent in sport mode. Switch to music mode and that goes away. Likewise, leave the powertrain in a comfortable position and you can drive the McLaren as it has slushmatic fit back there; those in the generation gearshifts are barely perceptible if you’re just puttering along.
You are actually comfortable in that job if you also set the handle to normal. This car also features a factory linked front and rear hydraulic suspension system (described in some detail back when we tested the 650S). Now also familiar to Rivian owners, it has been banned in Formula 1, but the loss of sport in the 750S driving game. The sport setting is acceptable on Portugal’s smooth roads but a little stiff for the more pockmarked roads around Estoril.
For circuit work, you obviously want both the powertrain and handling set to the track. This will give you the most direct throttle map, the fastest gear shifts, and the fastest reactions from the brake. McLaren cars brought to Estoril are fitted with optional 15.4-inch (392 mm) carbon ceramic brake discs, similar to those found on the McLaren Senna. They are especially good on music; I have seen at least 27-something km / h on the digital dash before braking into turn 1, which is rather easy, but they slow the car without any trouble or fading all afternoon.
It’s interesting how different a 3-second launch feels in a lighter V8-powered supercar compared to a super-fast electric vehicle. McLaren says the 750S will do 0–60 mph in 2.7 seconds (0–100 km/h in 2.8 seconds), which more than a few EVs can match or beat. No one feels like… fizzy in the process. It’s the best word I can think of to describe the acceleration-shifting combination of the human body with lots of vibrations from the rear tires as they struggle to keep traction and the engine as it climbs to its limit of revving.