by Karl Furlong
Late last year, McLaren told us that all its new models would be electrified in some way, but that isn't the case for the new, exclusively gas-powered 750S hypercar. But this doesn't mean that McLaren's statement was false, since the 750S is an evolution of the 720S it replaces rather than an entirely new car; in fact, only around 30% of the components used for the 750S are new or altered. But when the brilliant 720S is your starting point, not much actually needs changing, and McLaren has been careful not to encroach on the more extreme 765LT.
The new McLaren 750S coupe is both more powerful and lighter than the 720S, with the 4.0-liter twin-turbocharged V8 now tuned to deliver 740 horsepower - even more than the Ferrari F8 Tributo. Aerodynamics are further enhanced, the interior more driver-focused, and the suspension delivers an even better ride and handling balance. McLaren's obsessive attention to detail has delivered a car that should once again make its driver feel like a hero.
The release date for the McLaren 750S should be soon since orders have already opened in the USA. However, the manufacturer hasn't stated exactly when the first deliveries will begin; it's likely to be towards the end of the year. The 750S Coupe will be coming out at the same time as the 750S Spider.
At an MSRP of $324,000, the price of the 2024 McLaren 750S places it in the realm of other mid-engined exotics that most of us can only dream of owning. This price does not include a destination charge of $5,500 or the Americas Accessory Pack at $2,240, and we're sure there are several other individual options that can quickly drive the price past $350,000.
Rivals include the Ferrari F8 Tributo, another mid-engined supercar with a twin-turbo V8 engine. The Tributo nearly matches the 750S to 62 mph, but after that, the more powerful McLaren opens up a larger gap. Lamborghini's alternative at this price point is the Huracan Tecnica, and it's quite a different prospect with its naturally-aspirated V10. For roughly a third of the cost of the McLaren, the Chevrolet Corvette Z06 is even quicker to 60 mph and is a true performance bargain in this company, although it's no European exotic.
Although the exterior of the McLaren 750S still has links to the 720S, there are quite a few changes for the newer car. It remains a design that is heavily influenced by aerodynamics. The dihedral doors have been retained, giving the car an especially dramatic look when they're opened.
In front, the nose of the 2024 McLaren 750S shows off an extended splitter, and the eye-socket intakes are narrower than on the 720S. Both front and rear bumpers are new, as are the rear wheel arch vents and sill air intakes. Those eye sockets in front are split by sequential indicators, and there are slim LED headlights with a surround that can now be optionally finished in either carbon fiber or the main body color.
There's more to set the 750S apart at the back end: The carbon fiber active rear wing is larger and sits on a lengthened rear deck that serves to channel air to the wing. With hydraulic actuation, the wing deploys within coupe-specific parameters in one of three main positions: Driver Downforce, DRS (for drag reduction in straight-line acceleration), and High Speed Braking to improve stability and reduce stopping distance. A central exhaust outlet is prominently placed high up on the dramatic rear.
Besides the lengthened wing and new bumper, the rear also comes with a new mesh grille and deck. And, because of the positioning of the central exhaust outlet, the active rear wing is now two inches higher and helps to further improve cooling of the powertrain by sucking hot air out of the engine bay.
Virtually every panel has been thoughtfully designed to improve airflow, including the outer surface of the door blades that manage airflow from across the front wheels. Larger intakes ahead of the rear wheels help to enhance airflow and improve radiator efficiency.
Weight-saving measures and aerodynamics dominate the design brief and extend to the various wheel options for the 750S. 10-spoke ultra-lightweight forged wheels are offered in different finishes, but the automaker claims these are the lightest equipped to any series-production McLaren. Other lightweight wheel options are provided, and their finishes include Silver, Dark Stealth, Gloss Black Diamond Cut, Gloss Black, a new gold Orum, and a Dark Stealth finish with a McLaren Orange rim. The latter finish is reserved for the 10-spoke 'Strike' wheel option. Pirelli P Zero tires are standard, but customers can fit Pirelli P Zero Corsa or Pirelli P Zero Trofeo R tires.
Exterior colors for the McLaren 750S will be extensive, with the usual palette joined by several Elite colors. Customers can also request a more individual choice via McLaren Special Operations.
There are marginal changes to the dimensions of the McLaren 750S when compared to the 720S. The front track is wider by just over 0.2 inches for a total of 66 inches, while the overall width is 76 inches, excluding the mirrors, and 85 inches with them.
The 105-inch wheelbase is concealed in a slightly longer body that measures 180 inches, while the height comes in at only 47 inches.
When properly equipped, the 2024 750S coupe has a lightest dry weight of 2,815 pounds. The DIN weight is a slightly more realistic everyday figure as it includes fluids and 90% fuel, and in this configuration, the McLaren weighs 3,062 lbs, which is 66 lbs less than the 720S.
The carbon fiber monocoque is primarily responsible for the incredibly light weight of the 750S, but a further 38.6 lbs can be saved by the carbon fiber-shelled racing seats compared to the standard seats in the 720S. The wheels save over 30 lbs, and even the driver's instrument display is lighter by four pounds. Even the windshield glass represents a 3.5-lb weight reduction and serves as proof of McLaren's commitment to shedding weight from the 750S.
By increasing the boost pressure of the twin-scroll turbochargers, the 4.0-liter flat-plane crank V8 engine in the McLaren 750S now produces 740 hp at 7,500 rpm and 590 lb-ft of torque at 5,500 rpm. That's up from the 710 hp and 568 lb-ft in the 720S - remember that the 750S is also lighter. The M840T mill in the 750S also benefits from the lightweight pistons used in the 765LT.
The seven-speed sequential shift transmission has also been improved with a shorter final drive ratio for quicker acceleration, with the 0-60 mph sprint taking just 2.7 seconds. While that's only a tenth of a second quicker than the 720S, the 750S's advantage grows as the speeds rise, with the 0-124 mph sprint taking 7.2 seconds, 0.6 seconds quicker than the 720S. The quarter-mile sprint is accomplished in 10.1 seconds, and the 750S will sprint on to a top speed of 206 mph. These specs are about as good as it gets for a rear-wheel-drive gas-powered sports car of this kind.
The central exhaust layout has been inspired by the McLaren P1, but more importantly, the company claims it has been specially tuned to deliver an exciting soundtrack with a sharp crescendo as the revs rise. Owners will even be able to specify a double-glazed panel in the rear luggage area to show off the top of the V8 if hearing it isn't enough.
In Sport and Track modes, McLaren has added a new function known as 'limit downshift,' which prevents a downshift instruction if the car detects the engine over-revving. The downshift will then only be executed when "engine speed and road speed can be harmonized."
The 720S was already an absolute joy to drive, but the 750S has received several suspension and steering updates to further improve on that car. It starts with a wider front track and a new coil spring and damper setup that lowers weight by 4.4 lbs. This car has the latest Proactive Chassis Control linked-hydraulic suspension from McLaren with semi-active dampers and a hydraulic roll circuit instead of mechanical anti-roll bars.
McLaren focused on both driver engagement and comfort, so the front spring rates are actually 3% softer than on the 720S, while the rear ones are 4% firmer. The electric-hydraulically assisted steering now has a faster ratio and greater steering linearity, promising even sharper turn-in than before.
The brakes, too, have been reworked, with an optional track brake upgrade introducing large 15.4-inch carbon ceramic discs and monobloc calipers from the Senna. In isolation, some of these changes seem small, but taken as a whole, McLaren says that the new car has an even greater dynamic breadth than the 720S.
No EPA ratings are available for this car yet, but we wouldn't bet on it being far off the gas mileage figures of the 720S. That car returned 15/22/18 mpg city/highway/combined, and if the 750S does the same, it will have a range of about 342 miles based on its 19-gallon gas tank.
An even more driver-focused cockpit awaits inside the 750S, with new displays for both the instrument cluster and general information. To cater to drivers of different sizes, the instrument cluster is mounted to the steering column so will never be obscured from view. Speaking of views, the 750S benefits from narrow A-pillars and a broad windshield that makes it easy to see in most directions. Over-the-shoulder visibility is good, too,thanks to transparent C-pillars and a large rear screen.
Another new feature in the interior of the McLaren 750S is the McLaren Control Launcher (MCL) which uses a single button to activate the driver's preferred combination of settings linked to the transmission, handling, powertrain, and even the active aerodynamics. This sounds a lot like the red M buttons that do much the same thing in high-performance BMW M models. Much like Gordon Murray Automotive's latest hypercars, the 750S doesn't have a steering wheel littered with buttons, which was an intentional move to eliminate driver distractions and promote driver engagement.
Whereas the 720S did without smartphone integration, the 750S comes with Apple CarPlay that's accessible via the new central screen. No mention is made of Android Auto, though. The sound system has been upgraded as well, and customers can opt for a Bowers & Wilkins unit with Continuum cone speakers and a more powerful amplifier. Both the rear and surround-view cameras have both been improved with higher-definition displays, too, so it's nice to see that McLaren has paid attention to everyday functionality and safety rather than only performance.
The standard seats in the McLaren 750S are carbon fiber-shelled racing items, but there are super-lightweight carbon fiber racing seats with a double-skin shell technology that further lower weight. Alcantara upholstery is standard, but there are many options, such as the Performance interior with its mix of Alcantara and fine Nappa leather, or the TechLux specification's more liberal use of Nappa leather. As with materials, customers can go wild with colors like bright red and oranges, but there are also less garish teal and porcelain options to choose from. New ambient lighting is customizable and gives the interior a lift at night.
Cargo space in the McLaren 750S is in line with what one would expect for a mid-engined supercar, which means you will have to pack smartly for extended getaways. It's not the worst of its breed, though, with 5.3 cubic feet in front and 7.4 cubes at the back.
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