Put simply, the McLaren 750S (AUD$585,800 plus on-road costs) is a 765LT that’s remembered to take its medication. The unhinged monster has been tamed with comfort, useability, and convenience that shouldn’t be unexpected for those who have spent time in or around the outgoing 720S supercar.
Cruising around Sydney for the weekend, we’re quickly reminded how McLaren has mastered the art of supercar comfort.
This evolutionary change from 720S to 750S has only added to the experience with small useability improvements (e.g. quicker nose-lift) combined with larger improvements to the Proactive Chassis Control linked-hydraulic suspension that’s back in its third generation. The 4.0-litre twin-turbocharged V8 engine also returns with the power turned up to 550kW (750PS) and 800Nm of torque, sending it all to the rear wheels in a car that weighs about the same as a Toyota 86 at 1,277kg dry. Yeah, it’s a wild ride.
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What’s It Like to Drive?
Find a quiet stretch of road and the McLaren 750S will sprint from 0-100km/h in 2.8 seconds. Don’t keep your foot in it for too long though, because it’ll accelerate from 0-200km/h in 7.2 seconds. That’s less time than the aforementioned Toyota 86 takes to reach the speed limit.
To get the most out of the McLaren 750S you really need a racetrack. The optimised seven-speed transmission has improved in-gear acceleration so much that it just wants to run and the temptation to try and tame the beast is overwhelming.
Squeeze the accelerator in third gear, build the boost, and hope you have enough temperature in the tyres to put the power down. Try the same in second gear with the driver assistance features turned off and you’ll spin tyres until you grab third. Actually, fourth gear. It’s still unhinged when you want it to be.
Frankly, this is one of those cars that you cannot explore even 20 per cent of its true capabilities on the road. You’ll get to appreciate the brand’s unique electro-hydraulic steering that offers a class-leading feel even at low speeds, but the improvements to front-end grip will only be noticeable at track speeds.
The same goes for the aerodynamic changes to the rear wing and you’ll hardly realise it’s 20 per cent larger and 1.6kg lighter until it deploys itself as a massive air brake.
The highlight of the driving experience around town is comfort. You have to constantly remind yourself that you’re in something this fast and special because it’s so easy to drive with outstanding visibility and ride quality. The Proactive Chassis Control linked-hydraulic suspension (PCC) is still the best of any supercar we’ve driven and the glass house cabin takes most of the worry out of driving.
Comfort is important because while most people think they’ll get in a supercar and fang it around everywhere, we can tell you this is a giant ball of misconception. You buy a supercar to run down to the local coffee shop on Sunday and turn heads along the way. It’s why you tick options like the special order MSO ‘Tokyo Cyan’ paint on our press car. It costs more than most people’s cars, but it turns heads like nothing else.
The spec sheet in our car didn’t tell us what this specific option cost, but it did tell us the car cost $748,589 plus on-roads or $163,589 in options.
Most of this cost is made up of paint and carbon fibre additions to the exterior, but also the headlight surround in body colour, hood in carbon fibre and body colour painted, exhaust finisher in stealth, black pack, and finally, the active rear spoiler in body colour.
We aren’t the world’s biggest fan of the Vortex 5 Twin Spoke Ultra-Lightweight wheel design, but we do love the wheel finish in gloss black diamond cut.
Is it Nice on the Inside?
Step inside the 750S and you’ll notice the refreshed information screen finally has Apple CarPlay (wired) and new “richer graphics” to bring it up to modern standards. Infotainment has never been the hallmark of any supercar and this theme continues here, it’s just OK. We think there’s a real opportunity to think about a state-of-the-art infotainment system for whatever comes next. Look at the strides Aston Martin has taken.
With all that being said, the optional 12-speaker Bowers & Wilkins audio system was outstanding. The same goes for the optional 360-degree park assist, soft close doors, and vehicle lift that now opens in half the amount of time (four seconds).
The performance bucket seats are also a highlight and were finished in carbon black and teal to match the carbon fibre interior pack. Chef’s kiss.
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Why Would Someone Buy the McLaren 750S?
It’s hard to find a fair comparison for the McLaren 750S. There’s a niche between the bonkers fast Ferrari 296 GTB ($568,300 plus on-roads) and Porsche 911 Turbo S ($538,700 plus on-roads) that suits the McLaren and this is where it sits in our minds.
If you lined up all three for a week we’d often jump into the 750S for its supercar looks and attitude, but with all-wheel-drive, the Porsche has more useable power and is the most comfortable to drive. That being said, it lacks the looks, sound, and hardcore driving characteristics of the McLaren and would be left behind on track.
Ultimately, the best thing about the 750S is that it’s not trying to conform or match the competition. It’s going down its own path to be the best version of a McLaren supercar. It’s comfortable enough to use every day but has serious credentials on the track, bonkers power, and an old-school character that’s missing from new hybridised alternatives. It’s the quintessential supercar experience.
The McLaren 750S Coupe is priced from AUD$585,800 plus on-road costs. The McLaren 750S Spider is priced from AUD$654,600 plus on-road costs, both are available to order now from McLaren retailers in Australia.
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