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The McLaren 750S takes the basic formula of its 720S predecessor and tweaks the suspension, increases the aerodynamic downforce, ups the power, improves the styling and smartens the cabin. The result is arguably the segment's most complete supercar. More capable, more compliant and more complete than anything the brand has previously brought us, there's nothing else quite like it.
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Driving experience
Lots is new here. A power hike obviously - as the name suggests, up from 720 to 750PS. And a 30kg weight saving, creating the lightest series production McLaren road car yet (1,277kg without fluids). Subtle changes have also been made to the twin turbocharged 4.0-litre V8, including revised calibration for sharper power delivery, high-pressure turbos and lighter pistons. Plus there's a shorter final drive ratio for the 7-speed dual-clutch paddleshift automatic gearbox. The result of all this is a segment-leading power-to-weight ratio of 579bhp-per-tonne. And a 0-62mph figure of just 2.8s (10% faster than before), 186mph 4.4s later and ultimately on to 206mph. So it's very fast: but then you knew it would be.
The chassis revisions are extensive too, with a faster steering rack and an upgraded version of the brand's clever Proactive Chassis Control system, which limits body roll and works via three selectable damper settings - 'Comfort', 'Sport' and 'Track': 'Comfort' will be your default option most of the time. There's also a 6mm increase in front track width and lighter springs (4% stiffer at the rear and 3% stiffer at the front). The standard-fit sports exhaust sounds even wilder. And the engine mounts have been modified to give what McLaren calls 'an intensified sense of connection'.
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Design and build
The 750S is supposed to be 30% new beneath the skin but visually looks very similar to its 720S predecessor, offered as with that car in Coupe and Spider forms. The most noticeable aesthetic change is the larger active rear wing, which has a 20% bigger surface area and is claimed to offer both greater downforce and extra braking performance. There's also a restyled front bumper incorporating a larger splitter; slimmer LED headlights; and bigger air intakes to boost cooling. What's under the skin is mostly carbonfibre and partly aluminium. As before, you access the cabin via dihedral doors that hinge almost vertically.
Where improvements really were needed was inside and, sure enough, the cockpit's been completely redesigned. The first thing a previous 720S owner would notice is that the instrument display now moves with the steering column. And the drive mode selector switches now reside on the side of the binnacle. That makes space next to the 8-inch central touchscreen for redesigned aerodynamic adjustment and launch control buttons. That infotainment monitor is now higher definition, more responsive and equipped with 'Apple CarPlay' smartphone-mirroring. There's also a more responsive in-car microphone and a wireless charger. The cabin is more spacious than you'd expect it to be and, as you'd expect for the money, the materials used are lovely, with carbonfibre trimming and stitched alcantara.
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Market and model
Asking prices start from around £250,000 for the Coupe model. You'll need a bit more for the Spider version of course. Carbon fibre is used for the integrated frame and panel of the Spider's one-piece Retractable Hard Top. Driven by eight electric motors, the operating mechanisms are near silent, and the strength and lightness of the RHT enables the roof to open or close in 11 seconds at vehicle speeds up to 31mph. Across the 750S range, standard equipment includes carbon ceramic brakes and the much-improved (in other words, now properly sophisticated) 8-inch centre screen infotainment system, which includes satellite navigation, 'Apple CarPlay' and a reversing camera.
An upgraded in-car audio system developed in conjunction with McLaren's audio partner, Bowers & Wilkins, can also be specified as an option. New audio system elements in the 750S include a more powerful amplifier and the company's proprietary 'Continuum' cone speakers. Radio reception is improved by a new antenna.
With the V8 engine so integral to the appeal of the 750S, McLaren's personalisation programme gives coupe customers the option to specify a double-glazed panel with branded carbon fibre frame within the rear luggage shelf to expose the top of the powertrain. This is visible over the driver's shoulder and visually brings the engine into the interior. It can also be seen from outside the vehicle, through the rear screen.
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Cost of ownership
Residual values for the old 720S improved a little over the rather disappointing ones McLaren recorded for its predecessor, the 650S, but they were still a bit softer than the brand had hoped for, with some customers cycling through their ownership periods quite rapidly, some grumbling about things like the car's infotainment system and lack of aural fireworks. Those issues have both been fixed now and the 750S leans a little on the undoubted halo-effect of the mighty Senna hypercar model, as well as others like the Elva and the Speedtail. Add to that critical acclaim that seems largely in accord that the 750S is a vehicle that will take the Ferrari 296 GTB's trousers down and administer a severe spanking and you have a recipe for improved retained values.
McLaren reckons that 720S customers added an average of around £25,000-worth of options and that'll happen again here, creating a residual value impact that's often overlooked when calculating depreciation percentages. Over-supply isn't going to be too much of an issue. In case you're interested, the efficiency returns are both slightly reduced over those of the 720S: expect a combined cycle fuel economy figure of 23.2mpg, while emissions are rated at 276g/km.
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Summary
On paper, McLaren has always had the measure of its rivals. In reality though, its offerings have often lacked the emotive drama characterising the market's most desirable supercars. Expect the 750S to deliver exactly that.
This car has its faults of course. Graduate from a Ferrari 296 GTB into an 812 GTS - or from a Lamborghini Huracan into an Aventador - and you really feel a class above. McLaren's need to make three different model series from the same basic architecture means that moving up from a GT into a 750S might not give you quite the same sense of achievement. The two cars do after all share plenty in basic character. And each has need of an engine capable of more dramatic aural accompaniment. The Italian opposition knows how to serve this up - and we don't doubt that future McLarens will too. If this car teaches us anything, it's that the Woking maker learns quickly.
Which is just the point. This British maker is sometimes portrayed as a high-handed, somewhat arrogant company that knows it knows best. The 750S proves beyond any doubt that this is just a lazy stereotype. McLaren listens - and listens to the people that count: its customers. Buyers gave the brand a wish list of 720S improvements and the combination of these, along with the latest in mind-warping technology from Woking, has produced a world class result. It redefines what a supercar should be. Beautifully.
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