McLaren reckons it's raised the bar again. And brought the fun, too. Here are all the details on the 750S 👇
There is undeniably some mental baggage to bring with you on a visit to the McLaren Technology Centre these days. Anxiety about the manufacturer's financial standing has been a recurring theme, one not aided by the delay to its first non-hypercar hybrid,. And while some of the smoke is easy to dismiss as ‘situation normal’ in the often fraught business model of a low-volume British carmaker, there has been some legitimate fire.
Of course, McLaren being McLaren, it has umpteen ways of explaining how it went about achieving it. Beyond the painstaking removal of mass - the 750S's dry weight is now said to be 1,277kg - much of it is located in the overhauled chassis. The suspension geometry has been updated, including a 6mm wider front track, and a new lightweight 10-spoke forged alloy design said to save 13.8kg over the 720S's standard wheels.
In the 750S, they’ve had another go at the elusive formula. The engine mounts have been revised to better channel that inimitable sensation of being physically connected to a large capacity motor, but you get the feeling that much is expected of the new stainless steel, central-exit exhaust system. This knocks an additional 2.2kg off the scales, although it’s the clearer tone, rising to ‘a greater crescendo at high engine speeds’, that is said to be the more noticeable pay-off.
Where it has benefitted most, though, is on the inside. McLaren hardly needed a focus group to tell it where the issues were here; many were self-evident. Accordingly, some of the most obvious ones have been fixed. Most notably, there’s a new driver-centric, column-mounted instrument display, flanked by impressively large rocker switches providing you with immediate access to the suspension and powertrain settings - so no more hunting around the cabin for the most crucial drive modes.
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