A lighter, more powerful and subtly refreshed 720S

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The 2024 McLaren 750S debuts as a lighter, more powerful and slightly refreshed version of the previous 720S. McLaren says about 30 percent of the 750S’s parts are new or updated, with the 740-hp twin-turbo V-8 adding 30 horsepower. The 750S coupe is said to weigh up to 66 pounds less than its 720S predecessor, and the 750S Spider is only 108 pounds heavier than the new coupe.

The 2024 McLaren 750S isn’t all that different from the 720S model it’s replacing. Some might see the new nameplate’s subtle external alterations and jump to conclusions, such as accusing McLaren of giving its production supercar a basic makeover. Others will correctly predict that there’s a lot more underneath the similar-looking skin of the 750S.

Lighter and more powerful

Compared to the outgoing 720S, the changes to its successor are evolutionary rather than revolutionary. McLaren says about 30 percent of the 750S’s parts are new or updated. A 4.0-liter twin-turbo V-8 is still mounted in the center of the car’s carbon-fiber structure, but increased boost pressure means the engine now produces 30 more horsepower and 22 pound-feet of torque, bringing peak horsepower at 740 horsepower and 590 pound-feet.

The flat-crank V-8 also shares lightweight pistons with the track-focused 765LT. Previously separate exhaust pipes now converge in a central outlet configuration as on the McLaren P1. We’re told this makes the 750S sound even more ferocious, especially at stratospheric RPMs. Larger air intakes ahead of the rear wheels are said to improve engine cooling, and the redesigned rear bumper sits beneath a new mesh grille.

Power is still routed to the rear wheels through a seven-speed dual-clutch automatic transmission, but McLaren says the 750S’ gearbox has a shorter final drive ratio. Also new is a function that limits downshifts that would otherwise over-rev the engine and ensures that gear changes only take place at the optimum moment.

These mechanical upgrades are further optimized by meticulous weight-saving measures. The 750S coupe is claimed to weigh up to 66 pounds less than its 720S predecessor (a 2018 example registered 3161 pounds on our scale). One source of the 750S’s weight reduction is the new standard carbon fiber racing seats, which are said to save a total of 38.6 pounds over the regular seats in the 720S. An even lighter carbon bucket set is also available.

Other areas where McLaren has done its best imitation of the Atkins diet include the new standard forged wheels which are said to be the lightest ever worn by a production model. These rollers supposedly save £30.4. Subtract another 4lbs thanks to the new column mounted digital gauge cluster, another 3.5lbs for the lighter windshield and another 4.4lbs due to some revised suspension components and it’s clear McLaren were busy improving the power to weight ratio of the car.

With the 750S getting lighter and more powerful, the coupe and Spider (read: convertible) are said to hit 60 mph in 2.7 seconds. The Spider, with its retractable hardtop, is said to weigh 108 pounds more than the coupe and to hit 124 mph in 7.3 seconds, one-tenth behind the coupe. Top speed for both body styles is a claimed 206 mph.

Helping stop these exotic beasts is a newly available braking package designed for the trail. With parts inherited from the McLaren Senna, the kit includes 15.4-inch carbon-ceramic rotors with monobloc (i.e. one-piece) front calipers designed to significantly resist fading and wear. Even without the update, a new brake booster and vacuum pump are said to provide a smoother brake feel.

An active rear wing with a larger surface area, though 3.5 pounds lighter than the old one, offers more downforce and also helps with high-speed braking duties. Outside of the standard Pirelli P Zero tyres, customers can upgrade to the grippier P Zero Corsa or ultra grippy Trofeo R rubber.

From 720S to 750S

Customers won’t have to pay extra for the improved suspension of the 750S, which features the third generation of McLaren’s proactive chassis control. As with the PCC II system on the 720S, it uses a network of hydraulic hoses and accumulators designed to mitigate body roll without decreasing ride quality. However, PCC III brings retuned accumulators, revised geometry, and lighter shocks and springs. The spring rates are also said to be slightly softer in the front and slightly stiffer in the rear.

Compared to its predecessor, the 750S features a 6mm wider front track. The new car still uses a hydraulic steering system, but now has a quicker ratio. When asked why the company hasn’t switched to an electrically assisted setup, a McLaren representative said it’s because steering feel and authentic feedback are what define the brand, and currently a hydraulic system is the only way to keep it.

Inside, the 750S doesn’t look too different from the 720S. However, there’s a new 8.0-inch touchscreen infotainment system that now includes Apple CarPlay (Android Auto users are out of luck). The cabin also has customizable ambient lighting, and a Bower & Wilkins sound system is still available for the wealthy who like to let loose.

The steering column adds power adjustments and individual driving modes can now be accessed without the driver having to take their hands off the wheel. The debut of the McLaren Control Launcher also means the driver can configure their preferred driving mode settings and activate or deactivate them on the fly.

McLaren

For coupe owners who like to remember the ballistic V-8 located behind them, McLaren offers a transparent panel through which the engine can be seen. Other desirable features include a front axle lift system, which now raises the nose of the car in 4 seconds instead of 10.

The nose of the car also has an extended front splitter that protrudes from the new lower front fascia, which hardly stands out as the smallest distance between the typical “eye sockets”. A great new detail is the option to have the area around the headlights painted to match the body color or finished in carbon fibre.

The 2024 McLaren 750S coupe starts at $331,740 and the Spider version starts at $352,740. With US dealers currently accepting orders, the first examples are expected to hit the streets starting in the third quarter of this year.

Senior editor

Eric Stafford’s automobile addiction started before he could walk and since 2016 he has fueled his passion for writing news, reviews and more for Car and Driver. His aspiration was to become a millionaire with a collection of Jay Lenolike cars. Apparently, getting rich is harder than social media influencers seem, so he avoided financial success altogether to become an automotive journalist and drive new cars for a living. After graduating from Central Michigan University and working for a newspaper, his years of practically burning money on failed car projects and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a ’97 Chevy Camaro Z/28 with a stick transmission, and a ’90 Honda CRX Si.

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