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The McLaren 750S Spider is the most desirable version of what is arguably the segment's most complete supercar. Jonathan Crouch takes a look.
If you've decided on a McLaren 750S, the arguments in favour of this Spider version are compelling. As are the improvements that separate this car from its 720S predecessor. The 750S takes that older car's basic formula 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.
One of the reasons you buy a supercar is for the sound it makes. McLaren always knew that. Now though, you sense that aural fireworks have become more fundamental to the brand's future engineering. And if that's the case, why not pick a body style that allows you to hear the V8 soundtrack that much better? Such is the appeal of this car, the company's 750S Spider. Launched in 2024, the 750S is the successor to the 720S model introduced back in 2017, a car which represented a fundamental re-think of the old 650S. The 750S represents more revolution than evolution, but it's shed 30kgs over the 720S, which accounts for nearly all the gain in weight of the Spider body shape over the Coupe version. So, price apart, there are few reasons why you might not lean towards the open-top version of this model, particularly now that it's been tuned to sound so intoxicating.
There's been a power hike for the mid-mounted V8 - as the model name suggests, up from 720 to 750PS. And, roof-down in this Spider model, it makes an astonishingly emotive sound that you can hear it brilliantly - even without the roof down, simply by retracting the rear window. Subtle changes have been made to this twin turbocharged 4.0-litre engine to release that extra power, 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 587PS-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'.
Visually, it's hard to tell this Spider version apart from the Coupe, so seamlessly is the one-piece Retractable Hard Top integrated into the sweeping silhouette. 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. The roof can incorporate an optional electrochromic glass panel that can be darkened for added light control when the roof is closed. Otherwise, everything's just as it is with the Coupe version. The most noticeable aesthetic change over the old 720S Spider is this 750S model's 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. A large 210-litre area below the rear screen will be useful for stowing coats and shopping packages - which is actually more room than you get in the official luggage area provided beneath the bonnet. There's just 150-litres of capacity there, quite a deep space that comes fitted with a light and a netted pouch; but gets cluttered up by the necessary tyre repair kit and fire extinguisher. Still, you never thought a supercar would be practical did you?
Asking prices for this Spider model start from £276,000, £25,000 above the Coupe model. 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. You'll almost certainly want to also find another £7,500 to have the Retractable Hard Top Roof with clever configurable Glazed Electrochromic functionality. 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. Enough with options. Let's finish with a look at safety provision. We don't subscribe to what seems to be an unwritten law in this exalted section of the market that high performance cars like this can forgo the latest camera-driven safety systems in pursuit of 'weight saving'. Brands like McLaren should at least offer buyers the option of adding in things like Autonomous Braking, Lane Departure Warning, Driver Fatigue systems and Rear Collision Assist set-ups. We'd hoped that some of this stuff might have made it to the standard spec as part of the design transition to this 750S, but there's still nothing like that available here, nor can this car deliver an independent Euro NCAP crash test result; it hasn't been tested by that organisation - and won't be.
Residual values for the old 720S improved a little over the rather disappointing ones McLaren had 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 and others 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 with the fact that the 750S is now the most driver-orientated choice in the segment 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 with this 750S, 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.
McLaren says the 750S is about 'truly exhilarating levels of emotional connection', an objective that reaches its zenith with this Spider model. In truth, the differences over the old 720S aren't that great; there's just a bit more 765 LT-inspired attitude as part of this very thorough update. For us, the key evolution is an aural one - the V8 engine sounds just that bit more exciting: which roof-down in this Spider variant you can enjoy all the more. Arguably, it's the kind of car McLaren does better than any of its rivals. And if you choose one, nobody will be able to persuade you otherwise.
Data provided by CAP-HPI database - Ref# 103636
The McLaren 750S Spider is the most desirable version of what is arguably the segment's most complete supercar. Jonathan Crouch takes a look.
If you've decided on a McLaren 750S, the arguments in favour of this Spider version are compelling. As are the improvements that separate this car from its 720S predecessor. The 750S takes that older car's basic formula 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.
One of the reasons you buy a supercar is for the sound it makes. McLaren always knew that. Now though, you sense that aural fireworks have become more fundamental to the brand's future engineering. And if that's the case, why not pick a body style that allows you to hear the V8 soundtrack that much better? Such is the appeal of this car, the company's 750S Spider. Launched in 2024, the 750S is the successor to the 720S model introduced back in 2017, a car which represented a fundamental re-think of the old 650S. The 750S represents more revolution than evolution, but it's shed 30kgs over the 720S, which accounts for nearly all the gain in weight of the Spider body shape over the Coupe version. So, price apart, there are few reasons why you might not lean towards the open-top version of this model, particularly now that it's been tuned to sound so intoxicating.
There's been a power hike for the mid-mounted V8 - as the model name suggests, up from 720 to 750PS. And, roof-down in this Spider model, it makes an astonishingly emotive sound that you can hear it brilliantly - even without the roof down, simply by retracting the rear window. Subtle changes have been made to this twin turbocharged 4.0-litre engine to release that extra power, 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 587PS-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'.
Visually, it's hard to tell this Spider version apart from the Coupe, so seamlessly is the one-piece Retractable Hard Top integrated into the sweeping silhouette. 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. The roof can incorporate an optional electrochromic glass panel that can be darkened for added light control when the roof is closed. Otherwise, everything's just as it is with the Coupe version. The most noticeable aesthetic change over the old 720S Spider is this 750S model's 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. A large 210-litre area below the rear screen will be useful for stowing coats and shopping packages - which is actually more room than you get in the official luggage area provided beneath the bonnet. There's just 150-litres of capacity there, quite a deep space that comes fitted with a light and a netted pouch; but gets cluttered up by the necessary tyre repair kit and fire extinguisher. Still, you never thought a supercar would be practical did you?
Asking prices for this Spider model start from £276,000, £25,000 above the Coupe model. 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. You'll almost certainly want to also find another £7,500 to have the Retractable Hard Top Roof with clever configurable Glazed Electrochromic functionality. 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. Enough with options. Let's finish with a look at safety provision. We don't subscribe to what seems to be an unwritten law in this exalted section of the market that high performance cars like this can forgo the latest camera-driven safety systems in pursuit of 'weight saving'. Brands like McLaren should at least offer buyers the option of adding in things like Autonomous Braking, Lane Departure Warning, Driver Fatigue systems and Rear Collision Assist set-ups. We'd hoped that some of this stuff might have made it to the standard spec as part of the design transition to this 750S, but there's still nothing like that available here, nor can this car deliver an independent Euro NCAP crash test result; it hasn't been tested by that organisation - and won't be.
Residual values for the old 720S improved a little over the rather disappointing ones McLaren had 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 and others 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 with the fact that the 750S is now the most driver-orientated choice in the segment 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 with this 750S, 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.
McLaren says the 750S is about 'truly exhilarating levels of emotional connection', an objective that reaches its zenith with this Spider model. In truth, the differences over the old 720S aren't that great; there's just a bit more 765 LT-inspired attitude as part of this very thorough update. For us, the key evolution is an aural one - the V8 engine sounds just that bit more exciting: which roof-down in this Spider variant you can enjoy all the more. Arguably, it's the kind of car McLaren does better than any of its rivals. And if you choose one, nobody will be able to persuade you otherwise.
