2025 McLaren 750S Review: Speed Isn't Everything

In an alternate reality, I would be the ideal customer for the McLaren 750S. Approaching midlife, without costly kids, appropriately tech-savvy, and fond of fun, high-speed gadgets—these are all factors that could lead me to visit the British car manufacturer’s doorstep.

I might already have an electric vehicle in the driveway — one that’s quick and carries a sense of dignified reputation; maybe a Porsche Taycan, for instance, or a Volkswagen Audi RS e-tron GT — and thus be freed, both practically and (to some extent less persuasively) from an environmental-ethics perspective. “Oh no, it’s a McLaren,” I’d tell people who asked at gas stations or in parking lots, offering a slightly guilty smile. “They’re made in England.”

The main problem is, in this universe anyway, I don't have the $350,000 that McLaren requires for a 750S. Or even the $420,280 for this specific Volcanic Yellow model, which comes loaded with features and extensive additional carbon fiber components. This is the cost of being at the forefront of performance.

Read more: 8 Highly Overhyped Vehicles Loved By Enthusiasts

Design Shaped by Evolution That Continues to Attract Attention

The 750S arrives, as fans of McLaren and lovers of hypercars are already aware, following closely behind the excellent 720S .You likely have to belong to one of those two groups to notice the distinction as well, unless you are close enough to see the tiny emblem located right behind the front wheels.

That serves as evidence of just how forward-thinking—borderline alien—the predecessor of the 750S was right from its launch in 2017. The 750S appears to be what you’d get if you inserted electrodes into the minds of a bunch of car-loving teenagers and extracted their imagined concept of the ultimate supercar. It features flowing design elements and over-the-top details, naturally including pop-up doors.

That doesn’t render it traditionally beautiful, not in the manner where certain supercars soften their intensity through a touch of more approachable style. In McLaren’s realm, functionality comes above all else: the 750S’ updated front and back designs focus entirely on airflow and grip; the fact that its light units also serve as air vents is due to practicality rather than appearance. The company claims around 30% of the components are new when contrasted with the 720S.

Yet Extremely Strong, Yet Astonishingly Fast

Despite this emphasis, signs of practicality remain. The eye-catching doors—McLaren calls theirs "dihedral"—extend into the roof, and when opened create an unexpectedly wide space for getting in and out (there's also) a convertible "Spyder" version Which, when driven with the top down, would be even simpler to place inside. It’s a two-seat vehicle, yet offers plenty of openness. The entire steering wheel and driver information panel can move forward and backward, which is beneficial for comfort, while the side mirrors offer an impressively clear view. Even the back windshield is surprisingly large, and McLaren's convenient front lift feature (designed to raise the front of the high-performance car to prevent damage on steep driveways) is activated using an easily accessible button.

Poke the start button, however, and rational thoughts fade away. The 4.0-liter twin-turbocharged V8 positioned directly behind you contributes not only its 750 PS (740 horsepower) to the vehicle’s moniker, but also delivers power to the rear wheels through a 7-speed dual-clutch gearbox. It produces an impressive 590 lb-ft of torque, with absolutely no electric components in view (you’ll have to...). a McLaren Artura for those who desire hybrid excitement ).

Maximum speed reaches 206 miles per hour, and accelerating from zero to 60 mph takes only 2.7 seconds. Expect about 7.2 seconds to go from 0 to 124 mph. In contrast, the regular carbon-ceramic braking system—featuring six piston calipers upfront and four at the back—is designed to stop the 750S from 62 mph within 99 feet.

Strangely Non-Intimidating (Initially, That Is)

These figures are obviously extreme. They also play a significant role in justifying the supercar's purpose: the 720S, despite its refinement, was beginning to lag behind newer models that were slightly faster.

However, slipping into the rigid yet somewhat not completely uncomfortable sport seating, the 750S doesn’t come across as an almost-uncontrolled rocket. When the powertrain and suspension are set to their standard Comfort settings (each can be adjusted separately via simple-to-move rocker switches located on both sides of the instrumentation cluster), the McLaren feels solid and substantial, but not truly intimidating.

Certainly, the weight of the steering constantly reminds you that this is a supercar, and the noise from gravel hitting the underside and wheel arches can overpower the audio system at slower speeds, yet it's not intimidating as you might expect it to be. The suspension has been made somewhat less stiff , compared to the 720S. You still need to be cautious of road bumps, otherwise the 750S may vibrate and jolt, but it isn’t difficult to operate.

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The 750S is not difficult to operate. fast Also applicable. Press the accelerator and, even in Comfort setting, you accelerate forward at a speed that is surprising. Switching to Sport or Track mode only increases the assertiveness.

Step on the accelerator and the twin-turbo V8 roars, with multiple vents around you loudly drawing in air as the 750S surges forward. The gear changes—which can be manually controlled using the carbon fiber shifters—are intensely forceful; the exhaust emits a loud, rumbling sound reminiscent of an enraged Decepticon. Roads that initially seemed "long enough, time to go" quickly feel dramatically shortened.

The braking system is remarkably powerful, causing noticeable physical strain. The brake pedal feels firm, encouraging a forceful press. However, you might find that you don't have to push as hard as initially expected, since the 750S excels when navigating curves.

Gleeful In The Bends

No four-wheel drive system is present here; instead, we have solid engineering and large, grippy tires. The 750S tightly adheres to curves with precision, offering a responsive and dependable feel as its capabilities become increasingly evident. Naturally, the rear may become unstable at times, but this typically happens when you've pushed the accelerator too hard before allowing the tires to warm up properly.

Under Track mode, the McLaren's systems discard indulgence, concentrating rather on achieving top performance metrics. The presence of appropriate pavement, rather than the vehicle itself, becomes the restricting element. This isn’t unusual for vehicles with significant power output; however, the 750S’ incredible acceleration compels you to experience enjoyment in short bursts. Ethically, legally, or simply due to other drivers on the road, the limitations typically associated with supercars outside of racing situations appear repeatedly.

The 750S clearly differentiates between driving modes for handling, powertrain, and multiple traction control settings as well as other electronic features, which maximizes the vehicle's potential. By setting the engine and transmission to Track mode while keeping the suspension in a more comfortable configuration, I discovered enjoyable performance on uneven roads. Let me be clear—driving swiftly down straightaways, navigating curves with ease, and depending on McLaren’s top-notch braking system isn’t at all unpleasant.

Nobody's Perfect

Foolishly and unnecessarily, I start picking apart McLaren's specification list. Can I really live without the $5,400 Bowers & Wilkins sound system, or the $1,300 Stealth Badge Package, or the $600 personalized center console? What about the $500 charge for a matching color keychain? Am I willing to face the possibility of confusing someone else’s McLaren with mine and ending up embarrassed at the dealership?

It’s undoubtedly reckless, naturally, like wondering if I could handle the 750S as my everyday car. To ease my frustration, there are indeed several irritations in this high-priced toy.

A 19-gallon fuel tank isn't very large, and you can almost watch the fuel level drop quickly when you press the gas pedal. The rearview camera sends its image to the dashboard, but it gets obscured by the steering wheel when you're trying to steer during parking; there was about an equal chance that the $4,800 360-degree camera feed would show up on the primary entertainment screen.

Regarding the display, McLaren's user interface is delightfully simple yet somewhat perplexing to operate. I found myself frequently returning to the main menu — using the physical metal control dial, which, like every custom switch and interior element of the 750S, feels amazing to touch and looks great — and restarting my tasks. Fortunately, there is now (wired) Apple CarPlay compatibility.

2025 McLaren 750S Verdict

I'll consider the confusing software as my primary complaint in what is otherwise an exceptional sports car, however. It's not as if any of the numerous individuals—who had wide eyes and smartphones raised—came up to inquire about the 750S and were concerned with rearview cameras (or even color-coordinated key fobs). Each drive in a McLaren opens the door to conversation; it truly doesn’t have to be Volcano Yellow to burst through your shell and spark interaction.

In his alternate reality, my double arrives at his garage and connects his Taycan. Every time he experiences a twinge of remorse upon noticing the 750S beside him—failing to drive it, an automobile clearly designed for the open highway, seems almost sacrilegious.

Thus far, everything checks out as a supercar. Many of McLaren's modifications to the 750S—although implemented, as the manufacturer would undoubtedly argue, to enhance its aggression and speed—have also rendered it slightly more manageable for daily use than its predecessor. Maybe enabling greater chances to enjoy driving is the most impressive achievement an exclusive vehicle can truly accomplish.

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