As I was handed the keys to the new McLaren 750S Spider I couldn’t help but wonder if I’d made a wise choice choosing this particular moment to review it. At 55 years old and with a recently acquired – and very much self-inflicted – hip injury the prospect of climbing in and out filled me with more than a little trepidation.

While I pondered over my conundrum I bought myself some time by taking a walk around the car and taking in some of the changes McLaren had made to create the replacement for the excellent 720S.

The differences between the two models are quite subtle and, in isolation, easily overlooked. However, on closer inspection, you'll see and a more aggressive front splitter under the nose and a much bigger – 20% if you want to be exact – spoiler at the rear above a redesigned exhaust exit; an exhaust that has been acoustically tuned to produce a more aggressive sound because, well, why not.

If you opt for the coupe you can stare adoringly at the engine through a glass panel. The Spider, driven here, has an electrocromatic glass roof through which you can see sky. Or not.

Under the skin the chassis has been honed to further improve what was already mightily impressive handling while also preserving the car’s remarkably accommodating and comfortable ride.

I’m going to throw a few facts at you now: The twin-turbo V8 develops 30bhp and 22lb ft more than before thanks to increased turbo boost pressure and bespoke engine calibration, as well as lightweight pistons borrowed from the 765LT. The gearbox has a 15 per cent shorter final drive ratio and the shift maps have been recalibrated for snappier shifts and better response in top gear. It also features a quicker steering rack and tweaks to the twin-valve dampers in the suspension system mean a three per cent softer setup at the front and four per cent stiffer at the rear.

Now I’ve got all that out in the open it’s time to manoeuvre myself across the wide sill and lower my ailing body into the standard sports seats. There’s no height adjustment, no lumbar support and definitely no massage function. They’re not heated, not cooled and there’s very little in the way of cushioning.

What they are, though, is snug – very, very snug in fact – and, once I’d squeezed myself in, remarkably comfortable. Comfortable enough, I would say, that three- or four-hour journeys are easily achievable without arriving at the other end looking like you’re auditioning for a role in Night of the Living Dead. In black and white.

Perhaps one of the first things you’ll notice is that there are no buttons, switches, dials or other types of controls on the steering wheel. There are three buttons – Drive, Neutral and Reverse – between the seats. Behind those are two smaller buttons for the hazards and to disable the engine stop / start system.

Below the **in touchscreen is the multimedia system home button and volume while on its right are buttons for launch control, aero and another branded, mysteriously, only with a Kiwi logo.

I sense you all clamouring to know what it does so I will maintain the suspense no more. Nicknamed the ‘Speedy Kiwi button’ it allows you to create your own bespoke driving experience by making your preferred powertrain and chassis settings accessible with a single press.

One handy – literally – little change that’s worth a mention is the nose lift mechanism that’s now operated via a button to the right of the steering wheel rather than a stalk, as it was previously.

The big red button more or less right in the middle of the centre console – that’s it, the one that spells out START – is where the real drama starts.

Right foot on the brake and push – there’s the familiar and reassuring Woking resistance fighting back – down hard. Press that big ol’ button and you’ll hear, and feel, the four-litre twin-turbocharged V8 burst into life.

This is another area where McLaren’s engineers have worked to heighten the experience. The engine revs and the car shakes with real intent on start-up, not merely hinting at its potential but rather beating you about the senses with it.

Deep breath, select Drive, foot off the brake and move away cautiously. As much as I’d like to imagine I possess the driving skills of a Senna or McRae it’s safe to say I fall a long way short of that particular high-water mark so slow and steady it is. The steering feels heavy at low speeds and with the 750s boasting a track that’s 6mm – it doesn’t sound much but the 720s already sported a broad pair of hips – wider wending your way out of a car park always calls for a degree of careful negotiation.

Parking sensors front and rear and a 360-degree bird’s eye camera view do make manoeuvring in tight spaces a little less fraught and so it was, I’m pleased to report, I found myself on the open road with 750PS and 800Nm – that’s 740bhp and 590lbft in old money – of torque nestled beneath my right foot.

The drivetrain and chassis modes – accessible via chunky rocker paddles mounted either side of the instrument binnacle that places them well within reach without having to release the steering wheel – are currently set to Comfort and cruising along at 50mph and, like its predecessor, the 750 is remarkably serene. The suspension has little trouble absorbing small lumps and bumps – it doesn’t need saying that avoiding potholes of any size is highly advisable but I couldn’t help myself – and the hum from the V8 is unobtrusive. Clearly, should you require it, the 750S can be a very civilised companion. Say hello to Dr Bruce Banner.

There is another side to the car, however. Now I know you know where I’m going with this thread and, yes, I am going to mention the Hulk but, rather than the out-of-control beast that we’re all too familiar with, I’m going to reference Smart Hulk. Let me explain why…

Like the Hulk the 720S is blessed with great strength. Like Smart Hulk that power is controlled by a clever ‘brain’ – no, not mine – that mitigates the likelihood of the driver smashing anything up. There are Sport and Track modes that reduce the degree of intervention by the car’s electronics but, between you and I, there’s little to be gained on the UK’s roads and a lot to be lost.

My preferred set-up is chassis in Comfort, drivetrain in Sport and gearbox switched to manual. You flick between ratios with the deliciously tactile metal paddles behind the steering wheel and there’s an addictively visceral connection between changing gear and feeling that explosive shove in the back as the car surges forward again and again and again. I can produce a witness – though not an expert one – to support this claim if required.

Top speed is in excess of 200mph but, of course, that was one number I never put the test, happy as I am to accept McLaren’s word for that. The sprint from standstill to 62mph, however, is another matter. McLaren claim a figure of 2.9 seconds and, having run my own unscientific tests I am inclined to agree with that claim. To put it simply, in a straight line the 750S is fast – and then some – in every sense of the word.

Personally I find motorway driving monotonous and uninspiring, even in a car as beautifully engineered as the 750S so, as soon as the chance arises, I head off into the countryside to discover how the McLaren handles the tight, twisty, undulating and uneven A roads the UK has kindly made available to we humble car reviewers.

The steering and brakes are unchanged. That means beautifully judged, precise electro-hydraulic steering serving up massive amounts of communication without the assistance feeling too intrusive and creating an artificial feel. The brakes require a significant amount of pressure underfoot but, once you’ve got yourself acclimatised, you’ll find an unerring consistency that never leaves any doubt about how much force is needed to slow you down for the next bend.

Does it grip? Like a limpet on steroids. The 750S, naturally, has its limits but it’s safe to say that I was never in danger of overstepping them. Now much of that is down to my own limits but it’s a testament to the intuitive nature of the car that it’s so easy to drive – relatively – quickly even in the hands of less experienced drivers.

And then there’s the sound. Even in its most relaxed drive mode – Comfort – the engine note is bassy, imposing and impossible to ignore. Lift-off in Sport mode throws in a few coughs and barks and, if you time your throttle inputs and gear shifts just right you’ll be rewarded with a bang loud enough to scare the skin off a cat, dog and possibly even an unsuspecting pensioner. Not that I would condone trying it, of course.

Ferociously fast with a delicious soundtrack and yet comfortable and easy to live with, it’s hard to find fault with the 750S. That’s not to say it’s perfect, even McLaren’s engineers would agree there’s still room for improvement, still areas where they can tweak things – but it’s undeniably close to it. Oh, and there’s even room in the ‘froot’ for a decent amount of shopping. See, you really can have it all.

Price: £267,900

As tested: £302, 720

Engine: 4.0l V8 twin turbo

Transmission: 7-speed SSG

Max power: 750PS

Max torque: 800Nm @ 5,000rpm

Max speed: 206mph

0-62mph: 2.8sec

Economy (combined) WLTP: 12.2mpg

Emissions: 276g/km

For more information visit www. https://cars.mclaren.com/en/