Imagine it's just a random Wednesday in April, and nothing much is doing and then suddenly - bam! - there's the most powerful series-production McLaren ever made, popping up on sale.
More grunt than the F1
Yup, this is the new 750S, a replacement for the astonishing 720S, and the clue to its engine power is in the name. With 750hp this is the most powerful series-production McLaren ever made. Yes, even more so than the mighty 1990s McLaren F1, which had a fairly pedestrian (by these standards) 627hp.
With that much power, and a 1,277kg kerb weight, the 750S actually has a massive 587hp-per-tonne - also ahead of the F1's 550hp per tonne.
There's a 750S Spider convertible right from the get-go too, which, although a bit heavier than the 750S coupe, is still a featherweight and which weighs less than the old 720S.
Power for both models comes from the tried-and-tested M840T 4.0-litre twin-turbo V8 engine (distantly, very distantly, related to a TWR engine for Indycar racing, which itself was distantly, distantly based on a Nissan Le Mans engine) which along with its 750hp develops 800Nm of torque.
Powering the rear wheels through a seven-speed sequential paddle-shift gearbox, the 750S will hit 100km/h in just 2.8 seconds, and 200km/h in 7.4 seconds - about the time a good hot-hatch has hit 100km/h. Wait, though - it'll do a standing start to 300km/h in just under 20 seconds. It's such a ferociously fast car that there's actually a second auxiliary fuel pump to keep chucking unleaded into the cylinders as fast as possible.
Clever gearbox
To help keep all of the pistons and valves inside the engine, the paddle-shift gearbox has a limit-downshift function so that you don't drop it into too low a gear and buzz the engine. The new exhaust has a big central exit pipe, said to be inspired by the legendary McLaren P1, and it's supposed to give the engine's note a 'distinctive crescendo.' Sounds good to us.
In styling terms, the 750S picks up where the 720S left off, with the distinctive 'fighter jet' style bubble roof, which gives pretty decent all-round visibility for a mid-engined supercar. There are even transparent, glazed rear roof pillars, which McLaren can get away with thanks to the strength of the carbon-fibre safety cell.
Once again, the cooling and air intakes for the engine are mostly hidden within the lines of the double-skinned doors, leaving a very clean, crisp shape behind. The 'eye socket' lights have a double use - you'll find the LED headlights in there, but they're also air inlets for the front radiators.
The active rear wing sits around 60mm higher than it did on the 720S, and it has a larger surface area, which, as well as adding rear downforce, also helps to draw hot air out of the engine bay.
The wing tilts forward to act as an airbrake for a big stop, and the brakes, as standard, are carbon-ceramic discs, which can be upgraded to 390mm discs with monobloc calipers - these discs take seven months to create - seven times longer than a conventional carbon ceramic component - but are 60 per cent stronger and have four times the thermal conductivity. In suspension terms, there are adaptive dampers and lighter coil spring units, plus McLaren's famous Proactive Chassis Control linked-hydraulic suspension which allows its low-slung supercars to ride with astonishing comfort.
Softer suspension
The suspension is actually slightly softer at the front than that of the old 720S, but a little firmer at the back, which McLaren says adds up to better ride comfort and dynamic precision and control. The steering is set up to be faster than that of the 720S, but with more resistance to bump-steer, and the driver can select from three operating modes for the steering, suspension, gearbox, and engine - Comfort, Sport, or Track. There's also a new nose-lift system for getting over speed bumps, which lifts up in just four seconds, much faster than the old 720S.
Inside, as ever, McLaren doesn't add switches or buttons to the steering wheel, but there's a new central touchscreen which is said to be more responsive, and there's a high-end Bowers + Wilkins sound system, assuming you can hear it over the engine's 'distinctive crescendo...'
"When you have a car recognised by so many drivers as a benchmark, to do something even better you have to examine every detail and really push hard for improvements that raise the bar again. This is what we have done with the new 750S and the light weight, V8 engine performance and outstanding dynamic abilities combine to deliver a supercar driving experience that hits new heights, with truly exhilarating levels of emotional connection," said Michael Leiters, CEO, McLaren Automotive.