McLaren 540C first drive review
- McLaren 650S reviewed
- McLaren's luxury focused supercar revealed
- Want a little bit more power? We drive McLaren's 570S
- Full details: McLaren 540C and 570S
Would you fly first class if you had the money? That might sound like a rhetorical question, but it's one that only a few have the luxury - and the money - to answer.
For that same portion of the population it is a question that also applies to the latest breed of supercars, particularly in a country like Australia where it is almost impossible to experience the full flight of their first class performance.
Okay, there are plenty of reasons to spend more (if you can) on range-topping models from the likes of Porsche, Lamborghini, Ferrari and the relative newcomer to supercardom, the road-going division of British Formula One team McLaren, but most revolve around power; both on paper and the mine's-bigger-than-your status that generates within high-flying social circles.
However, McLaren's most affordable mid-engined machine, the 540C, asks the question why you'd need to fork out an extra six figures for anything more.
At $325,000 (plus on-road costs and before ticking a single option box), the 540C is still right up there among the elite, even if actually undercuts its most direct rivals – the Porsche 911 Turbo, Lamborghini Huracan LP580-2, Audi R8 and Ferrari 488 GTB – by at least $30k, which is certainly not chump change even among the wealthy.
As the entry-level model in the company's new Sport Series range, which also includes the slightly more powerful 570S and upcoming 570GT, it sits under the 650S and 675LT (available in both coupe and spider body styles) that make up the Super Series and the (sadly, left-hand drive only) hybrid-powered P1 and P1 GTR in the Ultimate Series. Consider then, the 540C, and its siblings, as McLaren's business class offerings against the first class Super Series and private-jet set of the P1.
So, knowing that it uses the same basic underpinnings as the others, including the carbon fibre body construction, twin-turbo V8 and seven-speed dual-clutch automatic that is shared across all Mclaren models, does that make it any less of a supercar?
After a few hours behind the wheel of the 540C – along with a 650S as a reference point - on a challenging run along Sydney's northern beaches, the short answer is no. But the business class-versus-first class question is harder to answer as while the 540C doesn't have the same on-paper appeal as the 650S it is arguably a better car to live with everyday.
First of all, its 3.8-litre engine produces 397kW at 7500rpm and 540Nm between 3500-6500rpm compared to the 650S' outputs of 478kW and 678Nm, making it half a second slower to accelerate from 0-100km/h (3.5 seconds versus 3.0 seconds) and reducing its top speed to 320km/h. On the flipside, it is more efficient with a stop-start feature in heavy traffic that reduces its claimed average consumption to 10.7L/100km.
In the real world, that translates to the 540C delivering a completely unique – and more liveable – character to the 650S. Where the Super Series model spins its turbo chargers up instantly, to almost angrily shove your head back in the seat, the 540C is more progressive in the way it builds up momentum; it is certainly less ferocious below 3000rpm, and therefore less intimidating under initial acceleration, but no less astonishing beyond that and towards its 8500rpm rev ceiling.
From an emotional perspective, neither Mclaren delivers the kind of ear-splitting or guttural soundtrack generated by its rivals. There's none of the crackling and popping when you back off the throttle that Ferrari has injected into the 488's similarly configured twin-turbo V8, the guttural bellow under load of the 5.2-litre V10 that's shared between the Audi R8 and Lamborghini Huracan or the unique whoosh of Porsche's force-fed flat six in the 911 Turbo. Instead, there's an element of surgical precision that befits the refinement that McLaren is renowned for, mixing a muted flat-crank warble with a high-tech V8 note and the faintest hint of turbo whistle.
That refinement is translated into the way it drives too. When left completely to its own devices, the engine and gearbox work intuitively together at leisurely speeds with smooth shifts to makes it an effortless car to pedal around the suburbs, cruise along the beachside boulevards or out on the highways.
But its character can be altered in a number of ways using the Active Dynamics switchgear at the base of the centre console. It's not as simple to use as basic sport buttons in rival vehicles as firstly you need to activate the switches, then rotate through three toggles – Normal, Sport and Track – on separate dials for the engine and handling.
With everything turned up to 11, the 540C is almost as quick as the 650S on public roads. Sure, it doesn't rocket between the bends with the same kind of ferocity but it slices through the corners with as much poise thanks to its beautifully-balanced chassis, pin sharp steering and the traction afforded by its Pirelli P Zero tyres and the subtle intervention of its electronic safety net.
Doing without the 650's hydraulically-interconnected suspension system (replacing it with conventional anti-roll bars), the 540C's body is a little busier over rough surfaces but the suspension is no less compliant in the way it deals with bumps. The standard steel brakes are also easier to modulate and provide more feedback in everyday conditions.
Its biggest drawback, and one that extends across the range, is the stiffness of the carbon fibre tub transfers every bump into a noisy sound that resonates through the cabin. If it's annoying after two hours, it could be a deal breaker for those laying down a large sum of money - particularly against the accomplished competition.
Speaking of the cabin, the 540C's two-seater cockpit is a much classier, more modern and a friendlier place to sit than the 650S thanks to a host of detail changes. Firstly, the scissor-opening doors provide easier entry and egress into the car and the side sills now taper forwards and feature rolled edges that help that process become less cumbersome.
There's also better access to the cupholders in the centre tunnel with the floating centre screen, the air conditioning controls are moved into the dash (rather than on the doors) and there are twin vents perched on top for better ventilation, the fully digital instrument panel is clearer to read and offers more functionality and the shift paddles are longer for better access to changing gears while cornering.
Vision is also improved through the 540C's letterbox rear window as well as the fact it has a fixed rear wing rather than the airbrake that pops up on the 650S.
Personally, I also think the Sport Series models look better and there's certainly no mistaking them for anything but a McLaren.
In the end, there is a discernable difference between the 540C and the 650S in the way they drive, the numbers they produce and the price they cost. It isn't as fast, as dramatic, or as challenging to drive. But, quite frankly, I reckon McLaren's business class ticket is better presented and better value without being any less exciting.
McLaren 540C price and specifications
On-sale: Now
Price: $325,000 (plus on-road costs)
Engine: 3.8-litre V8 twin-turbo petrol
Power: 397kW at 7500rpm
Torque: 540Nm at 3500-6500rpm
Transmission: 7-spd dual-clutch automatic, RWD
Fuel use: 10.7L/100km