McLaren 540C 2017 review
Content
- Is there anything interesting about its design? 9/10
- How practical is the interior space? 6/10
- Does it represent good value for money? What functions does it have? 9/10
- What are the main characteristics of the engine and transmission? 9/10
- How much fuel does it consume? 8/10
- What is it like to drive? 9/10
- What safety equipment is installed? What is the safety rating? 8/10
- How much does it cost to own? What kind of guarantee is provided? 8/10
- Verdict
- Do you see the McLaren as a real competitor for the usual supercar suspects? Tell us what you think in the comments below.
Believe it or not, the McLaren 540C is an entry-level model. But you won't find anything remotely resembling rubber mats, steel wheels, or cloth seats here. This is a "base" car like few others.
Introduced in 2015, it's actually the cornerstone of McLaren's three-tier supercar pyramid, being the most affordable member of the Sport series, with the truly exotic Super series (650S, 675LT, and now the 720S) and the rather insane Ultimate series (where the P1 Hypercar did not live long) towering over him.
So how did this British upstart manage to create a global supercar brand so quickly?
Just a few years ago, McLaren meant nothing to anyone outside of the octane-rich world of motorsport. But in 2017, it's right up there with ambitious sports cars like Ferrari and Porsche, which have been making road cars for nearly 70 years.
So how did this British upstart manage to create a global supercar brand so quickly?
Everything you need to know to answer this question is inside the stunning McLaren 540C.
| McLaren 540C 2017: (base) | |
|---|---|
| Safety Rating | - |
| engine's type | 3.8L |
| fuel type | Premium unleaded gasoline |
| Fuel efficiency | 25.5l / 100km |
| Landing | 2 Places |
| Price from | No recent ads |
Is there anything interesting about its design? 9/10
2010 really began the recent rise (and rise) of McLaren Automotive when its highly respected design director Frank Stephenson began pushing things in a compelling direction.
He says the McLarens are "built for the air" and that the intricately sculpted, wind tunnel-driven approach to supercar beauty is evident in the 540C's shape.
It's aimed at so-called everyday supercars like the Audi R8 and Porsche 911 Turbo, while still incorporating all the subtle aerodynamic tricks that define the brand's dynamic personality.
A serious front spoiler and a combination of large air intakes at the bottom of the nose create a delicate balance between downforce and cooling air passages.
Doors with a dihedral design, swinging open to the full open position, is a camera phone that attracts, jaw dropping, stopping motion.
The wide side stripes that rise above the main body are reminiscent of the turbulence of a Formula One car lowering the sides of a barge, while giant intake ducts direct air to the radiators in the cleanest and most efficient way.
And the view is spectacular. You could hang carved doors in a modern art museum.
Barely visible flying buttresses extending from the rear of the main roofline contribute heavily to downforce, cooling and stability with minimal drag.
There's a subtle spoiler on the trailing edge of the main deck, and a giant multi-channel diffuser proves that airflow under the car is just as carefully managed as above it.
But the 540C isn't without its traditional supercar drama. Doors with a dihedral design, swinging open to the full open position, is a camera phone that attracts, jaw dropping, stopping motion.
Doors with a dihedral design, swinging open to the full open position, is a camera phone that attracts, jaw dropping, stopping motion. (Image credit: James Cleary)
The interior is simple, showy and driver-focused. The chunky steering wheel is completely unadorned, the digital instruments are crystal clear, and the seats are the perfect combination of support and comfort.
The vertical 7.0-inch IRIS touchscreen is cool to the point of minimalism, controlling everything from sound and navigation to media streaming and air conditioning with low efficiency.
How practical is the interior space? 6/10
There are some superficial concessions to practicality… like a glove box, one under-dash cup holder on the front edge of the center console, a small bin between the seats that holds a few USB plugs, and other storage options here and there.
The latter includes a shelf at the top of the bulkhead behind the seats, marked with a special label saying "do not put things here", but this is more for objects flying forward when decelerating at high acceleration. that in this car is more likely the result of pressing the brakes, and not an accident.
The "big" surprise was the 144-liter trunk in the bow. (Image credit: James Cleary)
But the “big” surprise is the 144-litre forward-lit trunk with lights and a 12-volt outlet. He easily swallowed Cars Guide Medium hard case suitcase with a capacity of 68 liters.
As for getting in and out, make sure you do a warm-up because, frankly, keeping your composure and getting the job done anyway is a sporting challenge. Despite my best efforts, I hit my head a couple of times, and besides the pain, it is worth noting that, as a person with follicular problems, I am forced to show abrasions for all to see.
Does it represent good value for money? What functions does it have? 9/10
The McLaren 331,500C costs $540 and we think it's a great supercar. At only $140 less than the Ferrari GTB, it delivers equivalent visual drama and doesn't fall far behind in terms of speed and dynamic capability.
Standard package includes climate control, alarm system, cruise control, remote central locking, LED headlights, taillights and DRLs, keyless entry and drive, limited slip differential, leather steering wheel, power mirrors, four-speaker audio and multi-function route a computer.
Orange brake calipers peek out from behind standard Club Cast alloy wheels. (Image credit: James Cleary)
"Our" car offered about $30,000 worth of options; Highlights: "Elite - McLaren Orange" paintwork ($3620), a sports exhaust system ($8500), and a "Safety Package" ($10,520) that includes front and rear parking sensors, a reversing camera, an alarm upgrade, and a car lift that raises the front of the car an additional 40mm when the stalk is pressed. Very comfortably.
And the signature orange hue is complemented by orange brake calipers peeking out from underneath the standard Club Cast alloy wheels and matching color seat belts inside.
What are the main characteristics of the engine and transmission? 9/10
Aside from you and the passenger, the most important thing between the 540C's axles is the 3.8-liter (M838TE) twin-turbo V8.
Developed in collaboration with British hi-tech specialist Ricardo, McLaren has used it in various tuning states on different models, including the P1, and even at this "entry level" spec it produces enough power to light up a small town.
In the 540C trim, the all-alloy unit delivers 397kW (540hp, hence the model name) at 7500rpm and 540Nm at 3500-6500rpm. It uses dry sump racing grease and the compact flat plane crank design favored by Ferrari and others in high performance engines.
The most important thing that sits between the axles of the 540C is the 3.8-liter twin-turbo V8. (Image credit: James Cleary)
While vibration dampening can be an issue with this configuration, it provides a much higher rev ceiling compared to the more common cross-plane layout, and this engine screams up to 8500 rpm, which is stratospheric number for a road turbo.
The seven-speed Seamless-Shift dual-clutch transmission sends power exclusively to the rear wheels and was developed by Italian transmission gurus Oerlikon Graziano. Since its first appearance in the MP4-12C in 2011, it has been gradually improved and modernized.
How much fuel does it consume? 8/10
McLaren claims 10.7 l/100 km for the combined (urban/extra-urban) fuel economy cycle while emitting 249 g/km of CO2.
For reference, that's six percent better than the Ferrari 488 GTB (11.4L/100km - 260g/km), and if you don't waste time constantly driving on the freeway, you can lower it even further.
But most of the time we, ahem, didn't do well, averaging 14.5L/100km on the trip computer with just over 300km city, suburban and freeway travel.
What is it like to drive? 9/10
The best word to describe the driving experience of this McLaren is orchestration. The dynamic elements of the 540C flow seamlessly into each other, transforming the operator into a conductor leading a finely honed mechanical orchestra during an energetic concert.
And slipping (carefully) across the carpeted partition into the driver's seat is like stepping into an ergonomics masterclass. It feels like you are starting the car, not getting into it.
Like all current McLarens, the 540C is built around a carbon fiber unibody called the MonoCell II. It is very rigid and, last but not least, lightweight.
McLaren lists a dry weight (excluding fuel, lubricants and coolant) for the 540C as 1311kg, with a claimed curb weight of 1525kg (including a 75kg passenger). Not featherweight, but with that kind of power sitting a few inches behind the head, it's not much.
The engine sounds brilliantly guttural, with plenty of exhaust roar that manages to seep through the turbos.
An advanced launch control system means zero to license loss can be achieved in an instant (0-100 km/h in 3.5 seconds) and you face jail time if you ever decide to explore the 540C's top speed of 320 km/h . And if you're wondering, it accelerates to 0 km/h in just 200 seconds.
The engine sounds brilliantly guttural, with plenty of exhaust roar that manages to seep through the turbos. Peak torque is available on a flat plateau in the 3500-6500rpm range, and mid-range punch is strong. However, the 540C isn't a one-trick pony at all, or is it a 540 pony?
The double-wishbone suspension, complete with adaptive Active Dynamics Control, puts all the traction forward at tremendous cornering speeds.
Switching between Normal and Sport modes on Track makes everything stiffer, and the perfect weight distribution (42f/58r) ensures fantastic agility.
The feel of the electro-hydraulic steering is amazing, the thick Pirelli P Zero rubber (225/35 x 19 front / 285/35 x 20 rear) designed specifically for this car grips like a Mr T handshake, and the standard brake system, Torque Vector Control, which applies braking force to optimize movement and minimize understeer is not detectable at best.
The console-shiftable 'Transmission Control System' also offers three settings, and the seven-speed dual-clutch transmission's shifts are lightning fast in the upper modes.
The paddles on the steering wheel are shaped like a real rocker, so you can change the gear ratio up and down from either side of the steering wheel or with one hand.
You'll love catching a glimpse of the haze of heat shimmering from the engine in the rearview mirror on the headlights.
Rush into a tight corner and the reassuringly progressive steel rotor brakes kick in full force. Downshift a couple of gears, then engage, and the front ends up to the top without a hint of drama. Throw in the power and the thick rear tire will keep the car on level ground and perfectly neutralize mid-corner. Then step on the gas pedal and the 540C will rush into the next corner... which can't happen fast enough. Repeat and enjoy.
But putting everything on "normal" mode turns this dramatic wedge into a docile daily drive. Smooth throttle response, surprisingly good visibility and superb ride comfort make the McLaren an enjoyable city ride.
You'll love watching the warm mist shimmering off the engine in the headlights' rearview mirror, and the (optional) nose lift system makes navigating awkward driveways and speed bumps more manageable.
Warranty and safety rating
Basic Warranty
3 years / unlimited mileage
guarantee
What safety equipment is installed? What is the safety rating? 8/10
In terms of active safety, the car's dynamic capabilities are one giant crash defense, and this is backed up by tech features including ABS and brake assist (no AEB though), as well as stability and traction control.
But if a crunching incident is unavoidable, the carbon composite chassis provides exceptional crash protection with dual front airbags (no side or curtain airbags).
No wonder ANCAP (or Euro NCAP for that matter) didn't rank this particular car.
How much does it cost to own? What kind of guarantee is provided? 8/10
McLaren offers a three-year/unlimited warranty on the 540C and service is recommended every 15,000 km or two years, whichever comes first. Fixed price maintenance program is not offered.
That's a lot of positives for such a premium exotic, and some may not see 15,000 km on the odometer… ever.
Verdict
The 540C is desirable on so many levels. Its dynamic capabilities, incredible performance and stunning design make the price of admission a bargain. And the best part is that choosing a McLaren, with its emphasis on functionality and pure engineering, avoids the tomfoolery that so often accompanies owning an "established" exotic brand. We like it very much.
Do you see the McLaren as a real competitor for the usual supercar suspects? Tell us what you think in the comments below.
