BMW M440I VS McLaren 540C
BMW M440I
Likes
- Unapologetic styling
- High-quality cabin
- Dynamically engaging
Dislikes
- Squeezy rear seats
- 420i/430i starts to get thrashy in high revs
- Adaptive cruise should be standard
McLaren 540C
Likes
- Brilliant dynamics
- Impressive performance
- (Relatively) approachable price
Dislikes
- Tricky entry/egress
- Drinks a bit when pushed (don't we all)
- Practicality not a strong suit
Summary
BMW M440I
When BMW’s first-generation 4 Series landed in 2013, it looked and drove like little more than a 3 Series sedan minus the two rear doors, and that’s because it was.
For the second-generation version though, BMW have decided to try its best to differentiate the 4 from the 3 Series, adding a unique front end and slight mechanical tweaks.
Sure, the looks might not be to everyone’s taste, but surely BMW’s renowned driver-focused dynamics will be enough for the 4 Series to carve out its niche in the premium sports coupe space … right?
| Safety rating | |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 7.8L/100km |
| Seating | 4 seats |
McLaren 540C
Believe it or not, the McLaren 540C is an entry-level model. But you won't find anything remotely resembling rubber floor mats, steel wheels, or cloth seats here. This is a 'base' car like few others.
Revealed 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 properly exotic Super Series (650S, 675LT and now 720S), and pretty much insane Ultimate Series (where the P1 hypercar briefly lived) rising above it.
Only a few years ago, McLaren meant nothing to anyone outside the octane-infused world of motorsport. But in 2017, it's right up there with aspirational sports car big guns like Ferrari and Porsche, both of which have been producing road cars for close to 70 years.
So, how has this British upstart managed to build a world-beating supercar brand so quickly?
Everything you need to know to answer that question resides inside the stunning McLaren 540C.
| Safety rating | |
|---|---|
| Engine Type | 3.8L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 25.5L/100km |
| Seating | 2 seats |
Verdict
BMW M440I8.3/10
BMW has once again delivered a supremely enjoyable sports car with its new 2021 4 Series.
Sure, it might have love-it or hate-it styling, but those that dismiss the 4 Series based solely on looks are missing out on a wonderful driving experience.
With the base 420i offering all the style in a relatively affordable pricetag, while the all-wheel-drive grip of the M440i adds extra assurance at a more premium price, BMW's new 4 Series should cater to anyone looking for a premium sports coupe.
McLaren 540C8.3/10
The 540C is desirable on so many levels. Its dynamic ability, blistering performance, and stunning design make the cost of entry a value-for-money ticket. And the refreshing thing is, choosing a McLaren, with its focus on function and pure engineering, sidesteps the wankery that so often goes with ownership of an 'established' exotic brand. We absolutely love it.
Do you think McLaren is a genuine competitor for the usual supercar suspects? Tell us what you think in the comments below.
Design
BMW M440I10/10
Let’s get this out of the way. The 2021 BMW 4 Series is not an ugly car, despite what you may think from the press photos found online.
Is it to everyone’s tastes? Of course not, but I find the gaudy, in-your-face gold-on-black that is Versace’s signature styling a little gross … so your milage will definitely vary on the 4 Series like mine does with high-end fashion.
In person, that grille is nowhere near as overwhelming as pictures may have led you to believe, and blends in very nicely with the aggressive and muscular front end of the 4 Series.
In profile, the high shoulder line and slim glasshouse add to the sportiness, as does the sloping roofline and butch rear haunches.
The rear though, is arguably the 4 Series best exterior angle, as the pinched bumper, wraparound tail-lights, large exhaust outlets and subtle rear diffuser combine well for a properly sporty and premium look.
All Australian-spec cars come with the M Sport package, meaning a full bodykit, and 19-inch wheels to make even the boggo 420i look aggressive on the road.
Does it work? Well if it wasn’t wearing a BMW badge then it might not get away with this ostentatious styling, but being a big premium player, we think the 4 Series gets away with being as brash and in-your-face as it is.
We actually love that BMW has taken a risk with the 4 Series’ aesthetics and is willing to push the envelope because, after all, it could have just looked like the 3 Series sans-two doors, and that’s just a bit too safe, isn’t it?
Inside, the 4 Series is familiar BMW territory, which means a thick-rimmed steering wheel, glossy shifter and brushed metal accents, as well as high-quality materials throughout.
The dashboard-integrated multimedia system is a particularly nice touch, as are the metal accents that separate the lower and upper halves of the cabin.
So, is there anything interesting about the design? Absolutely. It’s got the internet talking more than usual and will no doubt draw the eye of those wanting to stand out from the often-samey crowd of German sports cars.
McLaren 540C9/10
In 2010 the recent rise (and rise) of McLaren Automotive really began, when its design director, the hugely respected Frank Stephenson, started to send things in a compelling direction.
He says McLarens are 'designed by air' and that intricately sculpted, wind-tunnel-driven approach to supercar beauty is clear in the 540C's shape.
It's aimed at so-called everyday supercars like the Audi R8, and Porsche 911 Turbo, yet it incorporates all the subtle aero tricks that define the brand's dynamic personality.
A serious front spoiler and a mix of large intakes low in the nose create a delicate balance between downforce and corridors for cooling air.
Broad strakes down the side, standing proud of the main bodywork, are reminiscent of a formula one car's turbulence reducing barge boards, and giant intake ducts channel air through to the radiators in the cleanest, most efficient way possible.
And the look is suitably spectacular. You could hang the dramatically carved doors in a contemporary art museum.
Barely noticeable flying buttresses extending from the rear of the main roofline make a big contribution to downforce, cooling and stability with a minimal drag penalty.
There's a delicate lip spoiler on the trailing edge of the main deck, and a giant multi-channel diffuser proves air flow under the car is just as carefully managed as that going over it.
But the 540C doesn't lack traditional supercar drama. The dihedral design doors swinging up to their fully open position is a camera phone attracting, jaw dropping, traffic-stopper.
The interior is simple, striking and single-mindedly driver-focused. The chunky 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, managing everything from audio and nav, to media streaming and air-con, with low-key efficiency.
Practicality
BMW M440I8/10
Measuring 4768mm long, 1842mm wide, 1383mm tall and with a 2851mm wheelbase, the 2021 BMW 4 Series certainly looks commanding on the road, and the generous proportions do well for interior space too.
Of note though, the M440i is slightly longer (4770mm), wider (1852mm) and taller (1393mm) than the 420i and 430i, but the slight variance doesn’t translate to any perceivable difference in practicality.
Up front, there is plenty of space for driver and passenger, with a wide array of seat adjustability offering nearly the perfect position for nearly everyone regardless of shape or size.
Storage options include a generous door pocket with separate bottle holder, large central storage cubby, generous glove box, and two cupholders sited between the shifter and climate controls.
We love that the wireless smartphone charger is tucked well away just ahead of the cupholders, meaning you don’t have to worry about keys or loose change scratching up your screen, and it doesn’t eat into any of the other storage options around the cabin.
Being a coupe, you wouldn’t expect heaps of room in the second row, and the BMW 4 Series certainly doesn’t defy expectations in this regard.
Adult passengers can get in the back easy enough, thanks to auto-folding front seats, but once there, head- and shoulder-room can be a bit tight, while legroom is dependent on the height of front passengers.
We’ve certainly been in worse back seats though, and the deeply recessed seats help alleviate some of the headroom issues, but its not a space for the claustrophobic.
Open the boot and the 4 Series will swallow up to 440 litres of volume and, thanks to the wide space, can easily accommodate a set of golf clubs or weekend luggage for two.
The second row is divided 40:20:40, so you can fold down the middle to transport skis (or timber from Bunnings) while still ferrying four.
Folding the rear seats down will increase your cargo volume, but the aperture between the boot and cabin is quite small, so you might want to keep that in mind before heading to Ikea.
McLaren 540C6/10
There are some cursory concessions to practicality… like a glovebox, a single cupholder under the dash at the leading edge of the centre console, a small bin between the seats, housing multiple USB outlets, and other storage options here and there.
The latter includes a shelf at the top of the bulkhead behind the seats, marked with a specific label saying (words to the effect of) 'don't put stuff here', but that's more about objects flying forward in a high-G deceleration, which in this car is more likely to be the result of hitting the brakes, rather than a crash.
But the 'big' surprise is the 144-litre boot in the nose, complete with light and 12 volt power outlet. It easily swallowed the CarsGuide medium sized, 68-litre hard shell suitcase.
In terms of getting in and out, make sure you've done you warm-ups because frankly it's an athletic challenge to maintain composure and get the job done either way. Despite best efforts, I hit my head a couple of times, and aside from the pain it's worth pointing out that being a follicularly-challenged person I'm forced to display abrasions in full public view.
Price and features
BMW M440I9/10
BMW’s new 4 Series range is available in three flavours, kicking off with the 420i for $70,900 before on-road costs, which is powered by a 2.0-litre turbo-petrol engine (more on that below).
Standard equipment includes sport seats, LED headlights, a 12.3-inch digital instrument cluster, push-button start, automatic wipers, Alcantara/Sensetec (vinyl-like) interior trim, three-zone climate control and 10-speaker sound system, but it’s the inclusion of an M Sport package and 19-inch wheels that really elevate the look of the new 4 Series to a real sporty model.
The latter two were options in the previous generation, but so many customers (we’re told close to 90%) opted for the sportier looks that BMW just decided to bundle them into the asking price.
The 420i also comes fitted with a 10.25-inch touchscreen multimedia system that includes digital radio, satellite navigation, wireless smartphone charger, and wireless Apple CarPlay AND Android Auto (finally some love for Samsung owners!).
It’s remarkable then, that the new 420i is actually almost $4100 cheaper than the model it replaces, while also boasting more equipment, safety and torque.
Stepping up to the 430i increases pricing to $88,900 ($6400 pricier than before), while also adding more equipment such as adaptive dampers, keyless entry, surround-view camera, M Sport brakes, leather interior and active cruise control.
Outputs from the 2.0-litre turbo-petrol engine are also increased in the 430i (again, more below).
The current king of the 4 Series range until the M4 lands early next year is the M440i, priced at $116,900, but includes a 3.0-litre inline six-cylinder engine and all-wheel-drive grip.
On the outside, the M440i can be distinguished by the standard inclusion of BMW’s Laserlight technology, sunroof and heated front seats, as well as ‘Cerium Grey’ colouring for the kidney grille, tailpipe shrouds and side-view mirrors.
Being a German model, there is (of course) a smattering of options available – including remote engine start and a heated steering wheel – but none jump out as crucial or ‘must have’ in any way.
We appreciate that the base 4 Series looks largely the same as its more expensive siblings, while also offering all the key equipment you’d want out of a premium sports coupe in 2020.
McLaren 540C9/10
At $331,500, we reckon the McLaren 540C is a supercar bargain. For just on $140k less than a Ferrari 488 GTB it delivers equivalent visual drama, and isn't far behind on speed and dynamic ability.
Standard kit runs to climate control air con, an alarm system, cruise control, remote central locking, LED headlights, tail-lights and DRLs, keyless entry and drive, a limited-slip differential, leather steering wheel, power folding mirrors, four-speaker audio, and a multi-function trip computer.
'Our' car featured close to $30,000 worth of options; headline items being the 'Elite - McLaren Orange' paint finish ($3620), a 'Sport Exhaust' system ($8500), and the 'Security Pack' ($10,520) which includes front and rear parking sensors, a reversing camera, alarm upgrade and a vehicle lifter that raises the front of the car an extra 40mm at the push of a column stalk. Very handy.
And the signature orange shade follows through with orange brake calipers peeking out through the standard 'Club Cast' alloy rims, and similarly coloured seatbelts inside.
Under the bonnet
BMW M440I7/10
Both the entry-level and mid-tier 4 Series variants (420i and 430i respectively) are powered by a 2.0-litre turbocharged petrol engine.
Under the bonnet of the 420i, the engine produces 135kW/300Nm, while the 430i ups the ante to 190kW/400Nm.
The flagship (at launch) M440i meanwhile, scores a 3.0-litre turbo-petrol inline six delivering 285kW/500Nm.
All three engines are paired with an eight-speed automatic transmission, with no manual option available on any grade.
The 420i and 430i send drive to the rear wheels, resulting in a zero to 100km/h sprint time of 7.5 and 5.8 seconds respectively, while the all-wheel-drive M440i needs just 4.5s.
Stacked up against its German rivals, the 4 Series offers a decent engine line-up, but doesn’t excel at any level compared to the Audi A5 and Mercedes-Benz C-Class coupe.
McLaren 540C9/10
Aside from you and a passenger, the most important thing sitting between the 540C's axles is the 3.8-litre (M838TE) twin-turbo V8.
Developed in collaboration with British high-tech engineering specialist, Ricardo, McLaren's used it in various states of tune across different models, including the P1, and even in this 'entry-level' spec it produces enough power to light up a small town.
In 540C trim, the all-alloy unit delivers 397kW (540 metric horsepower, hence the model designation) at 7500rpm, and 540Nm from 3500-6500rpm. It uses race-derived dry sump lubrication, and a compact flat plane crank design, favoured by Ferrari and others in high-performance engines.
While vibration damping can be an issue with this configuration, it allows a much higher rev ceiling relative to the more common cross plane arrangement, and this engine screams up to 8500rpm, a stratospheric number for a road-going turbo.
The seven-speed 'Seamless-Shift' dual-clutch transmission sends drive exclusively to the rear wheels and comes from Italian gearbox gurus Oerlikon Graziano. It's been progressively refined and upgraded since its first appearance in the MP4-12C in 2011.
Efficiency
BMW M440I8/10
Officially, the 420i will sip 6.4 litres per 100km, while the 430i is slightly thirstier at 6.6L/100km.
Both aforementioned 4 Series variants will need 95 RON at the bowser.
The heavier and more potent M440i needs 7.8L/100km, while also using the more expensive 98 RON fuel.
We only drove through Melbourne country roads in our brief time with all three grades of the 4 Series and could not ascertain a reliable fuel economy figure.
Our driving did not cover an extended freeway journey or any inner-city driving, so check back to see if the quoted figures hold up to scrutiny once we get more time with the car.
McLaren 540C8/10
McLaren claims 10.7L/100km for the combined (urban/extra urban) fuel economy cycle, emitting 249g/km of CO2 at the same time.
For the record, that's six per cent better than the Ferrari 488 GTB (11.4L/100km – 260g/km), and if you take it easy on a constant freeway cruise, you can lower it even further.
But most of the time, we, ahem, didn't do better than that, averaging 14.5L/100km via the trip computer in just over 300km of city, suburban and freeway running.
Driving
BMW M440I9/10
Anything wearing a BMW badge promises a fun and engaging drive, after all the brand’s tagline used to be the ‘ultimate driving machine’, which is exacerbated in a sporty two-door.
Luckily then, the 4 Series delivers the goods and is a thoroughly enjoyable drive in all three grades.
Taking the already brilliant new-generation 3 Series as a base, BMW has made the 4 Series lower, and added additional stiffening in the front and rear for a taught and agile handling machine.
The rear track is also increased, while the front wheels have more negative camber to help with mid-corner grip.
Though the 420i and 430i might not draw any headlines, they 2.0-litre turbo-petrol pair are fun to steer and precise with their inputs.
The 420i especially doesn’t have the punch to match its aggressive looks, but is perfectly capable at slower speeds and still a delight to tip in a corner.
The 430i meanwhile, delivers more thrills thanks to its more potent engine, but it can get a bit trashy higher in the rev range.
However, the pick of the bunch for us the M440i, not only for its extra spicy engine, but also the assurance of all-wheel drive.
Now it might be sacrilege to some to not have a rear-drive BMW, but the rear-biased xDrive system in the M440i is wonderfully tuned to deliver the same sort of natural driving characteristic of a two-wheel-drive model.
Undoubtedly the near-perfect weight distribution helps with this, while the wonderfully low driving position means the whole car feels like it pivots around the driver when turning the wheel.
The M Sport differential in the rear is also great at propelling out you out of the bends, while the adaptive suspension also has great variability between comfort and sport settings.
If we had any criticism with the driving experience? We’d have liked a bit more aural theatre, but BMW have to save the louder pops and crackles for the full-fat M4, right?
A big caveat here though is that we have yet to experience the new 4 Series in a suburban setting, with our launch route taking us directly to some twisty country roads.
We also never got to drive the 4 Series in a freeway setting, meaning all of the driving was done in twisty country roads where you would expect a BMW to excel.
McLaren 540C9/10
The best word to describe driving this McLaren is orchestration. The 540C's dynamic elements flow seamlessly together to transform its operator into a conductor guiding a well-honed mechanical orchestra through an energetic concerto.
And slipping (carefully) over the carpeted bulkhead into the driver's seat is like dropping into an ergonomic masterclass. It feels like you're putting the car on, rather than getting into it.
Like all other current McLarens, the 540C is constructed around a one-piece, carbon-fibre tub, which it calls MonoCell II. It's super stiff, and just as importantly, light.
McLaren quotes a dry weight (no fuel, lubricants, or coolant) for the 540C of 1311kg, with the kerb weight a stated 1525kg (including a 75kg passenger). Not featherweight, but with this kind of power sitting a few centimetres behind your head, it's not a lot.
A sophisticated launch control system means zero to licence loss is achieved in a flash (0-100km/h – 3.5sec), with jail time lurking if you ever decide to explore the 540C's 320km/h maximum velocity. And in case you're wondering, it'll blast from 0-200km/h, in just 10.5sec.
The engine sounds brilliantly guttural, with lots of exhaust roar managing to find a way past the turbos. Maximum torque is available across a flat plateau from 3500-6500rpm, and mid-range punch is strong. However, the 540C is anything but a one-trick pony, or is that 540 ponies?
The double wishbone suspension, complete with the adaptive 'Active Dynamics Control' system lets you channel all that forward thrust into huge cornering speed.
The switch from Normal, through Sport to Track progressively buttons everything down harder, and an ideal weight distribution (42f/58r) delivers fantastic agility.
Feel from the electro-hydraulic steering is amazing, the fat Pirelli P Zero rubber (225/35 x 19 front / 285/35 x 20 rear), developed specifically for this car, grips like a Mr T handshake, and the standard 'Brake Steer' torque vectoring system, which applies braking force to optimise drive and minimise understeer, is undetectable in the best possible way.
A console switchable 'Powertrain Control System' also offers three settings, and in the upper modes, shifts from the seven speed dual clutch 'box are eye-blink rapid.
The steering wheel paddles come in the form of a genuine rocker, so you're able to change up and down ratios on either side of the wheel, or one-handed.
Hammer towards a quick corner and the reassuringly progressive steel rotor brakes bleed off speed with complete authority. Flick down a couple of gears, then turn in and the front end sweeps towards the apex without a hint of drama. Squeeze in the power and the fat rear rubber keeps the car planted, and perfectly neutral mid-corner. Then pin the throttle and the 540C rockets towards the next bend… which can't come quickly enough. Repeat, and enjoy.
But slotting everything into 'Normal' mode transforms this dramatic wedge into a compliant daily driver. Smooth throttle response, surprisingly good vision and excellent ride comfort make the McLaren a pleasure to steer around town.
You'll love catching a glimpse of the heat haze shimmering up off the engine in the rear-view mirror at the lights, and the (optional) nose-lift system makes traversing awkward driveways and speed bumps manageable.
Safety
BMW M440I7/10
BMW’s 2021 4 Series has not been crash tested by either Euro NCAP or ANCAP, and does not wear an official safety rating.
However, the mechanically related 3 Series sedan was awarded a maximum five-star rating when it was examined in October 2019, but do keep in mind that the child occupant protection scores could vary wildly due to the 4 Series’ coupe shape.
The 3 Series scored 97 per cent for the adult occupant protection test, and 87 per cent for the child occupant exam. Meanwhile, the vulnerable road user protection and safety assist tests yielded an 87 and 77 per cent result respectively.
As standard, the 4 Series is equipped with autonomous emergency braking (AEB), forward collision warning, lane departure warning, rear cross-traffic alert, reversing camera, and front and rear parking sensors.
McLaren 540C8/10
In terms of active safety, the car's dynamic ability is one giant safeguard against a collision, and that's backed up by tech features including ABS and brake assist (no AEB, though), as well as stability and traction controls.
But if a crunching-type incident is unavoidable, the carbon-composite chassis offers exceptional crash protection with dual front airbags in support (no side or curtain airbags).
Not a huge surprise that ANCAP (or Euro NCAP, for that matter) hasn't assessed this particular vehicle.
Ownership
BMW M440I8/10
Like all new BMW models, the 4 Series comes with a three-year/unlimited kilometre warranty.
However, the benchmark for premium brands belongs to Mercedes-Benz, who offer a five-year/unlimited kilometre warranty, while Genesis matches the time period but limits travel to 100,000km.
Scheduled servicing for the 4 Series occurs every 12 months or 16,000km.
At the time of purchase, BMW offers a five-year/80,000 ‘basic’ service package that covers scheduled changing engine oil, filter, spark plugs and brake fluids.
This package costs $1650, which works out to be a very reasonable $330 per service.
A more thorough ‘plus’ plan is also available for $4500 that also covers brake pads/discs, clutch and windscreen wiper replacements over the same five-year/80,000km period.
McLaren 540C8/10
McLaren offers a three year/unlimited km warranty on the 540C, and servicing is recommended every 15,000 km or two years, whichever comes first. No capped price servicing program is offered.
That's a lot of kays for a premium exotic like this, and some may not see 15,000km on the odometer… ever.