McLaren 540C VS Bentley Continental
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
Bentley Continental
Likes
- Fast
- Capable
- Ultra-luxurious
Dislikes
- Only four airbags
- Modest warranty cover
- Kids-only rear seats
Summary
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 |
Bentley Continental
Close your eyes for me and try to picture a two-door vehicle with a thumping V8 engine, 575kW and a whopping 1000Nm on tap, a 0-100km/h burst of 3.2 seconds and a top speed of 335km/h. Does it look like a Ferrari in your head? Something else Italian, or German perhaps?
Well, what if I tell you it also weighs 2.5 tonnes. Are you imagining a luxe SUV with the rear doors removed, perhaps? Think again, because what we’re discussing here is arguably the very best of Britain (albeit German-owned), the all new and highly impressive Bentley Continental GT Speed.
Gone is the famous and fabulous W12 engine, never to return (Bentley was long the world’s biggest maker of 12-cylinder engines, henceforth it will make exactly none), to be replaced by the one and only power plant the company will now offer, in various tunes, in all of its ICE cars (yes, a Bentley EV is coming, of course).
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All that torque isn’t just from the big 4.0-litre V8, it’s also an 'Ultra Performance Hybrid', which will allow you to drive up to 81km in fully silent electric mode, should you be so boring.
We flew to a posh and very private members-only race track in Japan to find it out if this really is, as Bentley suggests, the everyday supercar.
| Safety rating | — |
|---|---|
| Engine Type | 6.0L |
| Fuel Type | — |
| Fuel Efficiency | 14.9L/100km |
| Seating | 4 seats |
Verdict
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.
Bentley Continental7.8/10
Any fears Bentley was heading in the wrong direction by abandoning 12 cylinders for hybridisation (not that it had a lot of choice) should be totally salved by the Continental GT Speed. It is a hugely capable, fabulously luxurious and beautiful to behold grand tourer that deserves extra points for not being an SUV. It might just be the supercar you could drive every day, with no complaints.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
Design
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.
Bentley Continental9/10
I don’t think I’ve ever heard so much interesting waffle about the design of any car, ever, but before we get to the wild, and wildlife, justifications for how it looks, just feast your eyes on it.
Now, not everyone might love it, but it’s hard to imagine a huge, super coupe looking any better than this thing does. It’s no Ferrari, sure, but realistically it doesn’t have to compete with that, because it’s a cruiser as well as a bruiser, a supercar you can be quiet and comfortable in. A Rolls-Royce with rocket engines, even.
The most obvious change, of course, is that Bentleys have had four headlights, or four eyes if you like, for so long that seeing this new one with two is a major shock, a big shift, but somehow it works.
The proportions, the elegance, the bold 'be big and bold and give no damns what anyone thinks', it’s just impressive, and the interior reflects that same, luxury ethos.
Apparently the new-look Continental is built on three design principles, the first of which is, amusingly, 'Resting Beast'. This is supposed to reflect how the Bentley looks from side on; like a tiger, stalking its prey, or perhaps resting and thinking about its prey. It’s all muscles and strength and power, but also elegance. And who doesn’t imagine tigers walking red carpets in ball gowns?
Principle two is 'Upright Elegance', and here you’re supposed to see, in the car, the strong vertical line one finds in the chest of a thoroughbred horse when it’s standing in particularly powerful way. Great. Love it.
And finally, there is the 'Endless Bonnet', which is a horizontal line that goes from the front of the car - via the bonnet obviously - and all the way to there rear, via cat-like haunches, providing an impression of “speed, even when standing still”.
Those are the bold strokes, but it’s all the little details that make it sing, like the beautiful jewellery-like look of the headlights, which are meant to resemble a tiger’s eyes. So many cats, is it any wonder I started thinking of the Bentley as a very, very flashy Jaguar?
It’s important to note that while it looks very new - and 68 per cent of the Continental’s parts are new - the body panels are carried over, while the front and rear are all new. This is one very effective mid-life facelift, with a heart transplant, then.
Practicality
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.
Bentley Continental8/10
So a two-door, '2+2' grand tourer isn’t entirely built with the term 'practicality' in mind and it could be argued the existence of this Bentley Continental, the fourth generation, is something of a surprise, when you consider most people just buy SUVs and Bentley has done quite well with its Bentayga (which will, in future, share the same engine used here).
But for what it is, a two-seat car with occasional seating in the rear for emergencies, or very small children, it feels entirely fit for purpose.
An actual human can sit in the back, but it does feel a bit claustrophobic, and you’d be so jealous of how comfortable the people are in the front.
The 20-way adjustable front pews feel like grand armchairs for grand touring, fabulously comfortable - although you can slide across them a bit when driving on a race track, not a common problem - and plush to the touch.
They now come with a 'Wellness Facility' that brings postural, massage and climate functions to help with fatigue on long journeys - and epic blasts across multiple European countries is clearly what this thing is designed for.
In general, the cabin is just lovely, Bentley claims it does the best car interiors in the world and while Rolls might argue, it’s a pretty fair statement.
The spinning central 12.3-inch display remains the highlight, offering you a modern touchscreen, which can disappear to reveal either three classic analogue dials or a plain piece of dashboard, if you prefer a 'digital detox'.
Price and features
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.
Bentley Continental7/10
As always, value becomes a nebulous term once the price of a car surges into the multiple hundreds of thousands. The Bentley Continental GT Speed will set Australian buyers back a whopping $581,900, before on-road costs.
Yes, you really can buy Ferraris and Lamborghinis for that kind of money, but Bentley assures us its buyers have already owned such fearsome machines, grown tired of their compromises and want something that’s just as fast, but 1000 times more comfortable, and easier to drive every day, and everywhere.
So that’s where the value proposition sits, basically. You’re buying a supercar that’s also a kind of Rolls-Royce adjacent luxury cruiser. Two cars for one price. Bargain. Kind of. It also weight 2.5 tonnes, if you’d like to think of it in dollars per kilogram.
Oh, and it’s hand made, too, and genuinely feels like it.
For that money you get an incredibly posh and plush cabin, excellent seats, and everything you touch, and smell, seems expensive and refined.
The newly facelifted, and butt-lifted, Continental also looks simply stunning, from every angle, outside. Particularly in its new 'Tourmaline Green' paint (there are 18 standard colours to choose from, or you can have bespoke paint made for you on request). And 15 standard leather hide colours as well.
It comes with all the apps and connectivity you could wish for, including a Bentley App Studio.
Under the bonnet
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.
Bentley Continental9/10
There is some sadness that the world’s biggest producer and promoter of 12-cylinder engines has cut production of them altogether - the epic W12 is no more - and this does feel, on a smaller scale, like Porsche ditching flat-six engines forever.
Previous hybrid efforts from Bentley, including a V6-based one that the company now admits was a bit limp wristed, might cause some concern when you hear that Bentley will, henceforth, make just one engine for all its cars, and that it is a hybrid, albeit one attached to a 4.0-litre twin-turbo V8.
But then they point out the version in this Continental GT Speed’s is “the most powerful Bentley engine ever” and that sounds pretty good.
The engine alone makes 441kW and 800Nm, which almost sounds ample, but the addition of the electric E-motor is good for another 140kW and 450Nm, with the aid of a 29.5kWh battery, which somehow adds up to a combined output of 575kW and a nice, round, and impressive 1000Nm of torque.
All that power does have to move 2.5 tonnes of precious metal, which sounds like an ask, but is effortless in practice - hurling the Speed to 100km/h in a properly supercar-like 3.2 seconds on its way to a top speed of 335km/h.
Yes, vitally, it sounds pretty damn impressive when all the power sources are going at once, it even barks and pops on the overrun, a bit like the Porsche Panamera with which it shares the hybrid set-up, only a bit bossier, and perhaps classier.
The point of the hybrid feels like it’s mostly about performance and excitement, but it has a practical side, too, because in EV-only mode this giant Bentley can drive for up to 81km in pure, and slightly inappropriate-feeling, silence (at speeds of up to 140km/h).
Handy if you live in global cities with zero-emission zones, or if you want your neighbours to think you care about the climate.
One brilliant thing about this plug-in hybrid is it’s set up to use the engine to regen the battery, hard, in 'Sport' mode, so the more fun you have, the quicker the battery charges. So much so that, realistically, you might never need to plug it in at all (Bentley recently ran the car at a race track for two weeks and never needed to top it up via cable once).
It is an impressive, sonorous and enjoyable power plant, and you’d expect nothing less from Porsche, although Bentley says it’s done lots of work on the donor engine to make it uniquely more wonderful.
Efficiency
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.
Bentley Continental8/10
While the top-line figures for performance hybrids like this always sound impressive, it’s hard to believe anyone will ever get near them in the real world, because the temptation to drive a car like this hard and fast, as its makers clearly intended, will mean chewing fuel in a very non-efficient way indeed.
On paper, though, where it matters in terms of being allowed to sell your giant luxury grand tourer in Europe, the Bentley Continental GT Speed produces just 29 grams of CO2 per kilometre.
Fuel economy is a claimed 10.3 litres per 100km, which is optimistic, but still a lot lower than the equally unlikely 14L/100km figure for the old (12-cylinders and no hybrid) car. As in, neither car would ever achieve the theoretical figure, but at least the new one is clearly a lot better.
Driving
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.
Bentley Continental8/10
In an ideal world, one would take the Bentley Continental GT Speed for an appropriate drive from the top of Germany to the bottom of Italy or France, but instead we were asked to drive the big beast around a tight and slightly terrifying private members race track outside Tokyo called the Magarigawa Club.
Members here pay US$1 million a year for access to this circuit, carved out of several mountain tops, which features two long and fun straights attached to what feels like a hill climb circuit with a bit of Laguna Seca’s Corkscrew and a touch of Mt Panorama’s undulations.
This track, with its daunting lack of run-off, should have been an intimidating and possibly inappropriate place to try the Continental GT Speed, but it is a credit to the car’s “everyday supercar” personality that it soaked up the pressure, and pace with ease.
On our first lap we were encouraged to drive in EV mode, which was predictably a bit dull, quiet and not-quite boring, because if you went past 75 per cent of throttle, or 140km/h, the engine would kick in and things would instantly get interesting.
It was a good chance to note just how lushly comfortable the cabin and seats are, however, and just how supple the suspension can be.
The Bentley’s “secret weapon”, according to its engineers, is a new twin-valve damper the allows the chassis to behave like a sports car when you want it to - probably about 3.0 per cent of the time for actual owners - and an absolute luxury pleasure palace for cruising around the rest of the time.
The split personality thing really is on offer with this car, as we found out once we engaged the Sport setting.
The Speed’s all-wheel drive, all-wheel steering, torque vectoring and electronic LSD were all on display over the later laps, in which we were allowed to blast past 200km/h and find out just how good the brakes are at pulling up 2.5 tonnes of high-speed luxo-barge.
You do your steering via a lovely wheel with a leather front and Alcantara wheel, and it feels effortless, even in full track attack mode. A bit more feedback might be nice, but I guess Bentley owners have other cars for that kind of thing.
Aside from the rushing, roaring speed, what is most impressive is how little body roll there is from the Continental. It feels planted, poised, happy to change direction and is rarely upset or flustered, despite some squeals of complaints from the tyres.
Getting too wide on to the ripple strips caused a shudder and a skip sideways now and then, but perhaps I shouldn’t have been so far off the racing line.
Overall, the Continental GT delivers on its name, with Speed, and lots of it, all delivered in a properly swanky environment.
Safety
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.
Bentley Continental6/10
All the money and you only get four airbags; front and side for driver and passenger. And none in the back, so don't sit there. Bentley also has its own 'Safeguard' suite of technologies including 'Advanced Emergency Braking', 'Swerve Assist' and 'Turn Assist'.
Other tech includes 'Predictive Adaptive Cruise Assist with Lane Guidance', 'Lane Departure Warning', 'Emergency Assist', 'Remote Park Assist' and '3D Surround View'.
Ownership
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.
Bentley Continental7/10
The Bentley Continental GT Speed comes with a five-year, all-inclusive servicing plan as standard.
That sounds good, but stunningly, Bentley still only offers a three-year manufacturer warranty, albeit one with no mileage limitations. That's way below industry standard these days.
The battery that forms part of the hybrid system is, however, warrantied for eight years, or 160,000km.