2019 McLaren 540C Coupe 3.8 Twin-Turbo V8 540PS Interior and Exterior Overview

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The Porsche GT4 is pitted here against the 540C, an unfair contest I hear you say. Maybe and the stats look that way with the 540C's V8 engine, a 3.8 Twin Turbo, pushes out 532bhp and the GT4's flat six 3.8litre engine output is only 380bhp from its 3.8 Litres. Definitely one up-to the McLaren! Believe it or not these cars are v different in the way they drive despite both being mid-engined cars with a similar capacity. The McLaren is very much the everyday car of the two despite having a carbon monoCell chassis and a very low slung driving position, you sit only marginally above the tarmac. The McLaren is also the only true supercar in this contest with the dihedral doors and supercar performance. 540C is proper fast, the GT4 just is not on it in terms of sheer go. However the Porsche counters this by being truly immense round the twisty stuff, and it beats the McLaren for sound imo, it's straight six engine is just incredible. Both have good driver focussed interiors but it is the McLaren that feels the more special of the two and the electronics are in another world to the GT4. The new Porsche Panamera shows us the way in dash electronics and of course the GT4 is from a different age, a previous generation. GT4 is probably better screwed together feeling hewn from granite. The McLaren is well engineered no question but just doesn't feel quite so well put together as the Porsche. Which would I have is not an easy one to answer but I won't fudge the question. The McLaren, it feels more special overall and you cannot ignore the sheer speed of the car which is totally intoxicating. However if you wanted to race the car, as a friend of mine does, then I would chose the GT4, probs! Thanks for watching and please make sure you subscribe now to see further videos of the McLaren 540C and GT4 when they are released. Visit us at: Website: http://www.ss8000cars.org Instagram: https://www.instagram.com/ss8000cars/

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Is this the entry-level McLaren?
It certainly is. The £126,000 McLaren 540C slots into the Sports Series range below the 570S and 570GT and has (you won’t be shocked to learn) slightly less power. So the 3.8-litre twin turbo V8 develops 533bhp and 398lb ft, instead of 562bhp and 443lb ft.
What difference does this make?
Well, here’s the thing: there’s a bit of a difference between what McLaren says the difference is, and what the actual difference is. So McLaren says this one hits 62mph in 3.5secs (0.3secs slower than the 570S), 124mph in 10.5secs (1.0secs slower) and can hit a 199mph top speed (5mph down)

So are you saying there’s no discernible difference between the 540C and 570S?
No, because flat-out pace is only one facet of performance – and one you can’t use that often. Or at least not for more than a handful of seconds.
Key here is the 45lb ft torque deficit – the 540C doesn’t ramp through the mid-range quite as ferociously as the 570S, so I found myself making more use of the paddles. With the engine pulling just 1900rpm at 70mph in seventh, you need to drop down a couple of gears to get the 540C to go properly.
Low-rev throttle response also seems tardier than I remember – the car seems noticeably more alert above 3500rpm, so I’m guessing some software alterations have taken place.
What other changes distinguish 540 from 570?
Very few. The front bumper and rear diffuser are marginally different apparently, but without having the two cars parked next to each other I couldn’t tell. There’s also a unique wheel design and the suspension has been softened a bit. But it’s not quite the same as the set-up used for the 570GT. That’s softer still apparently.
And you save £16,000 of course, which is pocket money worth having, though I suspect that the kind of people who buy these cars are the type who care about being seen in the more expensive one. It’s why Audi always sold more R8 V10s than V8s, and I suspect 911 Turbo Ss outsell vanilla 911 Turbos.
Should you buy a 540C, you might therefore be glad to know that there’s no external badging to reveal your tight-fistedness – the only 540C badge I could find sits at about mid-shin level on the console under the dash. Put something in the cupholder and you’ll obscure it completely.
And how is the rest of the cabin?
Fine. The trouble is that my current daily driver is an Audi R8, which has perhaps the finest supercar cabin of them all. The McLaren is cramped in comparison, the driver and passenger sitting close together and pressed forward towards the windscreen.
This is the first time I’ve driven a Sports Series McLaren that didn’t have the one piece seats, and I’m not convinced by these more adjustable seats. They’re very firmly padded, and didn’t hold me in place quite as tightly as I’d like. Plus you’ll need fingers like toothpicks to reach and operate the electric seat controls.
But you can get in and out in a reasonably civilised fashion. The doors pivot outwards as they swing up, so you don’t have to lean back and post yourself under a door and the sills are relatively narrow. That’s good.
You can see out well, the IRIS infotainment operates logically and the driving position can be as racy as you like. Pedals and steering wheel all operate with a precision that smacks of proper engineering know-how. You don’t so much get into the 540C, as put it on – the cabin is a snug fit and there’s a level of intuition to the controls that means you don’t have to think about your inputs.
That’s true of the 570S as well, isn’t it?
Absolutely – there’s very little difference between how the two cars drive. I will say one thing though. I couldn’t tell that the 540C rode detectably better than the 570S – both are very dexterous in that regard – but I think the altered damping has adversely affected steering response, injecting a fractional delay between you turning the wheel and something happening. It’s not quite as snappy on turn in as the 570S. Not quite.
It’s marginal though, and I only noticed it because of the precision with which the car drives. It feels its way along the road in an uncanny way. The whole chassis teems with information, chattering to you about surface condition, roll angle, weight balance and a thousand other things.
It’s super-detailed, yet inspires colossal confidence, making this emphatically a chassis car rather than an engine car.

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