McLaren 540C vs Maserati MC20

What's the difference?

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.

With a 320km/h-plus top speed and the ability to get from rest to 100km/h in under three seconds, there’s no doubting the MC20 meets or exceeds its performance brief. But when you’re paying these prices, there must be more than just the measurable stuff going on.

And there is. The MC20 brings a big dollop of purity to the ranks of current supercars, doing away with all-wheel drive and hybrid tech and relying instead on and old-school approach in terms of handling and overall feel.

Anybody who wants to argue that call has plenty of alternatives to the MC20 from other manufacturers, and for some of us, that less-is-more thing will ring true.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

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.

The dihedral design doors swinging up to their fully open position is a camera phone attracting, jaw dropping, traffic-stopper.

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.

Perhaps the most striking thing about the MC20’s design is that it’s so restrained. You won’t find wings, vents, fins and diffusers all over the car, but rather an overall shape that creates downforce, rather than that job falling to tacked on additions.

And, like any modern supercar worth its salt, the MC20 is based around a carbon-fibre tub for rigidity and low weight. From that tub structure are hung aluminium front and rear subframes which, in turn, mount the suspension and other mechanical bits.

The wind tunnel still got a huge workout in the car’s development, of course, but the aim was to integrate the downforce-inducing elements rather than having them demanding your optical attention.

As a result, the whole car is an upside-down wing, if you want to simplify it. But a very pretty upside-down wing.

This gives the MC20 a smooth, sleek look that stands it apart from the rent-a-racer crowd and supports the theory that sometimes, less is, indeed, more.

Some of the detailing is lovely, too. The vents cut into the Perspex rear windscreen form Maserati’s trademark trident shape, there’s lots of visible carbon-fibre inside the door jambs, there’s lashings of Alcantara inside and the two-tone body kit breaks up the shape perfectly.

Elements we’re not so sure about include the 'Park' button mounted way down low under the dashboard, and the swing-up, scissor-type doors, which, if your more than about 180cm tall, still require you to duck under them.

On the upside, the carbon-and-leather steering wheel with its integrated controls is gorgeous to hold and gaze at.

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.

Although the MC20 has a front and rear luggage compartment, they’re both small enough to be pretty much useless. This is a shame, because as a long-weekend getaway car, the Maserati otherwise makes a strong case for itself.

The other area that suffers for the car’s art is the interior practicality. While the driving position is great and the pedals and wheel relationship is spot on, when it comes to storing anything, you’re on your own. Best the MC20 can offer is a single cupholder at the rear of the central tunnel.

The mid-engined layout also means there’s precious little vision through the back window. To counter that, Maserati has fitted the MC20 with an interior rear-view mirror that can act as a conventional mirror (you can still see only the engine) or as a screen for the rear-mounted camera.

The catch is the image projected to the 'mirror' lacks depth of field and forces the driver to refocus on the image rather than simply glance at it.

Maserati has followed the lead of many a high-end carmaker by using the options list to ramp up the profitability of the MC20. Of course, that’s after the MSRP of $438,000 has been dealt with by your accountant.

The point is that you kind of need to suspend disbelief when it comes to supercars and their value-for-money credentials. By any sane, conventional measure, they’re seriously over-priced, but within its peer group, the Maserati is neither the cheapest nor the most expensive way to go this fast.

But back to those options: Again, it’s all a case of throwing away what you think you know, because there are several options for the Maserati that cost more than a good, brand-new hatchback.

The carbon-fibre engine cover alone will cost you a staggering $13,164, and according to Maserati management, it’s a popular option.

Then, there are the carbon-fibre brakes which not only cost $28,961, but if you want the yellow-painted calipers, that’ll be another $2962.

The hydraulic front-lifter which allows you to deal with driveways and speed humps is a monstrous $8721, but at least there’s some engineering in that. Unlike the black-roof option which is, er, a black roof at $10,202. And the external carbon-fibre kit? A cool $92,806!

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.

Previous generations of Maseratis borrowed Ferrari (both brands were once part of the extended Fiat Chrysler family) technology for their drivelines in a deal that allowed both brands to share the cost of development.

And since having a Ferrari-built engine in your car was never seen as a sale hindrance, it was a sweet deal for Maserati. But when Ferrari was spun off and became a publicly-owned company in 2016, Maserati’s supply of engines dried up.

The solution was to take engine design in-house and the twin-turbocharged 3.0-litre V6 in the MC20 is one of the first fruits of that.

While it’s undoubtedly a high-tech powerplant, in other respects it’s fairly conventional. Maserati, for instance, has a long history with the V6 layout, and there’s no hybrid element to the driveline. Nor is there a hybrid option.

Maserati claims the V6 is the world’s most powerful six-cylinder production-car engine and, with no less than 463kW at 7500rpm and 730Nm between 3000 and 5500rpm, that’s a credible statement.

Technical details that you won’t see on most road cars include a dry-sump lubrication system (where the engine oil lives in a remote tank rather than the hot sump of the engine itself) and a sophisticated fuel injection system with two injectors per cylinder.

The real trick, however, is an ignition system with two spark plugs per cylinder. There are also effectively two combustion chambers, the first ensuring multiple flame fronts to achieve a more complete burn of the fuel in the main combustion chamber.

The rest of the driveline is similarly aimed at the purists out there; the transmission is an eight-speed dual-clutch, driving not all four wheels, but only the rears through a mechanical limited-slip differential.

Selectable drive modes from GT (the default setting) through to 'Wet', 'Sport', 'Corsa' (Track) and 'ESC Off' tailor the shift points, throttle sensitivity and suspension behaviour, but still allow for full engine power.

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.

Fuel economy is probably not going to be top of mind for most MC20 buyers, but the official combined figure of 11.6 litres per 100km is still pretty greedy by 2022 standards.

Balanced against the available performance, however, and an engine making more than 600 old-fashioned horsepower with that combined fuel-economy number is still cause to reflect on modern technology and efficiency.

The MC20 has a 60-litre fuel tank, making it a handy cross-country car for weekends away.

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.

The engine sounds brilliantly guttural, with lots of exhaust roar managing to find a way past the turbos.

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.

You'll love catching a glimpse of the heat haze shimmering up off the engine in the rear-view mirror at the lights.

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.

Here’s where your half-a-million bucks has gone.

The MC20’s acceleration is absolutely shattering and is all the more amazing for the fact the car uses neither all-wheel drive grip nor hybrid torque to achieve its sprinting abilities.

While the V6 is not the most sonorous of powerplants, it does manage to sound high-end and pretty sophisticated and it’s never as shouty as some of its opposition which seem to confuse decibels with kiloWatts.

While the sheer thrust confirms the existence of two turbochargers, the lack of lag (or throttle delay) and the ability to charge into the rev limiter in the lower gears does not.

Even though power peaks at 6500rpm (as with many a modern turbo motor) the MC20 will happily smash on to the redline at 8000rpm; sometimes too happily if you don’t have your finger over the upshift paddle. As with other good modern turbocharged units, this one doesn’t actually feel overtly turbocharged.

The transmission shifts relatively smoothly in GT mode, but as you crank up the mode selector to Sport, the shifts become very fast with an accompanying jolt through the backrest as each gear clicks home. The shifting process is fairly foolproof, although you do get full over-ride, so you need to pay attention.

Both the cars we were able to sample at Philip Island were sporting the optional carbon-ceramic braking package, and one was also fitted with the optional 'birdcage' alloy wheels which are lighter.

Each of them needed a firm shove on the pedal to slow things down, but it’s true the lighter wheels seem to be worth their almost-$3000 ask as that car required less leg-pressure for the same result.

The lack of a hybrid element to the driveline, as well as the rear-drive layout, suggests a degree of purity of purpose in the car’s design. And that’s backed up by its behaviour in the first corner.

Fundamentally, instead of just hurling it at an apex and allowing the electronics to sort it all out for you, the Maserati requires a more 'classical' technique if it’s to really shine.

It doesn’t, for instance, reward trail-braking (where you continue to brake once you’ve turned into a corner) and would much prefer you get your braking over and done with before applying any meaningful steering lock.

Ignore this, and the rear weight bias of the mid-engined layout can see the car try to yaw, with the rear end becoming light and the vehicle over-rotating (which is a spin, to you and I).

Similarly, getting on the power before you’ve actually got the MC20 turned, can unload the front end and send the front wheels ploughing (ploughing is an exaggeration, but at the speeds we’re dealing with here, even a small degree is a big deal) towards the outside of the turn.

Ultimately, then, the technique becomes a text-book case of brake, turn and then power out, at which point the MC20 reveals itself to be huge fun and incredibly fast. The only thing to deal with then is the knowledge that whatever happens next is going to happen extremely quickly.

Neither ANCAP nor Euro NCAP have tested the MC20 for crash safety, so we can’t give it a star rating.

But the lack of standard safety gear such as rear-cross traffic alert and blind-spot monitoring (it’s optional at $2797) can’t go unmentioned. That’s especially concerning when you consider the mid-engined layout makes for very poor rear visibility.

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.

High-end cars often disappoint on the details, and the Maserati is no different here, offering just a three-year factory warranty (albeit with unlimited kilometres).

That trails even the most humble commuter cars these days, and suggests there’s still a degree of indifference from some carmakers. And, possibly, their customers.

There is, however, the option of fixed-price servicing for the MC20 with the first three years’ worth of servicing costing $4000.

Scheduled services are every 15,000km or 12 months, whichever comes first.