McLaren 540C vs Lexus RC

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.

If you’re a buyer that thinks with their head, the RC 350 F Sport is the obvious choice when compared to its direct rivals.

After all, it looks great (at least to these eyes), feels luxurious in more ways than one, and is unrivalled when considering value-for-money.

But, if you think with your heart instead, it’s clear it is isn’t on the same level dynamically and therefore doesn’t feel as sporty to drive as its name suggests.

So, don’t let its sports car classification fool you, the RC 350 F Sport is more of a grand tourer, or a comfortable cruiser, to be precise, and an underrated one at that.

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.

Looking at the RC 350 F Sport, it’s hard to imagine how it became so anonymous on the road, whether you love it or hate it.

Up front, its striking design simply cannot be ignored, with its unique mesh 'Spindle' grille insert demanding attention.

Either side of it are the LED headlights and boomerang-style daytime running lights, which, again, cannot be missed.

Around the side, the RC 350 F Sport has all the hallmarks of a classic coupe, including a swoopy roofline, and looks all the better for it.

The 19-inch alloy wheels wrapped in a mixed set of Bridgestone Potenza tyres are particularly arresting thanks to their sporty 10-spoke design.

That said, the rear end is arguably the RC 350 F Sport’s best angle, at least universally, thanks to its crisp LED tail-lights and chunky bootlid.

The bumper below is also a looker, even with its fake side air intakes, while its diffuser insert is flanked by a pair of chrome exhaust tailpipes.

Inside, the RC 350 F Sport isn’t quite as good, with most of our criticism directed at the 10.3-inch central display, which is powered by an average multimedia system made worse by an incredibly fiddly touchpad controller. The physical shortcut buttons on hand are but small mercies.

Thankfully, Apple CarPlay and Android Auto support is now standard, so a better user interface is literally in your pocket… but you still don’t have a touchscreen to work with.

The RC 350 F Sport’s button-controlled 8.0-inch digital instrument cluster is much better, even if it’s more like a multi-function display due to its limited functionality.

While the centre stack and console designs are undoubtedly showing their age, there’s no doubting this is a premium model thanks to the selection of high-quality materials used throughout the cabin.

In our test vehicle, black leather-accented upholstery with (very cool) 'Tuscan Sun' yellow accents, piping and stitching covers the sports steering wheel, gear selector, sports seats, armrests, door inserts, knee rests and the instrument cluster. So, almost every touch-point.

Pleasingly, soft-touch plastics are used for the upper and middle dashboard as well as the door shoulders, with hard plastics only found on the lower dashboard, door bins and rear seat divider.

As per other Lexus models, the RC 350 F Sport has nice rose-gold accents on its steering wheel, gear selector, front air vents and centre console, while specific Naguri aluminium trim adorns its dashboard and door inserts. And there are also steel pedals.

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.

Hope you’re not expecting the RC350 F Sport to be the first word in practicality, because it’s not.

Measuring 4700mm long (with a 2730mm wheelbase), 1840mm wide and 1395mm tall, the RC350 F Sport is a decently sized coupe, but that doesn’t mean it’s spacious. Hell, it’s hard to get into it the first place, let alone out.

We are of course referencing the token second row, which is cramped at best. In fact, behind my 184cm (6.0ft) driving position, there is no toe-room nor headroom. Yep, if you’re around my height or taller, get used to burying your chin into your chest.

Thankfully, legroom is better but still limited to less than two centimetres, while foot space is compromised by the unusually tall transmission tunnel. And in case you were wondering, even the first row is on the tighter side.

Beyond the central air vents, you’d think rear occupants would be cheered up with cupholders, a fold-down armrest and USB ports at the very least. Well, they don’t get any of that, with a couple of coat hooks the only amenities on offer.

And don’t forget that being a four-seater, there are only two seats in the second row, so this is definitely not a ‘family car.' That said, there are two ISOFIX and two top-tether anchorage points for child seats, so you can theoretically take a couple of younglings with you on a trip.

In-cabin storage options are very limited, with the glove box small in size and mostly taken up by the manual, while the central bin is useable but somewhat occupied by two USB-A ports, a 12V power outlet, and an auxiliary input.

And whatever you do, only bring up to two drinks with you, as beside the pair of cupholders next to the gear selector, there is no other place to officially store extras. Yep, the front door bins are only good for storing very short and narrow items.

The boot is a different story, with a decent 374L of cargo capacity, and it can be expanded by stowing the 60/40 split-fold rear bench, an action that can annoyingly only be performed in-cabin via the manual release latches.

That said, the boot’s tall load lip makes unloading bulkier items a little trickier, while getting them onboard in the first place is complicated by its wide but short aperture. At least there are four tie-down points on hand to secure loose loads?

Priced from $78,636 plus on-road costs, the RC 350 F Sport commands $3000 and $8000 premiums over its lower-output RC300 and lower-spec Luxury siblings.

In terms of rivals, the RC 350 F Sport significantly undercuts the best-selling Mercedes-Benz C 300 Coupe ($89,000) but is about on par with the Audi A5 40 TFSI Sport Coupe ($78,900).

Standard equipment not already mentioned in the RC 350 F Sport includes rain-sensing wipers, power-folding side mirrors, satellite navigation with live traffic, digital radio, an 835W Mark Levinson sound system (with 17 speakers), keyless entry and start, dual-zone climate control, power-adjustable front seats with heating and cooling, a power-adjustable steering column and an auto-dimming rearview mirror.

Yep, it’s loaded, which is very good news. What isn’t, though, is its foot-operated park brake. Sure, the RC is six years old, but electric park brakes were well and truly a thing in 2014, so it’s quite an annoying quirk.

The RC 350 F Sport only has two options: a $2500 power-operated sunroof and $1500 premium paintwork, both of which were fitted to our test vehicle, with the latter taking the form of 'Graphite Black.'

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.

The RC 350 is motivated by a lusty 3.5-litre naturally aspirated V6 petrol engine that produces 232kW of power at 6600rpm and 380Nm of torque from 4800-4900rpm.

For reference, the RC 300 uses a 2.0-litre turbo-petrol four-cylinder unit that develops 180kW at 5800rpm and 350Nm from 1650-4400rpm.

Either way, these outputs are exclusively sent to the rear wheels via a well-sorted eight-speed torque converter automatic transmission with paddle-shifters.

This combination helps the RC350 sprint from a standstill to 100km/h in about 6.1 seconds while on the way to its electronically limited top speed of 230km/h.

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.

The RC350’s fuel consumption on the combined-cycle test (ADR 81/02) is 9.1 litres per 100 kilometres, while its carbon-dioxide emissions are 212 grams per kilometre, but both claims are a little keen.

In our real-world testing, we averaged 12.2L/100km, which is far cry from the above, given our result came from 180km of driving that was heavily skewed towards highway stints over city traffic.

For reference, the RC 350’s 66L fuel tank takes 95 RON premium petrol at minimum.

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.

The RC350 F Sport is actually pretty good to drive – so long as you understand what it’s about.

Think of it more as a comfortable cruiser than a sports car and you’ll forgive it for some of its shortcomings. Yep, it is that relaxing to drive.

While the F Sport’s suspension (independent double-wishbone front and multi-link rear axles with adaptive dampers) does have a sports tune, it still serves up a comfortable ride on most surfaces.

Naturally you can play with the five drive modes (Eco, Normal, S, S+ and Custom) on hand to increase its stiffness and therefore improve handling, but the difference between soft and ‘hard’ is negligible, so don’t bother.

Either way, the F Sport does have a noticeable habit of picking up sharper road edges, such as nasty potholes, and it's particularly prevalent at the rear. That said, it doesn’t detract from its luxuriousness all that much.

Where the sportiness really comes to the fore, though, is via the F Sport’s electric power steering system, which has a variable ratio.

As well-weighted as this set-up is as standard, you’ll find it hard to forget how sharp it is on turn-in. Among several factors at play, the obvious one is the F Sport’s rear-wheel steering system, which is better executed than most.

This technology turns the front wheels in the opposite direction to the rears at lower speeds but in the same orientation at higher velocities.

The result of the former? A mid-size coupe that feels like it has a short wheelbase, with the improved manoeuvrability especially noticeable in car parks. Conversely, the latter lends itself to greater stability when you need it.

And it’s a good thing it is the way it is, because the RC 350 F Sport has a kerb weight of 1740kg, which is not exactly sports-car light. This heft is a felt when cornering hard, even though body control is pretty strong overall.

Handling performance is also enhanced by the rear Torsen limited-slip differential, which helps improve grip upon corner exit, at which point the RC 350 gets to show off its straight-line abilities.

The V6 engine is buttery-smooth, but you really need to stick the boot in to fully enjoy it, with it only really starting to come alive when engine speeds are above 3000rpm.

That said, it’s easy to appreciate this character trait around town, where the RC 350 is truly unfazed. Take it onto the open road, though, and acceleration is more than pleasing.

The automatic transmission is a great dancing partner here, serving up delightfully smooth gear changes. It’s also surprisingly responsive, perhaps too responsive, as it can be quite fussy in city traffic, shuffling up and down ratios in quick succession.

Biggest gripe, however, is the digitally enhanced sound the RC 350 produces. Sitting inside, the noise being pumped in is satisfying, but you can’t help but acknowledge the aural deception at play.

Neither ANCAP nor Euro NCAP have issued a safety rating for the RC range, although the mechanically related IS line-up received the maximum five stars in 2016.

Advanced driver-assist systems in the RC 350 include autonomous emergency braking (with pedestrian detection), lane-keep assist, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, a (low-resolution) reversing camera and front and rear parking sensors. Yep, the only major thing missing here is steering assist.

Other standard safety equipment includes eight airbags (dual front, side, curtain and knee), anti-lock brakes (ABS), electronic brakeforce distribution (EBD), brake assist (BA) and the usual electronic stability and traction control systems.

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.

As with all Lexus models in Australia, the RC 350 comes with a four-year/100,000km warranty and four years of roadside assistance. Both offers are a year behind that of fellow premium brands Mercedes-Benz and Genesis.

The RC 350’s service intervals are every 12 months or 15,000km, whichever comes first. A three-year/45,000km capped-price servicing plan is available, costing $495 per visit, which is not too bad at all.