McLaren 540C vs Ssangyong Musso

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.

The Musso is a decent dual-cab ute with plenty to like in terms of its comfort and performance on and off the road.

It’s refined, capable and it has a stack of positives going for it: an unstressed engine, impressive practicality and a no-fuss driveability about it. 

Sure, its lack of driver-assist safety tech is a let-down, especially in this day and age, but in a market where utes are getting more expensive every day, the Musso offers plenty of value for money.

And I reckon the Ultimate XLV would be a solid choice from the line-up for some.

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.

The Musso bucks the trend of SUVs based on utes, because SsangYong has flipped the script with the Musso. This is a ute based on an SUV, its stablemate, the Rexton.

In terms of size, it’s 5409mm long (with a 3210mm wheelbase), 1950mm wide, and 1855mm high. 

In terms of styling, it stays well within the lines of what we’ve all come to expect from most modern-day utes – solid looking with a bit of chunkiness and a hint of understated flair – but there are no surprises here, which is good.

The Ironman 4x4 suspension has given the Musso, in Ultimate XLV guise, a lifted and upright, commanding presence, and the lack of side steps adds to that sporty stance.

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.

The Musso’s interior is neat and well laid out. It’s also very roomy; SsangYong has made the most of this ute’s generous dimensions, taking the interior’s width right to the logical conclusion.

The pleasantries continue with an impressive all-around build quality and though there are plenty of durable plastic surfaces, there are also nice touches, like the leather seats and steering wheel.

The seats are all pretty comfortable and there’s plenty of shoulder and legroom.

There is the usual array of storage spots (door pockets, etc), cupholders (two to the rear of the auto shifter) and charge points (two USB-A ports and a 12-volt plug for driver and front passenger).

Rear seat passengers get directional air vents, but they miss out on charge points.

The 8.0-inch touchscreen is too small for my liking, and the multimedia system’s functionality is basic and a bit clunky – plug in your phone and use Apple CarPlay or Android Auto rather than the Musso’s built-in system – but the 12.3-inch instrument cluster is a nice touch.

Generally speaking, the cabin is an impressive space.

There are two variants in the Musso line-up: the entry-level ELX, available as a manual or auto, and the top-shelf Ultimate, which is available as auto only, and has a drive-away price of $42,090 (at time of writing). 

Our test vehicle is the Ultimate.

For engine and transmission details skip ahead to the ‘What are the key stats for the engine and transmission?’ section further down this page.

Standard features onboard the Ultimate include an 8.0-inch touchscreen with Apple CarPlay and Android Auto, heated and ventilated front seats, a heated leather steering wheel, leather seats, LED daytime running lights, and 18-inch alloy wheels.

It also has a 12.3-inch digital LCD instrument cluster, smart key with auto locking, a tyre pressure monitoring system, HID headlights, and 360-degree camera.

Our Musso also has the $1500 XLV treatment, which stretches the ute’s overall length an extra 300mm and the wheelbase by 110mm, yielding 251L of additional room in the tub. 

So, that brings its drive-away price, as a MY22 Ultimate XLV, to $43,590.

But, hold on, our test vehicle has a little extra up its, er, sleeve.

Our Musso has Aussie-tuned suspension, by way of Ironman 4x4 coils and dampers, which costs another $730.

So, those additions – the XLV pack, the Ironman 4x4 suspension (dubbed the constant load coil spring kit), as well its tow bar ($1530 fitted), electronic brake controller ($620 fitted) and 'Pearl White' paint ($595) – push this ute’s price as tested to $47,065.

A $3000 Luxury Pack is also available – adding a sunroof, dual zone climate control, Nappa leather seats, powered front seats and driver’s lumbar support, and heated rear seats – but our test vehicle does not have that. And I don’t reckon you need it, but suit yourself.

There are a range of exterior paint jobs available for this variant, including 'Atlantic Blue', 'Indian Red', 'Space Black', 'Marble Grey', 'Grand White' and Pearl White, which is on our test vehicle.

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 Ultimate is powered by a 2.2-litre four-cylinder turbo-diesel engine – producing 133kW at 4000rpm and 400Nm at 1400-2800rpm. 

However, it’s worth noting that in Ultimate XLV Guise, the Musso gets another 20Nm of torque, bringing it to 420Nm at 1600-2600rpm.

It has a six-speed automatic transmission, part-time 4WD with low- and high-range gearing, and an auto-locking rear differential.

The engine outputs look a bit underwhelming, but it does pretty well with what it has once you’re actually driving it. And that Aisin auto is a well regarded transmission, having already proven itself in this and other utes, such as the Isuzu D-Max.

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.

Official fuel consumption is 9.0L/100km on the combined cycle.

On this test I recorded actual fuel consumption of 10.2L/100km, but we were doing a lot of low-range 4WDing, so factor that into the figure.

The Musso has a 75-litre fuel tank, so going by those fuel use figures I’d expect to get a touring range of about 700km – that includes a safe-distance buffer of 30km. 

Bear in mind, though, your fuel consumption will likely be higher than ours – and consequently your driving range will be lower – because we were only carrying a set of four Maxtrax in a carry bag, a vehicle-recovery kit, a tyre-puncture repair kit, a first-aid kit, an air compressor, some tools – and my massive ego. 

You’ll be carrying a lot more if you’re heading off for a weekend out bush with your mates or your family. Think camping equipment, food and water, as well as everything else that goes along on a trip 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.

The news is mostly good. The Musso is quite refined and rather impressive, in terms of comfort and performance, especially for a ute that’s considerably cheaper than a lot of others in the dual-cab realm.

At almost five and a half metres long and weighing in about 2100kg, the Musso Ultimate XLV has a planted feel about it on-road – length, weight and suspension combining to produce a settled vehicle.

The 12.2m turning circle is a minor issue on busy suburban streets, but it’s nothing terrible.

Steering has a nice weight to it, although it can feel a little bit too “trucky" at times. The steering wheel is reach- and rake-adjustable, so that’s good.

Ride quality has definitely improved over previous iterations, but some credit for that must be due to our test vehicle’s longer-than-standard wheelbase.

The XLV’s Ironman 4x4 constant-load coil suspension doesn’t help the ute’s comfort cause, but it’s easily reined in when you throw a substantial load in the tray.

As mentioned earlier, the engine does well with what it has once you’re on the road, and while the six-speed Aisin auto is probably more truck-like in its execution than some might like, I reckon it does a decent job.

It’s not too shabby for touring, either.

For one thing, this stretched Musso feels controlled and well settled on dirt tracks at speed. It feels suitably agile on bush roads peppered with shallow ruts, potholes and moguls, with the Aussie-tuned Ironman 4x4 coils and dampers working effectively to keep everything under control.

But this lengthy Musso also feels quite low when the terrain becomes any more challenging than that and the challenges become more technical in nature. 

Ground clearance is listed as an ordinary 215mm and even though the Ultimate XLV, with its Ironman 4x4 suspension, benefits from a minor suspension lift, you have to drive this ute with focussed consideration due to the ever-present threat of bumps, scrapes or worse to the underbody. 

That longer wheelbase, which helps to yield that aforementioned settled ride at speed, reveals its trade-off when you get into low-range 4WDing territory.

This ute’s rampover angle of 20 degrees is especially shallow compared to shorter wheelbase rivals and that long underbody doesn’t help the Musso’s bush efforts at all. 

Its approach angle (25 degrees) is okay, but its departure angle (20 degrees) could be better.

You also don’t get a lot of rear-axle articulation, but the auto rear diff lock kicks in soon enough when a back tyre lifts off the deck and momentarily loses traction.

Wading depth is not listed, but I’m happy to use the 350mm referred to in our previous Musso reviews as a guideline – and, because of that, I’d avoid anything deeper than a shallow puddle.

Despite some of those less-than-ideal factors, the Musso still manages to do okay in low-speed off-roading. Its 4WD system is switchable on a dial (2H, 4H and 4L), which is easy to operate but I did have some difficulty getting 4L to fully engage.

The Musso’s standard Nexen N’Priz RH7 tyres (255/60R18 108H) are okay for on-road use but, if you’re going to use this ute as an off-road tourer, do yourself a favour and replace them as soon as humanly possible with a set of decent all-terrains.

The Musso Ultimate XLV’s payload is listed as 880kg.

The XLV designation adds 300mm of length to the tub and that’s an additional 251L of cargo space, according to SsangYong.

The tub/tray (whatever you want to call it) is 1625mm long (at floor height), 1612mm wide (1140mm between the wheel arches), and is 578mm deep, which is handy for extra packing space.

The load space has a durable looking plastic tub liner and four tie-down points that appear pretty solid.

The Musso has an unbraked towing capacity of 750kg and a braked towing capacity of 3500kg.

The Musso line-up does not have an ANCAP safety rating, but it does have six airbags and a suite of safety tech, including AEB, driver attention warning, lane departure warning, blind-spot warning, as well as front and rear parking sensors, a tyre pressure monitoring system, and a 360-degree camera view.

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.

The Musso has a seven-year / unlimited km warranty. 

Service intervals are scheduled for every 12 months or 15,000km, whichever occurs soonest.

Be aware: SsangYong’s capped price servicing applies to all seven years, but only covers basic servicing.