Mercedes-Benz E-Class vs McLaren 540C

What's the difference?

It's nice to see the E-Class still embody the ancestral heritage of Mercedes-Benz, a brand which has had much change forced upon it in the last decade.

This hybrid one in particular does a remarkable job of blending the future and the past in one deeply capable and customisable package, but not one without its flaws.

While the E 300 e manages to unite these elements nicely, it's ultimately held back by its classic rear-drive underpinnings which have consequences for packaging and electric range.

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 E-Class recently received a significant facelift to bring it in line with the brand's latest design ethos, and it serves to refine an already elegant sedan.

The E-Class isn't just the brand's definition by reputation, but by its look, too. While some may be disappointed by how similar it now looks to the C-Class below, or the S-Class above, giving the core Mercedes sedan range near identical silhouettes, it cuts a unique path from its traditional rivals.

BMW's 5 Series leans into a sharper and more aggressive design language, while Audi's A6 does much the same with a post-modernist edge.

I'd argue the stoic Germanic stare of the E-Class’ softer face places the Mercedes exactly where it needs to be, but it doesn't stray from its sporty rear-drive underpinnings entirely.

The car's new blacked-out highlights accentuate its width, and the 10-spoke alloys on our test car fill the wheelarches and draw your eye to the car's low stance and big brakes.

A classic Benz beltline runs from the front lights to the rear, uniting a tidy and clearly well-built package.

Inside and the more luxury-focused touch of the E-Class compared to rivals is evident. Lavish wood trims work their way through the doors and across the grandiose dash, and while the flashy screen fittings from the wider Benz range are present here, the interior is toned down several notches from the glitz of the brand's smaller vehicles.

This offers it a much more stately ambiance, matched by the synthetic leather ‘Artico’ seats which are more like lounge chairs you sink into.

The overall design links the E-Class with its siblings nicely, and there are a lot of the brand's re-imagined classic touches present, like the circular climate vents, wooden panel inserts, and silver-tinged toggles which run down the centre.

It's not all retro, though, with the E-Class wowing observers with its giant single gloss panel hosting the multimedia suite and digital dash elements.

Obviously, you can go further here, with a long list of optional interior colour and trim combinations to customise the E-Class to your heart's content, although I was happy with the classic black on brown woodgrain of our test car.

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 E-Class takes many forms around the world, and one of them is a taxicab which makes a lot of sense because the E-Class is one of the few cars I've had on test of late that I'd actually like to be driven around in rather than always take the helm myself.

The rear seat space is enormous behind my own driving position, and the detailed luxurious trims continue, complete with the dazzling milled silver speaker fittings, woodgrain trim, and in our test car, rear heated seats.

Again, the seats are ones you simply sink into, and the window is nice and wide for great visibility.

Alongside rear heated seats in our car, amenities include large bottle holders in the doors, flip-out ones in the armrest, hard shell pockets on the back of the front seats, as well as dual adjustable air vents with a lock-off.

The front seats also offer generous space, comfortable and supportive designs, and a lavish space for full-sized adults with a high level of adjustability.

As much as I hate the fact that you have to tick pricey option boxes on an already pricey car, the amenities they afford are properly luxurious.

The seat heating, for example, extends to the armrests in the doors and centre console, and the third climate zone is a necessary touch if you're ferrying around rear passengers often.

While a sedan like this is never going to have the ease of seating of an SUV, there are lots of little areas where this Benz shines.

Proper four-door keyless entry is a nice touch. As is the ability to pre-condition the cabin, the way the doors open nice and wide, and the 40/20/40 split fold of the rear seats allow you to use the centre fold as a ski-port in European style.

Up front, you can customise the digital dash how you see fit, and while the touch panel controls on the wheel and centre console can be clumsy at times, at least there are multiple ways to interact with the system, and a physical dial for volume control hasn't been forgotten.

Over time I've even warmed to the centrally-located touchpad controller. It's easier to use than the one in Lexus products, and it's nice that I have a way to interact with the piano-gloss screen without needing to reach over to it while I'm concentrating on the road (leaving finger prints all over it in the process).

Even things as simple as the car's instruction manual being entirely digitized into the multimedia suite, complete with search function, is just smart.

The layout of the E-Class creates a significant reduction in boot space in this hybrid version, however.

Because it's a rear-drive sedan, it requires the batteries to be awkwardly packaged under the floor and on top of the axle, so the boot floor is an odd, tiered surface, with space reduced from a decent sedan-sized 540 litres (VDA) in purely petrol variants to a hatchback-sized 370L in this PHEV.

As you might be able to tell from the pictures, this shelf arrangement makes the space hard to use, although it did manage to fit our largest (124L) CarsGuide travel case on an angle.

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.

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.

The E 300 e has a 2.0-litre turbocharged four-cylinder petrol engine producing 155kW/350Nm mated to a nine-speed torque converter automatic transmission, driving the rear wheels.

The transmission contains an electric motor which is capable of producing 90kW/440Nm on its own, allowing full range of motion in the ‘Electric’ driving mode.

It is also capable of hybrid assistance to the petrol motor, making the E 300 e the fastest non-AMG-badged E-Class model to 100km/h, with a claimed sprint time of just 5.7 seconds.

It also has a 13.5kWh lithium-ion battery pack, which is good for a claimed electric-only driving range of 51km (on the more lenient NEDC testing cycle).

It's a complex mix of gear, and the electric range I experienced was certainly less than 40km. In other words, it's used up very quickly.

The Benz offers some interesting driving modes to help with this, which we'll explore later in this review.

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.

All of this hybrid gear leads to impressive consumption figures. Officially the E 300 e will consume just 2.2L/100km on the combined driving cycle, with around 13.0kWh/100km of energy consumption worked in as part of that calculation.

However, the hybrid Benz requires 98 RON premium fuel, has a smaller tank (60L) than its all-combustion counterparts, and its claimed 51km of NEDC range is more in the late thirties or early forties in the real-world in my experience.

That said, our car consumed a blend of 5.6L/100km and 8.3kWh/100km in my time with it, which is a nice balance of fuel and energy consumption.

I drove it with a lot of electric mode in the mix, but also had a day solely on the engine, and some experimenting with 'Sport' mode and 'Battery Saver' which is designed to maintain the battery level whilst using hybrid mode where it can.

The E300 e accepts a European-standard Type 2 ‘Mennekes’ charging cable in AC form only. It can charge at a theoretical max speed of 7.4kW, although the max I extracted from my local solar-charged AC outlet was 7.2kW.

It took around an hour and a half to get my E 300 e to about two-thirds charge. It would have charged to 100 per cent in around two hours using this method.

Expect somewhere between four and five hours for it to charge to 80 per cent from a 2.4kW wall socket with the included charger.

The system as a whole works well, but I wish it had more purely electric range. A battery closer to 20kWh would offer 60 or 70km of real-world range for a car of this weight, but would eat significantly more boot capacity.

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.

For all the electrification and evolution in Mercedes-Benz’ greater range, it's almost like coming home to sit in the E-Class.

Not only does the E 300 e stay true to the brand's luxury sedan roots with the comfort and refinement on offer, but it's perhaps the one variant in the E-Class range that makes a significant stride toward the future of the nameplate.

I'm sure we'll see a fully electric version of the E-Class in the near future (the brand is shifting to electric-only with an aggressive timeline), but for now, at this price, hybrid is the way forward for luxury sedan refinement.

The way this car blends its electric and combustion modes is notably smooth, and the engine is so distant it's genuinely hard to tell when it turns on, unlike this car's smaller A 250 e PHEV hatch sibling which takes a major drop in refinement when the rattly 1.3-litre four-cylinder engine needs to be relied upon.

This is likely due to the higher-end nature of the 2.0-litre engine and nine speed longitudinally mounted transmission in a much larger and heavier car. One thing I've never liked about the Mercedes PHEVs (and is a common problem among many PHEVs) is the ‘hybrid’ mode could be a bit smoother and more transparent on how it divides its time between electric and with the engine on. At times it runs the engine at the lights for no reason, and it seems unusually keen to turn it on when it could be using electric power. Perhaps we are spoiled by the simplicity and twenty years of refinement of Toyota's Hybrid Synergy drive, but it has the affect of making you wish every hybrid was as good.

The default ‘Comfort’ mode, while the most forgiving in terms of this car's ride, is weighted toward entirely draining the battery before it uses combustion power. The extra drive modes and customisation this PHEV offers are very useful though. Battery Saver mode lets you rely predominantly on combustion power. It's better to use on the freeway where combustion power is at its most efficient, allowing you to switch back to Comfort or Electric when you're stuck in traffic.

Sport hunkers the E-Class down for a sportier and firmer experience, and it also tweaks the accelerator response and auto transmission for a far more aggressive driving tune. As this mode won't use the electric motor at all, even at low speeds, it can be handy to use it to charge the battery via regenerative braking for times when you might not have access to a charger.

In fully electric mode, the regen braking can be tweaked to the max using the paddle shifters to increase your electric efficiency and range.

Like the smaller A 250 e, it's a highly customisable experience, letting you experience as much or as little electrification as you want in the moment, although in this case it's let down a little by the limited battery capacity.

Still, the E 300 e is an E-Class, quieter and sleeker than before. The ride is as stately as the interior suggests, and even on those 19-inch wheels little noise or discomfort makes its way into the plush cabin. The transmission is as close to an old ‘slush-o-matic’ you can get, and I mean that in a good way. Unless you're in one of the Sport modes, it will never interfere with the experience from behind the wheel.

Once you do awaken it in Sport or Sport + though, it shifts, even via paddles, with a surprising urgency, and it's in those modes where the air suspension transforms the cosy barge-like ride from Comfort or Electric into something far more rigid and responsive.

The dynamic breadth of ability in this car is a reminder of what premium money like this can buy. On the one hand you have the luxury of an economical comfort saloon, and on the other you have at least an inkling of semi-electrified performance at the flick of a switch.

Just remember to plug it in when you get home, or you're lugging around a lot of battery for no good reason.

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.

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.

Mercedes covers all its passenger cars with a five year and unlimited kilometre warranty, beating out its primary Audi and BMW rivals which persist with three-year offerings, and generally out-performing the premium segment.

The E-Class needs to be looked at once every 12 months or 25,000km, whichever occurs first, and like many German automakers, service packages can be bundled in at the time of purchase to bring overall costs down.

In the case of the E-Class, this will set you back $2450 for three years, $3200 for four years, or $4800 for five years, at a claimed minimum saving (three years) of $550 compared to paying-as-you go.

It's not as expensive or as unknown as it used to be here, but at close to $1000 per year, even when purchasing via the pre-paid packs, it's still very much at the premium end.

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.