Rolls-Royce Spectre (bev) vs McLaren 540C

What's the difference?

Personally, I was very much taken with the looks, and the feels, of the new Rolls-Royce Spectre, which delivers everything you’d expect from this brand, and seems to have lost nothing by switching to electric propulsion. The trick, it seems, in turning your brand into an EV one is to have made your cars silent in the first place.

But the real verdict comes from the people hurling their Spectre orders at the company, which has received so many of them it’s being forced to ramp up production. And 40 per cent of pre-orders are from new customers. Honestly, it’s as if they were all just waiting for an EV to drop a million on.

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.

Making a vehicle as enormous as the Spectre look good is no mean feat, but Rolls has done a hell of a job, from most angles. The massive Pantheon Grille is something to behold in the metal, and because it doesn’t need to let air into an engine bay, it’s been designed for airflow, as has so much else. Rolls achieved a drag coefficient of 0.25, which is good for extending EV range, and they even spent more than 800 hours in a wind tunnel working on making the Spirt of Ecstasy hood ornament as aerodynamic as possible (she’s had her wings clipped, apparently).

The modern take on the classic grille combined with a chesty bonnet and very cool DRLs give the Spectre a look of classic modernity from the front, while the proportions over all give it a great side profile.

Apparently the design brief was based on some majestic cliffs, the Seven Sisters of Sussex, and the car definitely has that level of grandiosity.

The only weak point is the rear, which had to be sheer for aero reasons - and features the narrowest legally possible rear lights, which are supposed to look like “islands in a lake”, apparently. To me, driving behind one, the rear view is just a little dull.

The luscious interior is meant to be an example of “Automotive Haute Couture”, meaning hand made and stupidly expensive, and Rolls also humbly refers to it as a “cosseting art lounge”. It all sounds a bit over the top until you sit in it, and discover that it really does feel beyond special.

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.

If you’re looking for the modern EV style interior, you can forget it, because Rolls says it didn’t want “any of that funky stuff” in the Spectre, so no giant screens in here. Indeed, I switched into a Rolls-Royce Ghost at one stage to be driven somewhere and the interior was almost exactly the same, although the new car gets a more modern fully digital dash. 

There’s plenty of room for water bottles and oddment storage and the sense of space for the driver and front passenger is suitably grand, but the rear seats are really for spoilt teenagers rather than Rolls owners. They’re not uncomfortable, at all, but they just feel a bit squeezed, you wouldn’t ask to be chauffeured in a Spectre, clearly it’s a Rolls you’d choose to drive yourself. 

The boot is wide, deep and long with a volume of 380 litres.

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.

For the first time ever, this Rolls-Royce has no magnificent engine, no throbbing 12 cylinders, no, it has two separately excited synchronous motors, one on each axle for seamless all-wheel drive. The front motor makes 190kW and 365Nm while they’ve sensibly sent more grunt to the rear, which gets 360kW and 710Nm. Either motor on its own would be enough to power a normal car. The total figures are 430kW and 900Nm, which is supercar like.

The battery is made up 804 cells, weighs 700kg and has a net capacity of 102kWh, and the designers used it as a sound-deadening agent for road noise, because it’s so massive. 

The Spectre can hit 100km/h in 4.5 seconds, which feels very fast indeed when you’re piloting something that weighs 2890kg and is 5.5m long.

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 Spectre is rated at 520km on the WLTP scale, but Rolls claims it can do a lot better (like 600km). Efficiency is claimed to be 21.5kWh per 100km.

We drove 210km and had 300km of indicated range left at the end, which is pretty close to the claim.

The Spectre can be charged at up to 200kW on a DC fast charger, on which it will take 35 minutes to go from 10 to 80 per cent charge.

On an 11kWh home system it will take 10 hours and 45 minutes to go from zero to 90 per cent charge.

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 short answer to this question is that the Spectre drives just like a Rolls-Royce, but that answer is deceptively simple, because, for an electric vehicle, that’s actually a hell of an achievement.

Most EVs do not feel like cars to drive - the electric Hyundai Kona is not much like a petrol one at all - but what Rolls set out to do with its first EV was to make a vehicle that feels, handles and accelerates just like one of its famous and fabulously over-powered combustion-engined Ghosts, Phantoms or Wraiths.

This meant it had to be “Silent”, which it nails with ease - and the important thing to remember here is that even its V12 cars were always incredibly quiet, unless you really misbehaved. And it had to be “Effortless”, another brand pillar. Again, nailed it, because a Roller has never bothered with things like shift paddles, Sports modes or even the option to do anything but stick it in D for Drive and go. 

The sensation Rolls owners demand is endless, otiose acceleration, particularly off the line, and the Spectre delivers this in a typical EV fashion, but also one that’s very familiar to anyone who’s driven a Ghost, for example. It’s just a sense of overwhelming, prole-crushing progress, and it’s magnificent. 

The third and final brand pillar is “Waftability” and despite all the weight that it’s carrying (imagine how far over three tonnes this thing would have gone if they didn’t build their cars out of aluminium), the Spectre rides with a kind of hovercraft air of being just above, or barely in touch with, the ground. Bumps are no longer your concern, sir.

As mentioned, Rolls could have chosen a limousine-style vehicle as its first EV, but it has made a driver’s car instead - no CEO will sit in the back of a coupe like the Spectre. So it had to deliver when it comes to being fun, or at least a little frisky at times, when driven. 

Again, quite incredibly, despite its mass and weight, it does reward enthusiastic driving and can carve up even relatively narrow winding roads with aplomb, displaying very little body roll or pitching. The steering is almost absurdly light - because it must be “effortless” - but there’s still enough feedback to keep you interested. 

Most of the time, of course, the essentially laid back aura of being in a Rolls-Royce will seep into your body and brain and you will simply cruise along, patting yourself on the back for being so rich and clever.

And now, with an EV option finally available, you can tell yourself you’re saving the planet as well (as long as you don’t think about the 28 other cars in your garage).

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.

Now, I would assume you'd get a lifetime warranty at Rolls prices, but apparently you get only four years, but it is unlimited mileage.

The Spectre's battery is covered by a 10-year warranty.

An extended service and warranty package is "TBC".

Rolls also offers 24/7 roadside assistance, and if your battery goes flat the company will take your Spectre to the nearest charging station.

A "regional flying doctor" is on standby 24/7 in extreme cases if Spectre “fails to proceed”.

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.