Ferrari 488 vs BMW M440I

What's the difference?

The Ferrari 488 Spider is a brilliant machine. It's properly supercar fast, in a straight line and around corners. It looks stunning, and attention to design detail, engineering refinement and overall quality oozes from its every pore.

Is it the best car I’ve ever driven? Close, but not quite. Others may disagree, but for what it’s worth, I think the Ferrari 458 Italia, in all its high-revving, naturally aspirated glory is still the sweetest ride of all.

BMW has once again delivered a supremely enjoyable sports car with its new 2021 4 Series.

Sure, it might have love-it or hate-it styling, but those that dismiss the 4 Series based solely on looks are missing out on a wonderful driving experience.

With the base 420i offering all the style in a relatively affordable pricetag, while the all-wheel-drive grip of the M440i adds extra assurance at a more premium price, BMW's new 4 Series should cater to anyone looking for a premium sports coupe.

Launched in 2015, the 488 is the fourth mid-engine V8 Ferrari based on the aluminium space-frame architecture unveiled with the 360 Modena back in 1999, and unlike its Pininfarina-penned predecessors, was designed in-house at the Ferrari Styling Centre, under the direction of Flavio Manzoni.

The key focus this time around was aero performance, including the additional breathing and cooling needs of the 488’s 3.9-litre twin-turbo V8 (relative to the 458’s 4.5-litre naturally aspirated unit); hence the car’s most obvious visual identifiers - substantial air intakes in each flank.

Measuring 4568mm nose-to-tail, and 1952mm across, the 488 Spider is marginally longer (+41mm) and wider (+15mm) than its 458 equivalent. That said, it’s exactly the same height at just 1211mm tall, and the 2650mm wheelbase is unchanged.

Ferrari is a past master when it comes to sneaky concealment of spectacular aero trickery, and the 488 Spider is no exception.

Inside, the design is all about simplicity and focus for the person with the steering wheel in their hands.

Upper elements of its F1-inspired double front spoiler direct air to the two radiators, while the larger lower section subtly pulls flow under the car where carefully tuned ‘vortex generators’ and a yawning rear diffuser (incorporating computer-controlled, variable flaps) dial up downforce without a significant drag penalty.

The ‘blown’ rear spoiler manages air from intakes at the base of the rear screen, its specific geometry allowing a more pronounced (concave) profile for the main surface to increase upward deflection and maximise downforce without the need for an oversize or raised wing.

Those side intakes are divided by a central, horizontal flap, with air from the upper section directed to exits over the tail, pushing the low-pressure wake directly behind the car further back to again reduce drag. Air flowing into the lower section is sent to the turbo engine’s air-to-air intercoolers to optimise intake charge. All brilliantly efficient and tastefully incognito.

Putting the engine in the centre of the car and fitting only two seats doesn’t just pay off dynamically, it delivers the perfect platform for visual balance, and Ferrari has done a superb job of evolving its ‘junior supercar’ with a nod to the line’s heritage and an eye on extending its reach.

The tension across its multiple curved and contoured surfaces is beautifully managed, and the Spider’s crouching stance screams power and single-minded purpose.

Inside, while the passenger might be enjoying the ride, the design is all about simplicity and focus for the person with the steering wheel in their hands. 

To that end, the slightly angular wheel houses a host of controls and displays including a very red start button, driving mode ‘Manettino’ dial, within-thumb’s-reach buttons for indicators, lights, wipers and ‘bumpy road’ (more on that later), as well as sequential max rpm warning lights across the top of the rim.

The steering wheel, dash, doors and console are (optionally) carbon-rich, with the familiar buttons for Auto, Reverse and Launch Control, now housed in a dramatic arching structure between the seats.

The compact instrument binnacle is dominated by a central rev-counter with digital speedo inside it. Readout screens for on-board info across audio, nav, vehicle settings, and other functions sit either side. The seats are grippy, lightweight, hand-crafted works of art, and the overall feeling inside the cockpit is an amazing mix of cool functionality and special event anticipation.

Let’s get this out of the way. The 2021 BMW 4 Series is not an ugly car, despite what you may think from the press photos found online.

Is it to everyone’s tastes? Of course not, but I find the gaudy, in-your-face gold-on-black that is Versace’s signature styling a little gross … so your milage will definitely vary on the 4 Series like mine does with high-end fashion.

In person, that grille is nowhere near as overwhelming as pictures may have led you to believe, and blends in very nicely with the aggressive and muscular front end of the 4 Series.

In profile, the high shoulder line and slim glasshouse add to the sportiness, as does the sloping roofline and butch rear haunches.

The rear though, is arguably the 4 Series best exterior angle, as the pinched bumper, wraparound tail-lights, large exhaust outlets and subtle rear diffuser combine well for a properly sporty and premium look.

All Australian-spec cars come with the M Sport package, meaning a full bodykit, and 19-inch wheels to make even the boggo 420i look aggressive on the road.

Does it work? Well if it wasn’t wearing a BMW badge then it might not get away with this ostentatious styling, but being a big premium player, we think the 4 Series gets away with being as brash and in-your-face as it is.

We actually love that BMW has taken a risk with the 4 Series’ aesthetics and is willing to push the envelope because, after all, it could have just looked like the 3 Series sans-two doors, and that’s just a bit too safe, isn’t it?

Inside, the 4 Series is familiar BMW territory, which means a thick-rimmed steering wheel, glossy shifter and brushed metal accents, as well as high-quality materials throughout.

The dashboard-integrated multimedia system is a particularly nice touch, as are the metal accents that separate the lower and upper halves of the cabin.

So, is there anything interesting about the design? Absolutely. It’s got the internet talking more than usual and will no doubt draw the eye of those wanting to stand out from the often-samey crowd of German sports cars.

Okay, so how do you approach practicality in a car that’s so obviously not engaged with the concept?

Best to say there’s cursory consideration in terms of cabin storage, with a modest glovebox, small pockets in the doors, and a pair of piccolo-sized cupholders in the console. There’s also a net and some general oddments space along the bulkhead behind the seats. 

But the saving grace is a generous, rectangular boot in the nose, offering 230 litres of easy-to-access load space.

Another attribute fitting broadly under the heading of practicality is the retractable hardtop which smoothly unfolds/retracts in just 14 seconds and operates at speeds up to 40km/h.

Measuring 4768mm long, 1842mm wide, 1383mm tall and with a 2851mm wheelbase, the 2021 BMW 4 Series certainly looks commanding on the road, and the generous proportions do well for interior space too.

Of note though, the M440i is slightly longer (4770mm), wider (1852mm) and taller (1393mm) than the 420i and 430i, but the slight variance doesn’t translate to any perceivable difference in practicality.

Up front, there is plenty of space for driver and passenger, with a wide array of seat adjustability offering nearly the perfect position for nearly everyone regardless of shape or size.

Storage options include a generous door pocket with separate bottle holder, large central storage cubby, generous glove box, and two cupholders sited between the shifter and climate controls.

We love that the wireless smartphone charger is tucked well away just ahead of the cupholders, meaning you don’t have to worry about keys or loose change scratching up your screen, and it doesn’t eat into any of the other storage options around the cabin.

Being a coupe, you wouldn’t expect heaps of room in the second row, and the BMW 4 Series certainly doesn’t defy expectations in this regard.

Adult passengers can get in the back easy enough, thanks to auto-folding front seats, but once there, head- and shoulder-room can be a bit tight, while legroom is dependent on the height of front passengers.

We’ve certainly been in worse back seats though, and the deeply recessed seats help alleviate some of the headroom issues, but its not a space for the claustrophobic.

Open the boot and the 4 Series will swallow up to 440 litres of volume and, thanks to the wide space, can easily accommodate a set of golf clubs or weekend luggage for two.

The second row is divided 40:20:40, so you can fold down the middle to transport skis (or timber from Bunnings) while still ferrying four.

Folding the rear seats down will increase your cargo volume, but the aperture between the boot and cabin is quite small, so you might want to keep that in mind before heading to Ikea.

BMW’s new 4 Series range is available in three flavours, kicking off with the 420i for $70,900 before on-road costs, which is powered by a 2.0-litre turbo-petrol engine (more on that below).

Standard equipment includes sport seats, LED headlights, a 12.3-inch digital instrument cluster, push-button start, automatic wipers, Alcantara/Sensetec (vinyl-like) interior trim, three-zone climate control and 10-speaker sound system, but it’s the inclusion of an M Sport package and 19-inch wheels that really elevate the look of the new 4 Series to a real sporty model.

The latter two were options in the previous generation, but so many customers (we’re told close to 90%) opted for the sportier looks that BMW just decided to bundle them into the asking price.

The 420i also comes fitted with a 10.25-inch touchscreen multimedia system that includes digital radio, satellite navigation, wireless smartphone charger, and wireless Apple CarPlay AND Android Auto (finally some love for Samsung owners!).

It’s remarkable then, that the new 420i is actually almost $4100 cheaper than the model it replaces, while also boasting more equipment, safety and torque.

Stepping up to the 430i increases pricing to $88,900 ($6400 pricier than before), while also adding more equipment such as adaptive dampers, keyless entry, surround-view camera, M Sport brakes, leather interior and active cruise control.

Outputs from the 2.0-litre turbo-petrol engine are also increased in the 430i (again, more below).

The current king of the 4 Series range until the M4 lands early next year is the M440i, priced at $116,900, but includes a 3.0-litre inline six-cylinder engine and all-wheel-drive grip.

On the outside, the M440i can be distinguished by the standard inclusion of BMW’s Laserlight technology, sunroof and heated front seats, as well as ‘Cerium Grey’ colouring for the kidney grille, tailpipe shrouds and side-view mirrors.

Being a German model, there is (of course) a smattering of options available – including remote engine start and a heated steering wheel – but none jump out as crucial or ‘must have’ in any way.

We appreciate that the base 4 Series looks largely the same as its more expensive siblings, while also offering all the key equipment you’d want out of a premium sports coupe in 2020.

The 488 Spider is powered by an all-alloy, mid-mounted 3.9-litre, twin-turbo V8, featuring variable valve timing and dry sump lubrication. Claimed outputs are 492kW at 80000rpm and 760Nm at a usefully low 3000rpm. Transmission is a seven-speed 'F1' dual clutch driving the rear wheels only.

Both the entry-level and mid-tier 4 Series variants (420i and 430i respectively) are powered by a 2.0-litre turbocharged petrol engine.

Under the bonnet of the 420i, the engine produces 135kW/300Nm, while the 430i ups the ante to 190kW/400Nm.

The flagship (at launch) M440i meanwhile, scores a 3.0-litre turbo-petrol inline six delivering 285kW/500Nm.

All three engines are paired with an eight-speed automatic transmission, with no manual option available on any grade.

The 420i and 430i send drive to the rear wheels, resulting in a zero to 100km/h sprint time of 7.5 and 5.8 seconds respectively, while the all-wheel-drive M440i needs just 4.5s.

Stacked up against its German rivals, the 4 Series offers a decent engine line-up, but doesn’t excel at any level compared to the Audi A5 and Mercedes-Benz C-Class coupe.

Officially, the 420i will sip 6.4 litres per 100km, while the 430i is slightly thirstier at 6.6L/100km.

Both aforementioned 4 Series variants will need 95 RON at the bowser.

The heavier and more potent M440i needs 7.8L/100km, while also using the more expensive 98 RON fuel.

We only drove through Melbourne country roads in our brief time with all three grades of the 4 Series and could not ascertain a reliable fuel economy figure.

Our driving did not cover an extended freeway journey or any inner-city driving, so check back to see if the quoted figures hold up to scrutiny once we get more time with the car.

We had the rare opportunity of driving the 488 Spider on road and track with Ferrari Australasia handing us the keys for a rural run from Sydney to Bathurst, followed by some private bonding time on the roads around town, then a batch of unrestricted hot laps on the Mount Panorama circuit in the lead up to this year’s 12 Hour race (which the scuderia won in emphatic style with the 488 GT3).

On the freeway, cruising at 110km/h with roof open, the 488 Spider is civilised and comfortable. In fact, Ferrari claims normal conversation at speeds over 200km/h isn’t a problem. Top tip (no pun intended) is to keep the side glass and small electric rear window raised to minimise turbulence. With the roof up, the 488 Spider is every bit as quiet and refined at the fixed roof GTB.

The 458 Italia atmo V8’s rising fortissimo howl is one of the world’s greatest mechanical symphonies.

Even with the multi-mode Manettino in its regular ‘Sport’ setting and the seven-speed ‘F1’ dual-clutch gearbox in auto, all it takes is a gentle crank of the right ankle to despatch pesky road users with the temerity to impede the 488’s progress.

On the quiet, open and twisting roads around the outskirts of Bathurst we may have flicked the switch to ‘Race’, slipped the gearbox into manual and given the 488 Spider a nudge. In some sweeping corners on Mount Panorama we might have even tested Einstein’s theory that matter bends the fabric of space and time. In short, we were able to get a good feel for the car’s dynamic abilities, and they are monumental.

Relative to the 458, power is up a lazy 17 per cent (492 v 418kW), and turbo-fed torque leaps a staggering 41 per cent (760 v 540Nm), while kerb weight is trimmed by 10kg (1525 v 1535kg).

The result is 0-100km/h in 3.0 seconds (-0.4sec), 0-400m in 10.5 (-0.9sec), and a maximum velocity of 325km/h (+5km/h).

If you must know, given fuel efficiency and emissions performance was the key driver behind Ferrari’s move to a turbo powerplant, all this is balanced by claimed 11.4L/100km combined economy (down from 11.8 for the 458).

A full blown launch in this car is like lighting the wick on an Atlas rocket, with a seemingly never-ending surge of thrust pinning your back to the seat, and each pull of the column-mounted carbon gear paddle delivering a seamless and near instantaneous shift. Ferrari claims the 488’seven-speed ‘box shifts up 30 per cent quicker, and down 40 per cent faster than the 458’s.

The lofty summit of the twin turbo’s torque mountain arrives at just 3000rpm, and once you’re up there it’s a table top rather than a peak, with more than 700Nm still on call at close to 7000rpm.

Maximum power arrives at 8000 (perilously close to the V8’s 8200rpm rev ceiling), and the delivery of all this brute force is impressively refined and linear. To improve throttle response, the compact turbos incorporate ball-bearing-mounted shafts (rather than the more common sleeve bearing type), while the compressor wheels are made from TiAl, a low-density titanium-aluminium alloy. As a result, turbo lag simply isn’t in the 488’s vocabulary.

And what about the sound? On its way to 9000rpm the 458 Italia atmo V8’s rising fortissimo howl is one of the world’s greatest mechanical symphonies.

Maranello’s exhaust engineers allegedly spent years fine-tuning the 488’s aural output, developing equal length tubes in the manifold to optimise harmonics before gas flow reaches the turbos, to get as close as possible to the high-pitch wail of a naturally aspirated Ferrari V8. 

All we can say is the 488’s sound is amazing, immediately turning heads on contact... but it ain’t no 458.

Using the 488 Spider’s incredible dynamic ability to translate forward momentum into lateral g’s is one of life great pleasures.

Supporting the double wishbone front and multi-link rear suspension set-up is a host of high-tech widgets including the tricky E-Diff3, F1-Trac (stability control), High-Performance ABS with Ferrari Pre-Fill, FrS SCM-E (magnetorheological shock absorbers), and SSC (side-slip control).

Combine that with the active aero quietly turning the car into a four-wheel suction cup, plus ultra-high performance Pirelli P Zero rubber, and you have amazing grip (the front end especially, is incredible), perfect balance and stunning corner speed.

Our Mount Panorama blat confirmed the 488 Spider remains poised and throttle steerable through corners and curves at ludicrous speeds.

Chasing gears into the top of the ‘box up mountain straight made the lights on the upper rim of the steering wheel look like a fireworks display. The Spider transmitted its every move across the top of the circuit through the lightweight seat, and the very fast blast into The Chase at the bottom of Conrod Straight was other-worldly. Set the car up on entry, keep squeezing the throttle, grease in just a fraction of steering lock, and it just blazes through like a high-speed hovercraft, at 250km/h-plus.

More time back outside Bathurst confirms feel from the electro-hydraulic rack and pinion steering is brilliant in the real world, although we did notice the column and wheel shaking in our hands over bumpy backroads.

The quick fix there is a flick of the ‘bumpy road’ button on the steering wheel. First seen on the 430 Scuderia (after then Ferrari F1 hero Michael Schumacher pushed for its development), the system de-links the shock absorbers from the Manettino setting, providing extra suspension compliance without sacrificing engine and transmission response. Brilliant.

Stopping power comes courtesy of a ‘Brembo Extreme Design’ system derived from the LaFerrari hypercar, which means standard carbon-ceramic rotors (398mm front, 360mm rear) clamped by massive calipers - six piston front, four piston rear (our car’s were black, for $2700, thank you). After multiple stops from warp speed to walking pace on the circuit they remained firm, progressive, and hugely effective.

Anything wearing a BMW badge promises a fun and engaging drive, after all the brand’s tagline used to be the ‘ultimate driving machine’, which is exacerbated in a sporty two-door.

Luckily then, the 4 Series delivers the goods and is a thoroughly enjoyable drive in all three grades.

Taking the already brilliant new-generation 3 Series as a base, BMW has made the 4 Series lower, and added additional stiffening in the front and rear for a taught and agile handling machine.

The rear track is also increased, while the front wheels have more negative camber to help with mid-corner grip.

Though the 420i and 430i might not draw any headlines, they 2.0-litre turbo-petrol pair are fun to steer and precise with their inputs.

The 420i especially doesn’t have the punch to match its aggressive looks, but is perfectly capable at slower speeds and still a delight to tip in a corner.

The 430i meanwhile, delivers more thrills thanks to its more potent engine, but it can get a bit trashy higher in the rev range.

However, the pick of the bunch for us the M440i, not only for its extra spicy engine, but also the assurance of all-wheel drive.

Now it might be sacrilege to some to not have a rear-drive BMW, but the rear-biased xDrive system in the M440i is wonderfully tuned to deliver the same sort of natural driving characteristic of a two-wheel-drive model.

Undoubtedly the near-perfect weight distribution helps with this, while the wonderfully low driving position means the whole car feels like it pivots around the driver when turning the wheel.

The M Sport differential in the rear is also great at propelling out you out of the bends, while the adaptive suspension also has great variability between comfort and sport settings.

If we had any criticism with the driving experience? We’d have liked a bit more aural theatre, but BMW have to save the louder pops and crackles for the full-fat M4, right?

A big caveat here though is that we have yet to experience the new 4 Series in a suburban setting, with our launch route taking us directly to some twisty country roads.

We also never got to drive the 4 Series in a freeway setting, meaning all of the driving was done in twisty country roads where you would expect a BMW to excel.

BMW’s 2021 4 Series has not been crash tested by either Euro NCAP or ANCAP, and does not wear an official safety rating.

However, the mechanically related 3 Series sedan was awarded a maximum five-star rating when it was examined in October 2019, but do keep in mind that the child occupant protection scores could vary wildly due to the 4 Series’ coupe shape.

The 3 Series scored 97 per cent for the adult occupant protection test, and 87 per cent for the child occupant exam. Meanwhile, the vulnerable road user protection and safety assist tests yielded an 87 and 77 per cent result respectively.

As standard, the 4 Series is equipped with autonomous emergency braking (AEB), forward collision warning, lane departure warning, rear cross-traffic alert, reversing camera, and front and rear parking sensors.

The Ferrari 488 Spider is covered by a three year/unlimited km warranty, and purchase of any new Ferrari via the authorized Australian dealer network includes complimentary scheduled maintenance, through the ‘Ferrari Genuine Maintenance’ program for the first seven years of the vehicle’s life.

Recommended maintenance intervals are 20,000km or 12 months (the latter with no km restrictions).

Genuine Maintenance attaches to the individual vehicle, and extends to any subsequent owner within the seven years. It covers labour, original parts, engine oil and brake fluid.

Like all new BMW models, the 4 Series comes with a three-year/unlimited kilometre warranty.

However, the benchmark for premium brands belongs to Mercedes-Benz, who offer a five-year/unlimited kilometre warranty, while Genesis matches the time period but limits travel to 100,000km.

Scheduled servicing for the 4 Series occurs every 12 months or 16,000km.

At the time of purchase, BMW offers a five-year/80,000 ‘basic’ service package that covers scheduled changing engine oil, filter, spark plugs and brake fluids.

This package costs $1650, which works out to be a very reasonable $330 per service.

A more thorough ‘plus’ plan is also available for $4500 that also covers brake pads/discs, clutch and windscreen wiper replacements over the same five-year/80,000km period.