Ferrari 488 VS Jaguar F-Type
- Monstrous torque
- Incredible dynamics
- Quality (in every sense of the word)
- Breathtaking option prices
- Some shake on rough surfaces
- Atmo engine noise MIA
- Natural handling
- Punchy engine
- Fun to drive
- No reversing camera
- Some absurd options
- Small boot
James Cleary road tests and reviews the new Ferrari 488 Spider with specs, fuel consumption and verdict.
It’s almost inevitable. Tell someone you’re a motoring journo and the first question will be, ‘So, what’s the best car you’ve ever driven?’
Without getting into an esoteric analysis of what the word 'best' actually means in this context, it’s clear people want you to nominate your favourite. The fastest, the fanciest, the car you’ve enjoyed the most; the one that’s delivered a clearly superior experience.
And if I enter the room of mirrors (where you can always take a good hard look at yourself) the answer is clear. From the thousands of cars I’ve had the privilege of sliding my backside into, the best so far is Ferrari’s 458 Italia, an impossibly pure combination of dynamic brilliance, fierce acceleration, howling soundtrack and flawless beauty.
|Fuel Type||Premium Unleaded Petrol|
There's an old automotive saying that says “only milk and juice comes in two litres”, but that’s not the case anymore. Now, you can get liquid fun in a 2.0-litre mechanical package, too.
That’s because of cars like this, the new 2018 Jaguar F-Type, which has seen the addition of a new four-cylinder engine that still packs plenty of power and torque, is lighter than its big-engine siblings, and – perhaps best of all – in base model guise, is more affordable than any F-Type to date.
Sounds promising, huh? Well, there are some really convincing parts to this car – but also some things that are downright questionable.
Allow me to explain…
|Fuel Type||Premium Unleaded Petrol|
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.
Is this open-top Italian stallion your dream machine? Tell us what you think in the comments below.
The 2018 Jaguar F-Type in four-cylinder spec is a very intriguing option in the sports car segment.
It’s clearly not without its faults, but the entry-grade engine offers a thought-provoking alternative to the pricier supercharged V6 and V8 versions.
Would you consider a four-cylinder Jaguar F-Type? Let us know in the comments section below.
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.
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.
The most interesting thing about the F-Type four-cylinder model is that it’s almost indistinguishable as being the most affordable version in the range.
I mean, unless you know that the trapezoidal central tailpipe is the only real giveaway (and the noise that comes out of it, for that matter!), you’d be hard-pressed to notice a difference. That’s because most F-Type buyers add heaps of styling options.
For instance, the cars we drove at the launch of the new model were all the R-Dynamic version, which exchanges the newly developed 18-inch light alloy wheels for bigger, heavier 19s. And then—why not?—those 19s were changed again for a different looking set of 19s, but still wore Pirelli P-Zero tyres.
It still sits low and looks mean, and the newly added LED headlights with LED daytime running lights are quite fetching, even if their addition has meant the front-end looks less cat-like than before.
It’s still a stunner, though – even more than four years after its launch.
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.
You don’t buy a Jaguar F-Type if you’re after the last word in practicality. It’s not a pragmatic purchase – but for its, er, type, it’s a reasonably practical space.
The F-Type still has some useful elements to the cockpit, including a decent centre console bin between the seats, a small mesh pocket above that, two cupholders, and a reasonable glove box. The door pockets have bottle holders, and a little extra storage besides.
As it has been made clear before, the F-Type has a boot that is almost small enough to rule out a long weekend trip, particularly in the convertible. The drop-top’s boot capacity is 196 litres, and is interfered with by a spare wheel, while the coupe has up to 407L of space (if you’re going beyond the parcel shelf; otherwise, it’s a 315L hold).
It’s purely a two-seater, so there are no top-tether or ISOFIX child-seat anchor points. If you’re particularly tall, you might find yourself a bit cramped.
Believe it or not, vanity mirrors are optional. I mean, I know the slimline visors are pretty hopeless, but sheeeeeeesh.
Price and features
Let’s get the big number out of the way. The Ferrari 488 Spider costs $526,888 before on-road costs.
Included in that not inconsequential figure is the ‘E-Diff3’ electronically-controlled differential, ‘F1-Trac’ traction control, ASR & CST, ABS, an anti-theft system, carbon-ceramic brakes, Magnaride shock absorbers, dual-zone climate control, racy leather seats, bi-xenon headlights with LED running lights and indicators, keyless start, Harman multimedia (including 12-speaker, 1280-watt JBL audio), 20-inch alloy rims, tyre pressure and temperature monitoring, and… a car cover.
But that’s just the starting point. Any self-respecting Ferrari owner will need to put a personal stamp on their new toy and the prancing horse is happy to oblige.
If you want an exterior colour to match your favourite polo pony’s eyes, no problem, the Ferrari Tailor-Made program will do whatever it takes. But even the standard options list (if that makes sense) offers more than enough scope to make an already spectacular four-wheel statement even more distinctive.
Our test car featured six new Mazda3’s worth of extras. That’s just under $130k, with the highlights being more than 25 grand in exterior carbon-fibre, $22k for the special, two layer, iridescent effect ‘Blue Corsa’ paint, over $10k for chrome painted forged rims, and $6790 for Apple CarPlay (standard on the Hyundai Accent).
But you’ve got to remember an inverse logic applies here. While some may see $3000 for cavallino rampante shields on the front wings as somewhat pricey, to a proud Ferrari owner they’re badges of honour. In the yacht club carpark, showing off their latest acquisition, you can script the satisfied boast - ‘That’s right. Two grand. Just for the floor mats!’
The entry-grade F-Type four-cylinder models are priced at $107,012 for the coupe, while the convertible model adds $18,000 to the asking price ($125,712). Both are automatic – there’s no manual option.
To contextualise that, if you want the supercharged V6 engine instead, you’ll need to spend $126,212 for one with an automatic transmission (there’s a cheaper manual version, which is five grand less).
Standard equipment for the four-cylinder model includes new light alloy 18-inch wheels, LED headlights with LED daytime running lights, part-leather sports seats with electric adjustment, a leather-wrapped steering wheel, aluminium interior trim elements, keyless ignition and auto headlights/wipers.
A lot of premium brands are adding heaps of equipment to their cars to keep sales ticking over. Jaguar, though, continues to take buyers for a walk down to path to the old Ripoff Pool in terms of optional extras.
Believe it or not, Jaguar asks you to spend more for dual-zone climate control ($1040), keyless entry ($1200), and even a reversing camera. Yes – you read that right: a modern-day car company has the audacity to ask buyers to option a potentially life-saving reversing camera, and at a cost of $1080, too. Rear parking sensors are standard... which is something.
See the safety section below for more disgust on that.
If you’re looking at a Jaguar F-Type, other vehicles that could be on your shopping list include the Porsche 718 Boxster convertible and Porsche 718 Cayman coupe, the Alfa Romeo 4C and the Lotus Exige – all of which arguably have a harder edged sporting intent to them than this car.
Engine & trans
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.
The F-Type’s 2.0-litre turbocharged four-cylinder petrol engine is one of the more potent engines of this type out there, with a solid 221kW of power (at 5500rpm) and 400Nm of torque (from 1500-4500rpm).
It is only available in rear-wheel drive, and only with an eight-speed automatic with paddle-shifters. For reference, the supercharged V6 can be had with a six-speed manual and rear-drive, while the supercharged V8 is auto and all-wheel drive only.
Jaguar claims a 0-100km/h time of 5.7 seconds, which is sprightly, if not manic, and a top speed of 250km/h… not that you’ll ever find it in Australia.
Jaguar claims fuel consumption of 7.2 litres per 100 kilometres for the F-Type four-cylinder model, which is more frugal than the supercharged V6 and throbbing V8 models by some margin.
Over our loop, which involved a good stint of spirited driving, some freeway cruising and some Sydney traffic, we saw 9.9L/100km. I think that’s totally acceptable.
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.
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.
While I might have some serious qualms about the brand’s priorities in terms of specs and standard safety kit, there’s no doubt you get what you pay for in terms of performance.
Wait, you could read that the wrong way… I’m not saying that because you’re choosing the most affordable F-Type that you’re getting the most budget-feeling drive experience. This is still a truly sporty car – in fact, it’s more of a purist offering than the muscle monsters that are the supercharged V6 and V8 models.
That’s because it’s lighter, and it truly feels more agile than those cars.
With 52kg less weight to contend with, the four-cylinder is more pointable in corners, and that lower kerb weight makes for a natural driving experience.
In the gruntier models you can spend time trying to catch the car’s balance in the bends, but not in the four-cylinder – it has beautiful balance, holding a line very nicely. That’s enough you make it feel like you’re sewing a smooth ribbon through a series of corners, where in the V8 model you might end up making a zig-zag stitch. It goes well, and stops terrifically, too.
The ride is firm, but it’s a sports car, so that’s excusable. You will notice more of the bumps in the convertible, the body of which has been stiffened up to deal with the lack of a fixed roof. And while you will notice big lumps in the road, and you’ll hear and feel potholes, it’s never annoyingly uncomfortable.
After spending a few hours in the car, I think it’d be the ideal coastal cruiser… you just might have to make it a day trip rather than a weekend away because of that teeny-weeny boot.
If it were my money and I was set on a F-Type four-pot I’d buy the coupe, because it is more resolved on patchy road surfaces and has a bigger boot. If you want the wind in your hair, just wind down the windows.
This is a hard criterion to score it against. There has never been a Jaguar F-Type flung against various objects at different speeds to ascertain a safety score, so we can’t give it a hat-tip for a strong ANCAP or EuroNCAP score.
And the lack of a standard-fit reversing camera is one of the most absurd things we’ve encountered in a high-end car for a bloody long time. But it's not unusual - you've got to pay for a reversing camera in a Porsche 718 Cayman or Boxster, too.
For what it’s worth, you can option the further safety of lane-keeping assist and driver fatigue monitoring. Blind-spot monitoring and rear cross-traffic alert are optional as well – you can get all of those bits in a pack, if you like, for the sum of $2210.
But honestly, a reversing camera being a $1080 option is simply disgusting on a car that has rearward vision as poor as this one does.
F-Types come with six airbags in the coupe and four in the convertible.
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.
The standard warranty offered on the Jaguar range is three years/100,000km, and it includes roadside assist for that period. There’s the option of an extended warranty up to five years/200,000km in total, too.
The F-Type attracts Jaguar’s free servicing campaign – so, according to the company’s website, you won’t have to pay a single dollar for standard scheduled servicing over the first five years/130,000km. Maintenance is due every two years or 26,000km.