Ferrari 488 VS Mercedes-Benz CLS-Class
- Monstrous torque
- Incredible dynamics
- Quality (in every sense of the word)
- Breathtaking option prices
- Some shake on rough surfaces
- Atmo engine noise MIA
- Sleek styling
- Beautiful cabin
- Ride and handling
- Limited rear legroom
- Higher entry price into range
- No diesel variant
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 are people who probably wish the Mercedes-Benz CLS would just go away. Call security, have it escorted off the premises. That’s probably because they don’t agree with its styling. For them, it’s not how a large four-door Mercedes-Benz should look, with its ‘rude’ coupe roofline.
“You don’t surrender a segment… a vehicle has to do 100 units to justify bringing it – this will do 100 units no problem sat all,” were the exact words from Benz’s head of communications David McCarthy.
You could say Benz created the four-door coupe segment when it launched its first-generation CLS 14 years ago, triggering its rivals to fire back with their own four-door coupes - the Audi A7 and BMW 6 Series Gran Coupe.
Far from surrendering, the CLS has evolved again with this third-generation bringing new engines and styling. So, what do you gain and what will you have to surrender (for lack of a better word) if you choose to go down the non-traditional route of the CLS?
I found out when I drove the new CLS 450 4Matic for the first time on Australian roads at its recent launch.
|Engine Type||2.0L turbo|
|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 Mercedes-Benz CLS has proven to be a niche hero, creating a segment and then evolving into something even more elegant, while keeping its unique appeal. A beautiful, modern cabin and the new engine in the CLS 450 provides the swiftness to match those looks.
Do you wish the Mercedes-Benz CLS would just go away or do you think it's just perfect? Tell us what you think in the comments below.
Also, check out Matt Campbell's video review from the CLS's international launch:
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 new-generation CLS has arrived looking slipperier than a cake of soap on the bottom of the bath. This model has always had svelte styling, but things have become even smoother with Benz’s design chief Gorden Wagener insisting more lines be removed in the creation of this latest version.
So, while there’s the familiar profile of that roof tapering down into the boot lid, the long rear overhang and that sliver of a window opening arching and turning down sharply at the rear, it's a more flowing design now that there are less edges to break it all up.
A new ‘shark nose’ grille opening, and broad bonnet adds a hunk of muscle car toughness to the CLS’s face. But it’s refined thuggery, with that single-louvered ‘diamond studded’ grille flanked by flush-mounted headlights. The tail-lights, too, are so contoured to the body around them they look painted on.
As CarsGuide senior editor Matt Campbell pointed out in his review of the CLS at the international launch, the car looks far better in the metal than it does in any photo.
The CLS is based on the E-Class, sharing its platform and technology, but it’s about 20mm longer (at 4988mm) end-to-end. That’s almost 50mm longer than the previous generation CLS, too. At just over 1.4m tall the CLS is low-slung but wide at 1.9m across (almost 2.1m including mirrors).
The CLS’s cabin mirrors that of the E-Class, too, with a sweeping dashboard which flows through into the doors, two large landscape displays for your instruments and media, an oversupply of air vents and some darn sexy lighting. It’s a luxurious, stylish, comfortable, but snug setting cocooned by padded leather and polished surfaces.
The Australian CLS has been fitted standard with the AMG interior and exterior packages.
You can pick from 11 colours – eight of which are no-cost options and include, 'Polar White', 'Obsidian Black', 'Iridium Silver', 'Citrine Brown', 'Graphite Grey' and 'Cavansite Blue'. Optional colours include 'Hyacinth Red' and 'Selenite Grey Magno'.
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.
Remember how I said you were going to have to surrender something if you wanted a CLS? Well, yes, you’ve have to surrender your hard-earned money, but you’ll also have to give up quite a bit of practicality.
That swooping roofline makes entry into the front seats a bit precarious for people of my height (191cm) trying to swing themselves into the cockpit without clocking their heads on the A-pillar.
The impracticality only gets worse with entry into the back seats, and legroom in there for me is tight, too.
I can only just sit behind my driving position thanks to the contoured seat backs. Headroom is also limited.
It’s worth pointing out that this time the CLS is a five-seater – the previous generation sat just four.
Storage isn’t bad, running to a deep centre console bin with a split lid, there are two cupholders up front and another two in the rear fold-down armrest along with another covered drawer, and all doors have small bottle holders.
The CLS’s boot capacity is 520 litres, and the rear seats fold 40/20/40 to provide extra space.
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!’
Benz has dropped the 250d grade, which means you can no longer have your CLS with a diesel engine. That also means the new entry fee is higher with the CLS 350 kicking the line-up off at $136,900 (list price).
You’ll be rewarded with a decent amount of equipment for the outlay, though. Coming standard on the CLS 350 are those two 12.3-inch screens, a head-up display, a 13-speaker Burmester stereo, sat nav, Apple CarPlay and Android Auto, digital radio, surround view camera, leather upholstery, heated front seats, 'Brown Ash' wood trim on the centre console, wheel-mounted shifting paddles, AMG exterior and interior packages, auto-parking, 20-inch AMG wheels, air suspension, proximity key and privacy glass.
The CLS 450 4Matic lists for $155,529 and adds air filtering in the cabin, power closing doors, a sports exhaust system and all-wheel drive.
At the top of the three-grade range is the Mercedes-AMG CLS 53 4Matic+ for $179,529. The extra money buys you nappa leather upholstery, wireless charging, the ‘Night’ body kit, an AMG exhaust system, and of course, a lot more grunt which you can read about below.
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.
If you’ve skipped straight to this bit you’ll have missed news that there’s no longer a diesel engine in the CLS line-up. Instead you have a choice of three petrol engines – one for each grade and all of them are new to the model.
The CLS 450 4Matic has a 270kW/500Nm 3.0-litre in-line six-cylinder engine with a twin-scroll turbo and like the Mercedes-AMG 53 above it has an integrated electric motor called an EQ Boost. While it’s a hybrid system of sorts the electric motor doesn’t drive the wheels, instead it recuperates kinetic energy and charges the battery.
The CLS 450 uses the nine-speed auto, as well, and is all-wheel drive.
The Mercedes-AMG CLS 53 4Matic has the same transmission and engine as the CLS450 but has been given a heftier twin-scroll turbo charging system and tuned to produce even more grunt at 320kW/520Nm. The 'EQ Boost' performs the same function as in the CLS 450, but also provides power to an electric turbocharger. The Mercedes-AMG CLS 53 4Matic is also all-wheel drive and uses a nine-speed automatic.
This is a good place to remind you (again) that only one CLS grade was available to drive at the Australian launch – the CLS 450, and we were only given the claimed fuel economy figures for that model.
After 197km through, on a route that bumper to bumpered its way out of Melbourne CBD and headed the long way to the airport via Woodend. our car’s trip computer was reporting close to an average of 10.0L/100km.
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.
A reminder again, folks – Mercedes-Benz only had the CLS 450 available to drive. Okay? On with the review…
Nobody likes a traffic jam, apart from maybe taxi drivers. But sitting in a CLS deep in Melbourne’s CBD, stuck in road-work-infested roads, choked with cars going nowhere was as pleasant as the experience could be.
Plush seats, pretty lighting, air filtered and fragranced, air suspension cushioning the patchy tarmac underneath as we wriggled our way north towards Mount Macedon and country roads.
If you read another review calling out a large degree of wind noise filtering into the cabin, they’re right and wrong. See, the weather was apocalyptic as we hit the motorway. Trees doubled over kind of windy, and sure you could hear it rushing past the windows when we were at 110km/h, but you could also hear it clearly when we were at 30km/h.
I like gadgets and so it was about 15 seconds into the motorway stint that I tested out the active cruise control, and automatic lane changing, which works near perfectly.
As the roads became more winding, I switched drive modes to 'Sport', firming up the suspension and steering, at the same time prompting the transmission to kick back into a lower gear.
This is a stable-feeling car, well balanced and effortless to steer. Smoothness is a word for everything it does, including covering the ground quickly.
While that acceleration is rapid, it’s not quite exhilarating, and the engine note under load is a little high pitched for a thug like this.
CLSs of the past were known for being a bit more aggressive and feistier, but this one seems to have mellowed in its third generation. I don’t see any issues with this. There are other angrier Benzs if that’s your thing.
The second generation CLS was never crash tested and this new one has yet to be as well. So, while it hasn’t been given an ANCAP star rating, given it shares so much with the five-star rated E-Class we’d expect it to score nothing less than that, too.
Along with nine airbags, ABS, and traction and stability control the level of advanced safety equipment onboard the new CLS is seriously impressive. There’s the 'Driving Assistance package Plus' which brings AEB with cross traffic function, evasive steering, blind spot warning with an active function and lane keeping assistance.
For child seats you’ll find two ISOFIX mounts and three top ether anchor points.
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 CLS is covered by Mercedes-Benz’s three-year/unlimited kilometre warranty. Servicing is recommended every 12months/25,000km for the CLS 350 and CLS 450, while the CLS 53, like all AMGs needs to visit at 12month/20,000km intervals.
Mercedes-Benz says a capped price servicing plan will be available, but has yet to release the prices. We’ll update this as soon as the costs have been announced.