Ferrari 488 vs Subaru Forester

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.

The MY26 Subaru Forester packs plenty of punch in terms of standard features, a roomy and functional interior and overall driveability. Sure, it’s not the most exciting vehicle to drive on- or off-road but to get stuck on that is to miss the point entirely. This is a decent all-rounder with a solid background and an AWD system that long ago set the gold standard for vehicles of this type.

In a tough mid-size SUV market segment aimed more at those intent on driving through car parks rather than adventuring through national parks, the Forester offers greater versatility than most and should not be ignored.

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.

This Forester is 4655mm long (with a 2670mm wheelbase), 1830mm wide and 1730mm high.

The new generation retains more than enough of the previous Forester – blocky profile included – to remain clearly recognisable.

Traditionalists may chafe at the slicker, more citified appearance of this Forester over previous generations but the overall package is inoffensive enough to not elicit any howls of outrage from passers-by on the street.

The Forester’s interior maintains a similar cabin look and feel as before but with a 11.6-inch portrait-oriented multimedia touchscreen dominating up front, a mix of physical and on-screen buttons, as well as soft-touch surfaces and durable plastics.

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.

The Forester is quite roomy for a mid-size SUV and this is the top-spec variant so there’s leather everywhere.

The interior layout is neat and tidy and lands firmly on the correct side of being practical and familiar, with all controls easy to locate and operate.

The touchscreen offers mostly simple intuitive functionality with infrequent need to cycle through numerous menus and sub-menus to access what you want.

The aforementioned mix of physical and on-screen buttons, as well as soft-touch surfaces and durable plastic are welcome here because, you know... real life.

The front seats offer ample support and the driver is able to dial-in their preferred position via power controls on the eight-way power-adjustable seat (with dual memory). The front passenger has an eight-way power-adjustable seat. Both seats are heated and ventilated.

The 60/40 split folding second-row seats aren’t too shabby either, in terms of comfort and amenities, with a fold-down arm-rest with cupholders and directional air vents etc.

Cargo volume is 496 litres (with rear seat in use) and 1174 litres (with the rear seat down, 1667 litres to ceiling.

The tailgate is powered and hands-free with a kick sensor (apparently). But I never tried that, instead opting for the tailgate-mounted button to open and close it.

The Forester AWD Touring (petrol) is priced at $50,990 MLP while its hybrid sibling is $55,990.

Standard features include an 11.6-inch multimedia touchscreen (with wireless Android Auto and Apple CarPlay), 18-inch alloy wheels, auto LED headlights, dual-zone climate, heated front seats and electric folding rear seats as well as a wireless phone charger.

Top-grade additions include a sunroof, low-profile roof rails, a digital driver display, leather-accented seats, a leather auto-shifter, ventilated front seats and a 10-speaker Harman Kardon audio system.

It also has power-adjustable front seats, sat-nav, auto-dipping and folding door mirrors and a hands-free tailgate.

Exterior paint choices include 'Crystal White Pearl', 'Ice Silver Metallic', 'Magnetite Grey Metallic', 'Crystal Black Silica', 'Crimson Red Pearl', 'Brilliant Bronze Metallic', 'Daybreak Blue Pearl', 'Sapphire Blue Pearl', 'Cashmere Gold Opal', 'Autumn Green Metallic' and 'River Rock Pearl'.

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 Forester has the line-up’s 2.5-litre four-cylinder naturally aspirated boxer engine (producing 136kW at 5800rpm and 247Nm at 3700rpm) matched to a constantly variable transmission (CVT), which some people detest, and some people couldn’t give a rat’s whether it’s there or not.

Also onboard is Subaru’s all-wheel drive system, driving modes (including 'Normal', 'Deep snow/Mud', and 'Snow/Dirt') and 'X-Mode' “that constantly monitors the traction available to each wheel and centralises the control of key components including the engine, transmission, drivetrain and brakes to help manage slippery conditions”, according to Subaru.

Official fuel consumption on the combined (urban/extra-urban) cycle for the Forester is 7.9L/100km and it uses 91RON 'standard' unleaded petrol at a minimum.

On this test, I recorded 8.1L/100km. But fuel consumption was as low as a dash-indicated 1.7L/100km while driving the Forester with adaptive cruise control engaged.

The Forester has a 63-litre fuel tank, so, going by our on-test fuel-use figures you could reasonably expect a driving range of almost 780km from a full tank. However, as with any vehicle, once you’ve loaded the Forester with any real-world burdens (e.g kids, dogs, camping gear, etc) you’ll soon see the fuel consumption increase.

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.

The Forester feels comfortable and composed on sealed surfaces and offers some degree of dynamism to the driving experience – so in line with previous generations.

It feels more refined, sharper to steer and more responsive than before. There’s ample visibility to the front but a substantial B pillar obscures the driver’s vision back over their right shoulder.

The Boxer engine and CVT work well together, power and torque outputs are more than adequate in this package, and that much-maligned transmission is not intrusive if the Forester is driven with care and common sense.

However, acceleration from a full stop is sluggish.

The suspension set-up – MacPherson struts up front and double wishbones at the rear – yields a firm but not jarring sense of ride and handling.

The 1662kg Forester proved nimble to manoeuvre around the Big Smoke, the suburbs and in the bush (more about that soon) with a neat 10.8m turning circle.

All-wheel drive vehicles are capable of tackling off-road adventures in their own right but, for safety’s sake, AWD drivers should avoid anything beyond well-maintained dirt tracks in dry weather. AWD cars are designed for use on bitumen roads with some dirt or light-duty off-road use.

And so it was with our test of this Forester. On-test off-road terrain equalled firm-packed sand and gravel/dirt bush tracks in dry weather, although we did drive through one shin-deep mudhole with no trouble.

The Forester has a listed 220mm of ground clearance, the suspension held up well over a brief stint on mild corrugations and Subaru AWD proved more than up to the task when things became a little trickier, providing improved grip and traction in slippery conditions that demanded to be driven at very low speeds.

If push comes to shove, it’s capable of more than light off-roading, but the Forester’s ground clearance and off-road angles ultimately limit its off-road capabilities.

The Forester’s 'all season' tyres – Falken Ziex Z001A A/S (225/55 R18 98V) – are fine for light to moderate off-roading but anything more difficult than that and you’ll need to get a set of more aggressive all-terrain tyres. It does have a full-sized spare onboard.

It has maximum towing capacities of 750kg (unbraked trailer), 1800kg (braked) and a maximum towball download of 180kg. GVM is 2223kg; GCM is 4023kg.

Some niggles: The driver awareness system is annoyingly over-reactive.

The Forester has the maximum five-star ANCAP safety rating from testing in 2024.

It has nine airbags (dual front, dual front side, dual curtain, driver’s knee, far side and front passenger seat cushion), adaptive cruise control, emergency lane-keep and centring (with departure warnings), pre-collision braking, auto emergency steering, a 360-degree view monitor system, and a driver monitoring system which includes a ‘safe stop’ feature that – if the vehicle detects that the driver is non-responsive – will bring the vehicle to a gradual, you guessed it, safe stop.

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 MY26 Subaru range is covered by a five-year/unlimited kilometre warranty, five-year/75,000km capped price servicing, and 12 months roadside assistance.

A service is required every 12 months or 15,000km, whichever occurs soonest. After your free “1 Month Health Check and Chat”, cost per service is $347.95 (at the 15,000km/12 month mark), $520.45 (30,000km or 24 months), $393.10 (45,000km or 36 months), $679.30 (60,000km or 48 months) and $358.20 (75,000km or 60 months). Average over the five years is $459.80.

Subaru Australia has more than 140 dealerships across the country with a decent spread over metro and regional areas. Foresters may be serviced at those dealers or by approved mechanics.