Ferrari 488 vs Suzuki Vitara

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.

In car years, 11 is ancient.

Back when it was first released, this-generation Vitara’s competitive pricing, progressive yet pretty design, pleasant interior packaging, sporty dynamics and general driving ease helped establish the emerging small SUV segment into the powerhouse it is today.

In some ways, today’s Turbo Hybrid still impresses, especially with its punchy performance, promising economy and no-nonsense packaging. Objectively, it is still a decent proposition, with few actual vices.

But the 2026 Vitara’s high pricing, embarrassingly outdated interior, underwhelming specification and noisy ride leave it feeling too expensive, too old and too exposed against newer and more-sophisticated rivals.

Even the brightest stars eventually need to retire.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.

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.

While the albeit-cheeky Mazda CX-3 clearly looks like a product of last decade, the Vitara’s boxy, broad-stance proportions were prescient, pointing to the upright shapes that prevail today. In other words, the good-looking design has aged remarkably well.

Changes to the headlights, a reshaped bumper, a revised grille, restyled wheels and paint colours are the only ways you can differentiate new from old, ignoring the Hybrid badge out back.

We wonder whether Suzuki should have tried harder visually updating the Vitara?

Measuring in at nearly 4.2 metres long, 1.8m wide and 1.6m high, the square-rigged styling hides the smallness of the Vitara, yet also seems to liberate more space inside than you might expect, aided by deep side windows.

Conversely, Suzuki’s decision to retain the old Vitara dashboard – including much of the same instrumentation – roots it into the middle of last decade. This is very disappointing.

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 practical shape, ease of access and spacious, airy cabin were reasons to buy the Vitara way back when, and remain relevant today.

But, stepping inside and taking a look around transports you to another time, like hearing Let it Happen by Tame Impala.

In the press release, Suzuki states: “Physical control switches remain a key focus, ensuring ease of use while driving, a touchpoint of Suzuki’s practical design philosophy.” Changing nothing in nearly a dozen years in production to save money seems more like the company’s key focus here. Even the steering wheel is precisely the same.

As we said earlier, nothing changed inside other than some minor trim, save for the new multimedia system that looks cheap and aftermarket compared to Suzuki’s earlier, distinctive and colourful quadrant layout. We welcome the inclusion of a digital speedometer, however.

Broad if flat front seats do the job, ahead of a workable driving position that helps provide good all-round vision as well as an easy reach to the multitude of buttons and switches placed around. The plastics have already proven to be long-lasting, while there is sufficient storage to be found. The climate control is effective, too.

The rear seat environment is spacious and pleasant enough, but lacks amenities like USB-C ports, cupholders and central air vents.

Further back, the load area is relatively large and simple to use. Cargo capacity varies from an unremarkable 362 litres to 642L (VDA – to the window height) or 1119L (to the ceiling), with the 60/40 rear backrests dropped providing extra versatility.

Thankfully, a space-saver spare wheel is included.

Overall, then, the Vitara’s cabin is roomy and user-friendly for a small SUV, but it also appears hopelessly out of date. That Suzuki also had the unrelated e-Vitara electric vehicle at the launch event just served to underline that fact.

From $39,990 (all prices are drive-away unless stated otherwise), 2026’s cheapest Vitara, the Turbo Hybrid 2WD, seems provocatively expensive for an 11-year-old generation. And the all-wheel drive (AWD) model dubbed 'AllGrip' is a heady $46,000. Oof.

This puts the base Vitara’s price well above Chinese hybrid equivalents like the Haval Jolion HEV and MG ZS Hybrid+, about on a par with popular small-SUV hybrids including the Honda HR-V, Hyundai Kona and Toyota Corolla Cross, and in company with lower-spec petrol-powered iterations of the Honda CR-V, Hyundai Tucson, Kia Seltos, Kia Sportage, Mazda CX-30, Mitsubishi ASX, Mitsubishi Outlander, Nissan X-Trail, Renault Duster, Subaru Crosstrek, Skoda Kamiq, Volkswagen T-Cross and VW T-Roc.

Facing a lion’s den of fierce rivals is putting things mildly. The Vitara’s value struggles to stack up.

But consider this.

Back in 2015, the base Vitara cost $23K, drive-away – or $31.4K in 2026 money adjusted for inflation. However, that was for a 1.6-litre petrol manual; the auto added the equivalent of another $2.7K and the optional turbo that came soon after (dubbed 'BoosterJet' – and now standard equipment) cost another $6.8K, coming to $41K.

Huh. Suzuki isn’t being so delusionally greedy, then.

And that’s not taking in the latest model’s unique hybrid tech, extra safety of advanced driver-assist technologies (ADAS) such as autonomous emergency braking (AEB), rear cross-traffic alert (RCTA), lane departure warning and blind-spot monitoring, or Apple CarPlay/Android Auto connectivity, or a host of other extra features that have since been applied to an evolving Vitara over the years. Plus, import costs from Hungary are said to have skyrocketed.

If we compare what the 2026 Turbo Hybrid 2WD costs against the pre-facelift 2024 Turbo 2WD from $36,490, before on-road costs, the price rises aren’t nearly as bad as they seem (though runout ’24-build models are currently being promoted at $34,590, drive-away).

So, what else does your $40K-plus Vitara Turbo Hybrid give you?

Not much compared to most of the competition listed earlier. Climate control, rear privacy glass, LED automatic headlights, cloth upholstery, adaptive cruise control, a 7.0-inch touchscreen, reversing camera, 17-inch alloy wheels and flat paint are bare minimum at this price point.

Metallic paint demands another $745 if the standard white isn’t your bag.

Stretching to the $45,990 AWD adds a panoramic sunroof, 9.0-inch touchscreen, six instead of four speakers, extra driving modes, synthetic leather trim and two extra modish colours – beige or grey-blue that are also available with a two-tone black combo for an extra $1345.

The Vitara is over a decade old, but costs new-model money, lacks features found in rivals costing thousands less and only allows for a five-year warranty when some others offer up to 10.

Obama was US President when this Suzuki launched. The world it finds itself in today seems almost unrecognisable.

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’re expecting a Toyota-style series-parallel hybrid system here, forget it.

Instead, Suzuki offers a far-simpler, lighter and cheaper alternative that, by and large, does reduce fuel consumption. In other words, this is a mild-hybrid electric vehicle (MHEV) that, unlike others like Mazda’s, you can feel working away.

On paper, things look a bit shaky, since power drops noticeably compared to the previous 1.4-litre, four-cylinder, turbo-petrol BoosterJet engine this unit is based on.

This version makes just under 81kW of power at 4500rpm, instead of 103kW at 5500rpm, in the interests of economy. Torque jumps though, from 220Nm to 235Nm, between a low 2000rpm to 2500rpm.

More importantly, it is coupled to a 48-volt integrated starter motor generator acting as an electric motor, and 48V 8Ah lithium-ion battery, adding an additional 12kW/50Nm to simultaneously boost acceleration and reduce consumption and emissions.

Power is sent to the front wheels via a six-speed torque-converter automatic transmission, while the AWD version also sends drive to the rear axle when slippage is detected.

The whole MHEV system adds just 15kg, and is nestled between the MacPherson strut front axle and torsion beam rear end, for even weight distribution.

The Vitara Turbo Hybrid 2WD returns a combined average 5.8 litres per 100km, while the AWD version is rated at 5.9L/100km. This translates to between 130 grams and 139g/km of carbon-dioxide emissions, respectively.

The previous 1.4-litre turbo equivalents were 5.9L and 6.2L/100km, so that mild-hybrid tech seems to make some difference. Our box-fresh test car’s trip computer driving around Sydney’s outer suburbs displayed 6.2L/100km.

Filling the 47L fuel tank with the required 95 RON premium-unleaded petrol, expect to average around 810km of range.

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.

Suzuki allowed only a frustratingly limited amount of time for us to drive the Vitara Turbo Hybrid 2WD, over some outer-suburban Sydney back roads, in convoy with a lead car and in heavy traffic, so first impressions are limited.

But, unsurprisingly, it’s all very familiar, after years of testing earlier iterations.

Essentially, acceleration now feels leisurely in 'Eco' and 'Auto' when previously the 1.4L BoosterJet always felt punchy, but it becomes much stronger in 'Sport', suggesting the MHEV’s economy focus is the priority. The latter mode makes the Vitara feel lively and moves things along fairly quickly, but leaving it in Sport mode would defeat the purpose of trying to save fuel.

Meanwhile, the Vitara’s chassis calibration remains on the sporty side, with keen steering response and a decent level of handling agility there for the taking. And even the ride comfort wasn’t too bad, considering that too little suspension travel and too much road noise betray the age of this vehicle’s platform – though that may have also had something to do with us driving this back-to-back with the smoother e-Vitara EV.

Finally, the ADAS tech didn’t seem to interfere at all, though a longer drive may reveal otherwise.

The Vitara still drives okay, then, but its refinement and noise suppression may be issues for some people used to newer SUVs. The bigger problem for us is just how old the driving experience feels sitting inside such a dated cabin. Stale sums it up.

We also had a brief stint around a moderately-demanding off-road 4WD course to test the Turbo Hybrid AWD’s AllGrip set-up. The limited off-road aids – 4WD Lock, hill-descent control, a paltry 175mm ground clearance – helped see it navigate several carefully-chosen sections fairly confidently, but we can’t imagine this being the deal maker or breaker.

Overall, based on our brief time with it, the Vitara Turbo Hybrid remains an easy, competent and even enjoyable small SUV from behind the wheel, but one that feels dated in too many areas, especially at its asking price.

Back in 2015, the Vitara scored a maximum five-star ANCAP crash-test rating, but it hasn’t been tested since and that result expired in December, 2022.

Both models come with the expected level of ADAS tech, including AEB, RCTA, lane departure warning, lane keep assist, blind-spot monitor, traffic sign recognition, auto high beam and adaptive cruise control.

There is no data on the operation parameters of the latest AEB system, but previous models operated from above 30km/h while the RCTA functions from 8.0km/h.

Six airbags (dual front, side and curtain) are also featured, along with two outboard rear-seat ISOFIX points and a trio of top tethers for child seats.

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.

Suzuki offers an industry-average five-year/unlimited kilometre warranty, along with five years of roadside assistance if the vehicle is serviced at an authorised dealer.

Service intervals are every 12 months or 10,000km, while the basic capped-price servicing costs are $329, $429, $339, $539 and $349 annually for the first five years or 100,000km, respectively. That's an average of $397.

At the time of publishing Suzuki listed 90 dealers throughout Australia.