TRIPLE TEST Ferrari 488 vs Audi R8 V10 Plus vs McLaren 570S
The road’s dry, its surface bleached with smears of late-winter grime. Corners stretch out traffic-free, so I push the McLaren 570S’s accelerator to its stop, let the car run wide for the fastest line, the others darting behind. The sun flares through a swimming-pool sky as hungry induction plenums gobble chill air, and dual-clutch gearboxes hammer like a drummer counting in a four-four beat.
I glance in the mirror, cast an eye over the McLaren’s hard-working twinturbo V8, see the flash of the Ferrari 488 GTB, the piercing yellow of the Audi R8 V10 Plus, DRLs locked on like snipers’ lasers.
The others must be sniffing victory as they close on the least powerful car, but already the McLaren’s making a bid for the spoils: the tactility, agility, communication and, yes, pure speed. The 570S will not be an easily picked off runt of the litter.
This incredible car is proof of how far McLaren has progressed in five years, from being initially blindsided by objective numbers to letting subjective feel take the wheel. But no matter how impressive McLarens have become, there’s one inescapable truth: when they go head-to-head with Ferraris, they typically lose.
The 570S forms part of McLaren’s new Sports Series, a mid-engined V8 supercar for $379,000. Take that money to Ferrari and they’d talk you up to a folding hardtop for $409,888, yet the 570’s spec is a facsimile of the 650S, McLaren’s true 488 rival. Has McLaren caught Ferrari napping with a similar concept for $90K less? We’ve two days to find out.
Not that McLaren has the $400K supercar market wrapped up: long before McLaren trumpeted its dayto- day usability over the more frenetic Ferrari, Audi nailed it with the R8.
Like all returning blockbusters, the Audi R8 sequel doesn’t mess too much with the formula: there’s no V8 this time, no open-gate manual, but the styling is so gently evolutionary that Darwin himself might not record it, the all-wheel drive fundamentals remain, so too the V10. The purveyors of Vorsprung Durch Technik, shoving an old-school Lamborghini 5.2-litre V10 in the back of a new car? Did the memo die in
the VW Group shredder? Isn’t everyone downsizing and turbocharging because emissions regulations are forcing their hands?
There’s an almost orchestral quality to the V10, a percussive bassiness at low rpm that soars to the highpitched strings of the redline and what sounds like a successful Gunpowder Plot on the overrun in Dynamic mode; it’s mechanical, sonorous, and zings with a response that makes a firearms unit look slack.
Maximum torque of 560Nm at 6500rpm might suggest a hole in the power delivery down low, but accelerate from 1500rpm and the revs spin so quickly you’ve a job to count the numbers on the dial, the delivery stretching out linearly until – somewhere around 5500rpm (I was busy!) – there’s even more urgency, like someone’s fast-forwarded you to the 8250rpm head-rush. Pity the transmission sometimes dithers when you suddenly floor it, like it’s channelling the Gallardo’s old-school automated manual, and high-rpm shifts lack what the Germans call ‘emotion’.
I wind back the pace, but even at a cruise you notice the Audi’s improved front-end response. Twist the flat-bottomed steering rim and the front jinks like one
solid piece; no slop, no time delay, just one cohesive transition to where your hands are pointing.
Our test car gets optional dynamic steering, perhaps that’s key, but there’s no doubting the responsiveness owes much to the stiff Audi Space Frame. Aluminium dominates, but carbonfibre forms the transmission tunnel and rear bulkhead like a spine and broad shoulders. Even commuting, the underlying rigidity is tangible.
Over the A14, I settle back into the optional sports seats, pneumatic bolsters squeezing my frame just so, 6Music belting from the optional B&O stereo. The lowslung driving position, the quality of the materials, and the deep, low scuttle is déjà vu, and yet so much has changed. The steering wheel now takes a leaf out of Ferrari’s manual, allowing you to switch between driving modes and activate the sports exhaust without letting go of the wheel. But there are also – unlike the Ferrari – infotainment functions integrated in the spokes. It’s busier than Sydney traffic, but it works.
Three hours slip by, (optional) adaptive suspension absorbing bumps, 449kW picking off traffic in effortless surges, and the brilliant Virtual Cockpit either filling the TFT instrument binnacle with high-res satellitenavigation, or bringing speed and rpm to the fore; neither Ferrari nor McLaren do tech like this.
When the roads tangle into twists, the R8’s surefooted handling combines with relatively modest torque. But it’s the thrill of the drive that’ll stay in my mind long after the metal’s stopped pinging, especially the way you can pick up the power early and feel the front tyres pull you from the curve with unruffled composure in a flurry of speed. The suspension and steering even works in Dynamic mode this time, rather than filling the tyres with cement.
Fatigue slain by adrenaline, I reach our stopover, grab a beer to come down, and ponder if you can actually better the Audi’s blend of driver enjoyment, safety and high-tech infotainment; if you use your supercar regularly, I doubt you can.
Outside, the Ferrari’s flat-plane crank settles to a constant, bassy idle, and a minute later James Taylor walks in. The stability control’s been working overtime, snuffing out slides before they even started, he says. CJ Hubbard’s had an easier time of it, the McLaren’s Pirelli SottoZero winter tyres melding with the surface as temperatures plummeted.
At 7.30am the Ferrari’s still coated in a thin veil of frost, like a monarch shrouded in a chrysalis. It’s very conditions sensitive, which doesn’t surprise with 492kW and 760Nm. Even at 4°C on dry roads, it feels edgy on its Michelin Pilot Super Sports, engineered around its trick stability control. So I settle in, steel myself for the warmer temperatures later that day.
I particularly like how everything – scalene air vents, intricately contoured steering wheel, peripheral infotainment and vehicle displays – trains your vision towards the central rev counter like a burst of light at the end of tunnel.
That rev counter might still read to 10K, but it’s now redlined 1000rpm earlier at just over 8000rpm because the 458’s 4.5-litre V8 makes way for an allnew 3.9-litre V8 twin-turbo. It’s a masterpiece. Throttle response is instant, turbo lag non-existent, and the revs quickly taper away when you back off. It even sounds fantastic, that droney idle becoming a familiar Ferrari bwoooor towards the redline. Low in the mix, you hear turbos subtly hissing away.
The really clever part is Variable Torque Management: instead of the 488 giving you all 760Nm in the lowto mid-range as you’d expect, Ferrari drip-feeds it, encouraging you to use the revs.
The seven-speed dual-clutch gearbox is familiar and continues to consume ratios like a schoolkid flicking
THE R8 is built around a multi-material mix with a primarily aluminium passenger cell at its core. Carbonfibre, however, forms the transmission tunnel and rear bulkhead. Audi says this material mix makes the new R8 50kg lighter and 40 per cent torsionally stiffer than the first generation, but at 1454kg dry it’s the heaviest car on test: the aluminium Ferrari weighs 1370kg, the carbonfibre (with aluminium panels) McLaren 1330kg.
lugs on a bus, but the ratios are a little longer. Had they not been, the 488’s massive extra mid-range and lower peak power would have had you nutting the limiter constantly. You might ping off the redline a couple of times, but mostly you’ve got so much mid-range, so much speed and still so much headroom that you rarely do. It’s a great powertrain.
When the mercury hits 8°C, I head out for a faster drive. You notice the steering’s a little firmer than the 458 Italia’s, with more road-surface fizz too, but it’s still super-quick, and this time its keenness to change direction just feels immediately natural, not shockingly darty like the 458 did if you’d just stepped from a humdrum hatch; is that familiarity over the years on my part, or is the 488 somehow better sorted?
The R8 felt light and keen to switch direction in isolation, but already the 488 shades it. The purity with which the Ferrari shadow-boxes through bends, up on its toes, only highlights that the Audi turns and drives at least partly with the fronts; the slight understeer the R8 generates under power might ping you out of roundabouts unbelievably quickly, but it does introduce a lethargy to direction changes.
Despite the Ferrari’s massive slug of torque – and because of Variable Torque Management – traction is actually very good, Michelins keying in and letting go progressively when they can take no more. When rear treadblocks do squirm, the traction control almost imperceptibly covers your talent deficit. Pray for owners who learn to drive a supercar on this basis, then disable everything; they’ll make Ken Block outtakes look as lairy as the Queen being chauffeured to the Cenotaph.
I gradually work my way ’round the manettino dial, tweaking the gearbox, engine, ABS and safety settings, finally building the nerve to go ESC Off. Three shrill bleeps ring out, presumably covering the Italian expletives the fandango’s trying to hurl at you.
Where the 488 had felt flighty at 4°C, at 8°C it’s totally dialled in. The front tyres are half-an-inch wider than a 458’s, and while at first you lean on the excellent carbon-ceramic brakes early – shared with LaFerrari, but missing the strange pedal feel caused by the hybrid powertrain – soon you learn to carry speed into the corner, feel the suspension compress a little, then just rollercoaster right through the bend, understeer absent from the lexicon. With the front biting hard and loaded up, you’re free to climb on the fast pedal, and still you sense those reserves of traction, the progressive slip into oversteer. “Wow!” says CJ later, stepping from the 488 and pointing at it. “The R8 is a sports car. That is a supercar!”
Hamstrung by winter tyres, I wait for temperatures to dip before driving the McLaren. McLaren says the 570S is more liveable than its serenely supple 650S, and has even re-engineered the MonoCell with 80mm lower sills, so you no longer sneak through the gap in the open dihedral doors like Frankenstein struggling into the bottom bunk.
The McLaren’s steering wheel is starkly naked after the others, and you sit forwards and low down, the view through the windscreen unobstructed like
HOW DID Ferrari make a turbo engine so responsive? The IHI turbochargers are key, with ball-bearing shafts reducing friction, and lightweight titaniumaluminium alloy compressor wheels quickly spinning up.
Variable Torque Management also helps the naturally aspirated feel, dripfeeding torque so the 760Nm peak arrives at higher revs when you’re driving hard, lower when you’re not.
The 488 GTB’s V8 is related to the California’s, but distantly: 47cc and 500rpm more, new crank, conrods, pistons, cams, heads and turbos all make the difference.
a fighter-jet canopy. Even at very low speeds, the McLaren communicates that it’s light and agile, that there’s no fear in taking liberties. The stiff, lightweight carbonfibre structure feels totally cohesive, the electrohydraulic steering crackles with information, and even the dainty hips play a part, helping you thread the McLaren through gaps that squeeze the others.
I’m not a natural left-foot braker, but the McLaren presents its brake pedal so perfectly to your limb that it feels rude to refuse. Doing the same in the Audi is like trying to pedal a penny-farthing, so high and offset are accelerator and brake. Even with my desensitised hoof, I learn to push through the McLaren’s minimal slack and feed off the building pressure coming up through the pedal, trusting the endless reserves of the – standard – carbon-ceramics.
I build up speed, heading to my favourite road, all fast flicks, open-sighted sweepers and zero traffic, setting the handling and powertrain modes to Sport and deactivating the stability control.
You quickly find a rhythm with the McLaren. The steering both constantly jiggles in your hands and lets you place the front tyres with laser-guided accuracy.
There’s so much dialogue with the surface that cats’ eyes bang up through the carbon structure like plod
knocking at the door; it might sound uncouth, but you’re just getting constant unfiltered messages from a very supple car. “It feels how you’d imagine a Lotus supercar would,” comments James Taylor. Spot on.
You might think testing the 570S on winter tyres unfair, and at times they are a liability, squidging under braking, writhing like jelly through esses. But I’ve also driven a McLaren on the standard P-Zero Corsas, a pretty aggressive tyre (regular P-Zeros are a no-cost option), and it felt incredible. There’s no understeer, bags of traction, and the way the body stays flat and you skim through corners in one fluid movement is awesomely compelling. You can even revel in sliding the 570, such is its poise and balance.
Where Maranello really monsters Woking is with the powertrain. The McLaren’s gear shifts are quick – and certainly more incisive and obedient than the 12C once was – but the Ferrari’s are significantly punchier, trimming slack from the man/machine interface; and the Ferrari’s shift paddles – fixed to the column, not the wheel like the McLaren’s – engage with a shorter click and feel nicer, too.
McLaren’s 3.8-litre V8 has an ample 419kW and 600Nm, but this is a much more conventional-feeling turbo engine, laggy down low, with a soggier pedal and a noticeable – if thrilling – turbo hit at just on 3000rpm, it lacks the Ferrari’s eerie progression. The last 570S I drove had the optional sports exhaust, bringing a hard mechanical edge. With the standard pipes, this 570 sounds gruff, even tractor-like at low rpm. Tick that exhaust box.
Negatives fall by the wayside when you find yourself on an open road, the lag that maybe frustrated through slower kinks no longer an issue. You start to revel in the upper reaches of the McLaren’s flexible delivery, and the soundtrack becomes more goosepimple industrial the higher the revs climb. You keep the revs and speed high, cutting cross-country, feeling the suspension breathe beneath you, confident that you can use all the power, all the time.
THE 570S steps all over big brother 650S’s toes. Both use carbonfibre MonoCell construction, a 3.8-litre twin-turbo V8, seven-speed dual-clutch gearbox, adaptive dampers, Brake Steer in place of a limitedslip diff and 19-inch front/20-inch rear alloys.
Differences? The 570S wears narrower tyres, uses aluminium, not composite panels, conventional anti-roll bars, not interconnected dampers, and fixed, not active, aero. The 570S measures 4530/2095/1202mm and weighs 1313kg dry to the 650S’s – smaller! – 4512/2093/1199mm and 1330kg. 570S performance clocks in at 419kW/600Nm, 3.2sec 0-100km/h and 328km/h to the 650S’s 478kW/678Nm, 3.0sec 0-100km/h and 333km/h. You’ll pay $379,000 for a 570S, $464,000 for the 650S.
There’s no denying the 570S when it comes to driver feedback and enjoyment. It doesn’t even feel like it lacks power in this company, proving you really don’t need Ferrari horses to have riotous fun.
When we park up for our closing shot, there’s no debate that the Ferrari wins. But the fact that the McLaren 570S delivers much of the thrill of the 488 GTB for $90K less – or almost $135K when both these cars’ lavish options are tallied – weighs heavily on the result.
The 570S is a deeply exciting and communicative drive, a sports car that steers like a supercar and offers huge savings over its Italian rival from the class above.
Just imagine if Ferrari stepped down to the McLaren’s level with a new V6 Dino; then we’d have a proper scrap on our hands. Today, the McLaren can hold its head high with a strong second.
That the Audi slips into third place is testament to the quality of this group. When options are included it’s the cheapest car here, packs a firecracker of an engine, and melds sensational dynamics with the most useable ownership proposition of the bunch. If you need one supercar to do everything, buy the Audi.
Right now, tank brimmed, sun setting, roads clear and dry, I’m getting another fix in the Ferrari. M
Specifications Mid-engined masterpieces
BODY 2-door, 2-seat coupe DRIVE all-wheel ENGINE 5204cc V10, DOHC, 40v BORE/STROKE 84.5 x 92.8mm COMPRESSION 12.5:1 POWER 449kW @ 8250rpm TORQUE 560Nm @ 6500rpm POWER/WEIGHT 288kW/tonne TRANSMISSION 7-speed dual-clutch WEIGHT 1555kg SUSPENSION (F) double A-arms, coil springs, anti-roll bar SUSPENSION (R) double A-arms, coil springs, anti-roll bar L/W/H 4426/1940/1240mm WHEELBASE 2650mm TRACKS 1638/1599mm (f/r) STEERING electrically-assisted rack-and-pinion BRAKES (F) 380mm ventilated/drilled carbon-ceramic discs, 6-piston calipers BRAKES (R) 356mm ventilated/drilled carbon-ceramic discs, 4-piston calipers WHEELS 20.0 x 8.5-inch, 20.0 x 11.0-inch (f/r) TYRE SIZES 245/30 ZR20(f); 305/30 ZR20(r) TYRE Pirelli P Zero PRICE $389,900 PROS Wailing V10; sure-footed handling; technology CONS Not as agile as lighter rivals STAR RATING 11112
2-door, 2-seat coupe rear-wheel 3902cc V, DOHC, 32v, twin-turbo 86.5 x 83.0mm 9.4:1 492kW @ 8000rpm 760Nm @ 3000rpm (seventh gear) 334kW/tonne 7-speed dual-clutch 1475kg double A-arms, adaptive dampers, anti-roll bar multi-links, adaptive dampers, anti-roll bar 4568/1952/1213mm 2650mm 1679/1647mm (f/r) hydraulically-assisted rack-and-pinion 398mm ventilated/drilled carbon-ceramic discs, 6-piston calipers 380mm ventilated/drilled carbon-ceramic discs, 6-piston calipers 20.0 x 9.0-inch, 20.0 x 11.0-inch (f/r) 245/35 ZR20 (f); 305/30 ZR20 (r) Michelin Pilot Super Sport 9,988 Mind-bending speed; incredible dynamics Expensive options; long wait list 11111
2-door, 2-seat coupe rear-wheel 3799cc V8, DOHC, 32v, twin-turbo 93.0 x 69.9mm 8.7:1 419kW @ 7400rpm 600Nm @ 5000-6500rpm 298kW/tonne 7-speed dual-clutch 1406kg double A-arms, adaptive dampers, anti-roll bar double A-arms, adaptive dampers, anti-roll bar 4530/2095/1202mm 2670mm 1579/1603mm (f/r) electrically-assisted rack-and-pinion 394mm ventilated/drilled discs, 6-piston calipers 380mm ventilated/drilled discs, 4-piston calipers 19.0 x 8.0-inch (f/r); 20.0 x 10.0-inch 225/35 R19 (f); 285/35 R20(r) Pirelli P Zero Corsa $379,000 Massive performance for the money; fun factor Firm ride; engine lacks a little response 11112