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This is where the second decade of the 21st century’s mid-engined, entry-tier, supercar battle is all at. We’re all thinking about it: so I reckon it’s time for a good ol’ Internal Combustion poll. These two cars are extremely similar and thus proper head-to-head rivals.
They’re both V8 mid-engined, rear-wheel driven, dual-clutch transmissioned, 1400-or-so kg machines. The McLaren uses turbocharging to boost its torque numbers whilst the Ferrari employs a 9000 rpm screamer coupled with a huge final drive ratio to multiply wheel torque. Consequently, I have deliberately kept this poll a head-to-head omitting cars like the Superleggera and R8 GT because they’re different (AWD) and old-school in comparison (NA V10s and AMT).
Ferrari 458 Italia
Ok, so we all know of the 458 Italia’s propensity for lighting up its wheel arches, so let’s get that out of the way... For the whole of last year, I never saw a Ferrari 458 Italia in Jo’burg and then, on New Year’s day, saw two – at a crawl – in the space of 400m between Clifton and Bantry Bay. Damn, that car is just stupefyingly gorgeous. It’s got curves that you think you notice in the pics but just reach an altogether different level of sensuality in the metal. I’ve not sat in one either, but I’m certain that the cabin is a very special place to be with its artfully dash focused around the driver and the business of driving. As far as engines go, the DI NA V8 in the 458 is a new benchmark; 9000 rpm, 420 kW, 540 Nm – the latter figure being the highest-ever specific torque output for a naturally aspirated production car engine – 120 Nm per litre! Coupling this engine to the new seamlessly shifting, rapid DCT gearbox is the most sophisticated and tightly integrated engine, chassis and transmission management systems yet seen.
The only criticism levelled at the driving dynamics of the 458 Italia is that the experience comes across as “digital” and focused on ruthless efficiency rather than outright driver involvement.
Naturally Aspirated V8
425 kW (578 hp) @ 9000 rpm
540 Nm
7-speed Dual Clutch gearbox
Circa EUR 210,000.00 upwards
--oo0oo--
McLaren MP4-12C
The early assessments of the MP4-12C are almost unanimous: masterful feat of engineering, quickest, best handling, best riding, most efficient, most usable and yet, most clinical car of its kind. The MP4-12C is an engineering tour-de-force – what else would you expect from the mighty McLaren stable – and yet the car seems almost too good to the point that it suppresses key supercar ingredients like emotion, passion and extremeness. The MP4-12C is, at this point in time, an enigma: the initial reviews laud the car’s imperious ability and on the other hand, seasoned journos have come away bemused by the whole experience. One thing’s almost a certainty however: in terms of straight-line, as well as point-to-point pace, the McLaren looks to be the class leader.
It’s a shame though that, this time round, McLaren’s approach to styling for function before form – as it was for the F1 – has resulted in a car with generic looks for the genre. It’s pretty, by all means, but it’s not compelling to look at either.
Twin-turbo 3.8 litre V8
441 kW (592 hp) @ 7800 rpm
600 Nm
7-speed Dual Clutch gearbox
Circa EUR 200,000.00 upwards
--oo0oo--
So what’s it gonna be folks? The passion of Maranello or the precision of Woking?
They’re both V8 mid-engined, rear-wheel driven, dual-clutch transmissioned, 1400-or-so kg machines. The McLaren uses turbocharging to boost its torque numbers whilst the Ferrari employs a 9000 rpm screamer coupled with a huge final drive ratio to multiply wheel torque. Consequently, I have deliberately kept this poll a head-to-head omitting cars like the Superleggera and R8 GT because they’re different (AWD) and old-school in comparison (NA V10s and AMT).
Ferrari 458 Italia
Ok, so we all know of the 458 Italia’s propensity for lighting up its wheel arches, so let’s get that out of the way... For the whole of last year, I never saw a Ferrari 458 Italia in Jo’burg and then, on New Year’s day, saw two – at a crawl – in the space of 400m between Clifton and Bantry Bay. Damn, that car is just stupefyingly gorgeous. It’s got curves that you think you notice in the pics but just reach an altogether different level of sensuality in the metal. I’ve not sat in one either, but I’m certain that the cabin is a very special place to be with its artfully dash focused around the driver and the business of driving. As far as engines go, the DI NA V8 in the 458 is a new benchmark; 9000 rpm, 420 kW, 540 Nm – the latter figure being the highest-ever specific torque output for a naturally aspirated production car engine – 120 Nm per litre! Coupling this engine to the new seamlessly shifting, rapid DCT gearbox is the most sophisticated and tightly integrated engine, chassis and transmission management systems yet seen.
The only criticism levelled at the driving dynamics of the 458 Italia is that the experience comes across as “digital” and focused on ruthless efficiency rather than outright driver involvement.
Naturally Aspirated V8
425 kW (578 hp) @ 9000 rpm
540 Nm
7-speed Dual Clutch gearbox
Circa EUR 210,000.00 upwards
--oo0oo--
McLaren MP4-12C
The early assessments of the MP4-12C are almost unanimous: masterful feat of engineering, quickest, best handling, best riding, most efficient, most usable and yet, most clinical car of its kind. The MP4-12C is an engineering tour-de-force – what else would you expect from the mighty McLaren stable – and yet the car seems almost too good to the point that it suppresses key supercar ingredients like emotion, passion and extremeness. The MP4-12C is, at this point in time, an enigma: the initial reviews laud the car’s imperious ability and on the other hand, seasoned journos have come away bemused by the whole experience. One thing’s almost a certainty however: in terms of straight-line, as well as point-to-point pace, the McLaren looks to be the class leader.
It’s a shame though that, this time round, McLaren’s approach to styling for function before form – as it was for the F1 – has resulted in a car with generic looks for the genre. It’s pretty, by all means, but it’s not compelling to look at either.
Twin-turbo 3.8 litre V8
441 kW (592 hp) @ 7800 rpm
600 Nm
7-speed Dual Clutch gearbox
Circa EUR 200,000.00 upwards
--oo0oo--
So what’s it gonna be folks? The passion of Maranello or the precision of Woking?
