Take a look at the depreciation of the Call, F12, and the FF tell me it's better than that of the 675lt. The 720S is a significantly different car than previous models how is it that you believe you can simply project previous model depreciation atop it? If it were simply a minor model change it would make sense to a degree but not in this case at all
The 675LT is starting to lose $$$-traction now. See, there is nothing special about the LT, it's just an extra boost. Now the 720s runs faster than 675LT, and IMO looks much better. So the LT will be just another Mclaren.
the Speciale is dropping as well... The fact is the 'modern classic' phenom is probably over. The days of buying a new car and having it increase in value are probably over. The classic car boom is over as well. IMO its good for the car market to no longer be seen as an alternative asset class.
But, but the Fiberglass Mac will skyrocket in value and we will have to shut down the ferrarichat since mac will inherit the earth
A few facts (indications) from the Swiss market: from the 458 (challenge and gt2 cars are not included) are 44 cars on the market, the cheapest ones are about 50% below the new car price. Wow, I'm really impressed about the stable value. From the 488 (spider and coupe) 32 cars are already on the market. 4 new cars at MRSP, the rest are used cars und are offered approx. 10%-25% under the new car price. Let us be honest, the 458 prices are there where its competitors are located and the 488 begins to flood the used car market very early. A clear indication that the 488 will go the same way (or perhaps even worse) than its predecessor. It makes no sense to continue to glorify this Ferrari product line in regards of a hyper strong stable value. It may be that when I change from a Ferrari xx to a Ferrari xy every year I get from the Ferrari dealer very attractive prices. Nothing special, the dealers are enormous under pressure to sell new cars. But sell a 458 or a 488 outside and everyone learns the quite normal law of the used car market, which also applies to the Ferrari mass products.
Swiss market works very differently and is not a good example. Most other markets, especially the UK are much more stable. Official network is still selling 458 and 488 at strong prices - minimal depreciation (as a percentage of new car price) can still be expected.
Where do you get your information from? The LT engine has 50% unique parts compared with the 650S. Different turbos, intercooler, camshaft, connecting rods, titanium exhaust, fuel pump, oil & water pumps... and I'm sure there are other components. Not to mention the whole rear body of the car from the B-pillar is different than the 650S (and instead made in carbon fibre), as is the front bumper and front undertray. Suspension wishbones and uprights are also unique. Anyways, my point is that the car is significantly different than the 650S. In case you're wondering, I do own an LT - but I also own a Speciale. I love both and each have their unique personalities. To say the LT is just a 650S with more boost is an uneducated statement. In fact, I'd say that there is a bigger gap between the 650S and LT than there is between a base 458 and the Speciale. Cheers!
What do you think of the turbo lag on the LT? I found that to be a huge disappointment in this day and age.
Well swiss market is simular to german market. German Market 61 488gtb, cheapest start at 199t euros Cheapest Lt 340t euros, still above New price...
Not really, driving mostly above 3000rpm on the track (this car is made for that) and has a huge powerband to over 8000rpm, so that leaves you with 5000rpm full of power...
I understand that the McLaren software keeps the revs up by not dropping them off as quickly in Manual mode to specifically keep the car in the power band so there is no turbo lag...that made it smart that way...
I find it's not so much how was a car is when it gets in the rev range that feels good but how quickly acceleration begins once pedal movement is initiated. It's why electric cars feel so damn quick. It also makes hybrids compelling. It's why my i8 feels quicker than it actually is or why the NSX does as well. It's also part of the magic of the LAF/918/P1. Throttle response matters. Most of our driving is done below 50 mph with quick bursts and then breaking. A person won't feel much accelerative force from a car going 150-200 mph even if the car is quick at doing so like a Ksegg. A driver/passenger will feel a lot of accelerative force while going 50-120 mph in a car that is especially quick in doing so like a hybrid supercar/NA supercar. The turbo lag, even if slight, also allows a bit of time for the occupant to sort of "hunker down" and prepare for the impending force. This diminishes the affect and the fun. Just some random thoughts......
All fine and dandy but the 675 is not the 720s. We all know the 488 has excellent throttle response. You know why? Twin-scroll turbochargers! You know what the 720s has? wait for it, wait, .... twin-scr... If you don't know how a twin scroll turbo differs from a single one, google it and then maybe you'll believe me the 720S TURBO LAG is a big fat nuthingberger. The new 720s turbos have lighter internals, tuned headers and it would be a huge mistake to compare them to your grandpas volvo. Or 675.
No, that's not correct. Twin scroll turbochargers are actually very old technology and still produce lag. Keeping the revs in the power band does not eliminate lag either. Lag is the delivery of additional power that comes from the exhaust gases - post burn, and a relatively long time post accelerator push - being used to increase the air-charge for subsequent burns. In a turbo, it is always there, at any rev speed that sees the turbo spinning, by definition. The issue with turbo is about the linearity of power delivery as well as the lag; that elastic band feeling that turbos deliver. With the 488, the clever stuff comes from Ferrari limiting turbo boost in lower gears (so you get a much higher proportion of n/a power) and reducing gear ratios so that the remaining boost is somewhat masked. Mixed with careful software calibration, this reduces the elastic band feeling at the same time as reducing the lag-impact of the turbo that still has to exist. It is clever, and works much better than other turbo engines in regard to throttle response.
McLaren limit boost in the lower gears as well. you have to. Please tell me you've driven a 720s more than just youtube.
The 650s doesn't have the turbo lag of a LT...I'd love to know what the difference is that causes that. I imagine the 720 will be more like the 650 in that regard.....at least, I certainly hope so.
Amazing drag race including a couple McLarens and the 488. Watch to see who wins. Let's just say I'm pretty sure the 720S is not going to just beat the 488. It will destroy it to the point of embarrassment from what I'm seeing in these races. The 720 is faster than the 675 so keep that in mind when watching this. Even the 570 is almost dead even with the 488. https://www.youtube.com/watch?v=pkT0IuB0hsU
SCD puts out some really good content. I wish they released vbox data with these drag races they do but video evidence is enough. Easier to orchestrate without having to wire the cars up.
Oh, it's not even going to be a contest between the 488 and 720S. Check this recent vid from Salomondrin. Admittedly, this is not exactly scientific but you can see from the initial jumps that the 720S has a mighty big edge over the LT. Ferrari is falling way behind. [ame]http://www.youtube.com/watch?v=byTMtVygh9I[/ame] A couple days later he put his 675LT up for sale and has a 720S on order.
675 has bigger turbos and more boost than 650. 720s is a totally different setup. new 4L engine, new turbos, new gearing, new software. You just can't compare the 2. 720 is no 650 is not even close.
