Value: 575 vs. the TR

Had some back-to-back seat time this afternoon, in 2 of the most iconic recent F-cars that comes to mind. Same twisties (with a bit of highway driving to clear the lungs), same weather, twice over, once in a late 575 and once in an early Testarossa. Here is my verdict:

Styling:
Where the 575 – especially in in Nero Daytona (with its subtle sparkle) – is achingly elegant and plain stunning, the Testarossa is wild, bombastic and hits hard where it counts (i.e. all the time, from every angle). Front-engine grand tourer with timeless, graceful lines versus mid-engine bruiser, with outrageous everything, from its strakes to the rear-view mirror (this TR is a Monospeccio) to the headrests – the TR is no wallflower, and one of the most iconic automotive designs ever. Being me, the 575 and its subtlety get the nod but another day and another setting, the tide could be turned…

Performance:
The 575 is a 200 MPH rocket, and will eat the TR for breakfast, lunch and dinner. Really, there is no competition whatsoever. Knockout punch: 575

Feel:
Where the 575 flies, the TR teases, flirts and generally knows how to arouse your interest, and keeps you coming back for more. To feel the 575 you need a track, or to be the president of the police union, as the limits are too high for mere mortals and on public roads. This 575, being a Superamerica, bestows a 2nd (and completely different) flavour, as an open top car. With the top down, it is pure magic, even when you are putzing around, and for this alone, worth the price of admission. However, ignoring the wind in my hair, the TR, at (somewhat) sane speeds, is more engaging and more thrilling to drive. With less power and less weight (yes, the TR is surprisingly lighter), you have more time to feel and enjoy the build-up, especially the mid-range punch that will put a huge smile on your face, every single time. Not a complete knockout, but definitely a point for the TR.

Sound:
The 575 – equipped with the factory exhaust – has a brilliant yet somewhat subdued sound (and in the Superamerica, only heard with the top closed, which counters the spirit of the car… what a conundrum!) The TR on the other hand is equipped with a mild aftermarket exhaust, no catalytic converters, and a most glorious flat 12. Not too loud, but loud enough to catch your attention. Maybe if I had the top closed in the SA, it would have had a stronger chance, but today, it’s the TR.

Interior:
The 575 is retro-modern; it has beautiful analogue gauges with idiot proof ergonomics, plus a very handsome cabin. The 575 will give you quiet satisfaction every time your eyes wander. It is also equipped with every creature comfort you can imagine or want. Whether the Daytona seats, the round air vents, or perfect mix of leather, aluminum and chrome – it all comes together to form a timeless and stunning driving environment. The TR is simply retro, with quite a bit of drama – drama to enter/exist, drama to fit your wells inside the wheel-well, drama when you want to see anything behind you… As an occasional driver, I would (kindly) refer to the TR’s interior as soulful and endearing, but really, there is no competition here – victory goes to the 575.

Transmission:
I will likely get no support on this one, but here it goes: The 575 performs at such a high level that anything but the F1 system would be an injustice, and would rob the car of its “kinetic energy”. Driving it in “manual” paddle mode offers the best of everything – inter-activeness with instantaneous shifting, allowing the car to continue its stupendous performance trajectory. The TR on the other hand needs the gear lever. It starts to run out of breath as it approaches its redline, and it is the gear-lever that releases its second wind, over and over again. In the TR, the gear-lever fits like a glove, and is cathartic. Call it what you want – for me, the 575 without the F1 system would not be a 575, and the TR without its gated shifter would fall flat on its face. A perfect tie if you will.

Maintenance:
Hands down, the 575 is the easier of the two to maintain and run (ignoring the problems that some Superamerica roofs have had). It is much cheaper to run, and generally is at your beck and call 24/7. The TR is from a different era, one where taking the engine out to change a belt was part of the initiation rite. It often leaks (nothing major but enough to stain the garage floor), has power windows that need a trans-Atlantic flight to finish winding up, and in my TR’s case, non-existent metric tires that were likely specified by the same chap who decided the engine should come out to change the belts. Clear victory goes to the 575, right? Except that I like being part of the TR fraternity. Yes, it can be expensive and annoying at times, but so would being with a Hollywood starlet, and who wouldn’t want that? Ask after my next belt service and you might get a different answer, but today, the TR wins, by the slightest of margins.

Ownership Experience:
While the 575 is stunning to look at and drive, and surely a future classic, the TR is already a classic. Neither is a daily drivers (for me), and neither is a track car (although I am sure both would offer added kicks on a track). As an occasional driver, for perfect days, to hit that perfect sweet spot, the TR, with all of its idiosyncrasies and annoyances, offers a more visceral experience, one that satisfies more of my senses, more of the time. Today, the Testarossa took the pie
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