Ferrari. In the 348 you've got the same degree of body control, the same iron tautness through the corners, but the steering – lighter than the Honda's but with much more feedback – lifts it clear of even the mighty NSX at La Sarthe.” Critique found the 348 difficult in traffic due to heavy steering and controls, though transformative on open road, “the further we traveled and the harder we drove in France, the more special, the more unique the Ferrari felt. We argued long and hard over which of the two made the best noise under full throttle, although no one disputed the fact that the NSX was more refined overall and had vastly superior gearchange. But ultimately this is as much the Honda's problem as it is its strength. Because it is so well honed as an all-rounder, so easy to live with, it misses out on that last 10 per cent of pure, raw thoroughbred sports car appeal that makes the Ferrari such a deliciously rich experience. Partly it is the steering; the NSX's is very good, the 348's exquisite. And partly it is the extra sharpness of the Ferrari's chassis, which is that crucial fraction more responsive to your inputs than not only the NSX but also any other supercar this side of £100,000 we can think of.” Peter Dron of Motor Trend gave the car a negative review, criticising its acceleration by saying "For some manufacturers, it might be hard to go to market when competitors are offering cars with demonstrably better performance for tens of thousands of dollars less. Ferrari, however, seems blessed with such cache that the numbers gleaned from mere fifth wheels don't seem to make much of a difference. Take the Ferrari 348, for example. Its 0-60-mph time of about 6 seconds can be bested by such lesser-priced machinery as an L98 Corvette. Its slalom speed of a little over 63 mph is flat blown away by the humbly priced Nissan 300ZX Turbo." The engine note was criticised as well with the publication noting "It doesn't sound like a V-8; in fact, the noise it makes is more like a high-pitched turbine than anything else, the characteristic whine of the flat-plane crank. It doesn't have the hard edge of Lamborghini's V-8 (similar to the old Cosworth DFV) or the deep, throaty rumble of the high-performance domestic engines. It isn't an unpleasant