Meet the Ferrari Amalfi, an evolved version of the well-received Roma that takes its place among the Prancing Horse’s fascinating line of front engined GT model updates including the California T, GTC4 Lusso & Portofino M, that have often marked many new customers’ first inductions into the realm of the Prancing Horse. Named after Italy’s enchantingly glamorous stretch of coastline that has long been a favoured destination for tourers, it’s largely similar to its outgoing predecessor from the outside, although a series of styling alterations bring it visually closer to the rest of Ferrari’s current model range.
Viewed from the front, its new shark-nosed form evokes that of the SF90 Stradale & 12Cilindri, with a body-coloured wing sitting above a recessed black band that aesthetically links both headlights while discreetly integrating the de rigueur forward sensor suite. Above the lights themselves, bypass ducts channel airflow into the engine bay for better cooling & reduced pressure build-up. Front brake ventilation is enhanced by a pair of diffusers integrated into the lower & wider front splitter.
At the tail end, four individually distinctive taillights are still present, housed now within technical graphic cuts & also linked by a black trim piece to echo the nose’s visual treatment. Above them sits a neater active spoiler, calibrated to 3 speed dependent positions. During fast cornering or hard braking, its High Downforce (HD) configuration generates increased downforce with a drag penalty of less than 4%. There’s also a more strongly profiled rear diffuser, with a central channel that better controls flow expansion for greater stability.
The bigger news comes inside the Amalfi, whose cabin has been revamped to offer a more tactile & physically connected driving experience. Gone are the previously fussy haptic steering wheel touch pads, replaced by black physical buttons and, at long last, a return to the iconic big red Ferrari start button that previously formed such a tangibly appealing part of almost any Cavallino Rampante’s driving experience. This should negate accidental settings changes while turning the wheel, and be welcome news for many of Ferrari’s clients who have been unashamedly vocal in their critiques of the fiddly outgoing touch-based system.
Other interior revisions aimed at improving comfort & ergonomics comprise a new & more compact landscape central screen, in place of the Roma’s vertical ‘waterfall’ layout. The center console itself is now a beautifully rendered single long piece of anodized aluminium; buyers who want to enjoy this gorgeously machined touchpoint to the fullest would therefore do well to go easy on the carbon fiber interior options.
Of course, greater power is to be expected of any new car bearing the Ferrari name. The Roma’s Tipo F154 3.9 liter twin-turbocharged V8 is also present here, enhanced with lighter camshafts & a more precisely machined block for quicker revving response and a higher 631 hp output. Peak power now arrives at 7,500 rpm, reflecting the engine’s dynamically higher revving & more responsive character.
There’s also a Bosch ECU adapted from that of the 12Cilindri & 296 GTB, plus an advanced turbocharger control system enabling individual control of each turbo’s rotational speed, calibrated up to an increased maximum of 171,000 rpm. With sound being another important aspect of any Ferrari, the engine’s aural signature is expected to be improved with a new exhaust silencer, equal-length headers & the flat-plane crankshaft’s unique firing harmonics.
With regards to vehicle dynamics, the Amalfi also gets the ABS Evo brake-by-wire system first seen on the 296 GTB, then further honed for the 12Cilindri & Purosangue. Featuring a 6D sensor, it optimizes brake force distribution & the ideal slip rate for each individual wheel, ensuring more broadly optimized performance across all Manettino modes and surface conditions. Together with the other dynamics controllers, including a quicker and more accurate steering-based grip estimation system, it’s all tied together by the new Side Slip Control 6.1 calibrated to maximize the car’s cornering performance, predictability & responsiveness across varying grip levels.
Whichever way you look at it, a more physically connective & dynamically engaging sports tourer that loses none of its longer distance GT capabilities sure sounds like an attractive prospect indeed.
