The Amalfi is Ferrari’s latest entry-level car. In Singapore, it means the cost will be on the wrong side of a million dollars when it arrives in the second half of 2026.
Being a grand tourer, its roots can be traced to Ferrari’s first production car, the 166 S, a front-engine, rear-wheel-drive coach-built model, launched in 1949.
At first glance, it looks like the Ferrari Roma, which it replaces. The brief was for it to look ballroom-elegant like its predecessor, rather than disco-extroverted. In the metal, it looks anything but meek.
Gone is the body-coloured traditional front grille, replaced by a smooth, less busy, plain-vanilla panel and a bib-like spoiler nestled beneath it – a la the 12Cylindri. The front lamps are now slitty and prettier.
The fastback roofline flows seamlessly into the compact rear. The most noticeable change to the rear end is the sleeker quad lamps, which use less real estate. The less-cluttered design theme of the front continues below the rear lamps, with a clean panel rather than indentations across the whole back. The purposeful twin muffler tips remain on each side.
Like the Roma, there is an active, integrated rear wing, which blends into the sleek profile when stationary. At speed, it assumes three stages – Low Drag and Medium Downforce on the straights, and High Downforce during racetrack-like driving.
DRIVER TECH
There is now more space between the front occupants in the dual-cockpit cabin, thanks to the Amalfi’s lower centre console. Whilst the infotainment touchscreen is now larger at 10.25 inches, it has been sited too low, necessitating taking your eyes off the road to glean information via Apple Car Play or Android Auto et al.
The steering wheel is now racier with the return of the signature red start-stop button. Like in the Roma, the passenger continues to be informed of the antics of the driver’s engine revs and G-forces via their own 8.8-inch digital display.
Complementing the cabin’s sense of occasion is the Burmester Premium Audio System, which delivers audiophile sound quality thanks to 14 speakers and 1200 watts of German audio power.
All our test cars were in the glorious new Verde Costiera teal green hue, inspired by the coastal waters of Amalfi, Italy. When asked why the international media test drive was not held in Amalfi, which would have been apt, the answer was: “It is too cold this time of the year.”
Even more gorgeous is the colour of the seats – Verde Bellagio, a daring, vibrant green to complement the exterior colour. This being a 2+2 car, there are rear seats, but they are best used for shoving one golf bag in, as the rear boot cannot accommodate one.
GRAND TOURER – WITH BITE
On the move, the Amalfi is more of a sports car than a gentlemanly grand tourer. The twin-turbocharged 3855cc V8 now has 20 more hp at 631hp (640 CV) thanks to tweaks to the turbos, the introduction of dedicated pressure sensors to each cylinder bank and a revised ECU from Ferrari’s stablemates, since the Roma. As a result, the Amalfi does the century sprint in 3.3 seconds, or 0.1 of a second quicker than the Roma.
The engine barks and growls under hard acceleration via the paddle shifters, which change the eight gears of the dual-clutch gearbox. The gear changes are expectedly fast and seamless.
In Sport and Race modes, it self-blips when braking hard when you leave the paddles alone. On the subject of braking, the brake-by-wire system is immensely powerful and easily modulated despite there being no direct physical connectivity between the brake callipers and the left pedal.
Even in Comfort mode, the ride is firm, which is how I like my cars. There is no willowing you or the passenger to sleep, and yet it is pliant. The Amalfi is more of a sports car than a true grand tourer as it takes on the twists and turns with real alacrity. The steering is beautifully weighted and communicates like a jockey and his thoroughbred.
It is quick without being twitchy, and the 1470 kg (dry weight) coupe changes directions as smoothly as a strawberry gelato down your throat, thanks to the 50-50 weight distribution.
It may not have the scalpel-sharp handling of a mid-engined Ferrari like the 296 GTB, but then again, this is a GT after all.
The Amalfi’s strength is that it makes a great daily driver. You can potter in town in luxury and serenity and arrive at the Ritz Carlton for dinner unfazed and fresh before passing your key to the valet.
At the end of the evening, if you are feeling naughty even before you get home with the wife, the Amalfi can come alive to tickle your erogenous zones should you choose to play with it.
Ferrari Amalfi 3.9 (A)
ENGINE 3855cc, 32-valves, V8, twin-turbocharged
MAX POWER 631hp (640 CV) at 7600rpm
MAX TORQUE 760Nm at 3000-5750rpm
POWER TO WEIGHT 435.4hp per tonne
GEARBOX 8-speed dual-clutch with manual select
0-100KM/H 3.3 seconds
TOP SPEED 320km/h
CONSUMPTION To be confirmed
PRICE EXCL. COE To be announced
AGENT Ital Auto
