2027 Ferrari Amalfi, Ferrari’s front-engine V8 sports GT that replaced the Roma, and now became the Italian brands new entry level model range. And now with more usable, ergonomic interior with supercar performance. In our in depth article and you find about its performance, design, interior, driving and much more.
Overview: Ferrari Amalfi
It felt like a breath of fresh air, when the Roma launched in 2019. A true entry-level GT with a proper design. It was fresher, powerful and more exciting to drive. Ferrari design had gotten overly aggressive like the 488 and the F8 Tributo. All are wild looking things. But they arguably lack the elegance, but the Roma is an elegant, handsome, front-engine sports car, now after five or years, and Ferrari now gives the Amalfi.
Ferrari usually does ‘facelifts’ and the updated cars get an entirely new name, with pretty big updates that incorporate some major technical changes. As a replacement for the Roma, and continues to deliver a refined GT experience rather than brute performance, but the 2+2 coupe does not lack raw speed anyway.
A twin turbo V8 paired front mounted with an 8 speed dual clutch automatic transmission and an active rear wing helps keep the rear wheels planted. Yet still focuses on the clean surfaces the design is less controversial than current Ferrari models. The headlights are sharper while the grille is redesigned.
There are few tweaks to the car’s aerodynamic profile. Designed to give more downforce to the car with little increase in drag. The most notable is the three position active rear spoiler which can deliver an additional 110 kg of downforce at 155 mph.
Under the hood it gets a new ECU, faster-spinning turbos and a 1.3kg lighter camshaft. The gearbox has also been tuned with a more powerful control unit and now integration with the engine software. And Ferrari’s brake-by-wire ABS Evo software now integrates with the new 6D sensor and SSC 6.1.
Ferrari Amalfi : Design
Ferrari Amalfi has front engine 2+ coupe design. So it perfectly fits in the line between a grand tourer and sports car. We are probably aware that Ferrari design has become quite bold and more technical with few clean line. When the Roma launched with its minimal detailing, solid-looking front grille and clean line body panels that looked like older models.
Lacked of aggression and it didn’t look like any other modern Ferrari. But the Amalfi’s design however, you can see some resemblance with current lineup. Visually it’s very much similer to the Roma but its evolved, with reworked surfacing and details like they removed body-color, big grille for a more modern look a familiar formula.
Taking the Roma as a base and improve what was already good, and rethinking certain elements. It is designed to go up against new GT Supercars like Aston Martin and AMG GT. There’s a new bonnet and central power bulge, and more reshaped flanks.
With three body creases meet on the doors like an arrowhead, and some big changes on the back also, replace the taillights with sleek LEDs and seamlessly integrated in a wraparound black trim piece looks more sharp than the Roma’s rounded tail. No black graphic is used across the front end but the shape of the nose and front bumper looks like Ferrari’s front-engine V-12 model.
There’s no big front grille at all the Amalfi swaps it with a body-coloured ‘wing’ panel and a black bar running between the headlights and grill is hidden under the notch. That headlights and front camera are hidden by the black groove, and the same goes for the taillights, rear camera, and hatch release, also the front, in a metal-mesh lower grille houses the forward-facing radar and front parking sensors.
The Amalfi’s aerodynamics are much better than Roma, now it has an active rear wing and deployable in three positions and in the lower position, it’s flush with the body. When it fully deployed at 50 degrees the wing can generate 242 pounds of downforce but also increases the overall drag by 4 percent and can act as an airbrake.
New front cooling vents above the headlights feed various radiators, and it also has twin underbody vortex generators for added downforce and two more venturis for pass cool air at the front brakes.
Interior: Ferrari Amalfi
There’s a number of changes over the Roma the physical buttons are back. There’s a big red start stop button on the wheel is also back. Like almost all Ferraris and because the wheel-mounted start button is back. It is replacing the touch panel start option and it looks and feels more tactile and makes the start-up bit more special.
The touch-sensitive steering wheel controls also have been removed in favour of actual buttons. While further changes include updating the HMI and moving the Apple CarPlay/Android Auto to the central screen from the digital dash and now oprate by the steering wheel buttons instead of touch pads.
The big centre console with gloss black trim is now placed much lower flatter. One made with anodised aluminium, to make it more practical and less sensitive to fingerprints. The central touchscreen a small and placed portrait has been replaced with a landscape one and spans 10.25 inches.
You can use it to adjust the temperature and seat settings. The central tunnel below it is made from a block of anodised aluminium and placed suspended and sculpted and gives a dual-cockpit. The cabin materials are really high quality, and you can choose leather in any colour you like. Seats stitched together with leather and mixes highend materials with a unique layout.
The front passenger is cocooned by a sweeping dashboard and floating centre console. Come to practicality the boot is genuinely useable and big but the rear seats are too cramped and not easy to get into you might struggle with headroom also. The 8.8-inch passenger display remains the same and you also get 14-speaker Burmester Premium Audio System.
Engine and Tech:
New Amalfi’s heart is a 3.9-liter flat-plane-crank twin-turbo V-8 that makes 631 horsepower, 19 more hp than the Roma but torque remains the same at 561 lb-ft. Notably, RPM limit is raised to 7,600 so now the engine revs much more freely, the peak torque comes at 3,000.
These changes include a new Bosch ECU based on the one 296, equal-length exhaust headers, and redesign turbocharger management system that now spins up to 171,000 rpm. Amalfi can hit 62 mph in 3.3 seconds—and will hit 124 mph in 9.0 seconds. Engine is paired with an eight-speed dual-clutch automatic transmission with closed ratio gears.
It also introduces some new technical bits, such as a brake-by-wire and an ABS Evo system works with an active rear wing to maximize performance. Due to increasing emission restrictions, the exhaust is a bit quieter than the Roma and despite the turbos. The V-8 sounds loud enough while quieter than before.
Brakes are now activated by wire and provided by Brembo. The same setup found on GT3 EVO race car and Ferrari’s Side Slip Control is now updated to version 6.1 to give better controls on the amount of yaw and wheelspin. It also features a “Dynamic Enhancer” and works like drift controller and also gets new tires. Goodyear Eagle F1 Supersports, 245/35R20 front, 285/35R20 rear. But it still uses the same semi-active dampers, but now tuned Race mode to be stiffer while maintaining the same level of comfort.
Drive and Performance:
The engine is responsive and the steering is light and quick and there’s a soft feel from the brakes caused by the brake-by-wire. So there’s no physical link from pedal to master cylinder, but acts naturally with consistent response. The ABS Evo system of brakes comes with a 6D sensor that measures grip levels to maximise the braking for each wheel.
Ferrari’s Side Slip Control 6.1 is new and definitely excellent. You can flick between five Manettino modes – Wet, Comfort, Sport, Race and ESC Off. In Comfort mode, the dual-clutch transmission would find its way to eighth gear by 40 mph and and remain calm.
The more relaxed damping and throttle mapping are also helpful and allow the Amalfi to make effortless progress. The engine doesn’t deliver a sudden amount low-down torque in a short span. But just in a more measured and leaner way, and combine that with smooth auto shifts from the dual-clutch gear box and you have a satisfying tourer car to use every day.
And that Maranello’s dual-clutch unit is just as good at switching gears and crisper. Click into Sport or Race mode and it becomes a sports car from a GT, but two modes don’t make big different in terms of ride quality. The steering is lightning fast and you can feel how quickly the nose responds with a small input and in the sharpness of the turn.
The dampers do a superlative job for the steering to cut corners and even in Sport mode the traction control remains on limits the power in low RPM. When pushing the throttle the engine gently revs up and once up to speed the full might of the engine unleashes. Ferrari Amalfi tears up the road with, and the surge is remains constant to past 7500 rpm on the tacho.
Although the engine is placed at front but the V-8 sits mid fully behind the front wheels, thus giving a balanced even chassis. Sadly, that soundtrack of the exhaust is dull, even in the Amalfi’s racier modes. Only good at high revs, but in the mid-range or low the noise up front is the turbo and some low growl and not much music from behind either.
Still, it’s a great engine with an exciting performance, and when fully open. It matches for the Amalfi’s character, which is sharp and responsive rather than slams it through corners you guide it. And gently revs out the torque to limit slip. It’s lighter, more compact and better able for fast turns than bigger GT cars with quick steering and sharp engine responses.
It fast but so manageable and remains stronger at the front end. Which stays locked on all the way from enter to exit in corner and electronics gently intervene to keep things neat and controlled.
The gear changes with large carbon paddles are crisp, particularly on the way up. At max speed it remained rock-solid stable on its dampers. And when you push brakes hard they remain firm and progressive and give an impressive resistance to the ABS and are nearly impossible to fault.
Ferrari Amalfi- Capabilities
Ferrari Amalfi is a perfect blend of a high-performance sports car with comfort of a GT that can be used every day. In some manner it is different from its close rivals – like Aston Martin Vantage, Bentley Continental GT, and Porsche 911. It design for give more enganging and suttle driving experience over its predecessor and is certainly more approachable than other GT cars.
The new engine is undeniably rapid under full throttle and doesn’t feel it struggling in any RPM. The familiar Manettino switch is back again and this lets you twik through from Wet to Comfort, Sport and Race, and ESC off. Each mode give diffrent movement in the chassis, and a little less grip at the rear end in Race and Sport and the Side Slip Control system. It gives confidence to push it hard.
Performance is impressive actually, far from ‘entry-level’ supercar as you could possibly expect. The engine is tractable enough that you can do most of the work in low gears. The ratios aren’t closely match so you have to constantly changing gear, but shifting feel nice because of the carbon-fibre paddles behind steering wheel. The steering gives another level of driving experience. Although it’s an electrically assisted unit but give direct feel and feedback than most modern sports cars.
The interior is another highlight and Amalfi feels far better than Roma when it comes to interior quality and ergonomics. The seats are truly comfortable for long rides and they hold you in place during more aggressive driving. The new infotainment system is a big upgrade and big central rev counter with clear graphics in the driver’s instrument gives key information exactly where you need it.
Rivals:
Ferrari Amalfi is sit on a highly competitive price point where pretty much every other sports car, GT or entry level supercar is available. The two obvious cars are the Porsche 911 Turbo S and the Mercedes-AMG GT63 coupe both are wonderful grand tourers as well as supercars and offered as sports cars.
The Mercedes-AMG GT is more capable and very powerful, particularly the 805bhp E Performance model. The 911 Turbo S, makes over 700bhp and four-wheel drive, Its heavier and more complex in terms of raw performance it better than Ferrari.
In many ways the Amalfi also combines all three, the main difference is that the Ferrari is a rear-driver, whereas both of them are all-wheel drive. This makes Ferrari more agile and gives it more ability to change direction faster. Well, the Vantage makes the most suitable but doesn’t have rear seats, and the Aston is more of a brute muscle force than a GT.
Pricing:
For North America the 2027 Amalfi will start at $266,810, and for Europe The Amalfi starts at £202,459.
If you can afford it, this high-end machine is definitely worth the money.
Pros and Cons:
Pros:
Excellent engine and powertrain, responsive and powerful.
Engine have immediate response and free rev range.
DCT ‘box is smooth to use with the paddles.
Sublime steering feel with agile handling.
Beautiful looks feels suitably expensive.
ADAS works well and is easy to turn off controls.
Surprisingly practical ride and comfort is good.
Improved cabin Looks and comfortable seats.
Cons:
Rear seats aren’t really usable and big.
Still too many controls on the screen awkward to operate.
The owning cost of a Ferrari.
Steering lacks feel, could do with a bit more feel and feedback.
Not very different from the Roma.
Doesn’t sound great.
Quite expensive and a thirsty V8.
Verdict:
While this is the least expensive Ferrari, and you could easily drive this car every day. The Ferrari Amalfi still a Ferrari, from the core, from the agile chassis, responsive steering, and strong engine to its elegant styling.
It an evolution of the already impressive Roma for the most, yet still leaves room for the cars that Ferrari really wants to sell. The Amalfi packs a punch without need to shout about it and define its sophisticated sports car heritage.
