Ferrari Amalfi – facelifted Roma still a V8 petrol with 640 PS, cleaner look, physical steering buttons

Five years after the Ferrari Roma graced us with our presence, there’s now a new entry-level GT wearing the hallowed Prancing Horse. You’re looking at the Ferrari Amalfi, named after the idyllic seaside town and coming with the usual performance tweaks but also some surprising usability improvements.

Most importantly, the Amalfi does not go down the hybrid route taken by its 296 and SF90 siblings, instead soldiering on with the venerable F154 3.9 litre twin-turbocharged V8. Surprisingly, outputs have only seen a modest bump – power is up just 20 PS to 640 PS at 7,500 rpm, while torque holds station at 760 Nm from 3,000 to 5,750 rpm. You can blame tightening European emissions regulations for that.

The increased power comes as part of recalibrated turbos that now spin up to 171,000 rpm, which together with a dedicated cylinder pressure sensor on each bank also improves throttle response and boost pressure control. There’s also a new ECU lifted from the 296 GTB, Purosangue and 12Cilindri.

Maranello has also pulled about one kilogram from the mill’s weight through lightweight cams and a precision-machined block that removes non-structural material. Low-viscosity oil has also been used for the first time on a Ferrari for a 30% resistance reduction at a cold start, making the car quicker to warm up.

Drive continues to be sent to the rear wheels through the eight-speed wet dual-clutch transmission, now with a more powerful TCU and deeper integration with the engine software for improved shift smoothness and speed. Elsewhere, the exhaust adopts a new silencer layout and a proportionally-controlled bypass valve to meet stricter noise regs while still delivering an emotive engine sound.

The improvements in acceleration are similarly minimal – the Amalfi sprints from zero to 100 km/h a tenth of a second faster at 3.3 seconds before reaching 200 km/h in nine seconds flat (down three tenths of a second). Top speed remains unchanged at 320 km/h.

Under the skin, the Amalfi benefits from a new brake-by-wire system that improves braking efficiency, reduces pedal travel and enhances modulation. This also enables the introduction of the 296’s ABS Evo system, adapted to ensure optimal performance on all surfaces, using a precise speed estimate the car’s 6D sensor to optimise wheel slip and thus, brake force distribution.

The enhanced data allows for improved straight-line braking and more consistent handling as part of Side Slip Control (SSC) 6.1. Also benefitting is the revised electric power steering that estimates grip 10% faster and more accurately, improving steering response and effectiveness.

All this is hidden behind a design that’s been mildly massaged for a more minimalist look. While the Roma’s sleek profile, gently muscular side surfacing and cab-rearward proportions remain, the front end receives a dramatically different look, with a body-coloured “wing” (departing from the blacked-out panel on the 12Cilindri and F80) sitting above a slim band that integrates the headlights and parking sensors. I’m not the only one who thinks it looks quite a bit like something much more pedestrian, am I?

Similarly, the rear has been cleaned up with even slimmer quad taillights, again integrated into a black strip. The bumper now drops straight down in a boat tail-like fashion, pushing the number plate recess into the large rear diffuser with quad tailpipes. The active rear spoiler, previously awkwardly located aft of the rear windscreen, has been moved to the trailing edge of the boot lid and made wider, cutting rear lift in concert with the new, taller High Downforce profile.

Another sea change can be found on the inside, still with tiny rear seats that lead to Ferrari’s rather contrived “2+” term for the seating layout. Gone is the dual-cockpit design of the Roma, replaced by a twin-cowl design that takes after the Purosangue. This has the added effect of ditching the flying centre console and portrait touchscreen in favour of a 10.25-inch landscape display.

This screen runs on a completely redesigned interface (with Apple CarPlay and Android Auto, of course) that also powers a 15.6-inch digital instrument display and an optional 8.8-inch passenger screen. The racy multi-function steering wheel and Mannetino dial remain, but with a new (old) twist – physical buttons instead of haptic controls as per the F80, and there’s even a good old-fashioned red aluminium start button!

Down below, there’s a simple horizontal centre console machined from a single block of aluminium, housing the “gated” gear selector and a Qi wireless charger. Diagonal door pulls and centre console trim draw inspiration from boat sails, while the speakers (a 14-speaker Burmester Premium Audio System is optional) are housed within perforated aluminium enclosures. Last but not least are the also-optional comfort seats which now feature – shock, horror! – a massage function.

Sticking to the name’s coastal theme, the Amalfi debuts a new Verde Costiera paint option and Verde Bellagio interior colour scheme. The wheels measure the same 20 inches as before, but there’s a new intricately-designed turbine-style option, wrapped in 245/35 R20 front and 285/35 R20 rear Bridgestone Potenza Sport or Pirelli P Zero tyres.

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