By Basem Wasef – February 15, 2026
Of all the Ferrari models named after oh-so-Italian locales – for example, Modena, Maranello, Fiorano – among the most leisurely is Amalfi. Despite its sun-drenched association, Ferrari’s latest GT is more stylistically aggressive than the Roma it replaces and, unlike the idyllic coastal village of its namesake, the new model is a more focused evolution of the front-engine grand tourer. Gone is the predecessor’s tapered nose and perforated grille that suggest sensual sculpture and quiet luxury; Amalfi’s front end leverages the 12Cilindri’s more complex execution that features a so-called floating grille that frames a band of negative space, a mesh lower portion that hides sensors, and discreetly integrated air intakes. Added airflow is a welcome addition because Amalfi’s 3.9-liter, twin-turbo V8 now produces 631 horsepower, up from 611, thanks to better breathing, lighter camshafts, and bigger turbos that now spin at 171,000 rpm. The flat-plane engine’s redline rises to 7,600 rpm. Other updates include the advanced ABS EVO brake-by-wire system as found in the 296, Side Slip Angle Control 6.1, and a 3-position active rear spoiler that replaces the 2-position unit in the Roma and delivers up to 242 pounds of downforce. While the Amalfi’s restyling is arguably subjective, one objective improvement can be found in its ergonomic improvements. Critically, the haptic surfaces on the steering wheel, which were prone to unintended commands, are now physical switches. The haptically actuated Engine Start/Stop surface at 6 o’clock is also (thankfully) gone, replaced by a physical button at 8 o’clock. The central touchscreen also switches from a portrait view to a more elegantly integrated landscape setup. In contrast to the busier exterior bits and bobs, the cabin now feels sleeker with anodized aluminum central tunnel and door cards whose planar surfaces resemble minimalist sculpture. One favorite feature: Amalfi’s rectangular key, which slides and lays flush within a perfectly sized recess within the central tunnel. It’s important to remember that Amalfi doesn’t posture as a balls-to-the-wall performance proposition (see: 849 Testarossa) or a nimble pugilist (witness: 296 GTB), but rather a plush, road- trip ready boulevardier that features soft-close doors and available comfort seats with 10 air chambers that offer a variety of massage styles. My test drive is staged in Portugal’s Algarve region. What the setting lacks in dolce vita it makes up for in winding mountain roads and untouched coastal vistas. The tone is set nicely, thanks to the mechanical click of the Start button and reassuringly unobtrusive thanks to the steering wheel’s physical buttons, which are no longer haptic minefields of annoyance. The V8 is incrementally quieter than before due to tightening sound restrictions and now routes exhaust gases through a ceramic matrix catalyst lined with rhodium, platinum and palladium. A new bypass valve also applies dedicated maps depending on driving mode, so the more aggressive Manettino settings (like Sport and Race) yield a proportionally louder exhaust note when the V8 pushed to higher RPMs. There’s a cozy snugness to the Amalfi interior, perhaps because both the driver and passenger enjoy dedicated instrument panels with the more discreetly embedded central touchscreen offering a neutral in-between space. The dual-cockpit theme is similarly executed in the 12Cilindri, and extends some autonomy to the passenger via the letterboxed touchscreen which can display multimedia, navigation, or vehicle setting and performance data. <- Gallery -> Amalfi’s interior aesthetic is cleaned up like a Marie Kondo closet, integrating air vents into each of the dual cockpit features and removing superfluous contours. There is, however, perhaps a bit too much form over function with most of the HVAC controls being embedded into the central touchscreen’s menu system; what could have been a quick adjustment via a toggle or a switch requires tapping a virtual button and interrupting driving directions in order to fine-tune the fan setting. Amalfi feels silky smooth under most driving circumstances, transmitting little of road’s major imperfections through the suspension while never feeling loose or cushy. When the going gets jouncy, the driver can push the Manettino in for a ‘Bumpy Road’ setting that softens the ride. Parking garages and driveways are now more manageable thanks to an available nose lift which raises the front end by 1.5 inches at speeds up to 22 mph. Leave it in automatic mode and the 8-speed transaxle shifts early, resulting in subdued acceleration commensurate to the model’s entry level positioning; according to Ferrari, Amalfi slots below the Purosangue, 12Cilindri, 296 GTB, and 849 Testarossa, in that order. Select manual mode via a small, elegant toggle switch on the center console, and the twin-turbo V8’s free-spinning power is far more easily accessed. There’s quite a bit of torque available in the midrange, particularly as the maximum twist of 560 lb-ft peaks all the way from 3,000 to 5,750 rpm. While Wet mode smoothed out the power delivery while I negotiated a rain-soaked stretch in the Serra de Monchique mountain range, quick throttle jabs in Sport mode sent wheel-spinning power to the rear, serving as a reminder that the 631-horsepower V8 can transform from genteel to feisty with a simple stab of the right pedal. Incremental improvements across the board help broaden the Amalfi’s capabilities, starting with the implementation of the ABS EVO system launched in the 296 and carried over to the Purosangue and 12Cilindri. The new brake-by-wire system enables stopping to occur with 1/3 less pedal travel, and the brakes also coordinate with stability control to manage vehicle dynamics by applying the brakes individually. Wheel slip is also managed by Side Slip Control 6.1, which oversees everything from steering and power delivery and suspension stiffness. If all that jargon is overwhelming, think of it this way: Amalfi feels more deft and controllable at the limit without sacrificing Ferrari’s familiar steering characteristics of light effort and high accuracy. The starter Ferrari feels like it works harmoniously well as a system, with throttle, steering, suspension and brakes all meeting in the middle to make the driver feel quick, confident – and yes, sexy. While nostalgia addicts may lean toward the outgoing Roma for its smoother, more unified lines, the Amalfi’s mechanical refinements and power stoke desire for the new kid on the block. Though the vastly improved steering wheel controls might lead some to swear off the Roma forever, Ferrari says they’re working on a way to enable the new wheel to be retrofitted to the outgoing model. Who says you can’t have it (almost) all? View All Ferraris For Sale Images: Ferrari
