Ferrari Amalfi 2026 review | Lamborghini Temerario rival tested

Price and features – Does it represent good value for the price? What features does it come with?

7 / 10

Cost-of-entry to Ferrari Amalfi ownership tops the half a million dollar mark with a price tag of $503,261, before on-road costs, which is a decent jump from the Roma it replaces ($453,000) and puts it in the same pool as the Aston Martin DB12 ($455,000), Bentley Continental GT S V8 ($517,800), Lamborghini Temerario ($534,169), McLaren Artura ($477,310) and Porsche 911 Turbo S ($577,300). All prices before on-road costs.

Okay, the Lambo and McLaren are two-seaters rather than traditional GTs and the Porsche is a bit of a stretch, but when you’re working the numbers on a car in this rarefied part of the market it’s far from an insurmountable financial gap (and seating arrangements aren’t always the most important consideration).

Standard equipment includes a 10.25-inch central media touchscreen, 15.6-inch digital instrument cluster, wired Android Auto and Apple CarPlay, dual-zone climate control, wireless device charging, MyFerrari Connect services, 20-inch forged alloy rims, power front seats (with three-position memory for the driver), full-grain leather trim (with Alcantara accents), adaptive cruise control, LED exterior lighting (including auto dusk-sensing headlights), rain-sensing wipers, built-in nav and more.

Not a breathtaking list relative to its competitive set but value-for-money in this context is as much about engineering integrity, heritage and brand value as it is about included features. 

That said, it’s worth remembering it doesn’t take much to expand that base figure with our test Amalfi featuring a swag of options including a front lift system, 14-speaker 1200W Burmester premium audio, an 8.8-inch passenger display screen, additional interior carbon trim, carbon-fibre inlays and an LED shift strip in the steering wheel, Ferrari Special Equipment paint, Scuderia shields on the front wings, carbon-fibre rocker panels, a carbon diffuser, soft-close doors, aluminium footrests and more for an as-tested price of $690K, before on-roads. Phew!

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Design – Is there anything interesting about its design?

9 / 10

Not everyone appears to be convinced by the Amalfi’s design but I think Flavio Manzoni and his team at the Ferrari Centro Stile in Maranello have knocked it out of the park.

And I can confirm this car turns heads, drops jaws and raises pointing fingers like few others.

Essentially a ‘take two’ on the Roma it supersedes, the Amalfi remodels that car’s minimalist 'egg crate’ grille and upwardly chamfered nose into what is arguably an even cleaner, more mature treatment.

Its lengthy bonnet, cab-rear position and exquisitely curved flanks emphasise its front (mid)-engine, rear-drive configuration. The intricate 20-inch five-spoke rims are not only superb to look at, their sculptural form efficiently channels air to the carbon-ceramic brakes lurking behind them.  

And the sloping roofline meeting with the active lip spoiler and super cool twin tail-light design is a sharper, more aggressive evolution of the Roma’s rear end. 

At close to 4.7m long, around 2.0m wide and just 1.3m tall with a 2670mm wheelbase the Amalfi's exterior is also shaped with cooling and aero efficiency in mind. Drag coefficient is an ultra-slippery 0.25.

The interior feels more like a cocoon than a cabin (in a good way) with the carefully sculpted instrument binnacle making it all about the driver, although the optional passenger display (including G-force and engine revs data) is a neat touch.

The centre console is now at seat cushion height in stark contrast to the Roma’s high buttress style unit which makes it feel appreciably more open. 

Fit and finish is impeccable with our test car going to town on carbon-fibre with a high-gloss version of that distinctive black weave on the centre console, doors, gear paddles and new design steering wheel, as well as matt carbon around both instrument displays.

Indicator buttons on the steering wheel (a common Ferrari placement) score big ergonomic points, removing the need to take a hand off the wheel when using them and eliminating left- or right-hand column stalk confusion.   

The red alloy start button has returned to the steering wheel balancing the iconic Manettino dial on the opposite side.

Open the bonnet and the engine is also a thing of beauty with its raised intake plenums, the runners coming down from them and cam covers finished in red crackle finish. Fantastico!

Yes, design is always a subjective call, but I think the Amalfi is a stunner. Change my mind.

Under the bonnet – What are the key stats for its engine and transmission?

9 / 10

The Amalfi is powered by a 3.9-litre, twin-turbo petrol V8 sending 471kW (at 7500rpm) and 760Nm (from 3000-5750rpm) to the rear wheels through an eight-speed dual-clutch auto (transaxle) transmission.

A member of Ferrari’s ‘F154’ engine family it’s an all-alloy, 90-degree vee design with a ceiling of 7600rpm featuring a wet sump, flat plane crank and direct-injection.

The Amalfi is technically a 'front-mid' engine car with the entire block positioned low down and behind the front axle centre line.

Claimed 0-100km/h sprint time is a blistering 3.3 seconds with 0-200km/h coming up in just 9.0sec.

Practicality – How practical is its space and tech inside?

8 / 10

The Ferrari Amalfi’s beautiful form closely follows its primary function, which means it sits low to the ground with relatively compact overall dimensions. In short, this ain’t no high-riding SUV, but that doesn’t mean it’s a chore to live with.

In the same way its exterior delivers dazzling glamor hand-in-hand with aero and cooling efficiency the interior feels as good as it looks.

Despite sitting just on 1.3 metres tall it’s snug inside but far from claustrophobic and surprisingly easy to enter and exit thanks to generous door apertures.

The cockpit feel is enhanced by the sweeping, configurable instrument display with the seats and steering wheel easily adjusting to an ideal position for me at 183cm tall.

On the other hand, rear ‘+2’ seating is minimalist in the extreme with each position barely padded (see photos) and distinctly cramped for anyone other than pre-teen kids.

But modest as they are, it’s worth calling out the fact the extra seats exist. The ability to accommodate more than two people (however awkwardly) greatly enhances flexibility as does inclusion of a pair of top tethers and ISOFIX anchors for child seats.

Storage runs to a single cupholder in the front centre console, a tray for wireless device charging ahead of it, a lidded box between the seats (containing 12V and USB-C outlets) and a generous glove box. Not bad.

But when it comes to the door pockets, forget about drink bottles as they are an odd-and-ends only zone.

The boot holds 273 litres which doesn’t sound like much, but the space is clean-sided with tie-down anchors in place and expands to 345 litres with the rear seat backrests lowered. More than enough for several soft bags.

Not surprisingly there’s an inflator kit rather than a physical spare wheel which is annoying but the option check box marked front lifter system is one you should definitely tick.

Operating at up to 35km/h via a press of a dash button, it quickly raises the nose 40mm to easily avoid expensive scrapes.

Efficiency – What is its fuel consumption? What is its driving range?

7 / 10

Claimed combined cycle (urban/extra-urban) fuel economy for the Ferrari Amalfi is 11.2L/100km, the 3.0L V8 emitting 254g/km of CO2 in the process.

We had the car for a relatively brief loan without the opportunity to cover the number of kilometres we typically would to record a meaningful real-world consumption number.

But multiple independent tests have delivered a combined number of around 12.4L/100km, which with the 80-litre tank brimmed with the required 98 RON premium unleaded, would deliver a range of around 650km.

Lean into the car’s performance potential on a regular basis, though, and you’ll be staring down the barrel of a high teens result and closer to 430km between fills.

This kind of consumption goes with the high-performance territory and is in line with or better than its direct rivals.

Driving – What's it like to drive?

9 / 10

There used to be an accepted trade-off with high-performance turbo-petrol engines. Give up some throttle response for mountainous low-down torque.

The Amalfi’s twin-turbo, 3.9-litre V8 eliminates that compromise thanks to dedicated pressure sensors for each cylinder bank and a tweaked turbo management system that delivers a maximum rotor speed of 171,000rpm, up from 150,000rpm in the Roma, resulting in even finer boost pressure control.

Twin-scroll, low-inertia turbos contribute to quick throttle response and all 760Nm of maximum torque is available from 3000-5750rpm. Power delivery is so linear you’d swear black and blue the engine is naturally aspirated.

It even sounds like an atmo V8, Ferrari’s engine boffins installing unequal length headers, a revised silencer layout and a proportionally controlled bypass valve to somehow get enough exhaust gas past the turbos to generate a suitably muscular burble at idle and a classically high-pitched cross-plane crank scream at higher revs.

This car is ferociously fast in a straight line and brilliantly capable when the road starts to curve.

A recalibrated steering box, an evolution of the electric power-steering (EPS) system used in the 296 supercar, is as good as it gets. Quick response, pinpoint accuracy and intimate road feel without penalty in terms of undue feedback through the wheel.

In typical Ferrari fashion the eight-speed dual-clutch auto transaxle is smooth and unfussed at slow speeds while providing positive, ludicrously quick shifts under pressure. Its location on the rear axle contributes to the Amalfi’s 50/50 front to rear weight distribution.

Long, slender carbon shift paddles on the steering wheel add extra engagement when you’re in the mood, yet in contrast, three delicate anodised aluminium levers in the centre console control auto and manual modes, reverse gear selection, launch control settings and more. A small animated light following each lever as it shifts is an impressive ‘surprise and delight’ detail.

Suspension is by double wishbones at the front with a multi-link set-up at the rear and twin solenoid (magnetic) adaptive dampers all around. Pirelli P Zero rubber (245/35 fr / 285/35 rr) grips hard and stays commendably quiet on imperfect surfaces.

Slip the Manettino dial into the Sport position and this relatively light (1470kg) 2+2 attacks corners with supercar precision and balance but shift to Comfort and overall refinement is amazing given this car’s dynamic potential.

The grippy, supportive front seats are hard to fault, as is the new design steering wheel with chunky, sculpted sections at the quarter to three position.

Fun fact: The rear active spoiler automatically assumes one of three positions - Low Drag (closed) at rest or at moderate highway speeds, Medium Downforce at around 100km/h and High Downforce when you start thinking about the car’s 320km/h maximum velocity.

In the HD position Ferrari says the relatively slim spoiler generates 110kg of downforce at 250km/h. Clearly a track day-only benefit in this country.

Speaking of which, washing off all of that speed is a newly-introduced brake-by-wire system designed to enhance pedal modulation, especially when the brakes are working hard, such as on a circuit.

Hardware consists of standard carbon-ceramic rotors (390mm fr / 360mm rr) clamped by six-piston Brembo calipers at the front and four-piston units at the rear. They’re smooth, progressive and powerful.

Worth noting while advanced driver assistance systems (ADAS) tech is unobtrusive in operation you can configure a steering wheel button to automatically (and collectively) deactivate the ADAS features of your choice. Very nice.

Safety – What safety equipment is fitted? What is its safety rating

7 / 10

You’ll be shocked to learn the Amalfi hasn’t been assessed by ANCAP or Euro NCAP but as we’ve said of other Ferraris, you could mount a solid case that its high-level dynamic ability is its greatest active (crash avoidance) safety system. 

That said, ADAS tech includes auto emergency braking (AEB) with vehicle and cyclist detection, adaptive cruise control, lane keeping assist, lane departure warning, blind-spot monitoring, auto high beam, driver monitoring and traffic sign recognition.

Ferrari’s adjustable SSC (Side Slip Control) and FDE (Ferrari Dynamic Enhancer) are onboard, the latter working in parallel with the SSC to help modulate lateral movement in extreme circumstances.

And the task of keeping those beautifully sculpted panels pristine is made easier by the inclusion of front and rear parking sensors and a super-clear reversing camera. A surround-view camera system is optionally available.

If a crash is unavoidable there are four airbags - dual front and dual side front (head). That’s an acceptable count in a 2+2 coupe, but it would be nice to see a front centre bag.

Ownership – What warranty is offered? What are its service intervals? What are its running costs?

8 / 10

Ferrari covers the Amalfi with a three-year/unlimited-kilometre warranty, which is light years away from the mainstream market, where an increasing number of brands are at seven, eight and even 10 years.

But context is everything and this term matches high-end competitors like Aston Martin, Lamborghini, Maserati, McLaren and Porsche. Not saying that’s good, just a fact.

As the name implies, Ferrari’s ‘7-Year Genuine Maintenance’ program means you won’t have to worry about servicing costs for the first seven years of ownership. Everything from labour and parts to lubricants and brake fluid is included in the free-of-charge package.

For reference, maintenance is recommended every 12 months/20,000km, which is a healthy distance and roadside assistance is complimentary for the first 12 months.

There are seven Ferrari dealers in Australia - two in Sydney, one in Melbourne, one in Brisbane, one on the Gold Coast, one in Adelaide and another in Perth.

Verdict