This Might Be the Finest All-Around Ferrari in Production

All it takes is a stretch of sinewy mountain road. Top down, paddle shifters playing tunes with the twin-turbo V-8, laser-precise steering channeling the car through turn after turn as if guided by invisible rails. And all with perfect poise and balance. Ferrari’s new Amalfi Spider may be the least expensive, least potent model in Maranello’s ever-growing arsenal, but it is arguably the most seductive in design, comfort, and refined-yet-thrilling performance.  

It’s not as if Ferrari‘s previous Roma Spider didn’t offer all this. After all, it only debuted three years ago, replacing the previous folding-hardtop Portofino. Yet the abundance of changes that has gone into crafting this successor seemingly justified a name change; from Roma, for the historic Italian capital, to Amalfi, after the famous craggy Italian coastline.

What Ferrari has delivered here is an even more compelling, driver-focused alternative to rivals that include Aston Martin’s DB12 Volante, Bentley’s GTC Speed, Porsche’s 911 Turbo S Cab, and Mercedes-AMG’s SL 63.

What’s New

The beauty of the Amalfi Spider is in the details. Changes to the front and rear visually tie the car to recent Ferrari models such as the 12Cilindri and 849 Testarossa. While we miss the Roma’s distinctive, body-colored perforated front grille—giving it a striking, shark-nose face—the look of the Amalfi convertible is cleaner, sleeker, and reportedly more aerodynamic.

There’s more output too, with that 3.9-liter twin-turbocharged V-8 gaining an extra 19 hp. The droptop also has more responsive braking and greater precision in steering than what’s found with the Roma. As for key interior changes, these include the return of physical buttons, including a big red one labeled “start” on the redesigned wheel. On the center console, the previous upright tablet-like infotainment display has been replaced by a horizontal 10.3-inch version, set lower to improve forward visibility.

Design

After endless diatribes about the quirky lines of Ferrari’s all-electric Luce, the marque’s enthusiasts will find that the Amalfi Spider’s long-hood, raked-screen, and open-top lines are comfortingly familiar and unquestionably gorgeous.

This is a deceptively big two-door, measuring over 183 inches, which is five inches longer than a 911 Turbo S and only a couple of inches shorter than Aston’s full-bodied DB12. Despite its size, it’s not much of a load-carrier. Top raised, the trunk holds nine cubic feet of luggage—maybe room for a couple of carry-on bags. When the vehicle’s top is folded, that cargo space drops to 6.1 cubic feet. Need more? Just use the tiny rear seats for storage, as no adult would ever comfortably fit back there.

As with that of the previous Roma Spider, the soft-top roof is made of five layers of cloth and mimics the silhouette of the coupe’s roofline. And as before, it can open and close in just 13.5 seconds, and at speeds up to 37 mph. The top is also now offered in four colors, including a new Tecnico Ottanio weave that has a shimmering look when the sun hits it. Talking of sun and colors, the Amalfi  Spider sees the introduction of a new exterior shade called Rosso Tramonto, designed to remind you of the peachy-orange light of the setting sun on the Amalfi Coast. 

Power Train and Other Hardware

Ferrari’s glorious flat-plane-crank, 3.9-liter twin-turbo V-8 is carried over from the Roma, but changes to turbo management bring the output from 612 hp to 631 hp. Max torque is unchanged at 560 ft lbs. Also remaining the same is the fact that the V-8 is mated to a quick-shifting, eight-speed dual-clutch automatic that can be controlled manually by those elephant-eared paddles behind the wheel.

Arguably the biggest technical change is the adoption of a brake-by-wire setup borrowed from the mid-engined Ferrari 296 GTB. Braking was impressive in the old Roma Spider, but here there’s less pedal travel, increased pedal feel, and more stability under full-on braking courtesy of the new ABS Evo system, also from the 296. These are world-class brakes.

Performance

There’s a definite Jekyll-and-Hyde character about the way this new Amalfi Spider performs. On our test route along breathtaking coastal and mountain roads west of the Greek capital of Athens, the Ferrari was happy to cruise serenely in relaxed Comfort mode, using its seemingly bottomless pit of low-end torque to deliver refined, unfussed progress.

Top down with the windows raised and the quirky wind deflector deployed, the cockpit is a wonderful place to be, and one that’s almost completely devoid of turbulence—even at near triple-digit speeds. As a refined grand-touring convertible, the Amalfi Spider is sublime.

Yet a switch to Sport or Race mode, using the steering wheel-mounted manettino control, throws gasoline on to the Amalfi’s fire. Off the line, it can slingshot to 60 mph in a whisker over three seconds and not quit until the tach needle is hitting its 7,500 rpm red line. The car’s claimed top speed is 199 mph. (Why they didn’t round it up to 200 mph is a mystery.)

While the V-8 doesn’t howl and scream like the power plants found in other Ferraris—strict European decibel caps see to that—it has character in its voice that’s in keeping with the model’s GT persona. Yet as the tach needle sweeps past the 5,000 rpm mark, the exhaust gets amplified into an urgent, deep-chested roar that’s more resonant than rude.

As you’d expect of a sports car wearing the Prancing Horse badge, the Amalfi Spider is a master at carving curves. Its steering is light, razor-precise, and near telepathic in its feedback. It’s complemented by a chassis that’s I-beam stiff, perfectly balanced, and enhanced by a suite of active systems to keep the driver firmly in control.

Yet the Ferrari is happy to play. Click to Sport mode and a heavy right foot will see the rear-end break loose, though Ferrari’s impressive Side Slip Control software will keep things in check. Race mode? You’re on your own. Side Slip works in conjunction with a new three-position active spoiler at the rear which adjusts automatically to add up to 243 pounds of downforce, increasing stability—and confidence—when cornering quickly.

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Another real confidence booster is that new brake-by-wire setup. Mashing the brake pedal delivers powerful, progressive, fade-free stops, courtesy of standard carbon-ceramic rotors and the brilliance of that ABS Evo system.

Is It Worth It?

Pricing has yet to be announced, but expect a 10 percent increase over the coupe’s $267,000 MSRP, so around $300,000 as a guesstimate. That would be right in line with key rivals from Aston and Bentley, though pricier than the Porsche and Mercedes-AMG competition.

What this new Amalfi Spider offers is quite possibly the most beautiful, classically proportioned car in the current Ferrari range; an open-top two-seater that’s an absolute joy to drive, a delight to live with, a car brimming with emotion. Worth it? You bet.

Specifications

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Dimensions

Power Train

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Base price

Click here for more photos of the Ferrari Amalfi Spider.