I arrived in Faro very late the previous night, thanks to a delayed flight, greeted only by heavy darkness and the silence of the coast. The real test, however, began the next morning. I woke to a torrential downpour and poor visibility—conditions that made transitioning from an Indian right-hand drive layout to a left-hand drive supercar far from seamless. The horde of Italian test drivers, calculating my every move to see if I was a seasoned pilot or a newbie, added a layer of performance anxiety. My left hand instinctively reached for a gear selector that wasn't there, and my lane positioning required constant correction. But as the kilometers rolled by, the disorientation faded, replaced by the boutique-hotel-like calmness of the new Ferrari Amalfi.
Ferrari positions the Amalfi as its "entry-level" GT, replacing the Roma. However, with 640bhp, the performance figures are substantial. It produces roughly eight times the power of the average mass-market car sold in India. Regardless of its position in the Ferrari hierarchy, the output requires focused inputs from the driver, especially in these conditions.
Visually, the updates are distinct. The body-colored mesh grille of the Roma has been replaced by a gloss-black "visor" panel connecting the headlights. Finished in the launch colour of Verde Costiera, the front end appears wider and more technical, bringing the car in line with Ferrari’s current design language. The design is monolithic; elements appear only when needed, keeping the lines clean.
The most significant improvement is inside. Ferrari has replaced the capacitive touch controls on the steering wheel with physical, mechanical buttons. The tactile feedback is excellent, eliminating the accidental inputs that were common in the Roma. The engine start/stop is now a proper red button as well, restoring a sense of mechanical interaction.
Driving out onto the wet mountain roads, the chassis tuning is immediately noticeable. Even with the dampers set to ‘Sport,’ the ride quality remains compliant, even over cobblestones. It manages mid-corner imperfections without unsettling the chassis—a trait that suggests it will handle Indian road conditions surprisingly well.
The wet tarmac provided a clear test of the car's traction management. The updated 3.9-litre twin-turbo V8 now delivers 20hp more, thanks to clever tweaks to the maximum turbo speed and a new ECU derived from the 296 GTB, 12Cilindri, and Purosangue. Despite the advanced electronics, heavy throttle application in second gear caused immediate loss of traction at the rear. Given the slippery conditions and the LHD orientation, I kept the Manettino in ‘Comfort’ or ‘Sport’ with the ESC engaged. The car is rear-wheel drive and willing to oversteer; disabling the systems on unfamiliar, wet roads was a risk I wasn’t willing to take.
Stopping power is equally impressive. The Amalfi now uses a brake-by-wire system, and the ABS has been calibrated for a more progressive pedal response; on occasions, it felt as if the car could stop on a dime. The active rear wing and updated steering geometry also help improve stability at higher speeds. The headline figures are staggering: 0-100 kmph takes just 3.3 seconds, while 0-200 kmph comes up in 9.0 seconds.
Being a grand tourer, the Amalfi requires you to spend long hours in the cabin, and I am happy to report that the interior is as rich as it gets. The cabin is replete with premium materials, and our test car was finished in a stunning Verde Bellagio. The ergonomics are excellent and the dashboard is centered around three screens: a 15.6-inch instrument cluster for the driver, a 10.23-inch central display with wireless CarPlay and Android Auto, and an optional 8.8-inch co-driver screen that displays G-force data (and more) as the driver pushes the car through the canyons. Options also include a 12-speaker Burmester audio system and massaging comfort seats. The rear seats are strictly for kids under eight; they are better utilized for storage, as they can be fully folded to expand the 273-litre boot—practical enough to store a golf set along with a few bespoke Fendi or LV bags.
For the Indian buyer, the Amalfi’s practical features are as critical as its performance. The central screen features a shortcut button for the front nose lift. It raises the front axle by 40mm and operates at speeds up to 35kmph. This is essential for clearing standard Indian speed breakers and steep basement ramps.
A crucial note for potential owners concerns fuel. The Amalfi is E10 compliant, but with India moving towards E20 (20% ethanol) blends, caution is advised. While the engine can run on E20, ethanol’s hygroscopic nature poses a risk for cars driven infrequently. It is recommended to use high-octane fuels like XP100 or Power99 to maintain engine health. Prospective owners will also be pleased to note that Ferrari’s scheduled maintenance comes at an interval of either 20,000 km or once a year.
I also tested the ADAS suite, specifically the lane-keeping assist. While functional on motorways, it can be intrusive on twisty B-roads. Fortunately, it can be deactivated easily, allowing for unassisted steering control.
The Ferrari Amalfi is technically a facelift, but the improvements to the cabin ergonomics make it a significantly better product than the Roma. It balances Grand Touring comfort with high performance effectively. For the Indian market, it presents a compelling package: the suspension and nose lift make it usable in cities like Mumbai or Delhi, while the chassis tuning offers genuine engagement when the roads allow. It may be the entry point to the brand, but it feels like the most complete package they currently offer.
