Ferrari Amalfi 2026 Review

In one of the greatest automotive oxymorons, this is supposed to be the ‘cheap Ferrari’. Yet, the Italian’s don’t do half-baked products or entertain monetary restraint.

Therefore, the 2026 Ferrari Amalfi packs the latest version of the brand’s twin-turbo V8 and a price tag to match its stonking performance. We’re talking $503,261 as the starting point (plus on-road costs). And that’s before optional extras, of which this test car has quite a few, enough the bump the as-tested value to $644,566.

While Amalfi might be a fresh nameplate, think of it as a significantly revised Roma – both aesthetically and mechanically. Development and moving the game forward doesn’t come cheap at this end of the market, hence the asking price has risen $50k in the process.

The Amalfi remains a rapid grand tourer, which means you could feasibly cross-shop it with an Aston Martin Vantage S (or its powertrain-partnered Mercedes-AMG GT) and the ballistically fast Porsche 911 Turbo S. The prancing horse wouldn’t even feel too out of place next to a Bently Continental GT or McLaren Artura.

Considering the regional, coastal town of Amalfi is renowned for its beauty and branded the ‘Divine Coast’, it’s an apt name for the ‘baby’ Ferrari. While the Roma is elegant and somewhat dainty, the 2026 Ferrari Amalfi takes that curvaceous, long-bonnet silhouette and introduces a few more angular lines. Every body panel is new.

It’s 250 Lusso-inspired design isn’t merely for aesthetic purposes, with increased aerodynamic efficiency the goal. The Amalfi drops the Roma’s controversial grille and adds a large front splitter as well as bypass ducts above the (active matrix) LED headlights to reduce pressure and channel cooling to the boosted V8.

At the back, there’s piercing LED taillights, a re-profiled booty and a bigger diffuser that combines with the redesigned floor and side skirts for smoother airflow. Even the automatic three-position rear spoiler (Low Drag, Medium Downforce and High Downforce) isn’t for show, creating 110kg of downward pressure at 250km/h.

The Amalfi rolls on 20-inch alloy wheels and gains carbon-ceramic brakes, sleek doorhandles with keyless entry and a powered boot lid. Inside, the Ferrari coupe is cloaked in leather, while the powered front seats include heating and lumbar support. There’s dual-zone climate control, too.

As we’ve alluded to, this test car isn’t standard. There’s too much to list but headlining the $141,305 in options is the Magneride Dual Mode suspension, 14-speaker Burmester premium audio, passenger display, electrochromic rear-view mirror, carbon-fibre steering wheel with shift-light LEDs, soft-close doors, sports exhaust pipes and a surround-view monitor.

While the exterior might be painted in the rather subdued Blu Vietri hue, the cabin is far more adventurous with Azzurro Santorini Blu special leather pairing with yellow Giallo Ravello inserts and stitching. Bold indeed. Elsewhere there’s Nera Alcantara carpets, aluminium driver and passenger footrests, Scuderia Ferrari shields and Bridgestone rubber.

The Ferrari Amalfi is covered by a three-year/unlimited-kilometre warranty, and the first seven years of scheduled services (every 12 months or 20,000km) are complimentary.

At first there’s a long sigh as you realise overzealous and audible safety systems have even infiltrated driver’s cars. However, Ferrari has you covered at the double press of a button.

The 2026 Ferrari Amalfi’s multi-function steering wheel houses an ADAS control that allows you to select your own Custom mode. Scroll through and enable (or more likely, disable) the items you want in play and every time you double tap the button, they’re set.

Active tech you’ll want to cancel are the audible warning for the speed sign recognition and the driver attention monitoring – you’ll be concentrating anyway if you’re accessing the Amalfi’s performance. From there the active lane keeping can be cancelled, too.

While Ferrari hasn’t submitted the Amalfi to ANCAP for crash testing, it features autonomous emergency braking, active cruise control, blind spot monitoring, lane departure warning with steering intervention, parking sensors and a rear-view camera.

At this price point, it’s a bit stingy for a 360-degree surround view camera and rear cross traffic alert to not be standard. The coupe cabin is fitted with four airbags as well as dual ISOFIX points and top tether anchorages.

The 2026 Ferrari Amalfi isn’t short on screen acreage.

For starters, the new dash houses a 10.25-inch infotainment touchscreen with the latest Ferrari operating system, the passenger gains their own 8.8-inch display (when optioned) and a 15.6 digital instrument cluster sits ahead of the driver. A head-up display isn’t offered; however, the latter does a great job of displaying all the vital information in a retro-yet-modern way.

The central, and now landscape, screen is a much better infotainment package than the Roma, while it’s intuitive to use and responsive to inputs. Some might baulk at the lack of native satnav, but for the vast majority, wireless smartphone mirroring will be the default setup.

Other kit includes a wireless charge pad, DAB+ digital radio, USB-C ports, MyFerrari Connect system and the optional 1200-watt Burmester premium audio system. Although, testing that fails to be a priority when there’s a special engine under the bonnet…

On face value, Ferrari’s multiple International Engine of the Year winning 3.9-litre twin-turbo V8 hasn’t changed a great deal. The hallmark crinkled red cam cover is present, while the flat-plane crank affords its distinct, high-pitched soundtrack.

It also vehemently opposes electrification to save weight – for now.

Dig a little deeper, and there’s more going on with the ‘BH’ version of the venerable F154 bent-eight. It now amasses 471kW at 7500rpm and 760Nm between 3000-5750rpm. That’s 15kW more than the Roma and the cutout has been raised to 7600rpm.

It does this via redesigned block that saves a kilogram in weight, while the there’s a new Bosch engine management system and the turbos now spin up to 171,000rpm. The intake and exhaust have been remodelled, too, with the four camshafts being 1.3kg lighter apiece.

The numbers are jaw dropping considering there’s no hybrid assistance and the Amalfi remains rear-wheel-drive only. Ferrari quotes just 3.3 seconds zero to 100km/h, and it’ll reach 200km/h in 9.0sec – which is almost more impressive. And from the seat of your pants, there’s nothing about the Amalfi experience that feels undercooked.

There’s a free revving nature at play, one that goads you into reaching for the increased redline, especially when peak power is produced just 100rpm shy of it. The soundtrack becomes more intoxicating the higher the tachometer spins, too.

The acoustics can be muted and lacklustre down low – thank the required silencer for that – but it’s one of the few criticisms you can pitch at the powertrain. It’s flexible, with plenty of mid-range torque to tap into from the boosted 3855cc V8. 

The eight speed dual-clutch gearbox, nabbed from the SF90 Stradale, offers an F1-style experience with the delightful carbon-fibre shift paddles. Ramp up the drive mode setting, and it provides proper theatre with full-throttle up shifts.

We doubt this will be of concern for anyone in the market for the 2026 Ferrari Amalfi. If it is, then the polarising Luce might be more your cup of tea.

The company claims an average consumption of 11.2L/100km. Drive it like you’re sauntering through the Italian Riviera (or, in reality, a grey Melbourne autumn) and that figure is largely achievable. However, turn the wick up as if you’re hot-lapping Fiorano Circuit, and it quickly becomes unobtainable.

Naturally, the 80-litre tank requires 98 RON premium unleaded.

The 2026 Ferrari Amalfi has a lot of convincing to do.

On one hand it needs to be safe and approachable for conquest buyers who want to be a part of the brand but might be hesitant to its performance. Yet, it also must live up to the sporting cachet of the marque for those who still want their Ferrari to be an, ahem, Ferrari.

Let’s tackle the first bit.

With the Manettino dial in Comfort mode, the Amalfi is just that. And with the Magneride Dual Mode Suspension fitted to our test car, the ride quality is surprisingly supple on its 20-inch wheels no matter the surface. Yes, the steering is quick, but it’s also light for city twirling and there’s plenty of turning circle and camera views to make life easier.

The long bonnet and wide haunches might be intimidating at first, but overall, the Amalfi is as liveable as a Ferrari gets. Even the noise emitted from the quad tailpipes is relatively courteous for those valet arrivals and, of course, the design gains as much attention as the Scuderia Ferrari Shields.

Even the uprated twin-turbo V8 can be docile, and the F1 DCT gearbox is nowhere near as manic as its name might suggest. Its only blights are the sometimes-squealy carbon-ceramic brakes, a whistle from the driver’s side wing mirror at speed on our test car and the fact that a front-axle lift isn’t standard.

So yes, the Ferrari Amalfi can be acquiescent and docile. Until it isn’t.

Ramp up the Manettino dial into Sport or Race (again, this is a Ferrari), and the Amalfi’s alter ego is engaged.

However, as is trad Ferrari, you can still opt for suspension compliance with the Bumpy Road option for the adaptive dampers. And it does what it says on the tin, with the Amalfi displaying surprising compliance while retaining control.

There is plenty of tech at play, too. We won’t bore you with myriad acronyms, but the key takeaways are the fresh springs and dampers as well as the brake-by-wire systems taken from the 296 GTB (ABS Evo). Rounding out the upgrades are the advanced 6D sensors intertwined in Ferrari’s Side Slip Control 6.1 (SSC). And due to an extensive use of aluminium and carbon-fibre parts, the Amalfi tips the scales at 1470kg (dry) and retains a vaunted 50/50 weight distribution.

Jargon aside, it all translates on the road. Despite running relatively ‘narrow’ 285-section rear (245 front) tyres, the Amalfi’s optional Bridgestone Potenza Sport rubber finds surprising purchase. The SSC constantly monitors traction levels and slip angle, providing a safety net that isn’t overbearing. It still allows some rear-drive frivolity, but the way in which the rear axle remains composed and transmits the 471kW to the ground is impressive.

Given there’s oodles of mechanical grip to back it up, the Amalfi arrows towards an apex with precision, too, and you’re unlikely to encounter any push up front. Even the ABS Evo system offers natural connection through the pedal despite it being one driven by data. The carbon-ceramic discs offer supreme responses and you’re highly unlikely to reach their limits – and nor should you – on the road.

If there must be a negative, it’s the steering. While not quite so alert that its nervous and twitchy due to the recalibrated steering box, the quick rack does require some mental calibration, and it doesn’t ooze feel in the way you might hope.

Overall, it’s a fence-sitter package – but in a good way. There is just enough of both a grand-touring and dynamic-coupe persona to satisfy a broad spectrum of tastes.

Buttons are back, baby.

The Italian’s have listened to the tifosi and reinstated physical controls to the steering wheel of the 2026 Ferrari Amalfi – and an aluminium start button. While it might sound like a small tweak, these changes make a tangible difference if you plan to live with the car daily.

The ‘monolithic’ style, dual-cockpit layout resembles that of the 12Cilindri, but there’s an emphasis on high-quality materials and craftmanship. The central turret is milled from anodised aluminium and showcases the new gear selector, while also making the key a part of the furniture and a design element.

Ferrari does the best shift paddles in the business, with the steering column-mounted carbon-fibre items pairing well with the appropriately sized rim of the multi-function tiller. It does a lot of the heavy lifting, too, with the indicators also place on the spokes – it’s incredible intuitive once you get used to it.

There are some missteps, though. In the transition from portrait to landscape, the infotainment screen is low in the dash and takes your eyes off the road, a few extra physical controls wouldn’t go astray and our test car did have the odd creak over poorly maintained surfaces. Road-noise suppression could be increased, too.

Still, the basics are done right, with a low seating position in a legs-forward arrangement and enough plushness for cross-state drives.

Ferrari is at least honest about its two-door Berlinetta being more a ‘2+’ cabin. The rear seats are merely window dressing, or at best reserved for extra luggage space. At a push, as pews for joyriding kids, it will suffice. Adding some grand-touring ability is the 273-litre boot.

This could have so easily been a case of trying to appeal to ‘everyone’ and in turn, appealing to no one.

The 2026 Ferrari Amalfi is not that. Far from it. The fact it’s the cheapest (without being remotely cheap), least powerful and, subjectively, least desirable model within the marque isn’t an indictment.

Yes, it will draw in new, stepping-stone customers to the brand – something Ferrari is so clearly trying to achieve here. However, the Amalfi has its own distinct merit as a luxurious GT coupe, one infused with style, comfort and pragmatism.

Yet, the team at Maranello also appease prancing horse enthusiasts. This isn’t style over substance or useability over performance. The Amalfi remains a Ferrari, and it delivers on myriad dynamic markers.

After all, this might be ‘entry level’, but the Italians have standards to uphold.

2026 Ferrari Amalfi at a glance:
Price:?$503,261 (plus on-road costs)
Available:?Now
Powertrain:?3.9-litre twin-turbo V8
Output:?471kW/760Nm
Transmission:?Eight-speed dual-clutch
Fuel:?11.2L/100km
CO2:?254g/km
Safety rating:?Not rated

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