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The engine of the Ferrari Amalfi Spider, like that of the Ferrari Amalfi, represents the latest evolution of the 3855-cc V8 twin-turbo from the F154 family – the model that has won the most international awards in recent automotive history. In this configuration, the engine has been optimised to deliver a maximum output of 640 hp at 7,500 rpm, with a specific power output of 166 hp/l and a redline raised to 7,600 rpm, allowing it to get the most out of its continuously increasing power curve.
The performance increase compared to the Ferrari Roma Spider was achieved through an advanced turbocharging management system, enabling independent control of the rotational speed of the two turbochargers with dedicated calibration and an increase in the maximum turbo speed up to 171,000 rpm. This approach improves throttle response and boosts pressure control precision, also thanks to the introduction of dedicated pressure sensors for each cylinder bank. The new engine control unit, already used in models such as the 296 GTB, Ferrari Purosangue, and Ferrari 12Cilindri, has allowed the engine’s full potential to be harnessed.
In parallel, efforts were made to reduce mass: new lightweight camshafts (-1.3 kg) and a redesigned engine block with precision machining eliminated non-structural material, saving about one kilogram. For the first time in a Ferrari engine, a low-viscosity oil has been introduced, reducing cold resistance by 30% compared to the previous version, improving warm-up efficiency.
Throttle response is now even quicker thanks to a series of advanced technical solutions: a flat-plane crankshaft, compact low-inertia turbines, twin-scroll technology for separate exhaust gas management, and a single-scroll manifold with equal-length runners. These elements contribute to a sensation of continuous and progressive power delivery, with a torque curve shaped to provide stronger pull at mid and high revs in all gears.
The eight-speed dual-clutch oil-bath transmission, first introduced on the SF90 Stradale to widespread acclaim, has been further optimised with a more powerful control unit and enhanced integration with the engine software, improving the smoothness and speed of gear changes.
The overall powertrain efficiency benefits from solutions such as the dry-sump gearbox configuration, low-friction bevel gear, and clutch torque management strategies that ensure much smoother urban driving, especially during Start & Stop phases.
Sound design also received special attention: a new silencer layout was developed to meet the strictest noise emission regulations, without compromising Ferrari’s signature tone. The flat-plane crankshaft and equal-length exhaust headers contribute to a distinctive firing sequence. The exhaust system features a ceramic matrix catalyst with a trimetallic coating (rhodium, platinum, palladium), with reduced activation times thanks to lower thermal inertia. Sound control is managed by a new proportionally controlled bypass valve with dedicated maps to adapt the exhaust note to different driving conditions.
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- Well if I had to choose between buying the Roma or the Amalfi, that's easy.... I would happily buy both!- I drank too much last night and puked all over the footpath, and it still looks better than a Ferrari Amalfi. What Ferrari is good for now is derailing Alonso, Seb, and now Lewis.
- Whats with that uneven front end panel gap. Who crashed this car already. Ferrari got this entry level model with entry level panel gapping characteristics to match on an autotrader photoshoot.
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