Cramer Comet: The Homemade Jet-Age Supercar with 1,350 ponies

Garage Thunder - Inspired by the jet-age spirit of the 1950s, when bold design and wild imagination ruled the road, the postwar automotive world saw an explosion of experimental dream machines. World War II had pressed pause on civilian car production, forcing engineers to channel their ingenuity into war efforts. But when peace returned, so did the passion for pushing boundaries. The hot rod culture flourished, manufacturers dreamed up dramatic prototypes, and individuals with a flair for mechanical magic began building the cars they had only seen in their imaginations. This era wasn’t just about cars—it was about vision, risk, and the pursuit of something truly extraordinary.

The Cramer Comet, created by Tom Cramer and inspired by the dazzling GM Le Sabre, captured mid-century futurism with sweeping lines, gleaming metal, and a bold 1950s American presence. (Picture from: Cars.Bonham)

Among those dreamers was Tom Cramer of Omaha, Nebraska. Without formal engineering education, Cramer was the kind of hands-on genius shaped by grease, grit, and guts. Working in the Cramer Brothers towing and repair shop, he gained the kind of mechanical wisdom that can’t be taught in a classroom. But Tom wanted more than just a well-running car. He wanted to build a road machine that could rival the futuristic fantasies of Detroit’s biggest automakers—and so, the Cramer Comet was born.

The Cramer Comet stayed true to its aircraft theme and made its first big splash in 1954, appearing in Hot Rod Magazine and later in Popular Science. (Picture from: Cars.Bonham)

At the heart of the Comet was something almost unbelievable: a 12-cylinder Allison aircraft engine. Originally designed to power warplanes, this beast churned out a staggering 1,350 horsepower and a thunderous 1,500 foot-pounds of torque at 3,200 rpm. Fitting that kind of power into a ground-bound vehicle was no easy feat. Every bit of the chassis had to be reinforced or redesigned just to survive the force it was being asked to handle.

The Cramer Comet was built piece by piece from a mix of truck and car components rather than a single donor, with a chassis that not only provided structure but also functioned as a cooling system by channeling coolant through its tubular frame to a rear-mounted radiator. (Picture from: Cars.Bonham)

Cramer didn't stick to a single donor car or part bin. Instead, he built his dream car piece by piece, blending parts from trucks and cars to form the foundation. The chassis itself wasn’t just for structure—it doubled as a cooling system, channeling coolant through its tubular frame to the rear-mounted radiator. Under the rear deck, twin cooling blowers helped keep the temperature manageable in traffic. The engine cranked to life with a 24-volt start system powered by two 12-volt batteries in series, while a two-tone GMC truck clutch and four-speed manual transmission helped tame the engine’s immense power.

The Cramer Comet stayed true to its aircraft-inspired theme with a cockpit-like dashboard featuring center-mounted gauges and dials for everything from manifold pressure to hydraulic performance, making it feel more like a command center than a car. (Picture from: Cars.Bonham)

Visually, the Cramer Comet was inspired by the dazzling GM Le Sabre—a prototype that defined mid-century futurism on wheels. The Comet carried that same spirit, with sweeping lines, gleaming metal, and an unmistakable 1950s American aura. Inside, Cramer stayed true to the aircraft theme. The dashboard looked more like a cockpit, featuring center-mounted gauges and dials for everything from manifold pressure to hydraulic performance. It wasn’t just a car; it was a command center.

The Cramer Comet was powered by a 12-cylinder Allison aircraft engine, originally built for warplanes, delivering 1,350 horsepower and 1,500 foot-pounds of torque at 3,200 rpm. (Picture from: ConceptCarz)

The car made its first big splash in 1954, gracing the pages of Hot Rod Magazine, followed by a feature in Popular Science the next year. But all that power and ambition came with a price—by the late 1950s, much of the car’s mechanical system was in need of a full rebuild. Cramer didn’t shy away from the challenge. In 1958, he began reworking the car, and by 1960, a refreshed and reimagined Comet made its public debut at the Nebraska Motor Sports Auto Show, as announced in the Omaha Sunday World-Herald.

The Cramer Comet still remarkably wears its original 1954 paint job, reflecting the enduring care and pride that have surrounded its existence. (Picture from: Cars.Bonham)

Though it remained a passion project for years, it wasn’t until 1980 that the Comet was officially registered for the road, complete with a Nebraska state chassis ID. By then, it had become more than just a machine—it was a relic of American innovation and ambition. In 1991, the Comet found a new home in the hands of a collector who specialized in rare, historically significant vehicles, especially those from the pre-war era. Yet, even among such elite company, the Comet stood out—not just because of its power, but because of its soul.

The Cramer Comet used twin cooling blowers mounted under the rear deck to keep temperatures manageable during traffic conditions. (Picture from: Cars.Bonham)

Remarkably, the car still wears its original 1954 paint job, a testament to the care and pride that surrounded its existence. The interior, trimmed in red and white vinyl, is as bold as the machine itself. In 2008, the Cramer Comet was offered at RM Auctions’ Sports & Classics of Monterey, with an estimated value of up to $350,000. Although the top bid of $150,000 didn’t meet the reserve, it served as a reminder that true one-of-a-kind creations often transcend traditional market value. | 0Koo-K62cd4 |

The Cramer Comet is more than a custom build—it’s the product of one man’s vision, built with heart and horsepower. In a world where cars often look the same and serve the same purpose, the Comet stands as a symbol of what’s possible when you throw out the rulebook and build not just a car, but a legacy. *** [EKA | FROM VARIOUS SOURCES | CONCEPTCARZ | KUSTOMRAMA | CARS.BONHAM ]

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The Mid-Engine Viper: A Forgotten Iconic Vision

Unrealized Masterpiece - Dodge has long been known for its bold and innovative designs, pushing the boundaries of automotive engineering and aesthetics. Among the many concepts that have emerged from its creative halls, one particular prototype stands out for its unique approach and the story behind its creation. This is the tale of a rarely seen mid-engined Dodge Viper aka the Chrysler Viper GTM prototype, a fascinating glimpse into what could have been for the legendary sports car.

The Chrysler Viper GTM Prototype. (Picture from: JLAForums)

Back in 1996, Dodge engineers led by Chris Theodore, embarked on an ambitious journey to explore the feasibility of a mid-engine layout for the third generation of the iconic Viper. With the aid of CAD (Computer-Aided Design) technology, they began shaping their vision, creating two wooden bucks to study how much of the existing Viper's structure and components could be adapted to this revolutionary design. 

The Chrysler Viper GTM Prototype. (Picture from: JLAForums)

The bucks represented two distinct configurations: one with a reverse engine layout and the other featuring a forward-facing engine with the transmission positioned at the rear. The small team of engineers, driven by a passion for innovation, delved deeply into the practicalities of each option. Their goal was to minimize investment while maximizing the Viper’s potential as a high-performance machine. After weighing the advantages and limitations of each design, they formulated a business plan and sourcing strategy. This marked a pivotal moment in the project, as their concept was evolving from a mere idea into a tangible possibility.

The Chrysler Viper GTM Prototype. (Picture from: MotorAuthority)

With a clear direction in mind, the team of eight dedicated engineers got to work. They assembled two complete chassis, integrating the iconic Viper V-10 engine along with body panels, suspension, and steering systems. These prototypes were not mere mock-ups; they were fully functional vehicles embodying the vision of a mid-engine Viper. This effort underscored the team's commitment to exploring uncharted territory for the Dodge brand.

 

By October 1996, their labor bore fruit in the form of a comprehensive 50-page report. This document detailed the engineering feats, potential costs, and strategic benefits of bringing the mid-engine Viper to life. Armed with this report, the team presented their findings to Chrysler President Bob Lutz and design chief Tom Gale, two influential figures whose approval could turn their vision into reality.

The Chrysler Viper GTM Prototype. (Picture from: MotorAuthority)

The reception to the mid-engine Viper project was less enthusiastic than its engineers had anticipated. Both Bob Lutz and Tom Gale were reportedly lukewarm, possibly due to their lack of involvement from the start, which might have created a sense of disconnect or skepticism about the proposal's viability. Despite the team’s dedication and the concept's innovative potential, the project was shelved. However, in 1999, Chris Theodore took his mid-engine vision to Ford, where he proposed reviving the legendary GT40. Enthusiastically embraced, this idea led to the creation of the Ford GT Concept in 2002, which eventually entered production in 2004.

 

Though the mid-engine Viper never reached production, it remains a fascinating chapter in Dodge’s history, highlighting the brand's boldness in reimagining its iconic models. This unrealized prototype serves as a reminder of the creative risks automakers take to push boundaries, leaving a legacy of "what if" in the world of automotive innovation.

Reflecting on the story of the mid-engine Viper, one cannot help but admire the ingenuity and determination of the team behind it. Their willingness to challenge the status quo and explore a radical new direction speaks volumes about the innovative spirit that defines Dodge. While this prototype may never have graced the streets, its legacy lives on as an inspiring example of the creative possibilities within the automotive world. The mid-engine Viper stands as a symbol of dreams pursued, even if not realized, leaving us to wonder what other hidden gems might lie within the archives of car manufacturers around the globe. *** [EKA | FROM VARIOUS SOURCES | JLAFORUMS | ROADANDTRACK | MOTORAUTHORITY ]

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The YES! Roadster: A Quirky German Sports Car Built on Pure Engineering Passion

Mechanical Mischief - In a world where cars are getting more connected, more digital, and more automated, there’s still something irresistibly cool about a machine that’s loud, light, and looks like it was built for fun rather than fuel economy. That’s what makes the YES! Roadster so fascinating—a car that feels like a rebellious shout in an era of polite electric whirs.

The YES! Roadster 2nd Generation was introduced to the public in 2006, and while it gained more refinement, it remained proudly unconventional and stayed true to the untamed spirit that made the original so unique. (Picture from: Carscoops)

And before we go any further, let’s take a moment to talk about that name—YES! It’s unusual, almost comically simple, and topped off with an exclamation mark like it’s already cheering itself on. It doesn’t exactly sound like a car brand—more like a catchy slogan or maybe an old-school energy drink. But behind that quirky name is one of the most eccentric and overlooked sports cars ever built in Germany. As it turns out, YES actually stands for Young Engineers Sportscar—a fitting title for a car born from youthful ambition and fearless engineering. 

The YES! Roadster 2nd Generation, with its aggressive stance, bulging fenders, and low-slung silhouette, looked more like something a gamer would mod into Grand Theft Auto than a car you'd expect to see at a local track day. (Picture from: Carscoops)

The YES! Roadster was the brainchild of two young engineers, Herbert Funke and Philipp Will, who went on to establish their own company, Funke & Will AG. Unlike the major players of the automotive world, they weren’t trying to rival Porsche or BMW—their ambition was much simpler: to build a raw, uncompromising sports car that focused purely on driving fun. Their first creation launched in 2001 under the name YES! Clubsport—a lightweight, minimalist machine that captured their vision. This eventually evolved into the first-generation Roadster, introduced in 2003.

The YES! Roadster 2nd Generation, powered by a 3.2-liter V6 sourced from Audi and offered in both naturally aspirated and turbocharged forms. (Picture from: Carscoops)

That same year, the YES! Cup/R was introduced as a track-only version of the Roadster. Designed for the circuit, this model took the lightweight philosophy even further—shedding everything non-essential, including the doors. The result was an ultra-focused performance machine, now equipped with a more powerful engine delivering 340 horsepower. By 2006, the concept matured into the second-generation Roadster. While it gained a touch more refinement, it remained proudly unconventional and never strayed from the untamed spirit that made the original so unique.

The YES! Clubsport, launched in 2001 as the first production car from Funke & Will AG, featured a 1.8-liter turbocharged inline-four from Volkswagen producing 281.6 horsepower, built on a lightweight aluminum space frame. (Picture from: Wikipedia)

Visually, the Roadster was an attention-grabber. With its aggressive stance, bulging fenders, and low-slung silhouette, it looked more like something a gamer would mod into Grand Theft Auto than something you’d expect to see at a local track day. But this wasn’t just about style—it had the guts to match.

The first-generation YES! Roadster was the next model from Funke & Will AG, introduced to the public in 2003. (Picture from: UltimateCarPage)

Under the hood was a 3.2-liter V6 sourced from Audi, offered in both naturally aspirated and turbocharged forms. The turbo version was the real deal, pushing out 350 horsepower and 450 Nm of torque. That kind of output in a car weighing just 920 kilograms (2,028 pounds) meant blistering acceleration: 0 to 100 km/h in just 3.9 seconds. Even two decades later, that’s properly quick.

The YES! Roadster 1st Generation includes comfort features such as central door locking—absent in the Clubsport model—which makes it heavier by comparison. (Picture from: UltimateCarPage)

The YES! Roadster wasn’t just fast in a straight line, either. With its mid-engine layout, lightweight body, and manual transmission option, it was built to make drivers feel everything. No frills, no excessive tech layers—just an old-school, seat-of-your-pants experience. And coming from a company most people had never heard of, that made it all the more surprising.

The YES! Cup/R, introduced in 2003 as a track-only version of the Roadster, was designed for the circuit and pushed the lightweight philosophy even further by stripping away all non-essential components, including the doors. (Picture from: Wikipedia)

Even with all its clever engineering and impressive performance, Funke & Will AG. couldn’t escape the harsh realities of the automotive world. The company went bankrupt in 2009, and it’s believed that fewer than 200 YES! Roadsters—across all variants—were ever built. That level of rarity, paired with the car’s outrageous design and thrilling capabilities, makes it one of the most unique and intriguing sports cars to emerge from the early 2000s. | jCAdJpPwc1g | hzGp2PBPtHs |

So while the name might sound odd at first—almost like a joke—the YES! Roadster is anything but. It’s a wild, confident, and genuinely thrilling machine that dared to be different in a world of predictable designs. And maybe, just maybe, that weird little name was the perfect fit all along. *** [EKA | FROM VARIOUS SOURCES | CARSCOOPS | DAVEYJAPAN | WIKIPEDIA | ULTIMATECARPAGE | FORUM.FORZA.NET ]

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Jeep FC Lafian Power Hoe: A Unique Twist on Forward Control Trucks

Industrial Oddity - At first glance, it might look like a cartoon creation—something you’d expect to see rumbling out of a vintage comic strip where odd proportions and wild ideas collide. That’s the magic of old-school innovation: bold, sometimes awkward, but always fascinating. This sense of daring ingenuity is exactly what makes the Jeep FC Lafian Power Hoe such a remarkable vehicle. Its story isn’t just about an eccentric truck—it’s about the wild spark of creativity that drove its existence, the minds that dared to build something different, and the long road it took to resurface decades later.

The Jeep FC Lafian Power Hoe is a multi-purpose vehicle created by John Lafian around 1956–1957, built on the Jeep FC-170 platform. (Picture from: JalopyJournal)

Back in the mid-1950s, Willys Overland was standing at a crossroads Jeep was already a name recognized for ruggedness, but its popular CJ models were still largely utilitarian and not yet the mainstream favorites that modern Wranglers have become. With that in mind, Willys took a sharp turn—both in engineering and design. Enter the Jeep Forward Control series: the FC-150 and FC-170. These weren’t just your average trucks. They were compact, boxy beasts that stacked the cab over the front axle, pushing the driver’s seat nearly above the tires. It was a smart move that allowed for a much longer cargo bed without stretching the overall length of the truck. Suddenly, you had a hard-working vehicle that was nimble, practical, and strikingly unique.

The Jeep FC Lafian Power Hoe, when showcased at the Houston Los Cochino's BurnOut event in 2012, stood out as part truck, part mechanical concept, and something entirely unique that captured the imagination of everyone who saw it. (Picture from: EWillys)

The FC-150, built on an 81-inch wheelbase from the Jeep CJ, featured a 72-horsepower F-head four-cylinder engine and rugged underpinnings like the Dana 25 and Dana 44 axles. It may have looked a little clumsy with its narrow track under a wide body, but it worked hard and made the most of its compact frame. If you needed more muscle, the FC-170 took things further. With a longer 103.5-inch wheelbase, a beefier inline-six engine pushing out 105 horsepower, and even dual-rear-wheel options, it could handle up to 9,000 pounds of gross weight. It wasn’t just quirky; it was capable.

As the Jeep FC Lafian Power Hoe built on the Jeep FC-170 platform with its longer 103.5-inch wheelbase and a beefier inline-six engine producing 105 horsepower, offered greater capability and strength for its intended multi-purpose function. (Picture from: JalopyJournal)

But while the civilian market was the primary target, a few military variants made their way into existence. Models like the M-676, M-677, and the especially rare M-678 and M-679 were adapted for transport and support roles, with features like diesel engines, extra cab space, and enclosed rear compartments. Most of these never reached wide circulation, making any surviving examples today highly prized treasures for collectors.

The Jeep FC Lafian Power Hoe is believed to offer impressive maneuverability during work operations, especially when making full use of its integrated hoe attachment for handling a wide range of tasks across various job sites. (Picture from: TheFCConnection)

Now, where does the Lafian Power Hoe fit into all of this? That’s where the story gets even more unusual—and much more interesting. Around the same time the Forward Control Jeeps were being introduced, an inventive mind named John Lafian had an idea. His creation, dubbed the “Power Hoe,” was part truck, part mechanical concept, and entirely unique. It wasn’t a mass production model or a military contract winner. Instead, it was a one-off invention built around the FC-170 platform, designed with a specific utility-driven vision in mind.

The Jeep FC Lafian Power Hoe isn't just a bizarre name attached to an old Jeep, but rather a story of bold vision—perhaps a bit ahead of its time—and the perseverance of those who believed in preserving that idea. (Picture from: TheFCConnection)

The Lafian Power Hoe nearly vanished from history, only to briefly reemerge in 2009 when it surfaced on eBay. The seller claimed to have a patent on the Power Hoe concept, but the listing didn’t meet its $20,000 reserve. The truck disappeared once more into the shadows of automotive history—until Bruce Hamilton, a persistent enthusiast with a knack for digging through patents and archives, tracked it down. His research reignited curiosity around the vehicle and helped reconnect it to its long-lost origin.

The Jeep FC Lafian Power Hoe was in a unique and curious condition when it was listed for sale on eBay in 2009, sparking renewed interest in its unusual design and mysterious history. (Picture from: TheFCConnection)

The Power Hoe isn't just a bizarre name slapped onto an old Jeep. It's a story of vision—maybe a little too ahead of its time—and the perseverance of those who saw value in preserving that vision. As the vehicle went through a slow but steady restoration process, it earned its place among the rarest and most captivating examples of Forward Control ingenuity. More than just a collector’s gem, it stands as a tribute to what happens when industrial function meets unapologetic creativity. Since there’s no available footage of the vehicle itself, here’s a video of the Jeep FC-170—the platform it was built on—instead.| EiXxDK7sGvk | 

In the end, the Jeep FC Lafian Power Hoe isn’t about being the fastest or the prettiest. It's about character—industrial wrapped in a body that looks like nothing else on the road. Whether you're a die-hard Jeep enthusiast or just someone who loves a good underdog story, this machine makes you stop, look twice, and maybe smile. Because sometimes, the most unforgettable vehicles aren’t the ones built to impress—they're the ones built from a dream that just wouldn’t die. Sounds about right, don’t you think? *** [EKA | FROM VARIOUS SOURCES | MOTORTREND | THEFCCONNECTION | EWILLYS | JALOPYJOURNAL ]

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The Midnight Ghost: When Myth Meets Machine

What-If - Some stories are so beautiful, you almost wish they were true. The Duesenberg Coupé Simone 'Midnight Ghost' is one of those tales—an elegant phantom in the world of automotive lore, floating between legend and reality. On the surface, it’s the perfect narrative: a mysterious one-off luxury car, crafted in secrecy, gifted out of passion, then lost to the shadows of war. But peel back the layers, and the picture becomes less clear… and far more interesting.

The Duesenberg Simone Coupé 'Midnight Ghost' isn’t a real car, but a 1:24 scale die-cast model created by Franklin Mint. (Picture from: CustomCarChronicle)

The story begins with all the right ingredients. Set in the late 1930s, the Midnight Ghost was supposedly commissioned by French cosmetics magnate Gui De LaRouche as a romantic gesture for his lover, Simone. Built over three years by the fictional-sounding Emmet-Armand Coachworks of Green Brier, Pennsylvania, the car was to be Duesenberg’s swan song—a final triumph of Art Deco design and American muscle.

The Duesenberg Simone Coupé 'Midnight Ghost' isn’t a real car, but a 1:24 scale die-cast model created by Franklin Mint. (Picture from: CustomCarChronicle)

According to the myth, the vehicle featured an impossibly long and graceful body, a 6.9-liter supercharged V8 pushing out 265 bhp, and even a clear crystal steering wheel. It dazzled on the streets of Paris, roared past 120 mph on a twilight drive, and vanished mysteriously during World War II—perhaps hidden from the Nazis, or lost to time forever. It’s a story made for film.

But here’s the twist: there’s no evidence the Midnight Ghost ever existed.

No production records. No factory photos. No surviving chassis numbers. Not even a credible period news article. What does exist is a 1:24 scale die-cast model made by Franklin Mint—a collector’s item, beautifully crafted, and seemingly inspired by nothing more than pure imagination. And that’s where things get complicated.

(Image shown for illustration purposes only.) In early 2023, TECfusions Fabrication—a Pennsylvania-based workshop led by renowned American autobuilder Greg Martin—announced plans to build a full-scale version of this elegant phantom in the very state where the story first began. (Picture from: Autoweek)

Some enthusiasts argue that the existence of the scale model proves there was once a full-sized prototype. Others insist the model came first, along with the fantastical backstory, created to romanticize a limited-edition collectible. Franklin Mint has a history of doing just that—creating lore around their products to spark emotional connection and drive sales. So which is it? 

On one side, we have dreamers and romantics who want to believe the Midnight Ghost lived once, if only briefly. After all, the design feels too emotionally charged to be purely fictional. It captures something real—the spirit of pre-war luxury, the boldness of Deco-era style, the kind of passion-fueled craftsmanship that defined the best Duesenbergs.

The bodywork of the Duesenberg Coupé Simone 'Midnight Ghost,' envisioned and brought to life in an ambitious effort by TECfusions Fabrication—a Pennsylvania-based workshop located in the very state where the story first began. (Picture from: TECFusions Fabrication in Facebook)

On the other side, there are historians, collectors, and researchers who rely on documented facts—and the truth, as they see it, is straightforward: there’s no trace of such a car in Duesenberg’s official records. The names, locations, and events tied to its story have no verifiable links to actual automotive history. According to them, the Midnight Ghost is nothing more than a beautiful fabrication—likely a carefully crafted narrative designed to captivate diecast enthusiasts and drive collector interest.

So where does that leave us?

Interestingly, in a space where both perspectives might hold some truth. The Midnight Ghost may never have existed in metal and rubber, but it lives vividly in the imagination—born from a love of classic craftsmanship and compelling storytelling. Its design is admired, debated, even yearned for. And perhaps that’s exactly the point.

The bodywork process of the future Duesenberg Coupé Simone 'Midnight Ghost,' carried out by TECfusions Fabrication. (Picture from: TECFusions Fabrication in Facebook)

While most cars are made to be driven, this one was made to be dreamed about. Whether it’s an elaborate narrative created to elevate a collectible, or an unrealized concept waiting for the right hands to build it, the Duesenberg Coupé Simone 'Midnight Ghost' captures something elusive—magic. 

A closer look at the completed rear bodywork of the upcoming Duesenberg Coupé Simone 'Midnight Ghost,' built by TECfusions Fabrication. (Picture from: TECFusions Fabrication in Facebook)

If someday, a coachbuilder, a passionate collector, or a bold design studio chooses to bring it to life in full scale, it wouldn’t be the first time fantasy became reality. Until then, the Midnight Ghost will remain exactly what its name suggests: a shadow, a story, a presence that lingers in the corners of automotive imagination.

 

Interestingly, that dream almost began to take shape. In early 2023, TECfusions Fabrication—a Pennsylvania-based workshop located in the very state where the story was originally set—spearheaded by famous American autobuilder Greg Martin, announced plans to build a full-scale version of this elegant phantom. | Nu5cwgyzMbw |

Unfortunately, updates have been scarce. As time passes, no confirmed progress has emerged, and the Duesenberg Coupé Simone continues to drift as an unfulfilled promise, quietly suspended between fiction and reality. For now, we can only wait and wonder. *** [EKA | FROM VARIOUS SOURCES | TECFUSIONS FABRICATION IN INSTAGRAM | DIESELPUNKS | WEB.ARCHIVE.ORG | ANGELFIRE | AUTOWEEK | CUSTOMCARCHRONICLE | CLASSICCARCURATION IN FACEBOOK | TECFUSIONS FABRICATION IN FACEBOOK ]

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Meet the All-New Ferrari Amalfi: A Bold Successor to the Roma

Refined Ferocity - There’s something timelessly captivating about the Italian coast—the gentle curves of the cliffs, the soft breeze off the sea, the blend of luxury and leisure in every corner of Amalfi. Ferrari, no stranger to combining beauty and power, channels this same feeling into its latest creation. Introducing the Ferrari Amalfi, a new chapter for the legendary marque that doesn’t just embrace the essence of a relaxed lifestyle but redefines what it means to drive with elegance and purpose.

The All-New Ferrari Amalfi, a new chapter for the legendary marque that doesn’t just embrace the essence of a relaxed lifestyle but redefines what it means to drive with elegance and purpose. (Picture from: TopGear)

The Ferrari Amalfi marks a bold step forward as the successor to the Roma, continuing the “Dolce Vita” philosophy but with even sharper character. While Roma introduced a new breed of front-engine grand tourers, Amalfi evolves the concept with a deeper focus on performance, design clarity, and driver connection. This isn’t just a new Ferrari—it’s a distilled vision of everything the brand stands for, made more accessible, but no less thrilling.

The All-New Ferrari Amalfi marks a bold step forward as the successor to the Roma, continuing the “Dolce Vita” philosophy but with even sharper character. (Picture from: TopGear)

Visually, the changes are immediately striking. Under the direction of Flavio Manzoni, the Ferrari design team has transformed the Roma’s form into something purer and more athletic. Gone is the otherworldly grille, replaced by a cleaner, more aggressive nose with a pointed front panel and a traditional black mesh grille. Headlights are sleeker, framed by darkened panels that cleverly disguise air intakes for better cooling. The whole front end now feels grounded, powerful, and more in line with Ferrari’s legacy of design precision.

The all-new Ferrari Amalfi retains the Roma’s graceful side profile, but dramatically upgrades the rear with a boldly exposed, functional active spoiler. (Picture from: TopGear)

Along the sides, the Amalfi retains much of Roma’s graceful profile, but it's the rear that gets the biggest upgrade. The new active spoiler now sits at the car’s edge—visible, confident, and functional. It adjusts across three levels, responding to speed and driving demands, working in harmony with a beefier carbon fiber diffuser that completes the athletic look. It’s subtle when still, but dynamic when in motion—just like the Amalfi coast it’s named after.

The all-new Ferrari Amalfi continues its evolution inside by reintroducing physical steering wheel controls in response to driver feedback, replacing the less intuitive touch-sensitive interfaces. (Picture from: TopGear)

But Ferrari hasn’t stopped at aesthetics. Underneath the sculpted body lies the familiar yet enhanced 3.9-liter turbocharged V8 engine, now delivering 640 cv (630 hp) and 760 Nm of torque. This powerplant has seen an evolution, featuring a new flat-plane crankshaft and a refined ECU developed with Bosch, offering improved response across the rev range. Acceleration from 0–100 km/h is achieved in just 3.3 seconds—shaving off a precious 0.1 seconds from its predecessor. This isn’t just about speed, though—it’s about control, character, and feel. 

The all-new Ferrari Amalfi houses a familiar yet enhanced 3.9-liter turbocharged V8 engine, now tuned to produce 640 cv (630 hp) and 760 Nm of torque. (Picture from: TopGear)

Ferrari’s engineers didn’t stop at the engine. Driving dynamics receive a significant boost thanks to the adoption of the BBW (brake-by-wire) system, the latest ABS Evo, and the sophisticated SSC 6.1 side slip control system. These technologies make the Amalfi not only fast but also poised, giving drivers a confident edge whether cruising coastlines or carving through tight corners. 

 

Step inside, and the evolution continues. Responding to feedback from real drivers, Ferrari has brought back physical controls on the steering wheel, abandoning touch-sensitive interfaces that proved less intuitive. It’s a nod to traditional driving engagement—clear, tactile, and focused. The infotainment screen now takes on a wider, landscape layout, positioned lower for better ergonomics. The center console sits more comfortably within reach, while the cabin is elevated with anodized aluminum trim—a sustainable material that’s as refined as it is responsible. 

The all-new Ferrari Amalfi features its most significant upgrade at the rear, where a prominent active spoiler—now positioned at the edge—adjusts across three levels based on speed and driving demands, working seamlessly with a more muscular carbon fiber diffuser to enhance its athletic presence. (Picture from: TopGear)

Ferrari’s aim with the Amalfi is simple yet ambitious: to strip away unnecessary complexity and focus on what matters—style, performance, and a pure connection to the road. It’s an approach that makes this entry-level model feel anything but basic. Whether it’s the responsive drivetrain, the sculptural design, or the thoughtfully revised interior, everything in the Amalfi is crafted to deliver joy in motion. | ZSDsL25mLXc |

Deliveries are set to begin in early 2026 for the European market, with prices starting from €240,000. That’s a significant investment, yes—but one that promises a lifestyle, an identity, and a seat at the table with one of the world’s most prestigious automotive families.

 

The Ferrari Amalfi isn’t just another sports car—it’s a new kind of invitation. One that says performance can still be graceful, luxury can be engaging, and a relaxed life doesn’t mean compromising on passion. For anyone ready to start their journey with Ferrari, this is where the road begins. *** [EKA | FROM VARIOUS SOURCES | FERRARI | MOTOR1 | CARANDDRIVER | TOPGEAR | ]

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