Mid-engine hybrid supercars and upcoming crossover SUV Purosangue are the Ferraris grabbing the most headlines these days, but don’t sleep on the Roma coupe. This V8-powered 2+2 is more than just an entry point into the home of the Scuderia. It’s a grand tourer that comes to life in unexpected ways. Sure, it starts at a whopping $243,358 — or $311,647 as tested, including $5,000(!) for the finish — but ignore that price and start your engine. Driving the Roma will make you feel like a million bucks.
2022 Ferrari Roma – Photo by Tyler Clemmensen
Despite its mechanical kinship with the Portofino M hardtop convertible, the Roma’s appearance is significantly less “base Ferrari” as it is positioned much closer to the exotic-looking 296 GTB. Even in the understated Grigio Medio hue of this test car, the Roma looks like a far more expensive car: sleek and sophisticated, with just enough weirdness to make any car enthusiast come back for a second look.
A literal plethora of carbon fiber appointments adorns this $33,242 Roma test car with shiny add-ons. The hubcaps, front spoiler, side skirts, diffuser and active spoiler are all made of lightweight material, combined with 20-inch wheels ($2,531), black brake calipers ($1,519) and a sports exhaust system ($1,687).
Other big options are found inside the Ferrari Roma coupe, including niceties like the carbon fiber steering wheel and paddle shifters ($5,062), a premium stereo ($6,243), an Alcantara headliner ($4,219), a passenger infotainment display ($5,906), and a whopping $4,219 Apple CarPlay-only line item. Yes.
2022 Ferrari Roma – Photo by Tyler Clemmensen
2022 Ferrari Roma – Photo by Tyler Clemmensen
2022 Ferrari Roma – Photo by Tyler Clemmensen
Still, the Roma’s interior is absolutely exquisite. The seats are as comfortable as they are supportive and really do feel like they’ll spoil any butt in the long run. In addition, the view to the front and to the sides is quite good for such a low sports coupe. Headroom and legroom aren’t an issue even for taller passengers, but the pair of rear seats is downright useless for anything but tote bags. Typical.
If there’s one major gripe with the Roma, it’s the technology in the dressing room. The portrait center touchscreen is low-res and laggy, and everything in the reconfigurable instrument cluster is controlled via a four-way haptic pad on the right side of the steering wheel. The controls are fairly easy to master, but the system’s responses to inputs are inconsistent, the menu structure is convoluted and god help anyone who needs to access features like driver assistance settings or the trip computer while driving.
I realize that a robust infotainment suite isn’t a top priority for Ferrari customers, but that’s bad. Really bad. There’s a lot to be said for a tailored experience, but not at the expense of ease of use. I want to put the UX designers at Ferrari — and Aston Martin, Lamborghini, McLaren, etc. — in a $22,000 Chevy Trailblazer and say, “Here. Just do it.”
But I digress. Once you find the backlit capacitive touch icon to start the engine (RIP, big red start button) and fire up the Roma’s V-8 engine, you won’t care about the frustrating mirror controls or the fact that the volume adjustments are on the screen take forever to respond. When this car wakes up, so do your senses.
2022 Ferrari Roma – Photo by Tyler Clemmensen
The Roma uses the same 3.9-liter twin-turbo V-8 as the Portofino M, which nestles neatly in front of the firewall in a proper front-mid configuration. This engine produces 612 hp and 561 lb-ft of torque, and a sophisticated 8-speed dual-clutch automatic transmission drives the rear wheels exclusively. Huge steering column-mounted paddle shifters allow the driver to operate the transmission, while toggles on the center console in the form of a manual shift gate provide access to reverse, neutral and automatic. Ferrari says the Roma should accelerate from 0 to 100 km/h in 3.4 seconds and reach around 200 km/h.
The start of the Roma is an exhilaratingly dramatic experience. Where a Porsche 911 Turbo launches to warp speed from a standstill in the blink of an eye with no fuss, the Roma is far more visceral. The rear tires struggle to maintain traction while taking the sheer brunt of the V-8’s power delivery, the dual-clutch transmission slams into every gear with a force that’ll make your head hump, and the lights on the steering wheel light up as the engine lights up Inches closer and closer to the 7,500 rpm redline. So many supercars, including Ferraris, are point-and-shoot affairs, but the Roma is different. You absolutely have to persevere.
2022 Ferrari Roma – Photo by Tyler Clemmensen
The same is true when enjoying one of Southern California’s great canyon roads. The Roma feels alive in your hands, with chatty steering and suspension that conveys every change in road surface through the fit of your pants. The engine sounds amazing; It’s one of the best forced induction V-8s I’ve ever heard. Fast reflexes match the Roma’s playful rear end well, and while the coupe has a slight tendency to oversteer around tighter hairpins, it’s always in the driver’s interest. Like any great Ferrari, the Roma works with the driver and encourages you to drive him faster. This thing just doesn’t disappoint.
This also applies to gentler driving manoeuvres. The Roma can be outfitted with optional dual-mode magnetorheological suspension—a pricey $5,568, of course—that strikes a perfect balance between firm and plush. Rotate the Manettino ride mode selector from Comfort to Sport, and the suspension stiffens noticeably without squeezing your spine if you accidentally hit a pothole too hard. Wet and race modes round out the available settings, although I’ve never found a reason to use either. Another right turn also disables stability control entirely, but that should be reserved for track days only – something a Roma is unlikely to ever do.
Combined with the aforementioned comfortable cabin and good visibility, the Roma really could be driven every day. The trunk is big enough to hold a pair of rolling suitcases or a giant checked bag, and Ferrari even offers modern driver-assistance conveniences like adaptive cruise control and lane-departure warnings, although the latter beeps incessantly. The only thing missing is an electronic front lift. Be careful on these steep driveways.
2022 Ferrari Roma – Photo by Tyler Clemmensen
The Roma’s high-end competition set includes cars like the Aston Martin DB11 and Bentley Continental GT, both of which are impressive grand tourers in their own right but not nearly as exciting to drive. Ferrari’s more suitable opponent is the Porsche 911 Turbo S, which is cheaper at $217,550 (including target). Crucially, the Turbo S is faster and more powerful, but are those really the most important attributes for a potential Ferrari customer?
No, what counts here is exclusivity. Compared to a Roma – or any Ferrari – 911s are relatively thick on the ground. Yes, the Porsche is faster and easier to handle, and the infotainment controls won’t frustrate you to the end, but the Roma is a Ferrari. And a great one at that.
– By Steven Ewing
Ferrari provided a test car loan to the Motor Authority to bring you this first-hand account.