Latest news with #RomaSpider
Top Gear
27-05-2025
- Automotive
- Top Gear
Buy Ferrari Roma Spider Price, PPC or HP
Buying What should I be paying? Even in this stratospheric sector, buying a Ferrari demands deeper-than-usual pockets. The Roma Spider costs £210,838 – before options – a £28k chunk more than the coupe. Perhaps these sorts of figures don't register with the customer base, but very rich people didn't get that way by flinging their money around willy-nilly. An Aston Vantage Roadster (from £185k), Porsche 911 Turbo cabrio (from £190,600) and Bentley Conti GTC all ask for slightly less money, before digging into the options. Which is always worth doing, particularly on a Ferrari. Advertisement - Page continues below Some examples, if you don't mind. A 'special colour' is £8,316. The cracking multilayer Rosso Portofino red paint you see in the pictures above? £23,976. It gets juicier: go completely off-piste and choose an 'on demand special colour' and it'll cost £39,624. Watch those big kerbs: 20in forged diamond wheels are £4,141. Red brake calipers, £1,512. The carbon fibre spoiler on the back deck £3,919, the carbon rear diffuser £7,838. You're looking at £3,214 for the front radar, and £3,695 for the well worth considering Magneride dampers. Step inside and Daytona style seats are £3,303. The neck warmer £2,239. Want two-tone leather? That'll be £3,598 please. The passenger display is £3,919, the premium hi-fi £4,142, or the Bowers and Wilkins unit £6,900. Neither is good enough to justify the money asked there. Even the floor mats with embroidered logo are £895. This takes us into the world of personalisation, territory that all the heavy hitters have successfully scoped out and charge accordingly for. A Roma Spider costing half a million quid is surely possible. We'd sure like to see it. Advertisement - Page continues below What about running costs? Fuel consumption is 24.9mpg combined, emissions 258g/km, we actually saw slightly better than that on a long haul, returning 26.9mpg. But if you're driving it on the limit everywhere you likely won't get out the teens. Given then that it won't be cheap to run, it's good news that like other Ferraris, this one comes with a four-year warranty (in the UK, three years elsewhere), and a seven-year Genuine Maintenance package that covers all routine servicing. Ferrari's front-engined GTs are not depreciation-proof, unlike some of their siblings. Nearly new Roma Spiders that haven't been driven much beyond the forecourt are listing at around £220k – meaning you can wipe off any options you've specced pretty much immediately. Which could be an instant £100k hit. You've been warned.
Top Gear
27-05-2025
- Automotive
- Top Gear
Ferrari Roma Spider Driving, Engines & Performance
Driving What is it like to drive? Like all contemporary Ferraris, the Roma Spider does things that would have seemed space-age back in the day. The engine is a singularly impressive achievement, but always evolving. As on the coupe, the 3.9-litre twin turbo V8 has different cams, a revised catalytic converter and gas particulate filter. A reworked exhaust uses an oval-shaped flap rather than a traditional silencer, and there are more aggressive valve lift profiles on intake and exhaust. The oil pump also receives an upgrade for the Roma Spider, for smoother cold starts. Thermal efficiency is improved, but it also sounds more soulful here than ever. Ferrari has worked hard to reduce boominess at speed, an issue that can afflict convertibles. It's not as sonorous as some classic Ferrari V8s, but then few things are. Advertisement - Page continues below How windswept will my hair get with the roof down? The wind deflector in the +2 area pops into position by pressing a button on the centre tunnel (but has to be pushed back down into place manually, imagine that). Ferrari says it ran a lot of CFD and wind tunnel sessions to optimise it, and it shows. Although a simple pop-up plinth, it reduces turbulence in the cabin noticeably, adding to the 'bubble' effect Ferrari claims for the car overall. A 5mm spoiler on the windscreen header rail helps here, too. Hardware and software are perfectly matched. Variable Boost Management adjusts torque delivery to suit whichever gear you're in, unlike some of its rivals that unleash the full lot all in one go (Aston Martin Vantage, we're looking at you), and the Roma Spider punches hard even in sixth or seventh gear. That said, torque and response used to be this engine's defining characteristic, but the Vantage now feels notably punchier and more urgent lower in the rev range. Drive modes span Wet, Comfort, Sport, Race and ESC-Off, in the now well-established Ferrari manner. This is backed up by the Ferrari Dynamic Enhancer – which adjusts brake pressure on whichever wheel needs it and works only in Race mode – alongside the regular stability system and V6.0 of side slip control. And what happens if I, er, deactivate the assistance? Turn everything off and the Roma Spider is as slidey as you'd expect a rear drive car with north of 600bhp to be, but amusing rather than sketchy on the limit. In the dry, at least, on warm tarmac. Top speed is 198mph, 62mph takes 3.4 seconds, 124mph 9.7s. It's fast. Advertisement - Page continues below The gearbox is derived from the eight-speed dual-shift one in the SF90 Stradale. It's improved in every measure from the previous incarnation: it's lighter, faster, more efficient, has a more powerful ECU, and is better integrated with the engine software. It also gains a conventional reverse gear. There are longer ratios in seventh and eighth to reduce fuel consumption, emissions and to give the Spider a longer-legged, more GT-appropriate gait. It's a truly world-class set-up, and the large shifting paddles on the column mean you're always on top of things even with some lock applied. You mentioned the Spider was less fraught than the Coupe… The steering is linear and less frenetic than on other Ferraris, the ride quality supple and compliant. Body control is terrific and the Spider is always interactive and entertaining. Subtle alterations to its suspension kinematics have resulted in a car with even more bandwidth than the Coupe. But make no mistake this is still a highly strung car. Don't get us wrong, it will do the mundane everyday stuff, but compared to rivals it's more frantic, on edge, straining to be let off the leash at all times. It's crisp and connected to drive and flows over difficult roads very well indeed. As a GT this does make it less relaxing. It always feels alert and eager, never quite settles. It's long-legged and adept at eating up motorway miles and can be pretty efficient though – expect 28mpg on a long run. Quick word on the brakes too – they use 390mm diameter discs upfront; they're potent but we'd like more feel in the initial phase.
Auto Express
14-05-2025
- Automotive
- Auto Express
New Ferrari Roma Spider 2025 review: fast, elegant and fun
The Ferrari Roma offers far greater all-round appeal than its predecessors, and on UK roads feels as sorted, comfortable and usable as any of its rivals – all while offering the performance and emotion you expect from something wearing the prancing horse on its elongated nose. Removing the roof only heightens the experience, without any tangible detriment to the driving experience. Advertisement - Article continues below Ferrari's recent run of four-seat, front-mid-engined V8 convertibles could be considered (by some) to be the runts of the Italian supercar maker's range. The California, California T and Portofino never held much of a candle to their contemporary siblings – or rivals – despite having plenty of the right ingredients. But our first drive of the new Roma Spider on foreign roads proved that Ferrari was no longer resting on its laurels. Designed first as a coupe before having its roof lopped off, the Spider benefitted from a new rear sub-frame and reinforced sills – helping to give it a broader spread of abilities than its predecessors. Yet as we've said a hundred times before, a car's true test comes when we get it on UK streets, motorways and rural roads. So can the Roma perform here, as it did in Italy? We've got the keys to a fully loaded, near-£300,000 example to find out. First things first; the switch to a fabric roof – the Roma Spider's forebears all had folding tin tops – gives the car, to our eyes at least, a more elegant profile. Customers can specify an almost endless list of colours for both the body and roof, and can edit everything from the wheels and brake calipers, to the grille and exhaust – even the brand of tyres. Advertisement - Article continues below Skip advert Advertisement - Article continues below View Golf R View GLC View GLC View Sorento Taking a seat inside the Roma's carefully crafted cabin, you've got all the main controls front and centre; the slightly busy steering wheel features the recognisable Ferrari manettino switch, plus the indicators and two sets of touch-sensitive buttons for the digital dashboard. Hold the start-stop button, which also sits on the steering wheel, and the V8 roars into life with a crescendo of revs. Instantly, the engine feels like the centrepiece in a way it perhaps doesn't in a Porsche 911 Turbo – a sense that's only elevated with the roof down. That roof lowers in 13.5 seconds at speeds of up to 37mph, tucking away out of sight within the luggage compartment. It takes up quite a bit of space, but there's still room for a couple of soft bags in the boot – easily enough for a weekend away. Speaking of practicality, while the Roma does have a pair of rear seats – something the latest Aston Martin Vantage Roadster does without – they're all but useless, even for kids. We managed to get a child seat in behind the front passenger, but it meant neither was gifted much in the way of legroom. Removing the chair from its tightly packaged Isofix mounts isn't the work of a minute, either. Advertisement - Article continues below Skip advert Advertisement - Article continues below While that might be solid consumer buying advice, that's not really what this car is about. If you disregard the previous two paragraphs and allow us to continue where we left off, we'll take a moment to elaborate on what a masterpiece that twin-turbo V8 is… Of course, nothing with 612bhp and 760Nm of torque is likely to feel lethargic, but the two turbos completely eliminate any supposed flat spots, and if you let the revs build past 5,500rpm, the engine not only pulls with ferocity, but sounds magnificent in the process, too. As hinted, lowering the lid brings you even closer to that charismatic exhaust note, though naturally, the car isn't as refined as the coupe with the top up. Every Roma comes with an electrically operated wind deflector that covers the rear seats. With that in place and with the windows up, there's surprisingly little buffeting; it's quiet enough that you'll be able to have a conversation at motorway speeds, or listen to the £4,142 premium hi-fi without the volume cranked up to 11. The Roma Spider may be slightly softer than its coupe counterpart – a model which has, incidentally, been removed from sale as the firm preps it for a mid-life update – but that gives the car a welcome compliance on British back roads. It never feels uncomfortable, certainly, and you'd have to be pushing the Roma's dynamic boundaries to feel any flex in the chassis. The steering – a Ferrari trademark – offers a level of feel often missing in this day and age. Likewise, the brakes (carbon ceramics as standard, as on all Ferrari models since 2008) – bring incredible stopping power, without feeling overengineered for road use. While the driving experience is an obvious point of focus, if you drive your Roma little and (not that) often, those who spend more time behind the wheel will want to appreciate the smaller things – such as the plushness of the leather seats, or the responsiveness of the central screen. Unfortunately, we found the former a little firm, and the latter lacking in usability. With the roof down, that central display can be hard to see, and we'd like a more intuitive interface. At least it doesn't try to cram everything into the instrument cluster, like its Purosangue SUV sibling. Model: Ferrari Roma Spider Price: £210,838 Engine: 3.9-litre V8 twin-turbo petrol Power/torque: 612bhp/760Nm Transmission: Eight-speed auto, rear-wheel-drive 0-62mph: 3.4 seconds Top speed: 199mph Economy/CO2: 24.8mpg/258g/km Size (L/W/H): 4,656/1,974/1,306mm On sale: Now Not bothered by MoT advisories? That may be about to change Not bothered by MoT advisories? That may be about to change The number of MoT failures caused by worn tyres is on the rise, and experts are calling for mandatory follow-ups on advisories Mazda MX-5 goes electric: the iconic roadster's radical future Mazda MX-5 goes electric: the iconic roadster's radical future The next Mazda MX-5 roadster is set to be offered as a pure EV, and our exclusive images preview how it could look Car Deal of the Day: 10,000 miles per year in the upgraded Cupra Formentor for only £280 a month Car Deal of the Day: 10,000 miles per year in the upgraded Cupra Formentor for only £280 a month The best-selling coupé-SUV received an extensive facelift last year, and now it's our Deal of the Day for 11 May
Top Gear
12-05-2025
- Automotive
- Top Gear
Buy Aston Martin Vantage Roadster Price, PPC or HP
Prices start at £175,000 – a £10k lift from the coupe. As tested, the one in our images was a shade over £240,000. That's a £15,000 paint job you're looking at. Carbon ceramic brakes ought to be standard in our opinion – nope, a £10k extra. The B&O hi-fi is almost £7,000 and you can add a semi-detached house's worth of carbon fibre if you're not careful. The Roadster isn't short of rivals. AMG SL, Roma Spider, Maserati GranCabrio, Porsche 911 Turbo S Cabriolet… there's a huge amount of talent in the circa-£200k super-sports drop-top arena.
Business Mayor
12-05-2025
- Automotive
- Business Mayor
Aston Martin Vantage Roadster
Eyebrows were raised when an Aston Martin engineer, speaking at the Austrian launch of the new Roadster, suggested the spring and damper rates had been carried over wholesale from the coupé unaltered. For something without a proper carbonfibre tub, this would be irregular. When you lop the top off a coupé, the body often then needs to be dramatically strengthened, adding heft to a car whose axles are already no longer singing in perfect unison because torsional stiffness has plummeted. Custom suspension rates are devised to claw back some precision and cohesion – or at least enhance the perception of those attributes. As it happens, the Vantage Roadster's rear dampers do run recalibrated software, but the change compared with the coupé is minimal and the front axle hasn't received any attention at all. So is this conversion a rush job? Budgets biting, perhaps? Nope. The Roadster simply doesn't need special treatment, apparently. So meagre is the weight gain over the coupé and so stiff is the aluminium chassis (thanks in part to the fact it was developed from the outset with both derivatives in mind) that from a dynamic standpoint the coupé and convertible are essentially the same. Given how keen and fun-loving the coupé is, that will be music to the ears of those in the market for a rip-snorting drop-top that really handles. Here's another surprising stat: 6.8sec. Not the 0-62mph time, thankfully. Rather the time taken for the 'Z-fold' fabric roof to arc through its full scope in either direction. It really is a rapid bit of mechanical choreography. The Porsche 911 Cabriolet needs 12sec and Ferrari's Roma Spider a little longer still. READ SOURCE
