Ferrari Portofino M

The Portofino sharpened

The Portofino M replaced the original Portofino in 2020 and was built through 2023. The M revision is substantial rather than cosmetic. Power from the 3,855 cc twin-turbocharged V8 rises to 612 bhp and 760 Nm through new cam profiles and the addition of a turbo speed sensor, and the seven-speed gearbox of the original gives way to an 8-speed dual-clutch unit with a 20 percent smaller clutch module and a claimed 35 percent improvement in torque delivery. A five-position Manettino adds a Race setting. Ferrari quotes 3.45 seconds to 100 km/h and 320 km/h, with rear-wheel drive. The Roma, covered in a separate guide, took over this position in the range when production ended.

We have not driven this model for this article. This desk-researched ownership guide relies on Ferrari's official Portofino M page, the PistonHeads used buying guide for the Portofino that extends to the M, and the DVSA vehicle recall service. The PistonHeads article is a general guide for the model family, so its observations are inspection prompts rather than predictions about the individual car.

Engine, gearbox and exhaust

The F154-family V8 in the M specification is a well-understood engine in architecture, and the changes over the standard Portofino are aimed at response rather than outright transformation. The exhaust was revised with oval bypass valves and no rear silencers, sharpening the sound character. Check for clean turbo operation under load, absence of oil weep around the manifolds, and a documented service history using the correct oil specification. The eight-speed gearbox should engage cleanly from cold and show no shudder at parking speeds; early software refinements mean it is worth confirming the transmission control unit is at the current level.

Roof, body and interior

The folding hard top opens or closes in around 14 seconds and can be operated on the move, which suits the car's grand-touring brief. Cycle it several times, cold and warm, watching for even movement and listening for hydraulic strain. Inspect the header rail and side-glass seals for compression set, and check the stowage compartment for water staining. The rear seats are occasional in practice but carry Isofix mounts, which matters for buyers with small children. The 10.2-inch display and its software are shared with much of the Ferrari range; confirm that smartphone integration functions as expected, since PistonHeads noted long-term flakiness in Android Auto connections on the family.

Check the tyres for the shoulder wear that follows enthusiastic use, and confirm the date codes, because a car that has sat will need fresh rubber regardless of tread. Carbon-ceramic brakes are standard; measure the discs and pads and confirm the wear-monitoring software is current. A Portofino M with complete books, a used trickle charger in the boot and a roof that cycles smoothly is the correct baseline; anything less is the seller's negotiating problem, not the buyer's.

Electrical and ownership realities

PistonHeads' broad finding on the Portofino family is encouraging: no single dominant mechanical complaint emerged in its research. The caveats are the universal ones for a modern complex convertible. Battery condition matters greatly, because a Ferrari that sits between short trips will drain a conventional battery and throw warnings; a trickle charger used through the dedicated socket is close to essential equipment, and its presence or absence tells you how the car was kept. Seats with magnesium frames are light but can show wear on the bolsters, so inspect closely. The airscarf-style neck heaters were an option and are worth verifying where fitted.

Run the registration through the DVSA recall service and confirm every campaign is complete with paperwork. Check the air conditioning thoroughly, since a convertible's climate system works hard and compressor issues are expensive at the dealer level.

The M over the original, and the Roma question

Choosing an M over an original Portofino is easy to justify on the hardware list alone: the eight ratios of the 8-speed gearbox keep the engine in its strongest range more of the time, the extra power is noticeable in the mid-range rather than just on paper, and the Race setting on the Manettino sharpens the car's responses to feel closer to Ferrari's sports cars. The harder question is the Roma, which replaced the Portofino M and is the more polished design. The Portofino M counters with its folding metal roof, rear seats that take child seats through Isofix, and a price below the Roma's on the used market. For an owner who values the hard-top security and occasional rear accommodation, the Portofino M remains the rational pick in the range.

Warranty, servicing and buying order

When new, the Portofino M carried a four-year warranty with Ferrari's seven-year free routine-servicing programme attached to the car, covering annual or mileage-based maintenance at the main agent. Confirm what remains on the individual example and whether an extended Ferrari warranty is in force; on a car of this complexity, transferable cover materially changes the first years of running costs. Match every invoice to the recorded mileages and confirm the roof mechanism has been lubricated on schedule.

We have not driven this model for this article. No present valuation, investment assurance or universal failure rate is offered. The Portofino M's value as an ownership proposition is that it is the most usable modern Ferrari 2+2, with genuine daily range and a powertrain that is strong and well understood, at the cost of vigilance over electronics and storage discipline. Buy on roof condition, battery care evidence, software currency and service continuity, not on the badge alone.