It’s the perfect Ferrari for those who want a fast and elegant, refined and luxuriously equipped 21st century gran turismo they can drive 24/7.

The Ferrari Portofino is a two-door, four-seat convertible available in a single and highly customizable trim level. It’s powered by a twin-turbo 3.9-liter V8 (591 horsepower, 560 lb-ft of torque) and a seven-speed dual-clutch automatic transmission. It is only available with rear-wheel drive.

Along with robust power output, the 3.9-liter V8 comes with a feature called Variable Boost Management that builds acceleration more progressively by increasing torque output, depending on the gear and engine speed.

A three-setting drive mode selector engages a suite of electronic controls underneath the vehicle, including the differential and traction and stability control systems, ensuring confident and sure-footed handling.

The highway cruising range to 460 miles, the 2 extra inches of rear-seat legroom (from its predecessor), and the fact the retractable hardtop can now be raised and lowered at speeds of up to 25 mph make it smart and versatile.

10.3-inch infotainment interface at the center of the dash and the mini-screen that offers the passenger views of performance data, navigation status, and entertainment information. Combining leather, carbon fiber, and aluminum finishes, it looks and feels plush, albeit with techy overtones.

Other standard features include 20-inch wheels, carbon-ceramic brake rotors, power-adjustable seats, a digital gauge cluster, and a 10.2-inch touchscreen entertainment system. Like all Ferraris, the Portofino offers extensive personalization options, from colors to trim, stitching and materials. Notable optional features include forged 20-inch wheels, run-flat tires, 12-speaker stereo, Apple CarPlay, and 18-way power-adjustable and heated front seats.

An available 7-inch touchscreen sits ahead of the passenger and displays entertainment, navigation and vehicle information. And an optional adaptive suspension, called MagneRide, offers both a smoother ride and sportier handling.

Available safety and assistance features include a backup camera, front and rear parking cameras, adaptive headlights that adjust with vehicle speed and steering input, and, appropriately, a fire extinguisher.

In 14 seconds, the Portofino’s roof tucks neatly under the trunk panel, revealing one of the most exquisite cabins of any roadster on sale. Brushed metal accents are used for the round air vents, Portofino and Ferrari badges, and console controls.

No one fashions a steering wheel like Ferrari; the shape and intricacy makes any driver feel like part racer, part monarch. The kid in me wants to press every button and flick every toggle (which I do), but the truth of each control is that it has a specific function, ultimately allowing the driver to keep both hands on the wheel at all times. Equally arresting is the gauge cluster, complete with a centered, supersized tachometer (available in a number of hues) and two digital monitors. To the driver’s right is a stepped arrangement for the reverse gear, manual/auto shift selection, and launch control system.

A seven-speed, dual-clutch automatic transmission sends power to the rear wheels, firing the Portofino to 60 mph in 3.2 seconds and on to a top speed of 199 mph.

With the drive mode toggled to Sport, the Portofino issues an initial bellow on throttle tip-in before changing its tune to sonorous wail in the upper rev range. Changing gears via one of the car’s massive carbon fiber paddles is a treat for any tactile individual; with a satisfying “click” and a trigger-like action, the Portofino emits an addictive “fwomp” from the exhaust as the nanosecond shift occurs. Porsche may contend with Ferrari for dual-clutch engineering, but the contest for engagement is easily decided.

In its automatic setting, the Portofino swiftly works between gears and doesn’t hesitate to upshift (even in Sport) unless sufficient throttle input is detected. Moseying about in the city, I’m quick to disengage the start/stop system. Failure to do so results in somewhat rough ignition, and a pause before the dual-clutch is engaged.