It’s not only Cleanly designed V6 twin-turbo hybrid powertrain Admittedly, however, the Ferrari 296 GTB turns out to be such an excellent driver, which is a big part of the magic.
It’s much about the inherent agility and responsiveness of the car, which elevates it to a whole new level in the super sports car category.
At the recent international launch event in Andalusia, Spain, which involved several hours behind the wheel in mixed conditions including pouring rain, twisting semi-wet mountain roads and speeding. car altitude, I don’t think anyone in the global press. The Corps expected the first Ferrari-branded V6 to be finished like this right out of the box, and the sound wasn’t as good.
For those who may not have read it yet our review, these numbers are completely off the charts, even for the twin-turbo V8, let alone the exclusive, rear-wheel-drive hybrid V6. Peak power is 610kW with the red line marked at 8500rpm, while the torque curve is flat at 740Nm.
It’s enough to launch the 296 GTB from a standstill to 100km/h in 2.9 seconds and to 200km/h in 7.3 seconds, through an eight-speed dual-clutch transmission, E-Diff and MGU-K sourced from F1 (Engine Generator Set, Engine) is mounted between the engine and the actuator.
And, for the record, the center of gravity is lowered by 10mm and the power-to-weight ratio is 1.77kg per hp (221cv/l), which is a record in power output for its class.
All thanks to the 296 GTB’s hybrid architecture. When the engine reaches maximum capacity, the electric motor helps to generate more power that can be transmitted to the ground through the car’s standard Michelin Pilot Sport 4S tires (Cup 2 R if you choose the Assetto Fiorano package). ).
At low revs, the electric motor effectively eliminates any turbo hysteresis effects – completely and completely according to our proven test-drives – and from anywhere throughout the rev range old.
As on the SF90 Stradale with an average price, there are two selectors on the steering wheel. Manettino switches for dynamics and eManettino for mix management on four separate modes; eDrive, Hybrid, Performance and Qualify.
eDrive allows for all-electric drive when the engine is off. In Hybrid drive mode, the electric and hybrid powertrains are combined for maximum efficiency, while in Performance mode the car can maintain repeatable lap performance on track and off road. .
Switching to Qualified mode unleashes full performance in a round but with minimal reproducibility. It also exhibits a significantly higher level of acceleration than the other modes and reduces response time by 15%.
The vehicle’s agility and responsiveness depend on a multitude of engineering calculations and ingenuity, including the short wheelbase and the dynamic controls fitted to the vehicle.
That’s the compactness of the 296 GTB with a wheelbase of just 2600mm, 50mm less than the F8 Tributo, which makes for ‘unprecedented agility’ according to Ferrari.
The new wire-brake system is aided by Ferrari’s ABS-Evo technology, which reduces pedal travel to an absolute minimum, without impairing pedal feel or stopping power at the limit. The result is a reduction in stopping distance from 200-0km/h to just 107 meters – 8.8% improvement and 24% better repeated braking efficiency over the same speed.
What’s more, the innovative ABS control module integrated with the new 6w-CDS sensor enhances rear tire grip at very high speeds, allowing delayed braking while eliminating wheel slip – even if the driver brakes hard and makes a late turn.
Combined with the ABS-Evo is the ‘grip estimator’ located within the SSC (Side Slip Control), which also has a second device that measures the electric power steering angle at the same time. So, by gathering information from the EPS and cross-referencing it with the estimated lateral slip angle from the SSC, the system can estimate the tire’s grip at every driving movement.
According to Ferrari, “it ensures that the controls intervene precisely based on traction conditions, while on the track it is estimated that grip is 35% faster than in previous applications.”
Ferrari also makes use of all the stops on the 296 GTB with advanced aerodynamic solutions, where function plays an important role in the car’s overall design as well as its accessibility to those daily driving.
The car generates a remarkable 360kg total downforce at 250km/h thanks in part to an active rear spoiler that is hidden in the rear bodywork when it’s not needed.
The front, integrated into the front splitter, is what Ferrari engineers call the ‘Tea Tray’. It’s an aerodynamic device inspired by Ferrari’s GT-Series cars. Overpressure is created naturally in the area above the Tea Tray, which is also a result of the rear baffle and front bumper, which are fully vented towards the bottom of the vehicle.
Then there are the fully concealed front air intakes that are seamlessly integrated into the headlight assembly including the DRL. It supplies fresh air to the ductwork to the brake calipers to cool the front brake.
The shape of the 296 GTB clearly shows that the cabin is positioned midway between the axles with a perfectly vertical rear screen for excellent rear visibility for the driver. At the top, there’s more temperament to play with the rear line directing airflow under the hood, thus generating more downforce on the rear axle as well as improving heat management for its mid-engined .
Traction is effectively managed through the 296 GTB’s rear diffuser, and the center channel is generally not recessed like most treatments. Instead, there’s a bend in the middle that helps direct the air flow in the direction of the car’s movement, thereby reducing drag.
More downforce is generated through the central front area of the chassis to bring the maximum pressure point lower than the road surface, amplifying downforce forward for more confident grip ahead when cornering.
And finally, the inspiring sound of the turbocharged V6 engine, which Ferrari engineers dubbed the “Piccolo V12”. The problem is like this. You don’t have to drive fast or hit the rev limit to enjoy the 296 GTB.
Even at low revs, from inside the cabin you’ll hear the same harmonic order as a naturally aspirated Ferrari V12, thanks to a complete redesign of the patented ‘Hot Pipe’ system. car company’s invention.
It effectively removes engine noise from the exhaust gas treatment system including the intake air. There’s no better engine noise than from a mid-mounted V6 or any other turbocharged six.