Ferrari 296 GTS Review (2022)

As it takes place, they had been suitable to be worried. That turbo unit did certainly sound a very little flat. But now it is long gone, and we know from driving the 296 GTB that Ferrari’s fresh twin-turbo 2.9-litre V6 is genuinely fairly tuneful, its sonic spectrum loaded with increased frequencies. It truly is pure, way too. There are pipes that cleverly channel interesting appears from decide-ups all over the motor bay into the cockpit by way of a collection of valves and resonators but there is practically nothing gentleman-built about any of it. Roofless GTS obligations need to suit this motor properly.

But very first, individuals compromises. Ferrari’s stated intention with the 296 GTS is to replicate the character of the sensationally superior 296 GTB as faithfully as probable. It’s why the double-wishbone suspension in each cars employs accurately the exact same geometry why the EPAS calibration is unchanged and why the damping fees have been tweaked only on account of the Spider’s more 70kg, instead than to give the vehicle any distinct dynamic. That is just one of the drawbacks: 70kg, a lot of it rather superior up in the car’s structure. Rigidity is the other. Nevertheless, when Ferrari would not say how near the GTS will get to matching the GTB, it did assert at the start function a 50% enhancement in comparison with the F8 Spider, which seems quite impressive. As for efficiency, the GTB and GTS are similar: -62mph in 2.9sec, at the very least 205mph flat out. 

No shock, then, that the rear-travel, plug-in hybrid powertrain is also unchanged. That signifies 654bhp comes from the V6 and 164bhp is produced by the slender motor in between the flywheel and the eight-pace dual-clutch gearbox, with its flexible confined-slip differential.

The GTS also employs the GTB’s fiercely intricate digital chassis command centre. This utilizes details from the steering, throttle and e-diff additionally various gyroscopes and sensors to keep the handling as locked down or joyfully adjustable as you like, all in the context of relative security. For civilised slivers of oversteer on the exits of the bends, you may possibly set the powertrain to Overall performance and for chassis have the eManettino (that is the vibrant rotary dial on the steering wheel) in CT Off. For utmost assault at Silverstone, you’d go straight for Race on the eManettino and set the powertrain to Qualifying, which is the only way to get all 819bhp.