The Prancing Horse Reimagined: Ferrari 296 GTB – A Hybrid Masterclass Setting the Bar for Supercar Evolution
For a decade, I’ve navigated the exhilarating, often brutal, landscape of high-performance
automotive engineering. I’ve witnessed firsthand the relentless pursuit of power, the seismic shifts in technology, and the unwavering passion that defines the supercar segment. In this ever-evolving arena, certain vehicles don’t just arrive; they arrive with the force of a declaration, signaling a new era. The Ferrari 296 GTB, a car that has graced our roads for a couple of years now, is precisely one such machine. Even with formidable rivals like the 903 bhp, 10,000 rpm Lamborghini Temerario looming on the horizon, the 296 GTB continues to astonish, a testament to its groundbreaking design and engineering prowess.
The very foundation of Ferrari’s mid-engined supercar formula was shaken with the advent of the 296 GTB in 2022. In a bold departure from the celebrated, multi-award-winning twin-turbo V8, Maranello opted for a completely new twin-turbocharged V6, meticulously augmented by an electric motor. This audacious move positioned the 296 GTB at the vanguard of a premium supercar segment that was, and largely still is, navigating the intricate transition to electrified powertrains.
At its launch, the 296 GTB’s most direct competitor was the Lamborghini Huracán, a machine celebrated for its naturally aspirated V10 symphony and raw acoustic drama. While the Huracán offered a visceral, albeit less potent, naturally aspirated experience, the Ferrari countered with a potent hybrid powertrain. The landscape has since been further intensified by the McLaren 720S, a car that championed the twin-turbo V8 philosophy with an emphasis on power-to-weight dominance. Now, with the 750S building upon that legacy, Lamborghini’s answer, the 903 bhp, 10,000 rpm twin-turbo V8 hybrid Temerario, represents a direct, audacious challenge to Ferrari’s 819 bhp hybridised Berlinetta.
Make no mistake, the 296 GTB possesses truly formidable firepower. Its all-new, 120-degree, twin-turbocharged V6, when paired with its electric motor, unleashes a combined output of 819 bhp, driving the rear wheels exclusively – a departure from the all-wheel-drive sophistication of the SF90. This configuration didn’t just push boundaries; it shattered them, fundamentally redefining supercar conventions.
It’s easy to become fixated on such astonishing power figures, leading one to ponder the ultimate limits of this escalating performance race – and, perhaps more pragmatically, where such prodigious power can be safely and legally unleashed. But that’s a discussion for another time. The 296 GTB’s significance extends far beyond its headline power output. It proudly holds the distinction of being Ferrari’s first production road car to feature a V6 engine (the exquisite 246 GT Dino, while a V6, never bore the iconic Prancing Horse emblem in its era). Furthermore, it pioneers the “hot-vee” turbocharger arrangement and incorporates a plug-in hybrid system, offering an electric-only range of approximately 15 miles. This compact V6 is nestled low within a bespoke aluminum chassis, featuring a wheelbase that’s been reduced by 50mm compared to its V8 predecessors, subtly repositioning occupants slightly further forward for an even more connected driving experience.
The electric motor alone contributes a potent 165 bhp and 232 lb-ft of torque, while the V6 engine independently delivers a remarkable 654 bhp and 546 lb-ft. The synergy of these two powerplants culminates in the headline 819 bhp figure. Ferrari wisely abstains from quoting a combined peak torque figure, likely due to the complex interplay between the engine and electric motor, but it’s safe to assume the resultant torque is nothing short of monumental. Crucially, this V6 unit is approximately 30kg lighter than a comparable Ferrari V8, seamlessly integrated with an eight-speed dual-clutch transmission. The battery pack, a sleek, oblong structure, is ingeniously housed behind the seats, contributing to the car’s optimal weight distribution.
No modern Ferrari would be complete without an arsenal of sophisticated electronic chassis management systems, and the 296 GTB is no exception. Ferrari’s engineers have developed a groundbreaking six-axis sensor, dubbed the 6w-CDS (Chassis Dynamic Sensor), capable of measuring acceleration and rotational velocity across the X, Y, and Z planes. This advanced sensor replaces traditional yaw rate sensors and, in conjunction with a sensor on the steering rack, provides the car with an unparalleled understanding of driver intent and real-time grip levels at the tire contact patch. This data is then fed into systems like Side Slip Control and the active Electronic Differential, working in concert to maximize cornering speeds while preserving unwavering stability and security. It also enables a new, aptly named ABS-evo system, active in RACE mode and above. This innovative system, leveraging the 296’s brake-by-wire technology, not only reduces braking distances but also enhances braking performance during trail-braking maneuvers into corners, a sophisticated dance that allows for incredible control and agility.
For the first time in its history, Ferrari is employing its active aerodynamics not to minimize drag, but to actively generate downforce. The manufacturer quotes a substantial figure of 360kg of downforce at 155 mph, with a significant portion – up to 100kg – attributed to the deployable rear wing. The car’s aerodynamic efficiency is a masterclass in integrated design. Twin radiators in the front fascia manage engine and gearbox cooling, supplemented by two condensers dedicated to battery thermal management. Hot air is expelled discreetly underneath the car, ensuring it doesn’t disrupt the airflow directed to the intercoolers along the flanks. The subtle apertures beneath the headlamps are ingeniously designed to draw in air for brake cooling. At the rear, a roofline-integrated wing functions as a ‘virtual’ rear screen, channeling air precisely to the car’s tail as if guided by a sculpted surface. The majority of the 296’s downforce is generated from beneath the car, where meticulous attention has been paid to not only the air channeling and the rear diffuser but also to the critical underbody ground clearance, optimizing the effectiveness of these downforce-generating surfaces.
The 296 GTBs we experienced on track during their debut were all equipped with the optional Assetto Fiorano package. This performance-oriented upgrade swaps the standard dampers for race-derived Multimatic units, mirroring those found in GT racing applications. It also incorporates additional carbon fiber aerodynamic elements on the front end, contributing an extra 20kg of front-downforce. Further weight savings are achieved through the increased use of carbon fiber within the cabin, such as on the door panels, and on the exterior. This package offers an overall weight reduction of 12kg, which can be extended to 15kg with the optional Lexan rear engine cover. For those seeking the ultimate track-focused performance, the Assetto Fiorano package also allows for the specification of Michelin Pilot Sport Cup 2 R tires, replacing the already highly capable standard Pilot Sport 4S. Adding a touch of historical flair, Fiorano-spec cars can be adorned with an exterior graphics package inspired by the iconic 250LM of the 1960s. Visually, the 296 GTB is a masterpiece. Having spent considerable time with it, I can attest that it is a truly beautiful machine, possessing a unique aesthetic that draws subtle inspiration from the 1960s 250LM, even without the more divisive graphic treatments.
Initiating the drive is as simple as a double-press on the lower section of the steering wheel boss, followed by selecting first gear. The 296 GTB defaults to Hybrid mode, enabling it to pull away on electric power alone. Unless driver-selected modes on the steering wheel’s haptic interface dictate otherwise, and provided throttle inputs remain judicious, the car will continue its silent progress on pure electric power, assuming sufficient battery charge. Drivers can also explicitly select ‘e-drive’ mode, overriding powertrain demands, or choose from Performance and Qualifying modes. In these modes, both power sources work in tandem. Performance mode aims to maintain battery charge while delivering exhilarating power, whereas Qualifying mode unleashes the full, uncompromised performance potential, irrespective of the battery’s state of charge.
The experience of gliding silently through scenic routes is an unexpectedly serene pleasure. The damping sophistication is remarkable, transforming the 296 into a surprisingly comfortable chariot for long journeys. Even the luggage capacity in the front ‘frunk’ is commendably practical, a welcome contrast to the SF90. But for enthusiasts like myself, the true question lies in the visceral sensation of unleashing both the V6 and electric motor in their full glory.
The answer is profoundly exhilarating. A brisk throttle application at low revs in a higher gear elicits an immediate, startling surge forward, with virtually no discernable lag. It’s a level of responsiveness that makes you momentarily question the necessity of gear changes, such is the sheer potency. Yet, the eight gears are there to be exploited, and the engine itself revs to a heady 8500 rpm. When you truly uncork the 296 GTB, the effect is nothing short of astonishing. The acceleration figures—0-62 mph in a fleeting 2.9 seconds and a top speed nudging 205 mph—paint a picture of relentless, spine-tingling pace, bordering on the intense yet undeniably addictive. This is a seriously rapid automobile, and its soundtrack is equally captivating. The V6’s tuneful rasp is beautifully interwoven with evocative turbocharger sounds, creating a sonic tapestry that is both thrilling and refined.
What truly elevates the 296 GTB is its chassis responsiveness. Ferrari’s claim of making this car ‘fun to drive’ is not mere marketing hyperbole; it’s a tangible reality. The car feels exceptionally agile without ever becoming nervous. The steering is, as expected from Ferrari, light and incredibly quick, yet it also conveys a remarkable level of road feel and detail. Grip levels are, predictably, sky-high, but what sets the 296 apart is its throttle adjustability. The ability to subtly alter its attitude mid-corner with minute throttle inputs is a sensation that invariably elicits a wide grin.
Despite its dry weight of 1470kg, the 296 GTB feels significantly lighter. There’s an inherent lack of inertia that encourages an intuitive connection with the driver, rewarding small, precise inputs and reveling in its accuracy. The CT Off (Control for Traction Off) mode provides a remarkable degree of freedom, accompanied by the reassuring knowledge that an extraordinarily intelligent electronic brain is still overseeing your actions. Even with all electronic aids disengaged, the 296’s inherent balance allows it to be coaxed into predictable, controllable oversteer, a feat one might not expect from a car producing 819 bhp.
On the circuit, the 296 GTB has the uncanny ability to make even lengthy straights feel shorter. Its sharp, surgical precision becomes immediately apparent. While the power is readily available to break rear traction at numerous points around the track, the 296 is also acutely sensitive to braking and steering inputs. It quickly becomes apparent that precision in control inputs yields the greatest rewards. The turn-in accuracy and responsiveness are phenomenal, dramatically shortening the entry phase into every corner. Instead of easing into turns and gradually building load, the 296 settles instantly, aided by its Multimatic dampers. The hyper-quick steering perfectly complements the enhanced roll support of the Assetto Fiorano setup. Even for drivers accustomed to more mature sports cars, the sheer speed, precision, and agility of the 296 GTB are simply phenomenal, offering a joyous, lap-after-lap experience.
The interior architecture will feel familiar to anyone who has experienced the SF90 Stradale. The 296 GTB borrows heavily from its elder sibling, featuring a fully digital interface and an array of haptic switchgear. These controls are liberally applied to the steering wheel and traditional Ferrari stalk pods flanking it. While undeniably complex, it’s important to acknowledge the sheer volume of information and functions being managed. The primary frustration lies in the occasional need for a second press for simple operations to register, or the ambiguity of whether a press has been successful. Nevertheless, the cabin exudes an undeniable sense of occasion and exclusivity.
The 2022 evo Car of the Year verdict offered a compelling perspective: “Now it gets serious. When the scores were tallied, there wasn’t even the road tester’s legendary fag paper between the Artura and 296 GTB. The judges were perfectly split too: three of us narrowly preferred the Ferrari to the McLaren; three scored the Macca ahead by a whisker.”
Those favoring the 296 GTB, including myself, found it to be a “spectacular car… Beautiful to look at, outrageously fast, amazingly exploitable and so technically clever. Its V6 shows McLaren how to downsize but turn up the drama, and it matches the Artura in terms of sheer control but feels a bit more playful and indulgent.”
Another judge declared it “the first genuinely beautiful Ferrari since the F355,” a sentiment echoed by many. The hybrid system was lauded for its seamless integration, surprisingly not altering the driving experience as much as initially feared, perhaps due to prior familiarity with the torquey characteristics of turbocharged V8s. The 296 is described as “stonkingly quick, but doesn’t rely solely on speed thanks to the character of the V6, which has a soundtrack that’s always sweet and changes with throttle opening.”
While the Ferrari’s hybridisation garnered widespread praise for its seamless integration, a notable incident occurred where the car was left stranded after the battery depleted, with no apparent means of recovery. Ferrari had indeed cautioned about this possibility and provided guidance on prevention. However, it remains conceivable that an owner could encounter a similar predicament. As one reviewer noted, “that the company who introduced individual rear-wheel steering to its cars can’t engineer a simple fail-safe to prevent this happening is a huge oversight.” Fortunately, this occurred after the scoring was finalized.
Ferrari’s signature super-quick steering divided opinion, and the brake feel didn’t quite match the very best in the group. The tech interface also faced criticism for its excessive complexity. Despite these points, the 296 was described as “irresistibly seductive.” One judge, initially skeptical of its complexity and perceived “gratuitous points of difference,” found themselves “somewhat bewitched: the spooky way it changes direction; its amazing damping and looney-tunes levels of grip; the linearity of seemingly never-ending power…”
The overall sentiment was that the 296 represented a “real return to form for Ferrari, after the SF90 left us cold last year.” Its technical sophistication and the integration of its hybrid technology felt “much more natural, and far less intrusive.” The consensus was that Ferrari had learned valuable lessons from the SF90 and distilled them into a series-production model that stands as one of its very best.
The potential risk with any vehicle so heavily laden with cutting-edge technology is that it might become less than the sum of its parts. This was a sentiment echoed in our experience with the SF90, which, while dazzling in its power output, could be unnerving due to its challenging driving characteristics.
However, the 296 GTB is a different proposition entirely. As demonstrated at the 2022 evo Car of the Year awards, where it secured joint third place alongside the McLaren Artura, it feels far more organic. Its masterful blend of raw power and engaging dynamics strikes a perfect chord, effectively redefining what a £250,000-ish supercar can and should be. Whispers of a Versione Speciale variant, codenamed for this year, promise even greater power, performance, and intensity. The critical hope is that the standard 296’s remarkably natural feel is preserved.
It is precisely this aspect – the organic, intuitive driving experience – that we fervently hope Lamborghini has prioritized in the development of its hybrid Temerario supercar. Over 900 bhp is an obscene amount of power to contend with in a series-production supercar, and if the rest of the car isn’t meticulously engineered to complement it, that power can become detrimental. If Lamborghini has indeed mastered this delicate balance – and the brilliance of the Revuelto offers substantial reason for optimism – then we are on the cusp of an epic twin-test, potentially featuring two automotive titans vying for supremacy.
Or, we could elevate the stakes further and pit a 2400 bhp trio against each other, incorporating the McLaren 750S. Absurdly, this now seems like the ‘minnow’ of the class with a comparatively modest 740 bhp. However, the McLaren brings a remarkably lithe 1389kg kerb weight to the table, offering a competitive power-to-weight ratio. The McLaren’s raw engagement, ergonomic excellence, crisp steering, and deft chassis control set it apart, providing a more immediate and connected experience compared to the sometimes more remote feel of the Ferrari.
For those seeking to experience this revolutionary fusion of cutting-edge hybrid technology and unadulterated driving pleasure, reaching out to your nearest authorized Ferrari dealership for a private consultation and a test drive of the 2025 Ferrari 296 GTB is the essential next step. Discover firsthand how this remarkable supercar is reshaping the future of automotive performance.
