The Lamborghini Temerario faces stiff competition: the Ferrari 296 GTB.
In a landscape where even entry-level supercars routinely exceed 900 horsepower, the Ferrari 296 GTB, a mid-engined marvel, remains a groundbreaking achievement even with the arrival of hybrid contenders like the Lamborghini Temerario.
The debut of the 296 GTB marked a seismic shift in the supercar hierarchy. Ferrari retired its multi-award-winning twin-turbo V8 in favor of a brand-new twin-turbo V6 enhanced by electrification. This decisive move positioned the 296 GTB at the forefront of a segment still cautiously embracing hybrid power.
At the time of its launch, the 296 GTB’s primary competitor was the Lamborghini Huracán, with its naturally aspirated V10. While the Huracán lacked comparable horsepower, it compensated with the charisma and raw auditory thrill of its V10 engine, making it a joy in its twilight years. The Huracán also contended with the formidable McLaren 720S, which continued its legacy of twin-turbo V8 performance. Although the McLaren 750S refined an existing formula, emphasizing power-to-weight ratios, the 903-horsepower, 10,000-rpm twin-turbo V8 Lamborghini Temerario represents Lamborghini’s direct challenge to Ferrari’s 819-horsepower hybrid Berlinetta.
It is hard to ignore the sheer power figures, and one might wonder where this power escalation will end (not with the 296, according to Lamborghini) and where such performance could truly be utilized. But that is another discussion.
The 296 GTB is notable as Ferrari’s first V6-powered road car (the exquisite 246 GT Dino never wore the Prancing Horse emblem during its production), the first to feature a ‘hot-vee’ turbocharger arrangement, and a plug-in hybrid with an EV-only range of approximately 15 miles. The compact V6 is mounted low in a new aluminum chassis, with a wheelbase shortened by 50 mm compared to the V8 models, and the occupants sit slightly further forward.
The electric motor delivers 165 horsepower and 232 lb-ft of torque; the V6 alone produces a staggering 654 horsepower and 546 lb-ft. The combined output reaches the headline figure of 819 horsepower, but Ferrari refrains from quoting the combined peak torque, presumably due to the complexities of how the engine and electric motor collaborate, although it is safe to assume it is substantial. Overall, the V6 saves 30 kg over a Ferrari V8 and is mated to an eight-speed dual-clutch gearbox, while the battery pack, a long oblong structure, is located behind the seats.
It wouldn’t be a Ferrari without a suite of acronyms denoting sophisticated electronic chassis systems. For the 296, Ferrari developed a six-axis sensor known as 6w-CDS, capable of measuring both acceleration and rotational speed across the X, Y, and Z planes.
This replaces the conventional yaw sensor and, combined with the sensor mounted on the steering rack, allows the car to understand not only the driver’s intentions but also the grip levels at the tire contact patch. It works in conjunction with systems like Side Slip Control and the active E-Diff to maximize cornering speed without compromising stability. It also enables a new system called ABS-evo (a fitting name) in RACE mode and above, which, via the 296’s brake-by-wire system, shortens braking distances and improves braking performance during trail braking.
For the first time, Ferrari employs its active aerodynamics technology not to reduce drag, but to increase downforce. The company quotes a figure of 360 kg at 155 mph, with the rear wing, which deploys from the rear of the car, contributing up to 100 kg of that total.
There are two radiators in the front for engine and gearbox cooling, plus two additional condensers for battery cooling. Hot air is expelled underneath to prevent interference with the cooling air drawn into the intercoolers along the sides. The small apertures below the headlights draw air to cool the brakes, while the wing integrated at the rear roofline helps create a ‘virtual’ rear screen that channels air to the back of the car as if guided by a surface.
The majority of the 296’s downforce is generated under the car, where particular attention has been paid to channeling airflow and the rear diffuser, as well as the height of the underbody relative to the ground to maximize the effectiveness of the downforce-generating surfaces.
The 296 GTB models we briefly tested on track at the launch were all fitted with the Assetto Fiorano package. This replaces the standard dampers with Multimatic items related to those used in GT racing and adds further carbon aerodynamic devices on the nose that increase front downforce by 20 kg.
There is also more carbon fiber in the cabin (such as the door panels) and on the exterior, contributing to an overall weight saving of 12 kg, which increases to 15 kg if the optional Lexan rear engine cover is specified. A further option for Fiorano cars is the Michelin Pilot Sport Cup 2 R tires, replacing the standard Pilot Sport 4S tires. Fiorano cars can also be ordered with an exterior graphics package inspired by those seen on the 250LM in the 1960s.
Having spent plenty of time with the 296 in the flesh, we find it to be a very beautiful car indeed; quite unlike anything else, and aping the 250LM of the 1960s even without that divisive graphics pack.
Performance and 0-62 mph Time
To get moving, simply press the bottom of the steering wheel boss twice and then engage first gear. The 296 always starts in Hybrid mode, meaning it will move away on electric power alone unless you instruct otherwise via the haptic driver mode ‘buttons’ on the left side of the wheel boss. As long as you don’t apply too much throttle, it will continue on purely electric power (assuming the battery has charge, of course).
You can also select ‘EV’ mode, overriding any throttle input, or choose between Performance and Qualifying modes. In these modes, both power sources work together: the former aims to keep the battery topped up, while the latter delivers ultimate performance, disregarding the battery’s state of charge.
Gliding silently through villages is an unexpected pleasure, and the damping is so sophisticated that it is a surprisingly comfortable way to cover long distances; there is even a reasonable luggage area in the ‘frunk’ up front (unlike the SF90). But what you and I really want to know is what it feels like when both the engine and electric motor are operating at full power?
The clue is evident when you floor the throttle at low revs in a high gear: the 296 simply surges forward with no lag, making you question for a moment why you would bother with gears, given its potency. Still, there are eight gears to play with, and an engine that revs to 8500 rpm. When you truly uncork the 296, the effect is absolutely startling.
As the figures suggest (0-62 mph in 2.9 seconds, top speed of 205 mph), the rate of acceleration is of the “hold on tight/nervous laughter” variety, bordering on uncomfortable, but strangely addictive at the same time. This is a seriously fast car. It sounds good, too, with plenty of turbo sound effects layering the tuneful V6 rasp.
Ride and Handling
What is particularly impressive is how responsive the 296 GTB’s chassis is, and how Ferrari lived up to its promise of making the car ‘fun to drive’. It feels highly agile without being nervous: the steering is characteristically light and quick, but there is also detail here. While the grip levels are very high, as expected, the car is also throttle-adjustable in a way that cannot help but make you grin.
It feels much lighter than its 1470 kg (dry) weight suggests, and there is a lack of inertia in the entire car that encourages you to work with it, making small inputs and reveling in its accuracy and precision. The CT Off mode allows you to take amazing liberties with the reassuring knowledge that an electronic brain far more intelligent than your own is looking after you. Even with everything switched off, the natural balance of the 296 means it can be teased into oversteer in a way you would never expect from a car with 819 horsepower.
On track, the 296 has the ability to shrink even a lengthy start-finish straight, but what becomes even more apparent is how precise it is. The power is available to break rear traction at many points around the lap, but the 296 is also highly sensitive to braking and steering inputs, and you soon learn that being precise with the controls yields the greatest reward.
The incredible turn-in accuracy and response dramatically shortens the entry phase of every corner. Rather than easing the car into turns and allowing the load to build, the 296 takes its line immediately on its Multimatic dampers, the hyper-quick steering perfectly matching the extra roll support of the Assetto Fiorano setup. Even if you have just stepped out of a grown-up sports car, the speed, precision, and agility of the 296 are phenomenal and a joy to experience lap after lap.
Interior
The cabin architecture will be familiar to anyone
