The 296 GTB’s V6 hybrid architecture has been a standard-bearer in the rarefied atmosphere of top-tier supercars for several years now. Its capabilities remain staggering, even as the landscape matures, particularly with Lamborghini’s 903bhp, 10,000rpm Temerario looming on the horizon.
The transition of Ferrari’s mid-engined supercar to the 296 GTB in 2022 represented a seismic shift in design philosophy. The departure from the multi-award-winning twin-turbo V8 to this new V6 hybrid powerplant repositioned the 296 at the forefront of a segment that has only recently begun to fully embrace hybridization.
At its launch, the 296 GTB was met by the familiar force of the Lamborghini Huracán, an icon of naturally-aspirated V10 enthusiasm. While the Huracán was a benchmark in its heyday, defined by a charismatic V10 soundtrack and raw, analogue driving engagement, the automotive landscape had been irrevocably altered by McLaren’s own twin-turbo V8, the 720S. Although the McLaren 750S evolved from this existing framework, prioritizing power-to-weight supremacy, the 903bhp, 10,000rpm twin-turbo V8 hybrid Temerario marks Lamborghini’s most direct challenge to Maranello’s 819bhp electrified Berlinetta.
The sheer firepower of the Ferrari 296 GTB is undeniable. Its revolutionary 120-degree twin-turbocharged V6, augmented by an electric motor driving only the rear wheels—a distinct departure from the hybrid architecture of the SF90 Stradale—delivered a headline figure of 819bhp, effectively shattering supercar conventions.
While the headline 819bhp figure commands attention, it inevitably leads to contemplation about the trajectory of this power escalation and the practical limits of its application. However, these are secondary questions when faced with such an immediate and visceral performance package.
The 296 GTB holds a unique place in Ferrari’s history as the marque’s first V6-powered road car—a distinction that excludes the delightful 246 GT Dino, which never wore the official Prancing Horse badge during its production era. It is also the first Ferrari to feature a ‘hot-vee’ turbocharger installation and is a plug-in hybrid, offering an EV-only driving range of approximately 15 miles. The compact V6 is positioned low in a cutting-edge aluminum chassis, and the wheelbase has been reduced by 50mm compared to previous V8-engined models, with the driver and passenger sitting slightly further forward.
The electrical component contributes a potent 165bhp and 232lb ft of torque, while the V6 itself generates a remarkable 654bhp and 546lb ft. Ferrari opts not to publish a combined peak torque figure, presumably due to the complexities of how the engine and electric motor collaborate, though it is safe to assume that the net output is substantial. Overall, the V6 engine is approximately 30kg lighter than Ferrari’s V8 offerings and is paired with an eight-speed dual-clutch transmission. The battery pack, a long, rectangular structure, resides directly behind the seats.
A modern Ferrari would be incomplete without its signature suite of advanced electronic chassis management systems. For the 296 GTB, Ferrari has engineered a six-axis sensor system known as 6w-CDS, capable of measuring acceleration and angular velocity across the X, Y, and Z axes simultaneously.
This system replaces the traditional yaw sensor and, when paired with a sensor mounted on the steering rack, allows the car to not only monitor driver inputs but also assess real-time grip levels at the tire contact patches. This data is used to optimize systems such as Side Slip Control (SSC) and the active E-Diff, maximizing cornering speeds while maintaining uncompromising stability and driver security. The 6w-CDS also enables a new braking system, ABS-evo, which in RACE mode and above, leverages the car’s brake-by-wire technology to shorten braking distances and enhance stability during trail braking—the critical phase of reducing speed while turning into a corner.
For the first time in its production history, Ferrari has implemented active aerodynamics not to reduce drag, but to generate downforce. The manufacturer claims a total of 360kg of downforce at 155 mph, approximately 100kg of which is produced by a deployable rear wing integrated into the bodywork.
The 296 GTB features two radiators in the front for engine and gearbox cooling, supplemented by two condensers dedicated to battery thermal management. Exhaust gases are expelled downward to prevent interference with the airflow directed into the intercoolers located along the car’s flanks. The subtle apertures positioned below the headlights are designed to draw in air for brake cooling, while the aerodynamic profile integrated into the roofline serves as a ‘virtual’ rear screen, effectively guiding airflow towards the rear of the vehicle.
The majority of the 296’s downforce is generated from the underbody. Engineers paid meticulous attention to the chassis design, not only optimizing the channeling of air and the effectiveness of the rear diffuser but also controlling the ride height to maximize the aerodynamic performance of the underbody surfaces.
During our brief track session at the launch, the 296 models we drove were all equipped with the Assetto Fiorano package. This upgrade replaces the standard dampers with Multimatic units developed for GT racing and adds further carbon aerodynamic enhancements to the nose, increasing front downforce by 20kg.
Additional carbon fiber elements are incorporated throughout the cabin (including the door panels) and exterior, resulting in an overall weight reduction of 12kg, which increases to 15kg if the optional Lexan rear engine cover is specified. For cars optioned with the Fiorano package, Michelin Pilot Sport Cup 2 R tires are available as an upgrade from the standard Pilot Sport 4S tires. Fiorano specifications can also be ordered with an exterior graphics package inspired by the iconic 250LM of the 1960s.
Having spent extensive time with the 296 ‘in the metal,’ we can confidently state that it is a profoundly beautiful vehicle—a departure from anything else on the road, and visually echoing the 250LM of the 1960s, even without the polarizing graphics package.
Performance and Acceleration Dynamics
Getting underway in the 296 GTB is a simple process: a double press on the lower section of the steering wheel hub, followed by engaging first gear. The car defaults to Hybrid mode, allowing it to move away using electric power alone unless explicitly instructed otherwise via the haptic driver mode controls on the left side of the steering wheel hub. Provided the throttle input is measured, the car will remain in electric mode, contingent on the battery’s charge level.
Drivers can also select a full EV mode, irrespective of the demands placed on the powertrain, or opt for Performance and Qualifying modes. These modes engage both power sources: Performance mode balances responsiveness with the goal of maintaining battery charge, while Qualifying mode prioritizes ultimate performance, disregarding the battery state.
Gliding quietly through urban environments is a surprisingly pleasant experience, and the damping technology is so refined that the car proves to be a comfortable distance cruiser. There is even a usable luggage compartment in the ‘frunk’ up front, contrasting sharply with the SF90. However, what truly captures our interest is the sensation of the car when both engine and electric motor are operating at their peak.
The response at low revs in a high gear is telling: the 296 surges forward with virtually no lag, making one question the necessity of gears, such is the immediacy of the power delivery. Nevertheless, there are eight gears at your disposal, and the engine revs to 8,500 rpm. When the 296 is fully unleashed, the effect is nothing short of astonishing.
As the figures confirm, the rate of acceleration borders on the extreme, inducing an exhilarating, nervous laughter, verging on discomfort, yet oddly addictive. This is a seriously rapid machine. The acoustics are equally compelling, with distinct turbocharger sound effects weaving through the harmonious V6 rasp.
Ride Quality and Chassis Agility
What distinguishes the 296 GTB is the extraordinary responsiveness of its chassis, reinforcing Ferrari’s claim that the car was engineered to be ‘fun to drive.’ It exhibits superb agility without ever feeling nervous; the steering is characteristically light and quick, but also rich in feedback. While grip levels are naturally high, the car’s throttle-adjustable nature is such that it inspires confidence and confidence and elicits constant smiles.
Despite its dry weight of 1,470kg, the 296 GTB feels significantly lighter. There is a distinct lack of inertia throughout the vehicle, encouraging driver engagement, precise inputs, and a revelry in the car’s accuracy. The CT Off mode allows drivers to explore the car’s limits with the reassuring presence of an electronic safety net, but even with all systems deactivated, the 296’s inherent balance allows it to be pushed into oversteer in a manner one would never expect from a car producing 819bhp.
On the track, the 296 GTB has the capacity to condense even the longest start-finish straight. What becomes even clearer is how sharp and precise it is as a driving instrument. The power is sufficient to break traction at the rear at numerous points around the circuit, yet the 296 is also highly sensitive to braking and steering inputs. Drivers quickly learn that precision with the controls
