Ferrari 296 GTS Review (2022)

As it comes about, they were being suitable to be concerned. That turbo device did indeed audio a minor flat. But now it’s long gone, and we know from driving the 296 GTB that Ferrari’s fresh twin-turbo 2.9-litre V6 is seriously rather tuneful, its sonic spectrum loaded with better frequencies. It really is normal, much too. There are pipes that cleverly channel captivating seems from pick-ups all-around the engine bay into the cockpit via a series of valves and resonators but there is nothing man-produced about any of it. Roofless GTS duties must suit this engine very well.

But initially, all those compromises. Ferrari’s mentioned intention with the 296 GTS is to replicate the character of the sensationally great 296 GTB as faithfully as possible. It’s why the double-wishbone suspension in each autos makes use of specifically the identical geometry why the EPAS calibration is unchanged and why the damping rates have been tweaked only on account of the Spider’s further 70kg, alternatively than to give the car any distinct dynamic. That is one particular of the drawbacks: 70kg, a lot of it fairly superior up in the car’s composition. Rigidity is the other. However, although Ferrari wouldn’t say how near the GTS gets to matching the GTB, it did declare at the start event a 50% improvement compared with the F8 Spider, which appears pretty remarkable. As for general performance, the GTB and GTS are similar: -62mph in 2.9sec, at the very least 205mph flat out. 

No surprise, then, that the rear-push, plug-in hybrid powertrain is also unchanged. That indicates 654bhp comes from the V6 and 164bhp is created by the slim motor in between the flywheel and the 8-pace dual-clutch gearbox, with its functional limited-slip differential.

The GTS also employs the GTB’s fiercely sophisticated electronic chassis command centre. This utilizes knowledge from the steering, throttle and e-diff plus many gyroscopes and sensors to retain the handling as locked down or joyfully adjustable as you like, all in the context of relative safety. For civilised slivers of oversteer on the exits of the bends, you could possibly established the powertrain to General performance and for chassis have the eManettino (that’s the vibrant rotary dial on the steering wheel) in CT Off. For highest assault at Silverstone, you’d go straight for Race on the eManettino and established the powertrain to Qualifying, which is the only way to get all 819bhp.