Ferrari 296 GTS Review (2022)
As it happens, they were being ideal to be concerned. That turbo device did certainly audio a small 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 definitely pretty tuneful, its sonic spectrum loaded with greater frequencies. It is normal, as well. There are pipes that cleverly channel captivating seems from decide on-ups all-around the engine bay into the cockpit by way of a series of valves and resonators but there is almost nothing man-produced about any of it. Roofless GTS responsibilities ought to accommodate this motor very well.
But initial, all those compromises. Ferrari’s mentioned goal with the 296 GTS is to replicate the character of the sensationally very good 296 GTB as faithfully as attainable. It is why the double-wishbone suspension in each vehicles works by using particularly the similar geometry why the EPAS calibration is unchanged and why the damping costs have been tweaked only on account of the Spider’s extra 70kg, alternatively than to give the auto any unique dynamic. That’s one particular of the disadvantages: 70kg, a great deal of it very significant up in the car’s construction. Rigidity is the other. However, whilst Ferrari would not say how close the GTS gets to matching the GTB, it did assert at the start event a 50% advancement when compared with the F8 Spider, which seems quite impressive. As for functionality, the GTB and GTS are equivalent: -62mph in 2.9sec, at minimum 205mph flat out.
No surprise, then, that the rear-push, plug-in hybrid powertrain is also unchanged. That implies 654bhp arrives from the V6 and 164bhp is created by the slender motor involving the flywheel and the eight-speed twin-clutch gearbox, with its multipurpose confined-slip differential.
The GTS also employs the GTB’s fiercely advanced electronic chassis command centre. This works by using knowledge from the steering, throttle and e-diff additionally several 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 set the powertrain to Overall performance and for chassis have the eManettino (that’s the vibrant rotary dial on the steering wheel) in CT Off. For greatest 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.