2022 Ferrari 296 GTB - redefines the whole concept of fun behind the wheel | Mini Auto

Starting price: $321,204

The Ferrari 296 GTB, the latest version of Maranello's mid-engine two-seater berlinetta, was unveiled during an online event broadcast on Ferrari's web and social media channels. The 296 GTB redefines the whole concept of fun behind the wheel, ensuring pure emotions not only when pushing the car to its limits, but also in everyday driving situations.

The 296 GTB ushers in a true revolution for Ferrari as it introduces a new engine class to power the brand's award-winning 8- and 12-cylinder engine units: a 663 cv 120 ° The new V6 incorporates an electric motor capable of delivering an additional 122 kW (167 cv). This was the first 6-cylinder engine to be installed on a road car with the Racehorse badge; it unleashes its massive 830 cv total output to deliver previously unimaginable levels of performance and an innovative, exhilarating and unique soundtrack.

The name of the car, which combines its total displacement (2992 l) and the number of cylinders has been chosen, with the addition of the acronym GTB (Gran Turismo Berlinetta) in the best of Ferrari traditions, to emphasize the epoch-changing importance of this new engine to Maranello. It is not simply the living heart of the Ferrari 296 GTB, but it also ushers in a new era of V6 engines that are deeply rooted in Ferrari's unrivaled 70+ years of experience in motor sport.

In fact, the first Ferrari V6 had a 65° architecture and made its debut on the Dino 156 F2, 1500 cc in 1957. This was followed in 1958 by larger displacement versions on the originals. front-engine sports models - the 196 S and 296 S - and F1 cars, such as the 246 F1 that helped Mike Hawthorn win the F1 championship the same year.

The first Ferrari with a mid-rear V6 was the 246 SP in 1961, which won the Targa Florio that same year and 1962, among many others. Also in 1961, Ferrari won its first Constructor title in the Formula 1 World Championship with 156 F1, powered by a 120° V6 engine. Ferrari first installed the turbo between the engine's cylinders on the 126 CK in 1981 and then the 126 C2 in 1982, becoming the first turbocharged car to win the World Championship title of Ferrari. Formula 1 manufacturers. This was followed by a second title in 1983 with the 126 C3. Finally, the V6 turbocharged hybrid architecture has been used on all single-seat Formula 1 cars since 2014.

The 296 GTB's plug-in hybrid (PHEV) system ensures it is an extremely usable vehicle as well as cuts pedal response time to zero and offers a range of 25 km in full eDrive mode. by electricity. The vehicle's compact size and the introduction of advanced dynamics control systems as well as meticulously honed air systems ensure that the driver immediately feels agile and responsive. Its incredible for commands. Its sporty design, its cubes and its extremely compact dimensions also visually emphasize its distinctive modernity, excellently referencing what is similar to the 1963 250 LM, the perfect combination of simplicity. Simple and functional.

As is the case with the SF90 Stradale, for customers who want to get the most out of the vehicle's power and performance, especially on the track, the 296 GTB is also available with the Assetto Fiorano package, which includes lightweight features and aerodynamic modification.


The 296 GTB is Ferrari's first road car to use a turbocharged V6 engine with 120° ridges between the cylinder banks, combined with a plug-in electric motor. This new V6 has been designed and built by Ferrari engineers from a clean sheet specifically for this installation and is the first Ferrari to feature turbos fitted inside the vee. In addition to offering significant advantages in terms of packaging, lowering the center of gravity and reducing engine mass, this particular architecture helps deliver extremely high levels of power. As a result, the new Ferrari V6 has set a new specific power output record for a production car of 221 cv/l.

Due to the turbocharged V6 engine integrated with an electric motor at the rear, the combined maximum power of the Ferrari 296 GTB is 830 cv, leading the rear-wheel drive sports car segment as well as being extremely versatile. This is true both in the everyday context (296 GTB has an all-electric range of 25 km) and in driving pleasure (the throttle response is instant and smooth at all engine speeds).

The powertrain includes an ICE turbo V6, with 8-speed DCT and E-Diff, and the MGU-K sits between the engine and transmission. A clutch is placed between the ICE and the electric motor to separate them in the electric-only eDrive mode. Finally, the high-voltage battery and the inverter drive the electric motor.


Thanks to the capacity of 663 cv and 221 cv/l, the ICE of the 296 GTB has set a new specific power output record for a production road car. Central to this result was the introduction of a 120° profile with evenly spaced twists and turns as well as the placement of the turbos inside the vee, resulting in a much more compact engine and distributed mass. Optimal.

The architecture is also ideal in terms of combustion sequence and the integration of air intakes and engine supports on the intake edges of the cylinder heads. As a result, the engine is lighter and more compact due to the elimination of external vents and supports, while the liquid engine benefits from reduced mass, increasing intake efficiency. The 120° architecture, which provides more space between the cylinder banks compared to a 90° angle, means that the turbos can be installed centrally, thus greatly reducing the overall size of the unit and air gap must cover to reach the combustion chamber, maximizing fluid dynamics and efficiency of the intake and exhaust manifolds.

To get this specific power, the pressure in the combustion chamber must be pushed to new heights. Increasing the pressure in the chamber required special developments from both a thermal-fluid-dynamic and structural point of view without compromising the weight and reliability of the engine. To that end, Ferrari put all of its vital expertise in alloys, sizing and components into building the aluminum engine block and cylinder head. Both components are new and specific to the new V6 architecture.

A completely new distribution system: transmission is transmitted to the pump assembly (water and oil) via the timing chain and to the valve system via a dedicated offset sprocket and timing chain on each cylinder range. Main chain with dedicated hydraulic tensioner, two bushing chains with relative hydraulic tensioners and different calibrations for right bank and left bank, as well as dedicated chain for oil pump assembly. The valve system, featuring roller fingers with hydraulic taps, has specific intake and exhaust valve configurations.

The engine benefits from Ferrari's latest combustion chamber development introduced on the SF90 Stradale: center injectors and spark plugs with a 350 bar injection system that improve the fuel-air mixture in the chamber, increasing efficiency. efficiency and reduce emissions. The intake and exhaust manifolds have been redesigned and adjusted to maximize volumetric efficiency and thus ensure a high level of turbulence in the chamber.

The IHI turbochargers have been completely redesigned using higher performance alloys. This means that the maximum rpm of the turbos can be increased to 180,000 rpm, thus improving performance and increasing efficiency, a 24% increase. Symmetrical, externally rotated turbines of the single coil type: the engineering solutions applied have reduced the compressor wheel diameter by 5% and the turbine blade by 11% compared with V8 applications, although the specific power is very large. high. The reduction in the rotational mass (the inertia of the two rotating elements is reduced by 11% compared to the 3.9l V8 solution) has reduced the acceleration time of the buffer tube ensuring instantaneous power supply.

The crankshaft is made from nitrided steel. To ensure the crankshaft has a 120° rotation, after the initial rough forging process, the crankshaft is twisted and then subjected to a deep nitriding heat treatment (to ensure high load capacity), machined and leveled. . The firing order of the new V6 (1-6-3-4-2-5) is a result of the crankshaft's magazine shape. 100% of the rotating mass and 25% of the ac mass are balanced, and so its level of balance allows to reduce the load on the bushings without increasing the weight of the engine.

A newly developed variable displacement oil pump ensures that oil pressure is continuously controlled right across the entire engine operating range. A solenoid valve, controlled by the engine ECU in a closed loop, is used to control the displacement of the pump in terms of flow and pressure, providing only the required amount of oil to ensure operation and reliability. reliability of the motor, while reducing the power absorbed by the pump itself. On the oil filter side, to minimize splash losses, the suction system has been made more robust using six pick-up rotors: three dedicated rotors specifically for the crankcase below the crank, one for the manure compartment. distribution and two for the cylinder head compartments.

In Ferrari engines, the air intake is usually located in the center of the ridge. However, the V6 offers a paradigm shift in that respect: its grooves are on the side of the cylinder heads and integrated with support for the throttle. The lightweight thermoplastic material used to make them helps reduce engine weight. This solution improves efficiency due to shorter ducts and thus has the ability to separate fluid dynamics, in addition to reducing acceleration time due to the smaller volume of the high-pressure line.

The new architecture also led to the development of a more linear exhaust manifold located in the upper part of the engine compartment. The shape of the exhaust manifold reduces back pressure and contributes to improved performance. The exhaust manifold and catalytic converter housing are made entirely from Inconel®, a steel-nickel alloy that reduces the weight of the exhaust and makes it more resistant to higher temperatures.

Sound wise, the 296 GTB rewrote the rule by harmoniously combining two often contradictory characteristics: the force of turbos and the harmony of the high-frequency notes of a naturally aspirated V12. Even at low revs, inside the cabin, the soundtrack features pure harmonic orders of V12, which then, at higher revs, ensures that typical high-frequency treble. This Ferrari soundtrack matched its performance, creating an unprecedented sense of fascination, and marked a new page in Maranello's berlinetta history.

Even to people outside the car, the shrill sound of the engine is instantly recognizable. The first engine in the F163 family of engines, this V6 earned itself the moniker "piccolo V12" (small V12) during development. The 120°V architecture ensures a symmetrical firing order while an equal-length, adjustable exhaust manifold combined with a hot-V single external discharge line amplifies the pressure wave. These characteristics are what gives such purity to orders of harmonics, further aided by a limiter that reaches an impressive 8500 rpm. The patented "hot tube" has been completely redesigned for the Ferrari 296 GTB and is placed before the exhaust system to transmit pure sound into the cabin, further enhancing the involvement and excitement of the car. driver.


This is the first Ferrari with a rear-wheel drive only PHEV (Plug-in Hybrid Electric Vehicle) architecture, where the ICE is integrated with a rear-mounted electric motor producing up to 122 kW (167 kW). cv) is derived from the Formula 1 application from which it also inherited the moniker MGU-K (Engine Generator, Kinetic). The electric motor and the ICE communicate via a Forward Management Actuator (TMA) allowing them to be used together to produce a combined 830 cv, or separate them to allow the electric motor to run solo.

In addition to the eight-speed turbocharged V6 and DCT that have been adopted on the SF90 Stradale, Ferrari Roma, Portofino M and SF90 Spider, the powertrain architecture also includes the MGU-K electric motor positioned between the engine and gearbox, TMA for decoupling electric motor from ICE, 7.45 Kwh high voltage battery and electric motor control inverter.

The MGU-K is a dual-rotor single-stator axial flux motor. Its compact size and construction allowed a reduction in the length of the powertrain, which in the final analysis helped to shorten the wheelbase of 296 GTB. The electric motor charges the high-voltage battery, turns on the ICE, provides it with additional torque and power (up to 167 cv) and allows the vehicle to be driven in all-electric eDrive mode. The improved design of the MGU-K allows it to reach a maximum torque of 315 Nm, about 20% more than in previous applications.

TMA (Transition Manager Actuator) allows very fast dynamic and static transitions from electric to hybrid/ICE mode and vice versa, thus ensuring smooth, gradual torque increase. Its control software, developed entirely by Ferrari, communicates with the DCT, motor and inverter software to more efficiently manage the ICE ignition as well as its connection and disconnection to the box. number. Thanks to new generation components, TMA has enabled the design of an extremely compact transmission: the system has an overall impact on the drivetrain length of only 54.3 mm. Its architecture includes a three-disc dry clutch, a clutch command module matching the actuator with clutch control linkage, and ECUs.

Thanks to an innovative design produced by laser welding, the 296 GTB's high-voltage battery has a capacity of 7.45 kWh and a competitive weight/power ratio. The battery pack is located under the floor and to minimize volume and weight, the cooling system, structure and fixing points are integrated into a single component. Cell modules contain 80 cells connected in series. Each Cell Supervisor controller is installed directly in the modules to reduce the volume and


The dynamic development of the 296 GTB is focused on driving pure vehicle performance, delivering class-leading levels of driver interaction using the full range of new architectural solutions (V6, hybrid powertrain, shorter wheelbase) as well as improved usability and accessibility not only of the vehicle's performance, but also the functions offered by the hybrid layout.

The goals were achieved by honing the architecture and keeping all major car components as compact as possible, as well as managing the energy flows and their integration with dynamic controls. vehicle force. New components were specially developed for the Ferrari 296 GTB, in particular the Transition Manager Actuator (TMA) and the Chassis 6-Way Dynamic Sensor (6w-CDS) - a world first for for the automotive sector. There are also new functions, such as the ABS evo controller, which uses data collected by the 6w-CDS and a grip estimate integrated with the EPS.

At Ferrari, the way the car handles and provides feedback to the driver (internally known as the driving pleasure factor) is measured by five different metrics:

Side: response to steering wheel input, quick response of rear axle to steering wheel input, easy handling

Vertical: quickness and smoothness of throttle response

Shifting: shifting time, feeling of coherent movement through the gears with each shift

Brakes: brake pedal feel in terms of stroke and response (effective and modular travel)

Sound: the level and quality in the cabin and the evolution of engine sound as revs increase.

How easily accessible and usable the performance is is also of considerable importance when driving the 296 GTB: for example, in the electric-only eDrive mode, the car can reach speeds of up to 135 km/h. h without resorting to ICE. On the other hand, in Hybrid mode, ICE supports the electric motor when higher performance is required. Switching between electric and hybrid driving modes is very flexibly managed to ensure smooth, continuous acceleration and deliver powertrain power as quickly as possible. The stopping distance in dry conditions has been significantly shortened thanks to the new ABS evo and integrated with the 6w-CDS sensor, which ensures more stable braking force when braking repeatedly.

From a chassis perspective, the wheelbase is 50 mm shorter than Ferrari's previous mid-engined berlinettas in favor of the car's dynamic agility. Other solutions that enhance the vehicle's handling and performance include wire brakes, 'Aero' brake calipers, electric power steering, active rear aero equipment and magnetic dampers SCM-Frs.

Meticulous attention has been paid to the reduction in weight to ensure the vehicle's balance and refined handling: the extra weight of the hybrid system is offset by a number of different solutions, including the engine The new V6, 30 kg heavier than the V8 used on previous berlinettas, and the extensive use of lightweight materials. The result is a dry weight of just 1470 kg, leading in overall weight-to-capacity ratio: 1.77 kg/cv.

Weight is also saved by equipping the 296 GTB with a single electric motor driving the rear wheels. For the main charging functions, there is regenerative braking at the rear under normal braking conditions as well as when ABS intervenes, excessive braking on the rear axle after lift-off, and battery charging through combined management of ICE and dynamic electromechanical.

In addition to electric traction control and energy recovery thanks to the new brake-by-wire, which ensures a hydraulic and electrical combination in all operating modes (including ABS), a control and The other traction distribution that made its world debut on the 296 GTB is the all-new 'ABS evo'. Thanks to wire braking, pedal travel is reduced to a minimum, helping to increase the sporty feel without affecting the efficiency of light braking or the feeling of pedal movement on the track. The new ABS control module, integrated with the new 6w-CDS sensor, allows the rear tire grip limit to be pushed further, creating better stopping distance repeatability and thus improved efficiency. power when turning corners.

Switching between electric and hybrid modes is fundamental to the Ferrari 296 GTB's sports car characteristics, as well as how the powertrain manages available power. Both play a fundamental role in integrating with the vehicle's dynamic functions: this is why an energy management selector (eManettino) has been adopted alongside the traditional Manettino. EMAnettino has four positions:

eDrive: the internal combustion engine is off and has an all-electric drive to the rear wheels; With a fully charged battery, the car can travel 25 km with a maximum speed of 135 km / h

Hybrid (H): this is the default mode when ignition. The energy flows are managed for maximum efficiency, and the control logic determines the intervention of the internal combustion engine. With the engine turned on, the car will unleash its maximum power and performance

Performance: ICE is always on and helps maintain battery performance to ensure full power at all times. This is the ideal setting for driving

Eligible: provide maximum performance but with lower charging cost

The traction estimator in the Side Slip Control (SSC) system is flanked by a second device based on the electric power steering. By using information from the EPS and cross-referencing it with the side slip angle estimated by the SSC, it is possible to estimate the tire grip during all driving maneuvers, including when the vehicle is not driven to the safe limit. ensure that the controller intervenes correctly based on the tracking conditions. When driving on a track, grip is estimated to be 35% faster than in previous applications.

The 296 GTB features a new ABS control module developed specifically for Ferrari and is available from the 'Race' position upwards. It uses information from the 6w-CDS to estimate speed more accurately and optimize brake force distribution compared to the Yaw Speed ​​Sensor used so far. 6w-CDS measures both acceleration and rotational speed on three axes (X, Y, Z) allowing other vehicle dynamic controllers to more accurately read the vehicle's dynamic behavior thereby optimizing their intervention . This precision allows for better exploitation of the tire's longitudinal force when braking in a straight line and when reversing, when the rear axle is subject to a natural compromise between braking performance and lateral stability. The result is a great improvement in braking distance: compared to the F8 Tributo, the 296 GTB reduces the braking distance by 8.8% from 200-0 km/h and also improves the repeated braking performance by 24% from that speed.



Type: V6 - 120°

Overall displacement: 2992 cm3

Bore and stroke: 88 mm x 82 mm

Max. power output ICE: 663 cv

Max. power output hybrid system: 610 kW (830 cv) @ 8000 rpm

Max. torque: 740 Nm @ 6250 rpm

Max. revs: 8500 rpm

Compression ratio: 9.4:1

High voltage battery capacity: 7.45 kWh


Length: 4565 mm

Width: 1958 mm

Height: 1187 mm

Wheelbase: 2600 mm

Front track: 1665 mm

Rear track: 1632 mm

Dry weight: 1470 kg

Dry weight/power ratio: 1.77 kg/cv

Weight distribution: 40.5 % front / 59.5 % rear

Fuel tanks capacity: 65 litres


Front: 245/35 ZR 20 J9.0

Rear: 305/35 ZR 20 J11.0


Front: 398 x 223 x 38 mm

Rear: 360 x 233 x 32 mm


8-speed F1 DCT


eSSC: eTC, eDiff, SCM, FDE2.0, EPS, ABS Evo, 6w-CDS; high-performance ABS/EBD with energy recovery


Max. speed: >330 km/h

0-100 km/h: 2.9 s

0-200 km/h: 7.3 s

200-0 km/h: 107 m

Fiorano lap time: 1' 21"

2022 Ferrari 296 GTB - redefines the whole concept of fun behind the wheel | Mini Auto  2022 Ferrari 296 GTB - redefines the whole concept of fun behind the wheel | Mini Auto Reviewed by Dang Nhan on June 25, 2021 Rating: 5

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