As it takes place, they had been right to be concerned. That turbo device did certainly sound a tiny flat. But now it is gone, and we know from driving the 296 GTB that Ferrari’s refreshing twin-turbo 2.9-litre V6 is definitely very tuneful, its sonic spectrum loaded with greater frequencies. It is normal, far too. There are pipes that cleverly channel desirable sounds from select-ups around the motor bay into the cockpit by means of a sequence of valves and resonators but there is almost nothing person-created about any of it. Roofless GTS obligations need to fit this engine very well.
But 1st, those people compromises. Ferrari’s said intention with the 296 GTS is to replicate the character of the sensationally good 296 GTB as faithfully as attainable. It is why the double-wishbone suspension in equally vehicles uses just the similar geometry why the EPAS calibration is unchanged and why the damping fees have been tweaked only on account of the Spider’s excess 70kg, instead than to give the motor vehicle any distinctive dynamic. That’s a single of the negatives: 70kg, a good deal of it very higher up in the car’s construction. Rigidity is the other. Nevertheless, even though Ferrari would not say how close the GTS gets to matching the GTB, it did claim at the launch celebration a 50% enhancement in comparison with the F8 Spider, which appears fairly impressive. As for general performance, the GTB and GTS are equivalent: -62mph in 2.9sec, at the very least 205mph flat out.
No surprise, then, that the rear-generate, plug-in hybrid powertrain is also unchanged. That signifies 654bhp arrives from the V6 and 164bhp is created by the slender motor involving the flywheel and the 8-pace dual-clutch gearbox, with its versatile restricted-slip differential.
The GTS also employs the GTB’s fiercely elaborate electronic chassis command centre. This works by using information from the steering, throttle and e-diff in addition several gyroscopes and sensors to retain the dealing with as locked down or joyfully adjustable as you like, all in the context of relative basic safety. For civilised slivers of oversteer on the exits of the bends, you may well set the powertrain to Efficiency and for chassis have the eManettino (that is the vibrant rotary dial on the steering wheel) in CT Off. For most attack 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.