As it occurs, they were proper to be concerned. That turbo device did without a doubt audio a minor flat. But now it is absent, and we know from driving the 296 GTB that Ferrari’s contemporary twin-turbo 2.9-litre V6 is really rather tuneful, its sonic spectrum loaded with higher frequencies. It really is organic, far too. There are pipes that cleverly channel desirable sounds from decide-ups close to the motor bay into the cockpit via a sequence of valves and resonators but there is absolutely nothing gentleman-designed about any of it. Roofless GTS duties really should fit this engine effectively.
But 1st, all those compromises. Ferrari’s stated goal with the 296 GTS is to replicate the character of the sensationally excellent 296 GTB as faithfully as doable. It’s why the double-wishbone suspension in both cars and trucks makes use of particularly the identical geometry why the EPAS calibration is unchanged and why the damping fees have been tweaked only on account of the Spider’s extra 70kg, relatively than to give the auto any distinct dynamic. That’s just one of the drawbacks: 70kg, a great deal of it pretty substantial up in the car’s construction. Rigidity is the other. Even so, whilst Ferrari wouldn’t say how shut the GTS will get to matching the GTB, it did claim at the launch event a 50% enhancement in comparison with the F8 Spider, which seems fairly outstanding. As for overall performance, the GTB and GTS are equivalent: -62mph in 2.9sec, at least 205mph flat out.
No surprise, then, that the rear-drive, plug-in hybrid powertrain is also unchanged. That usually means 654bhp comes from the V6 and 164bhp is created by the slim motor among the flywheel and the 8-pace twin-clutch gearbox, with its flexible confined-slip differential.
The GTS also employs the GTB’s fiercely intricate electronic chassis command centre. This employs information from the steering, throttle and e-diff plus several gyroscopes and sensors to retain the handling as locked down or joyfully adjustable as you like, all in the context of relative security. For civilised slivers of oversteer on the exits of the bends, you may well established the powertrain to General performance and for chassis have the eManettino (that is the colourful rotary dial on the steering wheel) in CT Off. For optimum attack 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.