| 25 Jun, 2021 |
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| Ferrari
296 GTB |
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 We thought it should be a new Dino, an entry-level mid-engined Ferrari. Somehow, it turned out to be the successor of F8 Tributo or a decontented SF90 Stradale. Although Ferrari won't say it replaces the F8, the market positioning and the launch timing imply so. The 296 GTB offers slightly higher performance than the F8. It costs slightly more as well, at £230,000. Delivery will start early next year, about the same time when production of F8 ends. The new car is smaller than the F8, but just marginally. It is 46mm shorter, 21mm narrower and 19mm lower, while wheelbase is cut by 50mm to 2600mm. This is made possible by switching from V8 to V6 plug-in hybrid power.  The name 296 is a bit misleading, because its V6 engine displaces 3.0 liters, or more precisely 2992 cc. Downsizing from 8 to 6 cylinders and from 3.9 to 3.0 liters might raise some eyebrows, but it is an industrial trend not even the production Ferrari could avoid. Adding PHEV function can compensate the loss of power while fooling the current emission regulations. But how about emotion, especially sound quality? We'll see that soon. The F163 V6 has no relationship with Alfa Romeo's 2.9-liter unit or Maserati's 3.0-liter Nettuno unit. This can be seen from its wider, 120-degree V-angle, whereas those V6s are 90-degree. Interestingly, McLaren also chooses exactly the same configuration for its new car Artura. A 120-degree V6 not only lowers center of gravity but also provides plenty of space for installing the 2 turbos inside the V, a solution previously only possible on engines with smaller turbos and lower specific output. By relocating the turbos from the sides to the inside of the V not only makes the powertrain more compact, but it offers other benefits as well. The first is shorter ducts which reduces turbo lag and quickens throttle response. The second is a more straightforward exhaust arrangement, as the exhaust manifolds can go straight to a single exhaust at the tail, reducing back pressure. The third is lighter weight. This takes some explanation... Ferrari has always been using cast aluminum intake plenum on its production models for cosmetic reasons. A thermoplastic intake plenum is lighter, but it looks cheap and ugly, especially as the centrally located intake plenum always takes the center stage when you look at the engine bay. By exchanging the position of turbos and intakes now, you can no longer see the intake plenums. That's why Ferrari can switch to thermoplastic ones.  The V6 shares its oversquared combusion chamber dimensions (88mm bore, 82mm stroke) with the 4-liter V8 of SF90 Stradale. It runs 9.4:1 compression ratio, lower than the 11.0:1 figure of Maserati Nettuno, as it does not feature the latter's pre-chamber combustion technology. However, it still employs 350-bar direct injection, centrally located fuel injectors and spark plugs and turbulence-enhancing intake ducts to improve air-fuel mixing. The turbos are an improvement from both the F8 and SF90, as it uses higher strength alloy to enable smaller size yet faster spinning (up to 180,000 rpm). This means it can provide high boost pressure (though unspecified) yet reduces rotating inertia by 11 percent, hence less turbo lag. As a result, the F163 breaks production engine records for specific power. It produces 663 horsepower at 8000 rpm, more than either the Maserati (630hp) or McLaren (585hp). It can spin to 8500 rpm, higher than even the existing turbocharged V8. Max. torque of 546 lbft is slightly higher than those rivals as well, although I suspect Ferrari configures its engine to release full torque only at higher revs and gears.  And then the hybrid system. While SF90 employs 2 front motors and a rear motor, the 296 GTB ditches the former. Only a disc-shape axle flux motor is provided between the engine and 8-speed DCT gearbox. It is supplied by a 7.4kWh lithium battery located on the floor just behind the seats. The electric motor offers 167 horsepower and 232 lbft of torque. A clutch can disconnect the engine and allow the car to run in EV mode, which can travel just 25km (15.5 miles) and at speeds up to 84mph. These figures match those of the McLaren, which uses a battery of the same size. The combined output of Ferrari is 830 horsepower, some 150 hp more than McLaren Artura. That's why it quotes much higher performance. Its 0-60 mph time of 2.8 seconds matches that of F8 and reflects more about the limits of its rear axle traction. However, it quotes 0-124 mph in 7.3 seconds, half a second quicker than the current car. Top speed is lowered from 211 to 205 mph, implying the electric motor stops working at top-speed run. Still, the electric boost allows the 296 GTB to lap Fiorano track in 1:21, 1.5 second quicker than the F8, even though it weighs 140 kg more than the latter (see comparison table below).  The improvement of real-world performance is not only down to increased power but also better handling. Despite carrying more weight, the center of gravity is 10mm lower than the F8, thanks to the wide-angle engine and the low placement of battery. Braking is also improved from the F8, taking 8.8% shorter distance from 124mph, thanks to cooling ducts on brake calipers and the introduction of "6W-CDS" (6-way chassis dynamics sensor), which provides the acceleration and speed data in 3 axis (x, y and z) to various electronic driving aids, including ABS. The aerodynamics is also improved, featuring an active rear spoiler which raises to add 100 kg downforce.  As for styling, the 296 GTB takes inspiration from the classic Ferrari race car 250LM of 1963, which is evident in the side intakes, the curvy rear fenders and the shape of the flying buttresses behind the cockpit. However, I find it has some hints of Lotus Evora in its side profile as well as some Alfa Romeo T33 Stradale in its coke-bottle shape. Its front end is slimmer and more tapered than its predecessor, following the theme set by SF90 but cleaner still. Its bonnet lacks the latter's air outlets, but small intakes are added to the headlights for cooling the brakes. The side view emphasizes a low-slung proportion, as the top of door section is carved out to serve the engine intake. Unlike its V8 predecessors (since 360 Modena), it abandons a glass fastback design for flying buttresses and recessed engine lid like the earlier Dino and 308-F355. However, the engine lid is mostly made of glass, while a body-colored small panel is added at the center, paying tribute to Testarossa and F355. The last thing is noise. Despite the reduction of cylinder count, Ferrari enigneers gave the F163 V6 a nickname "piccolo V12" (little V12) because it makes a high pitch noise like Maranello's V12. This is made possible by a few factors: symmetrical fire order of the 120-degree V6 (1-6-3-4-2-5), a single exhaust that combines all pulses and a 8500 rpm redline. Let's hope so.
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