The new Ferrari 296 GTS offers a less insulated, but equally thrilling supercar experience

Infinite headroom and hybrid power pave the way for a greener, though no less visceral, future of convertibles with the new Ferrari 296 GTS

The world of thoroughbred, track-tempered supercars is one that tends to scoff at convertibles. The notion of compromising kerb weight in the pursuit of high speed hedonism is too contemptuous for the shredded, lap time-obsessed, lightweight coupé. But in the real world, on a sweeping coastal highway or a winding B-road, the drop-top supercar reigns supreme, especially if it’s got a prancing horse on the bonnet. This is what the Ferrari 296 GTS exemplifies. The convertible twin of the Ferrari 296 GTB, the GTS iteration offers a less insulated supercar experience, albeit at the cost of 70 extra kilograms. This is all down to the aluminium folding roof that disappears behind the seats in 14 seconds as well as the extra bits of carbon fibre that makes the chassis more taut. But trifles like track-prepped chassis stiffness  are blasted out of that titanium-tipped exhaust once the GTS’ twin-turbo V6-powered car is fired up. 

A hybrid powertrain

And that’s not the only thing that makes the GTS remarkable; aiding the mechanism is an electric motor. The 296 GTS is the first-ever series production convertible made by Ferrari to be powered by a 2.9-litre, twin-turbo V6 plug-in hybrid powertrain. The engine, in a manner not dissimilar to the Ferrari F1 car, is paired to an electric motor which helps cover any power deficit caused by the lower cylinder count, while also keeping emissions in check. As a result, the combined power is 819 bhp, placing it in the “truly bonkers” category.

Back in 2010, when the 458 Italia was launched, the notion of a V6-powered mid-engined flagship from Ferrari would have invited much scorn from purists. But the inevitable march of time has brought us to the precipice of forced induction and electric power. While the former had found its way into the Ferrari stable since the early 1980s, the latter is something that the brand has been reluctant to adopt, claiming internal combustion to be an inalienable part of its heritage. Unlike several automotive brands across Europe, Ferrari hasn’t set a deadline for the total electrification of its range of offerings. Although its first-ever, all-electric model is on the horizon, pure EVs will only account for 40 per cent of Ferrari’s portfolio by 2030, with hybrids accounting for another 40 per cent. The 296 GTS is then a glimpse into what 40 per cent of Ferrari’s cars will feel like by the end of the decade. 

Familiar yet surprising 

To the enthusiast, every feature of the 296 GTS feels familiar, right from the styling cues, which are clearly inspired by the 250 Le Mans endurance racer. It feels like a particularly well-timed tribute, given Ferrari’s historic win at the 24 Hours of Le Mans in 2023, after a 50-year absence. But the traditionally curvy, wind-swept exterior belies baffling and bleeding-edge tech. The flat-bottomed steering may have a customary eManettino on the right, but the left-hand corner has symbols you’ve never seen in a mid-engined Ferrari, this side of the Laferrari or the SF90. There’s an “eD” button which sends the 296 into pure EV mode, its 1.5-tonne frame carried forward entirely by a 7.4 kWh battery. It’s a novel sensation of driving a silent Ferrari that gets unnerving quickly. 

Fire up the V6 though, and an all-too-familiar, low rumble initiates what is something of a sacred ritual. Tugging the right-hand blade of the paddle shifters causes the 296 to begin its lightning-quick ascent to triple digits—it’s blindingly quick. Your only cue is the manner in which the engine sound gradually rises to a crescendo, singing all the way to 8500 rpm, akin to a proper Ferrari soundtrack. When both internal combustion and the rear-mounted electric motor join forces, the resulting burst of speed requires a total synaptic recalibration. Of course, Ferrari’s proprietary tech is to be credited for the seamless collaboration of the two power sources. It’s called a Transition Manager Actuator (or TMA) and makes sure that both the electric motor and the V6 work in perfect harmony, with the flow of power being constant and instantaneous. The rest is down to Ferrari’s 8-speed, dual clutch gearbox. 

What surprises you about the GTS is the absence of a bone-crunching ride. It’s power-mad, sure, but not as puritanical as some of its carbon-fibre-infested rivals. There’s a suppleness to the suspension, without any compromise in handling. The 296 GTS takes the simple act of turbos spooling and gives it a sense of occasion. There’s a sensation to every cog moving, every click of the paddle-shifter. Every aspect of the car is designed to keep you in tune with the driving experience, and that’s where the GTS true character shines through. It prioritises the supercar experience over number-crunching performance. It’s got the numbers, make no mistake—anything that hits 100 kph from a standstill in 2.9 seconds, does. But it harnesses what is ultimately very clinical and nerdy tech to produce something far greater than the sum of its parts: supercar theatre at its most effective.

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