The Ferrari 296 Speciale makes its launch debut in Malaysia several months after its global debut in April this year. Following in the footsteps of the 360 Challenge Stradale, 430 Scuderia, 458 Speciale and 488 Pista, the new 296 Speciale improves upon the 296 GTB it is based on to deliver greater driving thrills and engagement. Ferrari actually lists five quantifiable parameters in relation to the former: lateral and longitudinal acceleration, shifting, braking and sound.
As you’d expect, Ferrari has harnessed more power from the 296 GTB’s plug-in hybrid powertrain for the Speciale. Where the regular model serves up a total system output of 830 PS (818 hp or 610 kW) at 8,000 rpm and 740 Nm of torque at 6,250 rpm, the Speciale manages 880 PS (869 hp or 648 kW) at 8,000 rpm and 755 Nm at 6,000 rpm.
The improved figures are a result of revisions to the F163 3.0 litre twin-turbo V6 petrol engine, including a 7% increase in combustion chamber pressure that requires the use of strengthened pistons and the same connecting rods as in the F80. With these changes, the V6 alone provides 700 PS (690 hp or 515 kW), which is 37 PS (36 hp or 27 kW) more than the unit in the 296 GTB.
The 8,500-rpm-redline engine also gets new oil jets are used for improved cooling, while the turbos’ turbine housing gets an insulation solution first introduced on the 296 Challenge, and subsequently the F80. There are also various weight-saving measures implemented, starting with the reworked turbos that weigh 1.2 kg less than in the GTB.
Racing-derived solutions for components such as castings, connecting rod and piston assemblies as well as engine studs help shave of nine kg, with Ferrari saying this accounts for 15% of the total 60 kg saved compared to the GTB.
Other mentioned solutions are titanium connecting rods (35% lighter than steel ones) and a lightened nitrided steel crankshaft that cuts 2.2 kg in mass for the piston-crankshaft-connecting rod assembly, the latter also improving engine response times.
Another 1.2 kg is saved by machining to the engine block and crankcase to trim excess metal, an approach used for the engine of the Le Mans-winning 499P. Titanium fastener screws and stud bolts for the cylinder blocks and cylinder heads cut another 1.9 kg, and if you specify the car with the optional lightweight exhaust tailpipe in titanium alloy, more weight can be saved.
To make sure you can hear the upgraded “piccolo V12,” there a twice the number of acoustic ducts placed strategically in conjunction with a patented system of carefully tuned tubes to channel sound directly into the cabin to “express the rich harmony of the engine to the full.”
Augmenting the internal combustion engine is a dual-rotor, central-stator axial-flux motor dubbed MGU-K, which, like in the GTB, sits between the V6 and eight-speed dual-clutch transmission, the latter with a new upshift management profile for gears one through seven. The electric motor too gets uprated to deliver 180 PS (178 hp 132 kW) – up from 167 PS (164 hp or 122 kW) – but with the same peak torque output of 315 Nm.
Ferrari says the electric motor’s increased performance was achieved by optimising the operating and cooling strategies of the electric motor. The GTB’s 7.45-kWh battery juicing the MGU-K is the same and continues to provide up to 25 km of electric-only range.
Drivers will have four powertrain modes to select from via the eManettino on the left side of the steering wheel, including eDrive (electric only with 135 km/h top speed), Hybrid (alternates between ICE and electric driving, latter capped at 125 km/h), Performance (ICE always running) and Qualify (full performance from the system).
In terms of performance, the 296 Speciale will get from 0-100 km/h in 2.8 seconds (2.9 seconds for the GTB) and 0-200 km/h in seven seconds (7.3 seconds for the GTB). The newer model needs 106 metres to get to a dead stop from 200 km/h (107 metres for the GTB) and has top speed of over 330 km/h.
On Ferrari’s Fiorano track, the Speciale managed to set a time of 1:19 minutes, which is quicker than the GTB that clocked 1:21 minutes. That time puts the Speciale ahead of the 488 Pista (1:12.50 minutes) and LaFerrari (1:19.7 minutes), while being on par with the SF90 Stradale.
Achieving this lap time isn’t purely a result of the added grunt, as work has also been done to improve the aerodynamics that is useful on track. At 250 km/h, the Speciale generates 435 kg of downforce, which is 20% more than the GTB.
As you can tell by the more striking design, which can be highlighted via a new and model-exclusive Verde Nürburgring paint finish, the Speciale incorporates various aero solutions to achieve the significant aero improvement.
Starting at the rear, the vertical fins and small wings are inspired by FXX K, with an active spoiler in the middle that can transition from low drag (LD) to high downforce (HD) in half the time than the GTB. This is thanks to a revised actuator management strategy that also sees the addition of a new medium downforce (MD) configuration.
Meanwhile, the rear gets a new diffuser to work with the underbody featuring three extractor venturis (one central, rest on the sides), with airflow optimised in these channels to ensure aerodynamic balance regardless of which mode the active wing is in.
For the front, lessons learn from the 296 Challenge are applied to Speciale, including a duct that sends air from the front undertray to the front bonnet, while also improving the efficiency of the ground effect of the vortex generators. The new bonnet also gets a pair of louvres to reduce pressure in the wheel housings, which is a solution derived from the 296 GT3.
Elsewhere, the centre intake channel is specifically contoured to feed more air to the aero damper and on to the front undertray. The front diffusers have also been widened for improve thermal management and clean up the air flow towards the vortex generators.
A reprofiled front bumper has a scalloped inner section with a curvature designed to generate downforce by compressing the air flow and directing it towards the exterior of the front wheel, with the outer wall of this structure serving as a fully functional lateral duct. The new splitter has three lateral slits to evacuate the hot air from the front radiators, which have a 12% larger cross section.
Less immediately obvious are the inlet ducts integrated in the headlamps, which have an increased cross section and are joined by an additional duct to collect air from the undertray and sending it to the brake callipers. A new lower duct along the sides enables the cross section of the upper duct to be reduced by 50%. These solutions, Ferrari say, have doubled the cooling air flow compared with the GTB.
On the chassis side of things, Multimatic single-rate shock absorbers derived from the 296 GT3 and new titanium springs help reduce weight and lower the centre of gravity (5 mm lower ride height). These provide the Speciale with 4% higher lateral acceleration and 13% lower maximum roll angle than the GTB, with an array of electronic control systems keeping things in check.
We’re talking Side Slip Control 9.0 (SSC 9.0), Traction Control (TC), eDiff, magnetorheological suspension control (SCM), Ferrari Dynamic Enhancer 2.0 (FDE 2.0), EPS and ABS Evo. Carbon ceramic brakes come standard here, along with specially developed Michelin Pilot Sport Cup 2 tyres.
Much like past Ferrari special versions, the interior gets reworked to keep the weight down and sees extensive use of carbon-fibre and Alcantara. The door panels are new and consist of a single block of carbon-fibre, with holes cut directly into the material so the speakers can work properly. No carpets and exposed fasteners create a “racing atmosphere,” although you still get luxuries like an infotainment system, a shift-gate inspired gear selector and nicely padded sport seats.
Now comes the big question: how much? According to official Ferrari distributor Ital Auto, the 296 Speciale, with import duties and options but excluding registration and insurance, is priced from RM4.288 million.
If you have even more money and want an open-top experience, you can get the 296 Speciale as a convertible. Called the 296 Speciale A, it joins past special version convertibles like the 430 Scuderia Spider 16M, 458 Speciale A and 488 Pista Spider.
The powertrain and technologies of the 296 Speciale A are similar to the coupe, although the improvements achieved are rightfully compared to the 296 GTS. The difference here is the addition of a retractable hardtop that is stowed inside the engine compartment under a cover that is more recessed.
There’s also a headrest flap inside the cabin meant to facilitate the air flow towards the tonneau cover and the trim behind the seats. Ferrari explains a pair of nolders (small aerodynamic shapes) integrated into the finish at the back of the seats prevent turbulence from reaching the central tunnel area, improving comfort in the lower tunnel area.
The GTS’ flying bridge is still here but further highlighted by a dark chromatic treatment of the roof, and you still get a powered window if you want to hear the V6 even more clearly. No change in terms of top speed (over 330 km/h) and 0-100 km/h (2.8 seconds), the latter an improvement over the GTS’ 2.9 seconds, although the 0-200 km/h time is slower than the coupe at 7.3 seconds (7.6 seconds for the GTS).
The starting price of the 296 Speciale A is RM4.888 million, with the figure inclusive of import duties and options but excluding registration and insurance. At the launch event today, we were told that the limited units of the 296 Speciale (coupe and convertible) allocated for Malaysia have all been snapped up.
GALLERY: Ferrari 296 Speciale
GALLERY: Ferrari 296 Speciale A
