The 296 GTB is the first Ferrari road car to sport a V6 turbo with a vee with an angle of 120° between the cylinder banks, coupled with a plug-in electric motor. This new V6 has been designed and engineered from a clean sheet by Ferrari's engineers specifically for this installation and is the first Ferrari to feature the turbos installed inside the vee. Aside from bringing significant advantages in terms of packaging, lowering the centre of gravity and reducing engine mass, this particular architecture helps deliver extremely high levels of power. The result is that the new Ferrari V6 has set a new specific power output record for a production car of 221 cv/l.
As the V6 turbo is integrated with an electric motor at the rear, the Ferrari 296 GTB's combined maximum power output is 830 cv, putting it at the top of the rear-wheel-drive sports car segment as well as making it extremely flexible. This is true both in terms of day-to-day contexts (the 296 GTB has a full-electric mode range of 25 km), and in driving enjoyment (accelerator pedal response is instant and smooth at all engine speeds).
The powertrain assembly comprises a V6 turbo ICE, with the 8-speed DCT and E-Diff, and the MGU-K located between the engine and the gearbox. A clutch is set between the ICE and the electric motor to decouple them in electric-only eDrive mode. Lastly there is a high-voltage battery and the inverter which controls the electric motors.
INTERNAL COMBUSTION ENGINE
Thanks to its 663 cv and 221 cv/l, the 296 GTB's ICE sets the new specific power output record for a production road car. Central to achieving this result was the introduction of the 120° vee configuration with equally-spaced firings as well as the positioning of the turbos inside the vee which produces a much more compact engine and optimally distributed masses.
The architecture is also ideal in terms of combustion sequence and the integration of the intake plenums and the engine supports on the intake sides of the cylinder heads. The engine is thus lighter and more compact because of the elimination of the plenums and exterior supports, while the fluid-dynamics benefit from the reduction in volumes, boosting intake efficiency. The 120° vee architecture, which offers more space between the cylinder banks than a 90° vee, meant the turbos could be installed centrally, thus significantly reducing the unit's overall size and the distance the air has to cover to arrive in the combustion chamber, maximising the fluid dynamics and efficiency of the intake and exhaust line ducts.