The most significant modification to the central section was a localised lowering of the surfaces to the minimum height permitted under homologation requirements . This brought the underbody closer to the road , exaggerating the suction created as a result of ground effect , as well as front downforce . Immediately downstream of the lowered central area , the underbody has been slightly raised above the minimum height to maximise the quality of air flowing between the underbody and the ground , and also to expose more of the vertical surfaces of the vortex generator strakes . Their specific geometry and effect on the rear underbody guarantee that the car remains correctly balanced in all dynamic driving conditions .
The adoption of the ‘ Aero ’ brake callipers allowed the dedicated cooling system to be created without an intake duct under the suspension arm . The extra space freed up was used to widen the flat underbody in that area , which increased the downforce generating surface , and also to add an extra vortex generator with an innovative L section .
The styling of the tail hails an unequivocal break from traditional Ferrari coupé design by adopting an architecture that creates a spider-like discontinuity between roof and rear engine cover . This choice makes the 296 GTB both unique and instantly recognisable and , from an aerodynamic perspective , led to the addition of a new wing profile on the roof which extends into two side fins that hug the edges of the rear engine cover .
The main aerodynamic signature of the rear of the 296 GTB is an active spoiler that generates extra downforce and maximises the car ’ s handling and braking performance at high speeds . The active aero concept is actually diametrically opposed to the one introduced on the Ferrari ’ s berlinettas from the 458 Speciale onwards . In previous applications , flaps on the diffuser allowed a transition from a high-downforce ( HD ) configuration to a low-drag ( LD ) one that allowed maximum speed to be reached on the straight . However , on the 296 GTB , when the active aero device is deployed it increases downforce .
The active rear spoiler is seamlessly integrated into the bumper design , taking up almost all of the space between the taillights . When maximum downforce is not required , the spoiler is stowed in a compartment in the upper section of the tail . But as soon as acceleration figures , which are constantly monitored by the car ’ s dynamic control systems , exceed a specific threshold , then the spoiler deploys and extends from the fixed section of the bodywork . This combined effect results in a 100 kg increase in downforce over the rear axle which enhances the driver ’ s control in high-performance driving situations and also minimises stopping distances under braking .
To avoid compromising the functioning of the rear of the car , it was essential to guarantee that the flow over the rear remained extremely efficient in both low drag and high downforce conditions . Not having a rear screen running from the trailing edge of the roof to the tail meant that the flow separation from the roof had to be meticulously managed , by creating a virtual fairing that would allow the air flow over the roof to strike the rear of the car correctly , as if it were being channelled by an actual but invisible rear screen . This is how the very successful duo comprising the wing profile and consequent blown area over the end section of the cabin work . The latter was a detail specifically calibrated during CFD development and then validated in the wind tunnel .
The significant development of the front required the effect on the rear to be counterbalanced in low drag configuration i . e . when downforce over the rear does not benefit from the extra 100 kg . In this regard , the designers fully exploited the opportunities opened up by the layout of the exhaust line which clustered the main heat sources in the upper part of the engine compartment . This allowed the ventilation apertures for the components under the cover to be optimised , thereby clawing back large surfaces for downforce generation , particularly in the central area under the engine , which avoided damaging impacts on the efficiency of the underbody flow .
Because the flow upstream from it is so efficient , the diffuser has a very clean , linear design that is in perfect symbiosis with the upper section of the rear bumper . The central channel of the diffuser is characterised by a double kink line . Thanks to this device , it is possible to modify the direction in which the flow sucked along the underbody is released into the car ’ s wake , thereby containing the vertical expansion of the car ’ s wake and thus drag .
VEHICLE DYNAMICS
The 296 GTB ’ s dynamic development focused around boosting the car ’ s pure performance , delivering class-leading levels of driver engagement making full use of the new architectural solutions ( V6 , hybrid powertrain , shorter wheelbase ) as well as improving the usability and accessibility not just of the car ’ s performance , but also the functionalities afforded by the hybrid layout .
The targets were achieved by honing the architecture and keeping all the main vehicle components as compact as possible , as well as managing energy flows and their integration with the car ’ s vehicle dynamic controls . New components were developed specifically for the 296 GTB , not least the Transition Manager Actuator ( TMA ) and the 6-way Chassis Dynamic Sensor ( 6w-CDS ) – a world first for the automotive sector . There are also new functions , such as the ABS evo controller , which uses the data gathered by the 6w-CDS , and the grip estimation integrated with the EPS .
In Ferrari , the way the car handles and provides feedback to the driver ( what internally is referred to as the fun to drive factor ) is measured by five different indicators :
1 . Lateral : response to steering wheel inputs , the prompt reaction of the rear axle to steering inputs , effortless handling
2 . Longitudinal : rapidity and smoothness of the accelerator pedal ’ s response
3 . Gear shifting : shifting times , sensation of coherent progression through the gears with every gear change
4 . Braking : brake pedal feel in terms of travel and response ( efficiency and modular travel )
5 . Sound : level and quality in cabin and progression of engine sound as revs rise .
How easily accessible and usable the performance is is also of significant importance when driving the 296 GTB : for instance , in electric-only eDrive mode , the car can reach speeds of up to 135 km / h without resorting to the ICE . In Hybrid mode , on the other hand , the ICE backs up the electric motor when higher performance is required . The transition between electric and hybrid driving modes is managed very fluidly to guarantee smooth , constant acceleration and to make the power of the powertrain available as rapidly as possible . Stopping distances in the dry have been significantly shortened by the new ABS evo and its integration with the 6w-CDS sensor , which also ensures more consistent braking force under repeated heavy braking .
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