Ferrari has taken the wraps off the hotly anticipated 296 Speciale, the latest ‘special version’ model to emerge from the gates of Maranello, following in the footsteps of the 360 Challenge Stradale, 430 Scuderia, 458 Speciale and 488 Pista.

The headline stats are as follows: 868bhp delivered through a combination of twin-turbo 3.0 litre V6 and an electric motor driving the rear wheels. Top speed? A claimed 205+mph. 0-60mph? 2.8 seconds. 0-124mph? Seven seconds flat. Fiorano lap time? 1’ 19” - eclipsing the 950bhp La Ferrari hypercar by 0.7 seconds.

Curiously, this is the first time Ferrari has chosen to re-use a name for the series. Maranello has also taken the step of releasing the berlinetta and spider iterations simultaneously, rather than staggering them. Initially rumoured to be named the 296 SV, according to Ferrari the naming decision was customer-led.

Either way, Ferrari is claiming the 296 Speciale is not only their fastest and most powerful rear-wheel-drive car ever, but the most thrilling. Big claims. Let’s take a deep dive into the changes, how they’ve been engineered, and the benefits they bring not just in terms of performance, but also driver involvement and theatre.

Engine Revisions

The more you learn about the 296 Speciale’s engine, the more you believe Ferrari’s goal was to cleave every possible kilogram of mass rather than squeeze the maximum amount of brake horsepower. 

On its own, the V6 contributes 690bhp and 557lb/ft of torque - up 36bhp and 11lb/ft on the 296 GTB and GTS. Despite being a relatively modest gain, the 120 degree, ‘hot vee’ motor has been heavily reworked, borrowing components from its more exotic stablemates.

The extra power is courtesy of software mapping and boost management derived from the 296 Challenge cars, resulting in an increase in combustion chamber pressure of 7%. To withstand this, strengthened pistons and titanium con rods - borrowed from the F80 - have been fitted. These save 35% over their steel counterparts. The nitrided steel crankshaft has also been lightened to the tune of 2.2kg, improving response, and the engine block and crankcase have been specially machined to trim excess metal, saving 1.2kg - a move inspired by the 499 Prototype, Ferrari’s Le mans winning WEC hypercar.

Even the turbo housings have been given the F80 treatment, and the turbines themselves have been redesigned, saving another 1.2kg. Titanium fastener screws and head bolts also feature, shaving 1.9kg. All in, Ferrari has cut 9kg from the weight of the V6, accounting for 15% of the total weight savings. 

As ever with Ferrari, there is a link to Formula 1 technology with a new ‘knock control system’ that uses statistical abnormal combustion event monitoring to extract the maximum performance possible from every cycle. Ferrari also claims the V6 retains its “distinctive timbre, a sound consisting of the pure harmonics of the 3rd, 6th, and 9th combustion orders which, in this application, have gained in quality, intensity and volume.” 

For customers who want to go even further, a titanium alloy sports exhaust is on the options list.

E-motor, Battery and Transmission

The electric motor has also received attention. Installed between the internal combustion engine and the 8-speed DCT gearbox, power contribution has increased by 13bhp to 170bhp with a peak torque output of 232lb/ft, a figure which is only delivered between 6,000-8,500rpm when the Manettino is set to ‘Qualify’ mode. The additional power has been liberated through revised cooling methods permitting a change in “operating strategy”.

In Qualify, the car can learn a circuit, picking and choosing the optimum times to offer up the full gamut of performance, whilst balancing the number of ‘boosts’ against the cooling requirements. A new curved indicator in the instrument cluster lets the driver know when boost power is available and displays how many extra boost bursts are left. Around the 1.8 mile Fiorano circuit, the function can be used 14 times over two laps, while at the 3.25 mile Mugello, a total of 15 bursts is offered over a single lap.

The battery is the same 7.45 kWh item as found in the GTB, with the same additional clutch to decouple the engine and electric motor enabling full-electric driving mode. Electric-only range is 15.5 miles, and the electric-only top speed is 83mph. Four levels of hybrid assistance are available: eDrive (all-electric), Hybrid (geared toward efficiency), Performance (prioritises battery charge over efficiency), and the aforementioned Qualify (all-out performance).

The eight-speed dual-clutch gearbox is also retained, although a new upshift profile has been developed for the Speciale, shortening shift times. This has been achieved by synchronising the electric motor with the 8-speed DCT gearbox to compensate for the dip in acceleration occurring during gear shifts.

Handling & Dynamics

The hardtop 296 Speciale weighs a claimed 1410kg (dry), no doubt in its lightest specification with the every optional carbon trinket ticked. 

Weaved options include a replacement engine cover in lieu of glass, carbon fibre alloys and carbon front and rear bumpers. This is 60kg lighter than quoted for the 296 GTB, not as significant as previous special versions, but still a meaningful saving. For a car you can actually drive, expect to add another 120kg in fluids. Add another 80kg to this for the Aperta.

The usual attention to detail has been applied to the handling and suspension setup of the Speciale. Again, Ferrari has called upon racing technology with Multimatic adjustable shock absorbers lifted from the 296 GT3 paired with titanium springs to minimise weight.

Virtual simulations have played a significant role in the development of the Speciale, which Ferrari claims has allowed the engineers to define the most effective damping settings for both track and road use. The spring rates are up by 10% and the car now rides 5mm closer to the ground, running custom geometry. The reduced CoG and weight loss regime means the 296 Speciale rolls 13% less than the GTB, and can achieve a 4% higher lateral acceleration. A new, bespoke Michelin Pilot Sport Cup 2 tyre has also been manufactured with learnings from the F80. 

Ferrari is yet to release any details on the brakes or improvements to the electronic locking differential, but we do know the brakes benefit from a doubling in cooling airflow reaching the callipers, thanks to a larger intake below the headlight. We can safely assume carbon ceramics will feature.

Exterior Design & Aerodynamics

Enhanced aerodynamics have always been a central theme with the special version models, and the 296 Speciale is no different, borrowing heavily from Ferrari’s ultra exclusive F-XX program.

Total downforce is up 20% on the 296 GTB, with the Speciale generating 435kg at 155mph. Function certainly leads form, with the majority of the changes having occurred at the rear of the car. The distinctive winglets at either side are impossible to ignore, clearly inspired by the FXX-K. The 296’s retractable rear wing has also been modified, now extending higher and further into the slipstream when called upon. Revisions to the actuator management system also results in faster reaction times.

Below this, the venturi reaches deeper underneath the car and the rear diffuser cuts a wider and higher swathe into the bumper. New vortex generators ensure the 296 Speciale remains stable at all speeds no matter the downforce configuration of the rear wing.

At the front of the car, the lower splitter and side louvres take inspiration from the 296 GT3, and work in harmony with the brand new ‘aero damper’ on the front of the car. This feature, derived from the Challenge cars but first first seen on the 488 Pista, draws airflow from underneath the car and channels it over the front windscreen, increasing downforce. Unlike its predecessor, the Speciale retains a modicum of practicality by offering a small frunk.

Heat management has been another consideration. Extra power means extra heat, but rather than increasing the size of the radiators or re-working their location, Ferrari’s engineers have chosen to improve the airflow management, increasing the size of the front aperture by 12% and marshalling the location of the outlet ducts below the car.

Cosmetically, the 296 Speciale is set apart by an exclusive five-spoke forged wheel inspired by the carbon-fibre wheel adorning the F80. The ‘flying bridge’ theme of the 296 GTB and 296 GTS is given further visual weight on the 296 Speciale by the dark colour finish to the roof, lending the glasshouse a more aggressive look. The de rigour twin racing stripes are present, and there is a new signature paint - Verde Nürburgring - developed specifically for the 296 Speciale. Customers can also brand the livery with a number of their choosing from 00 to 99.

Interior

The cockpit of the 296 Speciale continues the ethos of its predecessors - simplify and save weight by jettisoning everything not pertinent to the driving experience. No sound deadening, no carpets. The only thing that has been increased is the use of carbon fibre and alcantara.

A new, single piece carbon door card is present, as is a new carbon-clad transmission tunnel. The carbon-shelled bucket seats catch the eye, as do the racing harnesses.

A design feature that cannot be seen but can be heard is a restructuring of the patented sound tubes channelling authentic engine bay noises into the cabin. Their number has doubled compared to the 296 GTB, with their positions “redefined to hone the spatial quality of the sound.” 

One element that doesn’t save weight, but does save heartache is the return of physical buttons on the steering wheel spokes, as per the F80. Sadly, the starter button remains entrenched in the touchpad.

Can I Actually Buy One?

Another thing weightier about the 296 Aperta is the price. Depending on taxes and tariffs, the Speciale Aperta commands €462,000, whereas the Speciale Berlinetta starts from €407,000. 

The Aperta is also set to be more exclusive. Ferrari isn’t putting a numbers limit on the 296 Speciale - just a production time limit - however the ratio of coupe to convertibles will be skewed heavily in favour of the car with the fixed roof. 

The only barrier to coupe ownership is you must be an ‘active’ Ferrari customer - meaning you’ve purchased a new or approved used car within the last five years. The vetting process for the Aperta however, is said to be much stricter. Both variants will be backed up by Ferrari's impressive seven-year manufacturer warranty.

Customer deliveries of the 296 Speciale will begin in the first quarter of 2026 with the Aperta following shortly afterwards.