2026 Ferrari 296 Speciale pushes Maranello’s hybrid V-6 to new extremes
The newest member of Ferrari’s “special series” lineage is the 2026 296 Speciale, a harder-edged evolution of the 296 GTB coupe that debuted the brand’s plug-in hybrid V-6. With more power, less weight, and substantially reworked aero, the Speciale aims to sit on top of Ferrari’s regular production range—at least until something even wilder inevitably arrives. A Spider version, the 296 Speciale A, was revealed alongside the berlinetta, but here we focus on the fixed-roof model and how it compares with both the standard 296 GTB and NOVITEC’s aftermarket N-LARGO treatment.
Powertrain: 880 cv and an “extra boost” party trick
Ferrari kept the GTB’s 120-degree 3.0-liter twin-turbo V-6 and 7.45 kWh plug-in hybrid system but dug deep into its motorsport toolbox. Titanium rods, lighter crankshaft, revised pistons, and F1-style knock control lift combustion output to 700 cv (690 hp) and 755 Nm (557 lb-ft). The axial-flux electric motor is also turned up to 180 cv (177 hp) in a new Qualify mode, bringing combined peak to 880 cv (≈871 hp). That edges out the tuner-built NOVITEC N-LARGO (868 hp) and sits 50 cv above the showroom GTB.
Numbers are predictably stout: 0–62 mph in 2.8 s, 0–124 mph in 7.0 s, and a top speed quoted above 205 mph. A revised shift logic lets the e-motor fill torque troughs during gearchanges, slicing shift times even further. Drivers still get up to 15 miles of silent running in eDrive mode—handy if your neighborhood association frowns on flat-plane wails at dawn.
Lighter, lower, stickier
Carbon-fiber body panels, titanium fasteners, and a thinner exhaust trim 60 kg (132 lb) compared with the GTB, resulting in a 3,109-lb dry figure and a best-in-class 1.60 kg/cv power-to-weight ratio. Suspension height drops 5 mm, titanium springs pair with Multimatic single-rate dampers, and the new Michelin Pilot Sport Cup 2 tire spec was developed alongside the F80 hypercar program. Ferrari claims a 4 percent gain in lateral grip and a 13 percent cut in roll.
435 kg of downforce—and three spoiler positions
Aerodynamic work is extensive. The Speciale produces 435 kg (959 lb) of downforce at 155 mph—roughly 20 percent more than the GTB—thanks to an aero-damper channel up front, re-profiled diffuser tunnels, and prominent rear “side wings” that double as vertical fins. The active rear spoiler now toggles between Low Drag, a new Medium Downforce setting for high-speed stability, and High Downforce for braking and corner entry. Ferrari says the actuator flips 50 percent quicker than before; we’ll reserve judgment until we feel the transition on a fast sweeper.
Design: racer cues over grand-touring elegance
Where the 296 GTB hid its fury under relatively clean surfacing, the Speciale wears its intentions on its carbon-fiber sleeve. Three pairs of louvered vents in the hood, a suspended front splitter, and larger brake ducts give the nose a race-car flavor. Along the flanks, the “flying bridge” roof graphic is finished in black to visually taper the greenhouse, while protruding rear winglets stretch the silhouette rearward for more attitude.
At the back, a wider black strip frames new taillamps and emphasizes a single, centrally mounted exhaust outlet reminiscent of the limited-run F80. Optional forged five-spoke wheels (21-inch front, 22-inch rear) riff on the F80’s carbon pattern, and a vivid Verde Nürburgring paint—with or without twin racing stripes—debuts on the model. Inside, a pared-back mix of exposed carbon, Alcantara, and visible fasteners saves grams and brings the atmosphere closer to that of Ferrari’s Challenge cars.
Stacking it up: 296 Speciale vs. 296 GTB vs. NOVITEC N-LARGO
• Power: 880 cv for the Speciale tops the 830 cv GTB and just nudges past NOVITEC’s 868 hp tune.
• Weight: 1,410 kg dry beats the GTB by 60 kg; NOVITEC doesn’t claim a diet, and its wide-body kit likely adds heft.
• Downforce: 435 kg eclipses both the GTB and the N-LARGO’s more style-oriented carbon fenders.
• Production: Ferrari hasn’t announced numbers for the Speciale (historically these variants aren’t unlimited), while NOVITEC caps the N-LARGO at 15 units.
In short, the Speciale offers factory-backed performance that outstrips the ROM-tuned aftermarket car and does so with a full warranty and Ferrari’s seven-year maintenance plan. Whether that’s worth the expected premium will depend on how many invitations Maranello decides to mail out.
Don’t forget the drop-top: 296 Speciale A
Everything mentioned above carries over to the Spider, save for its retractable hard top and the minor weight penalty that usually accompanies open-air bodywork. If alfresco V-6 acoustics are your thing, you’ll want to cross-shop the 296 Speciale A when allocation lists open.
Price and timing
Ferrari hasn’t released U.S. pricing, but history suggests a significant jump over the $342,205 base of the 2025 296 GTB. Expect a sticker that starts with a “4,” before ticking boxes for lightweight wheels, track-spec harnesses, or that titanium exhaust. First U.S. deliveries should land in late 2025 as 2026 models.
Final take
With more power, less mass, and race-bred aero, the 2026 Ferrari 296 Speciale looks set to raise the bar for hybrid super-coupes straight from the factory floor. It’s a comprehensive package—one that could make even NOVITEC’s carbon-wide GTB feel like yesterday’s news. Still, the proof will be in how the Speciale feels over a quick lap and, perhaps more crucially, how many lucky customers get the chance to find out.
-Ed
2026 Ferrari 296 Speciale
