Ferrari 296 Speciale A | Autocar
So, does opening this car up to the elements make it even more intoxicating than in fixed head form? It’s a complicated equation. The Speciale A certainly isn’t short on dramatic fervour; but, if anything, it may simply be too much for UK roads. Too firm, too fast, too reactive, too wayward on less than perfectly smooth asphalt.
When you start the engine – traditionally, the moment at which these extra-hardcore supercars have borne their teeth to menacing effect – the Special A doesn’t necessarily light up its immediate environs with sound and fury. It doesn’t quite conjure the same blend of enticing attitude and intimidating threat that so many of its predecessors had.
Even if you remember to put the powertrain into Performance or Qualifying mode first (if you don’t, the engine of this PHEV supercar may not start at all, at first), there’s simply less spikey, angry, brassy timbre from Maranello’s wide-angle V6 than cars of this kind have had, over the years. Despite Ferrari’s best efforts to boost its volume and sharpen its voice, the Special A simply sounds a little bit too nice. There’s not enough of the pitbull terrier about it.
That hint of meekness doesn’t last, though. The hybrid powertrain’s enormous torque-filled responsiveness is the first reason why, which blends with the turbocharged V6’s own boost to make this car instantaneously quick – especially in the lower gears.
If you see an opening in the traffic, or need a quick burst of speed, you need barely think about grabbing it; the rapacious shift speed of the car’s twin-clutch gearbox (quickened for both the Speciale and the A) making it rewarding to pick ratios yourself, and keep the powertrain in that state of ‘coiled spring’ readiness.
With so much outright power and torque, the car’s performance level is understandably difficult to fully utilise on the road; though it certainly doesn’t seem to need 7000rpm wound on to really deliver. Despite Ferrari’s best efforts to free the V6’s top-end delivery, it remains more a flexible, versatile sort than a true ‘lit firework’ kind of experience. It’ll rev freely and willingly, but not with the kind of mechanical savagery of the greatest performance motors. It’s loud and dramatic, with plenty of induction turbo flutter and exhaust snap-crackle; but the truly spine-tingling combustion drama of, say, a GT3 RS’s flat six or a Revuelto’s V12 is notable by its absence.
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