Contrary to popular belief, the Ferrari GTO was not initially conceived to compete in the 1982 Group B Circuit Race series. At the time, control of the Road Car division rested with General Director Eugenio Alzati and FIAT MD Vittorio Ghidella, not Enzo Ferrari. In 1983, Enzo Ferrari observed declining road car sales due to increased competition and what he termed the "excessive gentrification" of the Ferrari lineup. The success of turbocharging in Formula 1, coupled with new tax laws impacting engine displacement over 1999cc, prompted consideration of a turbocharged 3-litre engine for a road car capable of producing 330 bhp. Early 208 Turbo models lacked an intercooler, leading to reliability issues due to high combustion temperatures.
Ferrari consulted Nicola Materazzi, head of powertrain for the Gestione Sportiva (Racing Division), regarding the proposed 3-litre turbo engine. Materazzi, previously at Osella and Lancia Reparto Corse, had experience with forced induction and the 126 F1 car’s turbo experimentation. He confidently predicted the ability to reliably extract 400 bhp from a 3000cc engine (133 bhp/litre), prompting Ferrari’s approval, with a playful challenge to also work on the 2.6L engine for the Lancia LC2 Group C racing car due to similarities in displacement and components.
The development of the F114B road-car engine and the Lancia 2.6L V8 race engine progressed in tandem, with assistance from Abarth draughtsmen when Ferrari’s internal resources were stretched. Key alterations were made to the 308’s layout: the engine remained mid-mounted but was oriented longitudinally instead of transversely, and the wheelbase was extended by 200 mm. The car utilized water-cooled IHI turbochargers from Japan, chosen for their superior materials and aerodynamic design offering faster transient response, compared to the KK&K turbochargers used in Formula 1. IHI had acquired patents from Swiss manufacturer Brown Boveri, a former supplier of Comprex systems to Ferrari.
The 2.85 litre engine capacity was dictated by FIA regulations requiring turbocharged engines to be multiplied by 1.4, resulting in an equivalent capacity of 3,997 cc, just under the Group B limit of 4.0 litres. The engine produced 400 PS (395 bhp; 294 kW) at 7,000 rpm and 496 N⋅m (366 lb⋅ft) of torque at 3,800 rpm. The GTO’s weight was 2,555 lb (1,159 kg), significantly lighter than the 308/328’s 3,085–3,350 lb (1,399–1,520 kg). Steel was reserved for the doors, while major body panels were constructed from molded fiberglass. The hood utilized Kevlar, and the roof combined Kevlar and carbon fiber.
Materazzi proposed a return to GT racing, a program interrupted after the 512 BB LM. Permission to modify the GTO road car into the Evoluzione for a racing program required ratification from Eugenio Alzati, who permitted it on the condition that the work be conducted outside of regular working hours. The lessons learned during the development of the engine for the Lancia LC2 were applied to the racing version of the GTO, including careful engineering of the intake plenums and turbocharger setup to produce over 650 bhp.
Ferrari built six 288 GTO Evoluzione models with more aggressive aerodynamics and increased power. However, the cancellation of Group B rally racing at the end of 1986 prevented the Evoluzione from competing, as it was not suited for other racing series. The Evoluzione produced 650 hp (485 kW; 659 PS) at 7,800 rpm and weighed around 940 kg (2,072 lb), achieving a top speed of 225 mph (362 km/h). Many styling and mechanical elements from the Evoluzione influenced the subsequent F40.
Due to multiple deaths and the inherent danger of Group B rally racing, the Group B Circuit series was suspended at the end of 1986. As a result, the GTO Evoluzione never raced. The factory produced 272 units to meet the FIA’s minimum requirement of 200 for homologation, plus additional cars to satisfy requests from the Agnelli family and other influential individuals.
Styling and mechanical elements from the 288 GTO Evoluzione directly influenced the design of the Ferrari F40. The F40 incorporated aerodynamic features and lessons learned during the Evoluzione’s development, resulting in a highly successful and iconic supercar. Several Formula 1 drivers, including Michele Alboreto, Keke Rosberg, and Niki Lauda, were gifted GTOs by Enzo Ferrari, with Lauda receiving the last of the 272 units built.
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