Guide: Ferrari 288 GTO Evoluzione
Background
In 1982, new FIA regulations came into effect for competition cars.
The existing Group 6 class for out-and-out Prototypes was re-branded Group C.
Groups 4 and 5 for modified production-based machinery were amalgamated into a new class known as Group B.
Group B would become the premier class for rallying and the junior category for sports car racing.
To ease the transition for competitors, cars from old and new categories were permitted to run alongside each other during 1982. From 1983, FIA-sanctioned events would be organised exclusively for vehicles homologated into the new classes.
Previously, manufacturers could build a Group 4 or 5 machine once a 400 car production requirement had been met over a 24 month period. Group 4 permitted some straightforward modifications like wider wheels and more powerful engines. Group 5 was effectively a silhouette formula where only a passing resemblance to the homologated donor vehicle was required.
Group B regulations reduced the production requirement from 400 to just 200 vehicles albeit within a shorter twelve month timeframe. Several manufacturers began to develop special models that were designed with the sole aim of homologating a highly effective competition variant.
Most of these Group B specials were produced for rallying which boomed in popularity.
Meanwhile, the World Sportscar Championship was swamped with works and customer Group C prototypes which meant the handful of Group B contenders (primarily a few re-homologated Porsche 930s and BMW M1s) finished miles behind and garnered little attention.
Despite this paucity of competition, in September 1983, Porsche and Ferrari both announced they would develop Group B track cars. The result was the iconic 959 and 288 GTO.
Group B rules stipulated that, once the road-going variant had been homologated, further uprated Evolution models were permitted for competition use.
The first Evolution could be raced or rallied from the initial date of homologation and subsequent Evolutions were permitted every twelve months thereafter.
20 Evolutions had to be built every time.
This is how the GTO Evoluzione came about - Ferrari originally planned to build 20 units as per the Group B regulations.
However, although the 288 GTO was homologated on June 1st 1985 (a little later than expected), Ferrari never bothered to get the Evoluzione sanctioned having quietly dropped their Group B programme in favour of turning it into a mobile test bed for the F40.
That the GTO Evoluzione did not mark Ferrari's return to GT racing was a shame, but as a result of undertaking the Group B programme, a new line of super exclusive flagship models was initiated.
The GTO Evoluzione was built by Ferrari’s partner firm, Michelotto in Padova
Chassis
The chassis was closely related to the standard GTO, but featured thinner steel tubes and extensive composite reinforcement. As a result, it was three times stiffer and 40% lighter than the original.
One of the most obvious new features was apparent upon opening the doors; the carbon tub’s sill extensions closely resembled those adopted by the F40.
Suspension was independent all round with double wishbones, coil springs, co-axial Koni dampers and thicker anti-roll bars.
Brembo supplied bigger ventilated disc brakes and beefier calipers.
16-inch OZ Racing wheels were initially fitted. They measured 8-inches wide at the front, 12.5-inches wide at the back and originally came shod with Michelin Racing tyres.
Later on, both 17 and 18-inch diameter wheels were used, some of which were supplied by Speedline.
Engine / Gearbox
Three different versions of the longitudinally-mounted, dry-sumped and twin turbocharged V8 were used in the Evoluzione.
To begin, Ferrari used the standard Tipo F114 B engine from the regular 288 GTO.
Out of the box, this all-alloy power unit came with dual overhead camshafts, four-valve Nikasil-lined heads and flat top pistons. Lightweight connecting rods, a forged steel crankshaft and a magnesium alloy sump were also fitted.
With a compression ratio of 7.6:1, two IHI turbos set at 0.8 bar and twin Behr intercoolers, the F114 B engine produced 400bhp at 7000rpm.
Additionally there were a pair of tricked out engines that dripped with exotic materials. These were created specially for the Evoluzione and delivered some monster horsepower gains.
First to arrive was the Tipo F114 CR in October 1984. Boost pressure and compression were increased to 1.4 bar and 7.8:1 respectively. As a result, output jumped to 530bhp at 7500rpm.
Even more was to come.
The Tipo F114 CK motor introduced in September 1985 was further modified. It had bigger turbochargers running at 1.7 bar, a new Magnetti Marelli control unit, new inlet manifolds and high-lift camshafts.
The F114 CK lump produced 650bhp at 7800rpm. It could propel the GTO Evoluzione beyond 225mph and from 0-62mph in under three seconds.
Transmission was via a synchronised five-speed manual gearbox with twin-plate Borg & Beck clutch and a 45% limited-slip differential.
Bodywork
Externally, considerable changes were made to the original Pininfarina bodywork and only the cabin profile retained any obvious similarity to the road-going 288.
The Evoluzione was 60mm wider, 65mm shorter and 20mm lower than the donor.
Composite panels were used for the entire shell and practically every panel housed some kind of cooling solution.
The blunt nose featured Plexiglas covered headlights flanked by unusual vertical sidelight clusters.
Below the headlights were rectangular brake cooling ducts. A large central grille fed fresh air to the radiators.
In addition to the fixed headlights, retractable units were mounted just above.
The one-piece front-end was also equipped with a pair of NACA ducts beneath the windscreen that fed cool air into the cabin.
Deep side skirts minimised air flow underneath the car and merged smoothly into the rear flanks.
The gap between the front bodywork and doors was left open to assist with brake cooling.
Pininfarina's original scalloped engine intakes on the doors were enlarged. They were joined by smaller brake cooling intakes ahead of the rear wheelarches.
Aside from the lower apron at the back, the rear bodywork was a single lift-up panel that housed an astonishing array of ducts and louvres. Each rear fender featured a NACA duct and four 250 GTO-style vents. The plastic rear windscreen was also given two huge banks of vents.
The tail fascia was opened up to maximise extraction of hot air.
Michelotto’s aero pack comprised a carbon chin spoiler and a huge fully adjustable rear spoiler with a supplementary Gurney flap located underneath.
As the overall design was fashioned purely with functionality in mind, beauty was not high on the agenda.
Interior
Inside, the spartanly equipped cockpit was stripped of any superfluous material including all upholstery and sound deadening.
The basic GTO dash was retained but fitted with new instrumentation and an exposed fuseboard.
The original leather seats were discarded in favour of fireproof racing buckets with Sabelt harnesses.
Access required clambering over the tall composite sills. This extreme atmosphere was only slightly toned down for the subsequent F40.
Production
Development began in 1984, but unfortunately, the highly anticipated battle between the GTO and Porsche 959 never materialised.
Only five GTO Evoluziones were built (plus a prototype on a standard GTO chassis).
The prototype (50253) and the first two proper Evoluziones were manufactured in 1984 and ‘85. Ferrari used these cars extensively for testing.
Famed French collector, Pierre Bardinon, got one of the original development cars (chassis 70167).
The other (70205) was retained by Ferrari.
The final three examples were all completed in 1988 and sold to VIP clients.
One went to Style Auto publisher, Enrico Capitanio (79887).
Another was sold to the Belgian Ferrari importer, Jacques Swaters (79888).
The fifth and final example (79889) was purchased by the Brunei Royal Family who, at the time, were establishing themselves as the world’s biggest purchasers of high-end motor cars.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
