Technical specifications
1984 Ferrari 288 GTO Technical specifications
1984 Ferrari 288 GTO F 106 AB/G data
1984 Ferrari 288 GTO bodywork |
Body type | 2 seater fixed-head coupé |
Number of doors | 2 |
Designer | Leonardo Fioravanti / Pininfarina |
1984 Ferrari 288 GTO dimensions & weights |
| mm | inches |
|
Wheelbase |
2450 |
96.5 |
|
Track/tread (front) |
1559 |
61.4 |
|
Track/tread (rear) |
1562 |
61.5 |
|
Length |
4225 |
166.3 |
|
Width |
1850 |
72.8 |
|
Height |
1150 |
45.3 |
|
Ground clearance |
120 |
4.7 |
|
length:wheelbase ratio |
1.72 |
Kerb weight |
1160 kg |
2557 lb |
|
Weight distribution |
46.00 % front |
Fuel tank capacity |
120 litres |
26.4 UK Gal |
31.7 US Gal |
1984 Ferrari 288 GTO aerodynamics |
Drag coefficient |
0.380 |
Frontal area |
|
CdA |
|
1984 Ferrari 288 GTO engine |
engine type |
turbocharged petrol
|
Engine manufacturer |
Ferrari |
Engine code |
F114B |
Cylinders |
V 8 in 90° vee |
Capacity |
2.9 litre
2855 cc
(174.223 cu in) |
Bore × Stroke |
80 × 71 mm
3.15 × 2.8 in |
Bore/stroke ratio |
1.13 |
Valve gear |
DOHC
4 valves per cylinder
32 Total valves
|
maximum power output
(DIN) |
400.5 PS (395 bhp) (294.6 kW)
at 7000 rpm |
Specific output
(DIN) |
138.4 bhp/litre
2.27 bhp/cu in |
maximum torque
(DIN) |
496 Nm (366 ft·lb) (50.6 kgm)
at 3800 rpm |
Specific torque
(DIN) |
173.73 Nm/litre
2.1 ft·lb/cu3
|
Engine construction |
aluminium block & heads |
sump |
dry sumped |
compression ratio |
7.6:1 |
Fuel system |
Marelli-Weber fuel injection |
bmep (brake mean effective pressure) |
2183.2 kPa (316.6 psi) |
Maximum RPM |
7700 rpm |
crankshaft bearings |
5 |
Engine coolant |
Water |
Unitary capacity |
356.88 cc |
Aspiration |
Turbo |
Compressor |
2 IHI turbochargers |
Intercooler |
2 Behr air-air |
Catalytic converter |
N |
1984 Ferrari 288 GTO performance |
Acceleration 0-80km/h (50mph) |
3.30 s |
Acceleration 0-60mph |
|
Acceleration 0-100km/h |
4.80 s |
Acceleration 0-160km/h (100mph) |
10.20 s |
|
|
Standing quarter-mile |
12.70 s |
Standing kilometre |
23.00 s |
Maximum speed |
305 km/h (190 mph) |
Power-to-weight ratio |
340.52 bhp/ton |
1984 Ferrari 288 GTO fuel consumption |
Fuel consumption |
|
Carbon dioxide emissions |
|
Carfolio Calculated CO2 ? |
|
1984 Ferrari 288 GTO chassis |
Engine position |
mid |
Engine layout |
longitudinal |
Drive wheels |
rear wheel drive
|
Torque split |
N/A |
Steering |
rack & pinion |
turns lock-to-lock |
2.890 |
Turning circle |
12.00 m |
Front suspension |
I.DW.CS. |
Rear suspension |
I.DW.CS. |
Wheel size front |
8.0 x 16 |
Wheel size rear |
10.0 x 16 |
Tyres front |
225/50 VR 16 |
Tyres rear |
255/50 VR 16 |
Brakes F/R |
VeDi/VeDi
|
Front brake diameter |
306 mm |
Rear brake diameter |
310 mm |
|
|
Gearbox |
5 speed manual |
Top gear ratio |
1.02 |
Final drive ratio |
2.90 |
1984 Ferrari 288 GTO general |
Carfolio.com ID | 1320 |
Production total |
273 |
Model code |
F 106 AB/G |
Model family |
|
RAC rating |
31.7 |
Insurance classification |
No information available |
Tax band |
No information available |
|
In 1984 Ferrari produced a street-legal car that paradoxically and
magically combined the most sublime beauty with a very raw level of
performance. Developed beside the Testarossa, the car also bore a name
writ large in Ferrari history: GTO - Gran Turismo Omologata. The 1962-64
250 GTO is perhaps the most desired of all Ferraris, and amongst the
rarest. It was a notably successful racing car, homologated for GT
sports car racing in the golden era. The 1984 GTO was a 2.8 liter twin
turbocharged V8 with a power output of 400bhp (140bhp / liter) enough to
reach 60mph in 5s or less, and with a conservatively rated top speed of
189mph. Like its forebear, the GTO's real home was to be the public
roads designated as FISA Group B racing tracks, for which series it was
necessary to homologate 200 customer cars. In fact Ferrari built 272
modern GTOs, and because of the demise of the no-holds barred Group B
supercar series almost all became road cars. With their blend of serene
control and dynamic violence they have been called the most exciting
automobiles ever created.
It is worth noting that no GTOs were imported into North America by
Ferrari, and prospective buyers should therefore purchase through an
authorized Ferrari dealer to ensure the car is correctly Federalized.
Design
The GTO's styling is at first glance an evolution of Pininfarina's twin
1970s mid-engined masterworks: the Berlinetta Boxer and the 308. It was
in fact a very different car, sharing not even the respective dimensions
of these pure street machines. Most notably it was shorter, with a
longer wheelbase, and considerably wider - the traits of a racing car.
Visually similar to the 308, the GTO enjoys a subtly cleaner and more
aggressive design. It is somehow smoother, its lines more taut and
muscular as the bodywork sought to cover the chassis and cabin without
excess fuss. Echoing the 250 GTO, the 288 had sectionally semicircular
nacelles feeding air to the engine compartment, and angled fender
gill-slits and hood louvers for exhausting the air. The GTO, however,
had its compact V8 situated longitudinally behind the cabin, and its
transaxle was clearly visible to those behind the car. Amongst the most
noticeable styling details were the extremely deep front airdam beneath
massive auxilliary lights suitable for illuminating a dusty, rainy, or
dark race course, high-mounted side mirrors to give the driver a clear
view over and around the large wheel blisters, and a highly aggressive
kamm tail suggestive of stability at extremely high speed. These visual
cues were all accurate to the car's purpose and capability. As
interesting was the almost complete lack of brightwork: even the
cavallino between the tail lights was black. The GTO required nothing
extra to be noticed, although like all racing Ferraris it carried the
Scuderia Ferrari enamel badges on its flanks; visual subtlety was a
hallmark.
The GTO's aerodynamics were designed to be in street-legal conformity
with the homologation regulations. As such, it is a car designed for
stability up to its terminal velocity, although it lacks the
sophisticated undertray design and aerodynamic refinement of later
Ferraris.
Structure
The body of the GTO was advanced for its time, being comprised
principally of fiberglass and composites. The goal was lightness with
strength derived from the chassis and subframes: contemporary racing
design. Compressed fiberglass formed the floorpan, and most body panels.
In some places, such as the engine cover, aluminum was used to augment
other materials. In some places Kevlar and Nomex were employed for their
respective properties. The Engine compartment was largely enclosed by
an aluminum honeycomb with a Kevlar skin, and by a Kevlar and Nomex
combination - heat resistant, fire retardant, strong, and light. The GTO
came in only one colour: Rosso Corsa - Racing Red.
The GTO tubular chassis was formed of large-oval section steel welded to
square- and rectangular-section tubes as warranted. The chassis was a
series of subframes, each formed to its purpose and attached to the
central section around the cabin. The entire rear subframe, containing
the rear suspension and drivetrain, could be dropped from the car for
quicker maintenance, another competition feature. Occupants were
specially protected by a full roll hoop invisibly contained within the
roof and B-pillars. Rigid and strong but light, the GTO's chassis was
the perfect platform for road and track, capable of handling with aplomb
the vast amount of torque and power which the stock or racing
drivetrain would put through it.
Drivetrain
The GTO was powered by a 2,855cc 90° V8 Twin Turbocharged all alloy
engine, arranged longitudinally behind the passenger cabin in unit with
the rear transaxle. The four-valves per cylinder were actuated by dual
overhead camshafts driven by a toothed belt. Each cylinder bank had its
own ignition system controlled, like the fuel injection system, by a
pair of Weber-Marelli units. Connected aluminum fuel tanks with a total
capacity of 31.7 gallons each fed a bank of cylinders. Fully employing a
basic compression ratio of 7.6:1 via alloy con rods, the flat topped
pistons drove a forged steel crankshaft formed from a single billet, the
whole being cooled and lubricated by a special oil injection system.
Lubrication was by a dry sump with twin circuits and an oil radiator in
the engine bay. Cooling was by a front-mounted radiator aided by twin
thermostatic fans. Air was delivered to each bank of cylinders through
its own large IHI turbocharger and massive Behr Intercooler. The
turbochargers were driven by exhaust gasses leaving the engine through
large tubular manifolds, eventually exiting the system through a single
muffler. A wastegate helped reduce turbo lag. This powerplant,
benefiting from Ferrari's F1 turbocharging experience, developed 400bhp
at 7000rpm and 366lb-ft of torque from 3800rpm.
The only transmission offered on the GTO was a fully synchronised
5-speed manual with hydraulically actuated single-plate clutch. The
transmission and differential were both housed in magnesium and aluminum
alloy cases. To aid in optimal weight distribution, the transmission
sat behind the differential, drive going through 180° from the
crankshaft to the end of the driveshaft. Gear selection was actuated by
solid rods and forks to ensure positive engagement in all conditions.
Suspension
The GTO was built with a fully independent suspension employing
unequal-length wishbones with coil springs over manually adjustable Koni
shock absorbers. The wisbones were of high-tensile tubular steel, and
the strut assemblies were located differently at the front and the rear.
Front and rear anti-roll bars contributed to the car's high cornering
stability.
The GTO had ventillated disc brakes with a diameter of 12.05" at the
front and 12.2" at the rear. Twin-piston calipers were actuated by a
servo-assisted dual-channel hydraulic system, with front and rear
braking automatically regulated.
Steering on the GTO was by unassisted rack and pinion. The car rode on
special two-piece Speedline aluminum wheels carrying 225/50-16 tires at
the front and 255/50-16 at the rear. The 16" wheels were secured to the
hubs by means of a single nut, in the manner of a racing car.
Interior
Although designed originally for the track, the GTO did not have a
spartan interior. Although all but the most basic amenities were
deleted, passengers were nonetheless comfortable in the purposeful and
roomy interior. Although two interior schemes were available, almost all
GTOs were built with extremely supportive kevlar-framed black leather
seats. The alternative featured bright orange inserts in the leather.
Most striking, aside from the general functionality of the cockpit, was
the non-reflective material covering the dashboard to ensure a clear
view at all times. The driver was faced with a Ferrari standard
three-spoke, leather-rimmed wheel and highly readable orange-on-black
gauges the most important in the binnacle with auxiliaries angled in
from the center of the dashboard. Beneath these central gauges were the
climate control system, and a space for a user-installed sound system.
The center console, separated from the dashboard, was dominated by the
familiar steel shift lever in its polished gate. The remainder of the
console housed auxiliary controls. The GTO did not feature any storage
or luggage space, and the compact placement of the longitudinal engine
necessitated an access panel directly behind the seats. The GTO was a
high-performance sports car in the truest sense.
I like the most lovely Ferrari 288 GTO