The Group B rallying era gave us a lot of things — some amazing technology and spectacle, a certain amount of tragedy, and some of the most fascinating road cars ever. The Peugeot 205T16, Lancia Delta S4 and MG Metro 6R4 are the most commonly remembered of these cars. Group B rallying also gave rise to some of the most intrinsically ugly motor cars ever to grace the sport. It is rarely recognized that Group B also inspired what became commonly voted as the most beautiful car of the 1980s, one which, however, never turned a wheel in anger in a Group B rally competition.
Ferrari is rarely associated with rallying, but did in fact have some success with the 308GTB — built to Group B and Group 4 regulations, from 1980 to 1982, and driven by the likes of Jean Claude Andruet in the Monte Carlo and San Remo rallies, among others.Until 1983 the two main classes of rallying were called Group 2 and Group 4. Major manufacturers competed in Group 4, which required a minimum of 400 examples of a competition car. Notable cars of the era included the Lancia Stratos, Ford Escort and Fiat 131 Abarth.
Group B, however, had few restrictions on technology, design and the number of cars required for homologation to compete
Group B was introduced by the FIA in 1982 as replacement for both Group 4 (modified grand touring) and Group 5 (touring prototypes) cars. Group A referred to production-derived vehicles limited in terms of power, weight, allowed technology and overall cost; the regulations aimed to ensure a large number of privately-owned entries. Group B, however, had few restrictions on technology, design and the number of cars required for homologation to compete. Weight was unrestricted, high-tech materials were permitted, and there was no limit on power. The category was aimed at car manufacturers by promising outright race victories, and the subsequent publicity opportunities, without the need for an existing production model.
Many manufacturers took up this challenge, rekindling spectator interest, but soon the speed of the cars and the number of spectators became an embarrassment, resulting in a series of fatal crashes. As a consequence Group B was cancelled at the end of 1986, and Group A regulations became the standard for all cars until the advent of WRC in 1997.
Ferrari Rally Car
It doesn’t take five minutes to develop a Group B car, and many manufacturers were well and truly committed to developing their challengers and building the necessary numbers to qualify for Group B. Many of them were still-born, but some manufacturers went on and built the cars anyway, many of them finding a niche in the European Rallycross Championships.
Lancia was amongst the first to design a new car to Group B specifications, the rear-wheel-drive Lancia 037 (based on the Lancia Monte Carlo) had the upper hand on tarmac, with the Audi quattro remaining superior on looser surfaces such as snow and gravel. With the usual malaise that is the Fiat Group, even though Lancia was Fiat’s official representative in rallying, Ferrari decided it wanted to be in on the act, as its proposed homologation special could also be used for GT racing. At least 200 examples needed to be made.
In 1984 Ferrari returned to the name GTO — Gran Turismo Omologato — a special grand touring road car designed to be produced purely for homologation into a competition category. The last GTO had been the 250GTO of 1962, which is now generally recognised as one of the most valuable cars you can own. As Group B developed the two-wheel drive cars floundered, and quite how Ferrari saw itself fitting into this scenario we shall probably never know, since Group B cars were immediately banned for 1987 after a series of accidents. However, the minimum required number of Ferraris were built and first shown at the 1984 Geneva motor show. They would find 273 lucky owners before production finished in 1987.
Perfect
The Ferrari 308 and 328, designed by Pininfarina, are amongst the world’s most attractive cars. Even Pininfarina’s key competitor, Giugiaro, described the original 308GTB as “the most perfect car I’ve ever seen.”
How Ferrari and Pininfarina transformed the 308 for the 288GTO was even more striking. Somehow, they avoided the use of big spoilers and gaping inlets which would adorn later Ferraris and other cars purpose built for homologation. The wheel arches were pumped outwards and more grilles appeared, but they just served to make the 288GTO more purposeful. In pictures it looks great, in real life it just makes you drool. It is an example of form following function, and function following form in equal measure. No fragmented airfoils here, just a purity of line that you never get tired of examining. Three vertical louvres reminiscent of those on the Bizzarrini-designed 250 GTO were carved into the rear wings.
They would find 273 lucky owners before production finished in 1987
The body used an array of exotic lightweight materials such as Kevlar-Nomex composite for the front lid and Nomex-GRP composite for the nose, roof, buttress and engine cover. Glass fibre was used for the doors, wings, sills and front and rear valances, whilst the louvres on the front lid were aluminium. Pininfarina achieved a Cd of 0.38, and whilst the exterior of the 288GTO clearly shows that it is based on the 308GTB, its overall length is 5mm shorter and its exotic construction over a tubular frame was quite different to the standard 308, and included a built in roll-cage. A glass fibre floor pan and a Kevlar-covered aluminium honeycomb cockpit and engine bulkhead were bonded to the frame.
Underneath the body there are major differences. Starting with the separate tubular steel chassis, carbon fibre inserts were used extensively for additional stiffening. Ferrari welded on specialised supplementary frames for the suspension and steering, extending the wheelbase and track, and making room for a vastly different engine location. A removable central panel made from Kevlar and Nomex composite allowed access to the front parts of the engine from inside the cockpit. Materials used in the car’s construction allowed weight to be reduced to 1160kg, despite its greater wheelbase and wider tyres, and the weight was perfectly distributed exactly 50/50 between the front and rear axles.
The suspension was largely similar to the 308, but GTOs used Speedline split-rim wheels that were significantly wider and larger than standard 308 items. Despite all the external similarities between the GTO and 308, the chassis of this Group B homologation special was 110mm longer in the wheelbase to accommodate a longitudinally mounted all-alloy Tipo F114B 90-degree V8 with dry-sump lubrication.
Fastest production car
The 288GTO was the first mid-engined V8 Ferrari road car to be fitted with a longitudinally mounted engine. The flat plane crank 4OHC V8, though sourced from 308, was reduced in stroke for a final capacity of 2855cc so that the car would pass the FIA’s coefficient for turbocharged engines, “capacity x 1.4 shall not exceed 4000cc.”
The GTO’s V8 was boosted by two small Japanese IHI turbo compressors running at a modest 0.8 bar through two intercoolers, made by Behr of Germany. With advanced engine management systems from Weber and Magneti-Marelli, this increased output to 298kW (400bhp) — almost 104kW per litre — and pumped up maximum torque to 366lb/ft (496Nm).
The car’s 0-96.5kph (0-60mph) times were in the upper four second range, and Ferrari claimed 0-201kph (125mph) in 15 seconds flat and a top speed which
was a staggering — for the time — 305kph (190mph). These astounding figures meant Ferrari’s 288GTO arrived as the fastest production car in the world on its 1984 launch. The ‘omologato’ designers had made substantial gains, even retaining a 120-litre twin rear fuel tanks, electric windows and air conditioning. By comparison, a standard bread and butter 308GTB, with its transverse-mounted V8, had a maximum power of 190kW (255bhp), which could push the production car to 248kph (154mph), and 285Nm (210lb/ft) of torque to get 1300kg from zero to 60mph in 6.5 seconds.
Evolution to F40
An evolution version of the 288GTO, with hugely revised bodywork, was first shown in 1986. This was to be Ferrari’s entrant for Group B events. Under its streamlined body lurked a more powerful (447kW/600bhp) version of the turbocharged V8. Five cars were constructed, but none of them ever entered a rally. From this the GTO simply became the first in an ongoing series, starting a trend for Ferrari collectors’ pieces. The 1987 F40, subsequent F50 and F60 Enzo grew out of unexpected success of the GTO. Homologation cars which had passed their use-by date generally hung around the factories forever, and were relatively worthless until their historic value became apparent. The 288GTO, however, was different, and inspired Ferrari to follow up.
The GTO’s V8 was boosted by two small Japanese IHI turbo compressors
Ferrari’s 40th anniversary model launched in 1987 — the F40 — had styling strongly influenced by the evoluzione model of the 288GTO and used a slightly larger version of the 288’s turbocharged V8 engine. The F40, however, was not equipped with most of the basic luxuries which made the 288GTO such a comfortable car to drive and, on the face of it, the most practical of all the Ferrari super cars to own. The 288 in its original form is also, in this writer’s opinion, the most beautiful of them all, having a pureness of form not evident in the later cars. It was also designed for a purpose, rather than just bragging rights.
Even though the original asking price for the 288GTO was around $80,000 during the ’80s, small production numbers and the cars’ exotic background soon drove values into the million dollar region. Today the 288GTO remains as one of the most sought after ‘modern’ Ferraris. With only 273 288GTOs produced, it is rare even by Ferrari standards — in 2004 one sold for US$302,500, and many ‘ordinary’ 308s have been modified to make them look like ‘real’ GTOs.
A GTO in NZ
This 288GTO was only recently brought into New Zealand from the UK, its owner Paul Halford having taken the opportunity of driving the car in the UK with Ferrari NZ’s Andy Booth and bolting across Europe to the Nürburgring for a few laps of the famous Nordschleiffe. As many of you will know, Booth is no mean pedaller himself, having won his fair share of New Zealand racing championships.
Paul regularly drives a Porsche in the Dunlop Targa, so the pair was able to use the Ferrari in the manner that was intended, an enviable experience. This 1985 car was first owned by an Arab who didn’t pick it up for two years! Another Arab bought it in 1989 for US$695,000 at the height of a soaring classic car market. He only managed 1400 kilometres in the GTO before selling it onto a sagging market to an English collector for a mere US$215,000. The Briton racked up a further 13,000 kilometres before selling it to Paul, who in three months has increased that to 17,000km.
The Experience
I was lucky enough to be invited to sample this thoroughbred myself — it was a rare pleasure merely to stand and look at the car and admire its perfect proportions.
To drive it is, in the true sense of the word, awesome. The 288GTO does not feel particularly devoid of creature comforts in the manner that we have become accustomed to for homologation specials and track day cars. It is simply slightly less opulent than most Ferraris, with the same delicate-looking switches and superbly clear Veglia instruments, a three-spoked leather-rimmed Momo steering wheel and suede-covered anti-glare dash. A Lusso package that included air conditioning, electric windows, a stereo cassette player and full leather trim could also be selected from new, which is what the original owner of this car had chosen.
Today the 288GTO remains as one of the most sought after ‘modern’ Ferraris
All 288GTOs were left-hand drive, which presents no difficulty and, to my surprise, the dog-leg first, five-speed transmission was a delight to use. In my previous experiences with 328s I found gear selection slightly notchy from cold, but this one was thoroughly sorted, quick and decisive. It needed to be because the torque is such that you need to be on your toes, as gear changes come up pretty quickly once you give it some squirt.
The twin IHI turbos give the car a most un-turbo-like feel, the power is very progressive, the hard-edged and meaningful engine note is not dominated by squishing turbos at all, it is all glorious Ferrari bark and one solid thump in the back followed by another each time you change up. It is an amazingly easy car to use, and the throttle can be used to control the attitude of the car, unlike many turbo or mid-engined cars. The awesome part of it is that there is the power to unlock those substantial rear tyres, and that it is done in such a gloriously progressive way through corners, just as you’d expect from a good sports car. A twitch of the wheel or a slight movement of the throttle gives immediate and faithful directional control.
The 288GTO really is the thoroughbred to beat all thoroughbreds. Whilst the power might seem brutal, it is not delivered in a manner that frightens you — it grabs your attention, certainly, but the chassis transmits it in such a way that it inspires true confidence and helps you conduct it in an appropriate manner, rather than frightens you into fighting it with trepidation. Also, unlike some exotica, the car is very well put together and devoid of rattles and squeaks, it has a compliant ride and I believe could be very easy to live with. A truly glorious opportunity, I am indebted to Paul for trusting me with his piece of automotive fine art.
1985 Ferrari 288gto (1984-87)
Engine: Mid-mounted, longitudinal
Type: F114B V8
Capacity: 2885cc
Max power: 298kW (400bhp) @ 7000rpm
Max torque: 495Nm (366lb/ft) @ 3800rpm
Power to weight ratio: 213kW/ton (350bhp/ton, or 0.25kW/kg)
Fuel system: Weber/Magnetti Marelli fuel injection
Valves: Four valves per cylinder, dohc
Turbocharger: Twin IHI turbochargers, Behr intercoolers
Boost pressure: 8psi
Body/chassis: Tubular space-frame, composite bodywork
Transmission: Five-speed ZF manual
Clutch: Borg & Beck twin plate
Suspension (F&R): Independent via double wishbones, coil spring, co-axial Koni dampers, anti roll-bar
Steering: Rack and pinion
Brakes: Ventilated discs
Tyres (F/R): 225-55ZR16/255-50ZR16
Wheels: Speedline split-rim alloy
Dimensions
Width / Height: 1910mm / 1120mm
Length / Weight: 4290mm / 1160kg
Wheelbase: 2450mm
Performance
Max speed: 305kph (190mph)
0-60mph: 4.0 seconds
0-100kph: 4.9sec
Production: 273
