Another 288 phenominal

http://www.autocorsa.com/ForSalepages/288page.htm

 

Twas not I, Betsy is safe at home resting her aged bones.

 

Everyone has their fantasy dream car! This Fantasy represents the Fantasizers ultimate expression of what they desire in looks of a car they want to drive.....It is my opinion that the 288 GTO is and was the ultimate expression of Muscular looks embodied in the old world GT body driven by the most hyper expressive Twin Turbo laid low Ferrari engine ever fitted in a Gran Tourisimo road car. Not to mention the limited run of 272 units, You wont see another pass you probably ever!Not to mention The beginning of exotic material usage combined with a Road stance that takes your breath away.
The GTO is the Bruce lee of Supercars, small,unsuspecting ,handsome and quite deadly.They are not meant to be driven daily which makes the time you do drive it quite special..OH! , did I mention that ducktail spoiler in the rear or those pair of triple slat vents or that transmission casing showing under the rear or that twin driving light set up in the front or those F1 period mirrors or the daytona vented seats or the racing dash cover or the fully louvered engine lid or the flat surface between the tail lights with the big prancing horsey thing on display.Did I also mention 0-60 in 4.5 and 400 hp in an 80's F car.Oh! did I mention that Laid Low Polar correct mid engine twin Turbo.
By now I guess you realize I want one!
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Heres a comentary I picked up from a defunkt web site for safe reposting.


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.

 

This fix should hold you over till tomorrow!
What do they say, Drive it hard and put it away wet!
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