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| 288 GTO Evoluzione | |
|---|---|
| Name | 288 GTO Evoluzione |
| Manufacturer | Ferrari |
| Production | 1986 (prototype) |
| Assembly | Maranello, Emilia-Romagna, Italy |
| Designer | Pininfarina |
| Class | Sports car |
| Body style | 2-door coupé |
| Layout | Rear mid-engine, rear-wheel-drive |
| Engine | 2.9 L twin-turbocharged V8 (Type F114) |
| Transmission | 5-speed manual |
| Wheelbase | 2650 mm |
| Length | 4380 mm |
| Width | 1900 mm |
| Height | 1150 mm |
| Predecessor | 288 GTO |
| Successor | F40 |
288 GTO Evoluzione The 288 GTO Evoluzione was a development prototype conceived to homologate a high-performance variant of the 288 GTO for Group B competition. Conceived by Ferrari engineers and refined by Pininfarina, the Evoluzione introduced extensive aerodynamic, chassis, and engine advancements intended to compete with homologation specials from Porsche, Lancia, and Audi. Its development influenced later Ferrari road and race cars, notably the F40 and GT racing programs.
Ferrari initiated the Evoluzione program amid pressure from Enzo Ferrari's company to respond to competitors such as Porsche AG's 959, Audi Sport GmbH's quattro rally efforts, and Lancia's 037 and Delta programs. The project involved engineers from Centro Stile Ferrari, collaboration with Pininfarina S.p.A., and input from test drivers associated with Scuderia Ferrari and privateer teams like Jolly Club. Regulatory shifts at the Fédération Internationale de l'Automobile and the subsequent cancellation of Group B road-based competition altered homologation needs, yet the Evoluzione work continued as a technological testbed alongside contemporaneous projects by Abarth, Alfa Romeo, and BMW M GmbH.
Aerodynamic development was led by Pininfarina designers who referenced wind tunnel work at facilities used by Politecnico di Torino collaborators and suppliers such as Michelin and Pirelli. Body changes included enlarged wheel arches, a large rear wing, canards, and venting to cool the intercoolers and brakes—solutions comparable in intent to modifications on the Porsche 935, Lancia LC2, and Sauber C8. The Evoluzione's body used composite materials sourced from firms like Carpenter Technology and moulding techniques similar to those later seen on the Ferrari F40. Styling cues echoed earlier Ferrari models sketched by Leonardo Fioravanti and engineering compromises familiar to teams working with Gulf Oil-sponsored prototypes and Martini Racing liveries.
The powertrain was an extensively revised version of the 2.8-litre twin-turbocharged V8 (Type F114) related to the 288 GTO's unit, with cylinder head and turbocharger upgrades influenced by turbo developments at Garrett, KKK, and IHI. Engine mapping was refined using electronics suppliers like Bosch and Magneti Marelli control systems; fuel delivery employed components from Fiat group suppliers and testing drew upon dyno facilities linked to Autodromo Nazionale Monza teams. Reported output targets exceeded contemporaneous rivals such as Porsche 959 and BMW M1, with torque and boost management tailored for endurance events similar to 24 Hours of Le Mans entrants. Cooling solutions referenced intercooler arrangements used by Peugeot Talbot Sport and Mazda's prototype programs.
The Evoluzione's chassis combined a modified tubular spaceframe and reinforced subframes developed by Ferrari's in-house engineers and external contractors like Dallara Automobili and March Engineering. Suspension geometry took cues from race programs at Autodromo Enzo e Dino Ferrari and consultants who previously worked on Ford C100 and Jaguar XJR projects. Dampers were supplied by firms akin to Bilstien and Koni while brake systems used vented iron and early carbon-ceramic research paralleling efforts by Brembo and AP Racing. Wheel and tyre packages were tested against standards set by Group C prototypes to achieve compliance with endurance racing requirements.
Ferrari produced a very small number of Evoluzione prototypes—generally reported as between one and three examples—built in Maranello and tested on circuits including Circuit de Barcelona-Catalunya, Autodromo Internazionale Enzo e Dino Ferrari, and Silverstone Circuit. As Fédération Internationale de l'Automobile regulations eliminated Group B sports car entries and Ferrari shifted priorities under leadership tied to Sergio Pininfarina and executives from Fiat S.p.A., the Evoluzione program was curtailed. One prototype influenced the development of the Ferrari F40 and components were repurposed by privateers and collectors; surviving chassis and parts circulated through auctions involving houses like RM Sotheby's and Bonhams.
Although not campaigned as intended, the Evoluzione's technical lessons filtered into Ferrari's subsequent competition and road cars, informing the design of the F40, the later F50 development ethos, and GT programs that led to entries in the FIA GT Championship and American Le Mans Series. Engineers who worked on the Evoluzione later contributed to projects at Dino, Maserati, and consultancy roles with McLaren Automotive personnel. The car remains a touchstone in discussions of 1980s homologation specials alongside the Porsche 959, Lancia 037, and Audi Sport Quattro S1, and features in automotive historiography exhibited at institutions like Museo Ferrari and auctions that attract collectors familiar with marque history.
Category:Ferrari vehicles Category:Prototype cars Category:Sports cars