1984-1987 Ferrari GTO

Despite occasional challenges by Jaguar, Porsche, and Aston Martin, Ferrari dominated Grand Touring compedtion in 1957-61 (with long- and short-wheelbase 250 berlinettas and California Spyders). But Enzo Ferrari was never one to stand still, and in 1962 he introduced a faster, more powerful racer, the fabulous 250 GTO berlinetta. Those initials, as most everyone knows by now, mean Gran Turismo Omologato, literally homologated (approved) for grand-touring-class competition. Ferrari built only enough to satisfy the rulemakers, just 42.

Most were fastback coupes with the 3.0-litre "250" V-12-36 in all-but three carried 400 Superamerica engines and the last three built (in early 1964) had the 3.0 engine and notchback styling. Designed at Maranello and built by Scaglietti, the GTOs remain some of the fastest and most beautiful Ferraris of all. They also marked the ultimate development of the original live-rear-axle Ferrari chassis. Scarcity and well chronicled competition exploits have made them the most sought-after Ferraris among collectors, with prices running to seven figures.

In 1984, the GTO's originator (you didn't really think it was Pontiac) revived the hallowed name for a new sports-racer that was just as handsome and even faster than its forebear but more numerous-if you call a deliberately limited 200-unit production run "numerous." For this reason, the new GTO will probably never command the same high prices, but it's certainly worthy of the name and just as much a track car that's barely usable on the street. At first glance, the new GTO appears to be a development of the mid-V-8 308/328 berlinetta-which it is, though very little of the production model remains. Immediately noticeable outside are the "flag-style" door mirrors, bulging fenders, large front and rear spoilers, and a pair of driving lamps at the outboard grille ends. Less discernible is the stretched 96.5-inch wheelbase, 4.4 inches longer than the 308's and four inches up on the 328's, necessitated by an engine reoriented from "east-west" to "north-south."

That engine is the familiar quad-cam V-8, enlarged to 2855 cc and fitted with twin IHI turbochargers, each with its own intercooler, for delivering a denser air charge for mixing with fuel supplied by Weber-Marelli port electronic injection. Originally developed for Lancia rally cars (Ferrari and Lancia had long been part of the Fiat empire by this point), the fortified V-8 as installed pumped out a rated 400 horsepower at 7000 rpm and 366 pounds-feet torque peaking at 3800 rpm. Unlike the 308/328, a twin-disc dry-plate clutch was used to transfer power to the 5-speed transaxle. Final drive was surprisingly long-legged' at 2.90:1. The result was a claimed 190 mph at maximum revs in fifth gear and, according to Road & Track, 0-60 mph in a blistering five seconds flat and a standing-start quarter-mile of 14.1 seconds at 113 mph. Maranello's primary goal here was a contender for FISA Group B competition, where regulations specified a production minimum of 200 units for a model to qualify.

Ferrari built the required number but no more. As a competition car with a high-tune engine, the GTO was never certified for U.S. sale-absolutely no point in that though a few have inevitably found their way to America via the infamous "gray market." Still, the superficial similarity to the 308/328 boosted the production models' image considerably, one reason their platform was used as a starting point. Cost and time constraints were the main ones. Per Ferrari tradition, "customer" GTOs were fully equipped for road use. A package option delivered air conditioning, AM/FM/cassette stereo, and electric windows for $1800, which was steep only if you blanched at the $83,400 sticker price. If you have to ask.... We wouldn't be surprised to see owners of original GTOs looking to add one of the new ones to their stable-and vice-versa. Both are possible. All its takes is a lot of money and desire-but then, so do most of life's greater rewards.