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Car and Driver
15-07-2025
- Automotive
- Car and Driver
1985 Ferrari 288GTO Archive Road Test
From the September 1985 issue of Car and Driver. One rule in the hot-car business that must be trusted like a mother's promise is that lightning never strikes the same spot twice. With this in mind, we said yes first and asked questions later when a stranger called from Italy to offer Car and Driver the opportunity to test a Ferrari GTO. The man delivering this stroke of luck introduced himself as Jere Clark, the 47-year-old president of a Phoenix, Arizona, development and construction company. He was vacationing in Europe, visiting the Ferrari factory to take delivery of a new GTO, and hoping he might be able to pique some stateside editorial interest in his great fortune. Pique, indeed. Less than three weeks after our telephone conversation clicked off, Mr. Clark found himself shaking hands with an eager C/D test team. His rosso corsa runner had yet to turn a legal mile on American soil, yet here it was in Southern California: freshly air-freighted from Italy, trucked to a predawn rendezvous, fueled to the brim with Daeco racing gasoline, and primed to defend its honor on our secret high-desert test strip. Jere Clark is no stranger to speed, having raced both a 427SC Cobra and a Shelby GT350, but our fast footwork amazed him. View Photos Aaron Kiley | Car and Driver For those of you who think a GTO is a Pontiac with a tiger in its tank, perhaps some backtracking is in order. Ferrari originally selected the three letters to adorn a series of 1962–64 GT racers and then resurrected the name a year ago to celebrate the birth of a new limited-edition, ultra-high-performance coupe that one day might also see duty on the world's racetracks and rally courses. Today's GTO is like a Ferrari 308 Quattrovalvole in some respects but vastly different in others. Both cars share a family resemblance (styled by Pininfarina) and a general mid-engined V-8, two-seater layout, but there the similarity ends. Essentially, the GTO is a 308 that benefits from the lessons learned in the ten years since that entry-level Ferrari was introduced. The fruits of this knowledge are a twin-turbocharged-and-intercooled induction system, electronic engine management, lightweight body materials, advanced aerodynamics, stickier tires, and larger brakes. View Photos Aaron Kiley | Car and Driver Loading all this technology into one automobile is an expensive proposition, particularly in limited production, and some Ferrari executives worried that the world didn't contain enough well-heeled customers to pay for and drive away the 200 GTOs that would be necessary for Group B homologation. As it turned out, this fear was groundless: unsolicited deposits for the car started pouring in long before any official announcement of its existence was made. In fact, when Jere Clark first contacted a friend at Classic Ferrari in Richardson, Texas, no one there had knowledge of the GTO. The factory did, however, respond to his inquiry, and a deposit of fourteen million lira (roughly $7000) was accepted in exchange for a spot on the waiting list. About a year thereafter, the factory contacted Clark to arrange delivery. The price, including optional air conditioning and power windows, was $125,000, payable two weeks before the keys were handed over in Maranello. View Photos Aaron Kiley | Car and Driver A few million lira over the dam later, all parties were poised and ready for test day on Mrs. Orcutt's hallowed 200-mph driveway. Jere Clark brought Nomex and a helmet in case our driving didn't measure up to his high standards, as well as his wife, Sandra, his cousin Chris Hayes, and two capable mechanics, Rodney Drew and Bert Wehr of Francorchamps of America, a Newport Beach outfit that specializes in Ferrari tuning and repair. We brought our test gear, ace lensman Aaron Kiley, and more than enough photographic equipment to document the Second Coming. As the full crew milled around a brilliantly red object in the hot sun, we must have looked like some bizarre form of pagan worship to the traffic passing by on the nearby Interstate, but the four police cruisers and one patrol plane that spotted us were kind enough to let us go about our business. But little did the CHP know that once the photographic preliminaries were finished, the business at hand was speed. Color in the can, we fired up the GTO, attached our fifth wheel, and dropped the green flag on our test procedures. View Photos Aaron Kiley | Car and Driver All the standard Ferrari furniture is in place in the GTO's cockpit—the pleated-leather seats, the spindly shifter in a chromed gate, the orange-over-black instruments, the high, flat steering wheel—but special care has obviously been invested in the way things are arranged. The buckets' high side bolsters lock you in place laterally. A perfectly situated dead pedal braces your left leg when it's off duty, and the clutch and brake pedals each have one corner clipped off to clear the way for footwork. The Momo steering wheel is strictly-business black, and it offers you carefully molded, leather-covered spokes at the classic three, six, and nine o'clock positions, where God ordained that they should be. A classy black material covers the dash with a napped, glare-free surface, and all adornments are very discreet: three chromed GTO letters for the lucky passenger to ponder, a black stallion on a yellow field in the horn button, and a shiny ignition key that sparkles sunlight in your eye to say, "Let's go!" View Photos Aaron Kiley | Car and Driver The start-up and the prattle that follow are nothing at all like the 1962 Sounds of Sebring. A twist of the ignition key produces total silence; it takes this plus a poke at a nearby rubber-covered button to engage the fast-spinning starter motor. Two or three whoops later and the eight small but force-fed cylinders begin pumping pressure waves up and down the long runs of intake and exhaust tubing. The sound is hardly Ferrari-like in the classic twelve-cylinder, half-muffled, half-crazed-war-whelp sense. There are no clanking cam chains, the pistons that pump up and down in tight-fitting aluminum bores are modestly sized and few in number, the valve timing is calm and collected, and only the barest minimum of exhaust energy is squandered as atmospheric racket. Tickle the throttle and the small V-8 answers back with a forceful whisper. There is no braggadocio exhaust blat; instead, you hear filtered deep breathing on the intake side. The speak-softly voice seems sworn to keep the big stick a secret. View Photos Aaron Kiley | Car and Driver The throttle response is linear and eager off the boost (far better than that of a GTO we drove briefly at Fiorano) but no more exciting than a Toyota's. This little Ferrari feels as if it would be perfectly comfortable delivering kids to school or picking up the shirts at the laundry, at least until you drop your right boot. Then a 747 rolls up from the rear and leans against the bumper with four engines' worth of takeoff thrust. The boost gauge rests peacefully at first, but as the tach touches 3500 rpm, the turbines reach full whine and both intake plenums are pressurized and ready. By limiting wheelspin, we catapulted the Ferrari GTO to 60 mph in five seconds flat and through the quarter in another 8.1 seconds. First gear is off the H, so a careful hand is necessary to hurry the shifter through its chromed maze. As in most Ferraris, the redline in first occurs a few mph before you reach 60, so the test-track figures are less impressive than the jet thrust in the small of your back whenever the boost is up. View Photos Aaron Kiley | Car and Driver In top-gear testing, there's almost no boost to work with, and the GTO feels inhibited. A 30-to-50 sprint takes over ten seconds; 50 to 70 goes more quickly, but this is clearly a car that will depend heavily on its gearbox for fast moves. Fortunately, the shifter is a pleasure to use. The chromed gate and the heavy efforts are initially intimidating, but once you've ticked off a dozen or so shifts, the big ZF gears in back and the solid linkage between them and your hand start to feel about right. View Photos Aaron Kiley | Car and Driver A firm grasp is the tip for shifting, but braking demands a lighter touch. With a huge vented disc and a muscular four-piston caliper providing the pinch at each corner, it's easy to slide all four tires with an imprudent foot on the pedal, even at very high velocities. We kept the Goodyear gatorbacks as close as possible to their skid point and registered 175-foot 70-to-0 stopping distances. This positions the GTO well ahead of the Testarossa in one important category and fender to fender with the best brakes in the production-car world. Top-speed runs were next on the agenda. We encouraged all personnel to clear the area, but the opportunity to see a ground-bound Halley's comet comes along so seldom that everyone stood at the verge in rapt attention. Jere Clark took his turn at the wheel while C/D's tester monitored the engine's life signs and operated the timing equipment from the right seat. The view from the cockpit was placid, with little more than light road turbulence (undulating pavement) and wind noise to contend with. As we rolled to a stop, though, every face looked as if we'd just broken the sound barrier. The small crowd was amazed by the eerie Indy-car shriek as we passed and shocked by the news that our maximum speed was "only" 175 mph. Faces lengthened when further trials failed to duplicate the factory's claimed 190-mph top speed, but after pondering the wall of air that was robbing us of 15 mph, a couple of plausible excuses came to mind. First of all, we saw 0.6 kgm/cm2 on the boost gauge, which equates to 8.5 psi, well below the factory's original rating of 11.6 psi. Second, the height-adjustable suspension was set in the higher of the two available positions, whereas the factory no doubt used the lower setting to reduce frontal area for its peak-speed measurements at Nardo, Italy. Finally, this particular factory's claims are almost always optimistic. For example, Ferrari statistics register the GTO's curb weight at 2550 pounds, contradicting the 2880 pounds we measured for Jere Clark's car. View Photos Aaron Kiley | Car and Driver As if it were trying to make up for its inability to break through the three-miles-per-minute barrier, Jere Clark's red rocket saved its trump card for the last event. Factory drivers had previously demonstrated the GTO's ravenous hunger for power oversteer at Fiorano, but this in no way prepared us for limit cornering with our own hands on the wheel. Testing on our standard 300-foot asphalt skidpad, we found that the GTO's handling is delightfully near neutral. A twitch of either the wheel or the throttle can overcook one end or the other briefly, but when left to its own devices, this car will centrifuge its driver all day long at 0.88 g. The four fat tires hang on for dear life, the wheel effort is light, and the steering ratio is speedy enough to keep up with the predictable chassis. If there is such a thing as handling perfection, it comes as standard equipment with the GTO. Like all great days, this one eventually came to an end. The Clarks flew home to Phoenix smug in the knowledge that they own a true automotive treasure, one feisty Ferrari was loaded onto the transporter for the trip back to safe harbor, and we turned to the typewriter to log a memorable chapter in the performance record book. View Photos Aaron Kiley | Car and Driver Statistics worshipers in the audience may be disappointed by this first U.S.-soil report card, but our more circumspect view is that the GTO experiment is an unqualified success. Although it didn't meet all of the factory's heady claims, it has accomplished a more important mission: pointing the way to a very plausible future for this firm. Thanks to the GTO, Ferrari's past and present will never be as tantalizing as what's ahead. Specifications Specifications 1985 Ferrari 288GTO Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door sedan coupe PRICE As Tested: $125,000 ENGINE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection Displacement: 174 in3, 2855 cm3 Power: 394 hp @ 7000 rpm Torque: 366 lb-ft @ 3800 rpm TRANSMISSION 5-speed automatic CHASSIS Suspension, F/R: control arms/control arms Brakes, F/R: 12.2-in vented disc/12.2-in vented disc Tires: Goodyear Eagle VR50 F: 225/50VR-16 R: 255/50VR-16 DIMENSIONS Wheelbase: 96.5 in Length: 168.9 in Width: 75.2 in Height: 44.1 in Curb Weight: 2880 lb C/D TEST RESULTS 60 mph: 5.0 sec 100 mph: 11.0 sec 1/4-Mile: 13.1 sec @ 112 mph 130 mph: 19.9 sec Top Gear, 30–50 mph: 10.6 sec Top Gear, 50–70 mph: 8.6 sec Top Speed (mfr's claim): 175 mph Braking, 70–0 mph: 175 ft Roadholding, 300-ft Skidpad: 0.88 g C/D TESTING EXPLAINED
Car and Driver
12-07-2025
- Automotive
- Car and Driver
This 1967 Ford Mustang on Bring a Trailer Is Also an Italian Exotic
Everyone's familiar with the '67 Mustang, but not this one. This is an authentic Zagato design. As a former Mille Miglia entrant, it's eligible to run the Mille again in the future. Presumably, you've heard of the term Spaghetti Western. Well, here's what that genre might look like in car form: a traditional American hero, but done up by an Italian auteur. This 1967 Mustang GT fastback is a one-of-one Elaborazione Zagato, with styling tweaks from one of Italy's best-known coachbuilders, and it's up for sale on Bring a Trailer (which, like Car and Driver, is part of Hearst Autos). The design may not be to everyone's taste, but the provenance means it should fetch a fistful of dollars. Bring a Trailer This car left the Ford assembly line in the spring of 1967 and was shipped to Italy along with a Shelby GT350. Originally white, and fitted with a 289-cubic-inch V-8 and a four-speed manual, it was repainted green and fitted with custom bodywork that gave it a very Peugeot-like front end. Bring a Trailer From the rear three-quarter, this car is still very much a Mustang. From the front, only the galloping horse badge gives a clue to those thrown off by the square headlights and hood scoop. It's certainly not going to appeal to everyone, but the fact that this is the only one ever made gives it impeccable rarity. Bring a Trailer Originally driven into the early 1980s by its first owner, this Mustang Zagato was put into storage for a little over a decade before being restored. During the restoration, the decision was made to repaint the car to its original white; however, this was reversed with a 2019 repaint. At this point, the car was certified by Zagato, giving it further authenticity. So verified, the car was invited to participate in the 2021 Mille Miglia. This adds quite a level of appeal, as having once been invited to participate, it's eligible for future events. Getting into the Mille is a bit tricky, and this Mustang Zagato might be just the ticket. Bring a Trailer Best of all, while the unusual bodywork is a one-off, this is still a V-8 Mustang underneath. You get a four-barrel-fed 289 V-8 with plenty of torque, plenty of mechanical spare parts out there to keep it running, and a comfortable 2+2 cabin. The overall condition of the car is tidy, but it's not a museum piece you can't drive. Part of the fun here is the "I never heard of it" effect you'd get when rolling up to a show in this car. Everyone's seen a 1967 Mustang GT fastback before, but this car's sure to draw comments. The auction ends on July 17. Brendan McAleer Contributing Editor Brendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki's half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. Read full bio
Yahoo
25-06-2025
- Automotive
- Yahoo
Rare 1965 Shelby GT350 No. 33 to Cross Auction Block in July
⚡️ Read the full article on Motorious One of the most historically significant Shelby Mustangs ever produced—a 1965 Shelby GT350 bearing serial number SFM5S033—will head to auction this July, drawing interest from collectors around the globe. Built by Shelby American Inc. in Venice, California, this early-production Shelby GT350 is number 33 of just 562 produced in the model's inaugural year, and it comes with a well-documented ownership and restoration history. Finished in classic Wimbledon White with Guardsmen Blue Le Mans stripes, the two-door coupe retains its original performance pedigree and factory-correct components. Delivered new through Hi-Performance Motors in Los Angeles, California, the car was originally sold for $4,007.75—a figure confirmed by an original invoice included in its sale documentation. The authenticity of the vehicle has been verified by Shelby expert Howard Pardee, and its originality further endorsed in correspondence with Curt Vogt of Cobra Automotive, who also previously owned and restored the car. Under the hood lies the original K-Code 289-cubic inch V8, rated at 306 horsepower, paired with its numbers-matching T10-M 4-speed transmission and matching rear end, featuring a factory 3.89 Detroit Locker differential. The restoration was completed using an array of new old stock (NOS) parts and preserved original components, including the radiator, carburetor, distributor, cooling fan, and Shelby Cragar wheels wrapped in correct Goodyear Blue Dot tires. Inside, the car retains its radio-delete dashboard, fully restored factory seatbelts, and original steering wheel, also meticulously refurbished. Key features include a trunk-mounted battery, side exhaust, Koni shocks, date-coded Carlite glass, and early sill plates—details that highlight its early production status. This rotisserie-restored GT350 is expected to draw high bids, as it represents not only a cornerstone of Shelby's legacy but also one of the most complete and accurately preserved examples of its kind. The car will cross the block on Saturday of auction weekend, though the auction house has not yet released an estimated value. See it here.
Yahoo
12-03-2025
- Automotive
- Yahoo
Shelby American Revives GT350 for 2025; Win Serial Number 50 through SAAC Fundraiser
⚡️ Read the full article on Motorious Shelby American is celebrating the 60th anniversary of the iconic GT350 by unveiling a brand-new, supercharged 2025 edition—the most powerful GT350 ever produced. Enthusiasts now have the unique opportunity to win serial number 50 through a special fundraising drawing organized by the Shelby American Automobile Club (SAAC). Equipped with a supercharged 5.0-liter V8 engine delivering a staggering 810 horsepower, the 2025 Shelby GT350 has been carefully engineered for exceptional performance. Shelby engineers have upgraded suspension components and installed a high-performance exhaust system to manage the vehicle's newfound power. A comprehensive aerodynamic package ensures maximum stability at high speeds. The latest GT350 pays homage to Shelby's heritage with design features such as 60th anniversary badging, exclusive carbon fiber trim, and a functional aluminum hood equipped with heat extraction vents. Inside, the cabin blends Shelby's legacy with modern comforts, creating a cockpit suited to both spirited track use and comfortable cruising. Limited production will heighten the GT350's desirability among collectors, but Shelby fans have a unique opportunity: Serial Number 50 of this limited run is being offered as the prize in a fundraising giveaway conducted by the Shelby American Automobile Club (SAAC). Proceeds from donations will benefit SAAC, the organization dedicated to preserving the history and legacy of Carroll Shelby and Shelby American vehicles. The giveaway represents an exciting chance for enthusiasts to own a piece of Shelby history, particularly this special 50th serial number edition. The SAAC encourages participation, highlighting that even a modest donation can secure a ticket in the drawing. As Shelby American continues its tradition of creating legendary high-performance machines, the 2025 GT350 not only honors the past but also looks to set new standards for American muscle cars. Entries into the drawing are open now through the SAAC website, providing enthusiasts with the possibility to own a highly exclusive Shelby GT350. Enter here.
Yahoo
06-02-2025
- Automotive
- Yahoo
Is This One Of The Last True Shelby Mustangs?
⚡️ Read the full article on Motorious For years Shelby sat at the top of the performance manufacturing game, the words 'my name is Carroll Shelby, and performance is my business' come to mind. However, after his death in 2012 the world may never get a true Shelby car again. So what if you want to have your own piece of high-performance history? Well then you need to look for a good used example such as this 2011 Shelby GT350 being offered by Stephen Becker Automotive Group. Under the hood is a monstrous 5.0-liter V8 that makes around 430-horsepower naturally aspirated, however, true Shelby fanatics will know that this engine is supercharged. A Whipple Supercharger helps the vehicle achieve a whopping 624 horsepower. Mated to that beast of an engine is a 6-speed manual transmission which allows you to get the most fun out of your driving experience just as Carroll Shelby would have wanted it. While power is all well and good the Ford Mustang is best known for its choice of handling that sheer power. That's why this thing is equipped with Ford Racing suspension so that you can carve up canyons and crush corners without breaking a sweat. The interior is a simple, yet beautiful, design with black leather bucket seats and the classic red, white, and blue scattered throughout the vehicle. On the center console, you'll find the 45th-anniversary edition badge and the glove box was signed by Shelby himself! This is one out of just 75 vehicles produced with these exact specifications which make it an extremely rare car. Beyond the value, high performance, and luxurious design there is also a story to be told with this car, the white and blue exterior speaks to the Shelby American team's long career in racing, the high horsepower is a nod to all of us power-hungry American enthusiasts, and the design gives thanks to the original Shelby Mustang which will live on forever in infamy.
