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The last of the 599's kind, the GTO stands originally for Gran Turismo Omologato. What this means is that this is the road-oriented grand touring homologation model of a car originally designed to qualify for racing. Sadly, this is one car that I personally think does not meet such a standard. It is, as a matter of fact, easily eclipsed by its successor, the Ferrari F12.
The Ferrari 599 GTO didn't see any racing at all. Pundits say, that would have been the 599XX. Sadly, this XX-version was built before this GTO came about, which is obviously going the other way around.
Basically, the GTO moniker was added to this 599 to somewhat commemorate the legendary 250 GTO and to serve as a grand finale to the model line, paving the way to its successor, the F12berlinetta.
Here's another Hotwheels Elite scale model in 1:43 scale.
A Ferrari 250 GTO pictured at the Galleria Ferrari exhibition at the 2004 Autosport International show.
The Tempest line, including the GTO, was restyled for the 1965 model year, adding 3.1 inches (79 mm) to the overall length while retaining the same wheelbase and interior dimensions. It sported Pontiac's characteristic vertically stacked quad headlights. Overall weight increased about 100 pounds (45 kg). Brake lining area increased nearly 15%. Heavy-duty shocks were standard, as was a front antisway bar.
The dashboard design was improved, and an optional rally gauge cluster ($86.08) added a more legible tachometer and oil pressure gauge.
The 389 engines received revised cylinder heads with re-cored intake passages, improving breathing. Rated power increased to 335 hp (250 kW) at 5,000 rpm for the base 4—barrel engine; the Tri-Power was rated 360 hp (270 kW) at 5,200 rpm. The Tri-Power engine had slightly less torque than the base engine 424 lb·ft (575 N·m) at 3,600 rpm versus 431 lb·ft (584 N·m) at 3,200 rpm.
Transmission and axle ratio choices remained the same. The three-speed manual was standard, while a four-speed manual or two-speed automatic were optional.[5]
The restyled GTO had a new simulated hood scoop. A rare, dealer-installed option was a metal underhood pan and gaskets to open the scoop, making it a cold air intake. The scoop was low enough that its effectiveness was questionable (it was unlikely to pick up anything but boundary layer air), but it allowed more of the engine's roar to escape.
Car Life tested a 1965 GTO with Tri-Power and what they considered the most desirable options (close-ratio four-speed manual transmission, power steering, metallic brakes, rally wheels, 4.11 limited-slip differential, and Rally Gauge Cluster), with a total sticker price of US$3,643.79. With two testers and equipment aboard, they recorded 0–60 miles per hour (0–97 km/h) in 5.8 seconds, the standing quarter mile in 14.5 seconds with a trap speed of 100 miles per hour (160 km/h), and an observed top speed of 114 miles per hour (182.4 km/h) at the engine's 6,000 rpm redline. A four-barrel Motor Trend test car, a heavier convertible handicapped by the two-speed automatic transmission and the lack of a limited slip differential, ran 0-60 mph in 7 seconds and through the quarter mile in 16.1 seconds at 89 miles per hour (142.4 km/h).
Major criticisms of the GTO continued to center on its slow steering (ratio of 17.5:1, four turns lock-to-lock) and mediocre brakes. Car Life was satisfied with the metallic brakes on its GTO, but Motor Trend and Road Test found the four-wheel drum brakes with organic linings to be alarmingly inadequate in high-speed driving.
Sales of the GTO, abetted by a marketing and promotional campaign that included songs and various merchandise, more than doubled to 75,342. It spawned many imitators, both within other GM divisions and its competitors.
The Pontiac GTO was built by Pontiac from 1964 to 1974 by General Motors It is often considered the first true muscle car. From 1964 until midway through 1973 it was closely related to the Pontiac Tempest and for the 1974 model year it was based on the Pontiac Ventura. This photo was taken at a classic car meet in Wilson, PA.
Well, here it is finally, a modded image of my car. Trouble is, I can't actually buy these pieces. The SAP (Sports Appearance Package) grilles that a lot of people put on their Goats are definitely an improvement over the stock grilles, but Pontiac nailed the look on the G8 with the slightly sunk, chrome-rimmed grilles. So rather than drop in an image of the SAPs, I hand painted my own chromed out bad boys. Anybody know a good fabricator?
I'm getting frustrated in my search for wheels, so I went with a set I saw on an Aston Martin on Monday night at the LA Auto Show. I'm sure there's no chance wheels like this exist for the GTO. :(
Ferrari 599 GTO Team PAVO@ Gumball3000 @ Belgrade Serbia 31.05.2011
2011 © All Rights Reserved by Stojanovic Nikola.
Nikon D3000 Sigma 30mm f\1.4 DC HSM
Do not use this photo without my written permission.
This was a test shoot to try an idea. i didnt have much time to pull it off. but it looks cool. i know there are a few thing to fix.
Strobist:
I walked around the front of the car firing the flash manually. While a FireDancer from the other shots did his thing around the car. Do not try this at home. lol Power at about 1/4 . I should off done like 2 more one in the nose of the car and the back bumper. Live and learn.
Finally this photo let into the creation of this full blown set:
Noble M12 GTO
Like the Noble M10, the Noble M12 is a two-door, two-seater model, originally planned both as a coupe and as a convertible. All M12s have been powered by specially tuned turbocharged Ford Duratec V6 engines.
The M12 has a full steel roll cage, steel frame, and G.R.P. (fibre glass) composite clam shell body parts. These cars are extremely lightweight and stiff. Although looks to be track derived, the M12 performs very well on both road and track, with surprisingly good ride quality, but a rigid feel. The coupe evolved through four (4) variants with the M400 being the ultimate version of the M12, followed by the GTO-3R.
Noble M12 GTO 2.5L bi-turbo 330 bhp/231 kW
Noble M12 GTO-3 3.0L bi-turbo 365 bhp/242 kW
Noble M12 GTO-3R 3.0L bi-turbo 415 bhp/262 kW
0-60 mph (0–97 km/h) in 3.7 seconds was published in the official brochure of the M12 GTO-3R, Road and Track indicated a 0-60 mph performance of 3.3 seconds, but subsequently listed it as 3.5 seconds. Its top speed is listed as 185 mph (298 km/h). Lateral Gs are reported in excess of 1.2.
Here is a teaser of what's to come in the next day or two.
As you can probably tell, it's not a 599 ;)
This Pontiac GTO - essentially a LeMans/Tempest coupe with a high-performance package - is from the car's second generation of the late 1960s and early 1970s. Its idea of performance in a practical family-car package would be even more successful when Volkswagen introduced the GTI.
Taken at the Summit car show.
Ferrari 288 GTO after the 2009 Concorso Italiano
My friend was lucky enough to get to drive this into the show for the owner, who couln't attend. When the show was over, we had the choice to sit in (uphill) traffic for an hour, or hang out for an hour and then have an open road. So we drove down to the end of the course and decided to do an impromptu photoshoot. Wouldn't you?
The Ferrari GTO (often referred to as Ferrari 288 GTO)(Type F114) is an exotic homologation of the Ferrari 308 GTB produced from 1984 to 1987 in Ferrari's Maranello factory, designated GT for Gran Turismo and O for Omologata (homologated in Italian).
Some of the GTO's styling features were first displayed on a 308 GTB design exercise by Pininfarina shown at the 1977 Geneva Auto Salon. The 288 GTO had started out as a modified version of the 308/328 to hold down costs and to build the car quickly, but little of the 308/328 was left when the 288 GTO was finished.
Easily noticeable differences were the GTOs bulging fender flares, larger front/rear spoilers, large "flag-style" outside mirrors and four driving lights at the far sides of the grille. Retained from the original 250 GTO were slanted air vents, put in the GTO's rear fenders to cool the brakes, as well as the rear wing's design, borrowed from the 250 GTO's original wing. The GTO also had wider body panels than the 308's because they had to cover much larger Goodyear tires mounted on racing wheels.
The GTO was based on the rear mid-engine, rear wheel drive 308 GTB, which has a 2.9 L (2,927 cc) V8. The "288" refers to the GTO's 2.8 litre DOHC 4 valves per cylinder V8 engine as it used a de-bored by 1 mm (0.04 in) with IHI twin-turbochargers, Behr air-to-air intercoolers, Weber-Marelli fuel injection and a compression ratio of 7.6:1. The 2.85 litre engine capacity was dictated by the FIA's requirement for a turbocharged engine's capacity to be multiplied by 1.4. This gave the GTO an equivalent engine capacity of 3,997 cc (4.0 L; 243.9 cu in), just under the Group B limit of 4.0 litres.
Unlike the 308's 2,927 cc (2.9 L; 178.6 cu in) engine, the GTO's 2,855 cc (2.9 L; 174.2 cu in) V8 was mounted longitudinally, using the 308's rear trunk space. This was necessary to make room for the twin turbochargers and intercoolers. The racing transmission was mounted to the rear of the longitudinal engine, moving the rear differential and wheels aft. The arrangement also let the GTO use a more conventional race-car engine/transmission layout for such things as quick gear-ratio changes for various tracks. As a result, the wheelbase was 110 mm (4.3 in) longer at 2,450 mm (96.5 in).
My brother's Pinemist Green 1974 Pontiac GTO. I deleted the background, darkened the windows, and increased the wheel diameter in Photoshop. This is an old photo, taken before I bought my new cameras, which is why the image quality is somewhat lacking.
This car now has a stout 455ci V8 putting out approximately 500hp, rather than the wheezy 200hp 350ci it came off the line with. Not the most attractive year of the GTO, but it's certainly a rare and fun to drive car.