Ferrari GTO 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.

Transmission:

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.