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WHAT PEAK WANTED, and got, was a ground-up pre-build analysis and assessment made by an engineer. “The project leader was NFF’s Scott McGehee, who is not simply a wrench but a former naval nuclear engineer,” explains Peak. “Thus, we were choosing the engine-build specs and components not like a young hot rodder might have back in the day, but instead looking at systems integration, materials science, and mapping via computer as we went, so we knew all of the engine’s parameters and performance before the build was finished and the engine was installed.”

All of this analysis revealed new air and fuel-flow requirements, which of course necessitated a substantive redesign of the fuel system, along with an all-new, higher-flowing exhaust system. Why all the heavy math for an engine rebuild? Because Peak had more in mind than simply addressing quality and engineering foibles. He wanted power—and lots of it.

The owner researched forced-induction power adders but quickly dispensed with those solutions, as the notion of turbos and superchargers kept visions of more and more blown head gaskets dancing in his head. Peak also wanted to maintain the Ferrari’s original naturally aspirated ethos and architecture, so he and McGehee elected to go the “no replacement for displacement” route.

The wounded stock engine was stripped to the nubbins and built back up with race-ready preparation, componentry, assembly, and details. The stock crank hit the bin in favor of a 360 Modena crankshaft; its 79mm stroke combined with a bigger 89mm bore for 3.93 liters of displacement— about a full liter more capacity than stock. Compression was fixed at 11.0:1 in order to boost low-end torque and response, yet allow the engine to live happily on 91 octane pump gas. NFF also whipped up a custom pair of cams for each bank.

On the reliability front, the rebuilt engine wears all-metal head gaskets and timing belts pirated from a high-performance Japanese engine that can run many tens of thousands of miles between replacements. The timing gear “cog wheels” are bespoke, while the water pump was custom-built to optimize flow (the engine runs waterless coolant), and NFF fitted a new radiator engineered for more flow and better efficiency.

To handle the bigger motor’s more-demanding needs, the stock fuel system was ditched for a fully electronic, programmable setup. Naturally, the stock exhaust system, which at one point necks down to a single pipe to incorporate the catalytic converter, was no longer up to the task. It was replaced with custom stainless-steel headers and a bespoke exhaust. The latter, built in partnership with Capristo, is a true dual system that incorporates high-flow cats and vacuum-operated valves that open and close to modulate sound and flow. A fully computer-configurable coil-on-plug ignition system keeps everything firing in time and at peak performance.

The result is impressive: 485 horsepower at 8,500 rpm and 335 lb-ft of torque at 6,500—numbers a stock 308 can only dream of. Of course, the rest of the car wouldn’t be able keep up with the new engine, so the owner turned NFF loose.

Also from Issue 159

  • 360 Spider with stick-shift
  • One-off 330 GTC
  • Daytona restoration
  • 333 SP
  • F1: Ferrari wins!
  • FORZA Tifosi Challenge: F430 to 458
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