Built the year Ferrari stopped building them.
The car that began Ferrari's modern bloodline, and never turned a competitive wheel.
Group B asked for two hundred road cars. Ferrari built two hundred and seventy-two, and sold every one before production began. The series collapsed before a single GTO reached a starting grid — so a car engineered for competition spent its entire life on the road, which is the reason so many survive in the condition they do.
The engineering was dictated by the rulebook. FIA multiplied a turbocharged engine's capacity by 1.4, so Ferrari sized the V8 at 2,855cc — a theoretical 3,997cc, three cubic centimetres under the Group B ceiling. The engine was turned longitudinally, the wheelbase stretched, the body remade in Kevlar and composite. It looked like a 308 and shared almost nothing with one. At its Geneva debut in 1984 it was the fastest production car in the world.
Everything since has followed from it: F40, F50, Enzo, LaFerrari. The 288 GTO is the first of that line and the least understood of them, because it is the only one that was built for a purpose it never got to serve. Ferrari gave the final car to Niki Lauda.
None were imported to North America by the factory. Provenance and federalisation are therefore the whole conversation on a US car, and that is precisely the part we handle quietly.
Manufacturer figures. Options, provenance, and exact configuration confirmed on enquiry. Vehicle shown for illustration.
Offered privately, by introduction. Share your details and a senior specialist will respond with provenance, configuration, and terms — in confidence.
Enquire Privately →Tell us how to reach you and we'll respond personally with configuration, provenance, and terms.
A senior specialist will reach out personally. For immediate attention, call 818.422.2168.
