It was initially set up with power windows, a Nero leather inside, and Rosso Corsa exterior.
Ron Stratton, a Ferrari primary dealer, was the vehicle’s initial owner. Stratton had a showroom on Water Lane in Wilmslow, Cheshire, where he also worked as a Rolls Royce, Lotus, and AMG representative.
Stratton’s personal vehicle was 55671. On April 24, 1985, he picked it up from the manufacturer and drove back to the UK with Gavin Green, a journalist for Car magazine. The GTO was assigned the temporary export plate EE 031 AK during its journey.
The journey was chronicled in the July 1985 issue of Car magazine, which featured 55671 on the cover.
The tale has the heading “Picking Up a Legend.” Green penned:
“The power is not spectacular below 3000rpm. Yes, the car accelerates, and even in fifth gear it has outstanding tractability down to 1000 rpm. However, it lacks the powerful low-down kick in the small of the back that the Ferrari Boxer and Testarossa are capable of delivering in large doses. When accelerating, the small turbo gauge, which is black with orange markings like the other instruments, moves off its stopper about 2000 rpm. The twin puffers, which are already whistling rather loudly, give it a visible helping hand. Although there is a lot of momentum being gained, no power explosion has yet to occur. Wait until the engine is running at about 3000 rpm before doing that. A blood-curdling screech replaces the previous distant whistle of the blowers and grumbling of the engine as the thick orange needle swiftly sweeps over the 3000 mark on the rev counter and the turbo gauge climbs to 0.8 bar, maximum boost. The GTO charges ahead with more intensity and fire than any other road-going supercar in my experience as the helping hand transforms into a full-blooded right jab. The effect of the blowers is best compared to the acceleration of a Porsche 911 Turbo when the boost is turned up. The power jump, though, is more brutal. It’s like if you are in a glider being towed behind a harmless prop plane then all of a sudden a low-flying F-111 intercepts the tow rope.”
The article was also published in the August 12th, 1985, issue of AutoWeek, which once more featured 55671 on the cover.
Stratton listed chassis 55671 for sale in April 1986. Hew Dundas of London, a seasoned supercar owner, attorney, and amateur racer, bought it.
In the UK, Dundas frequently participated in the Maranello Ferrari Challenge. He also lent 55671 to Car magazine, just like Stratton did. This time, it competed in a track test at Castle Combe against Rowan Atkinson’s Aston Martin V8 Vantage Zagato. The head-to-head was covered in Car magazine’s September 1987 issue, which also featured 55671 on its third cover.
The GTO cost PS1 million and was up for purchase in 1990 at Loxwood Motor Company. The Brunei Royal Family bought it, had it transported, and had Pininfarina convert it to right-hand drive. The color was changed to Dark Slate with a Red stripe as part of additional work.
A GTO Evoluzione and three further GTOs (56641, 56655, and 57727) were also purchased for the Royal Collection (79889).
In This Article...
a Group B race
The Federation Internationale de l’Automobile (FIA) introduced Group B as a set of rules for competing vehicles in sportscar racing and rallying in 1982. (FIA). There were less limitations on technology and design in Group B, and just 200 vehicles were needed to be homologated in order to compete, which was fewer than in previous series. High-tech materials were allowed, weight was maintained as little as feasible, and boost was unrestricted. Initially, Group B had great success. However, the expense of competing swiftly increased, and the cars’ performance proved to be too great, leading to a number of deadly collisions. Group B was consequently canceled at the conclusion of 1986.
It has an easy formula. Ferrari and a few other Group B automakers took a regular model, gave it a ton more power and grip, and nevertheless kept the original model’s styling. The majority of manufacturers sold the 200 automobiles they had produced to be eligible for Group B.
It was challenging to homologate, but Ferrari had no problems with the 288 GTO because all 200 units were sold before production even started. 272 vehicles were produced over the course of the race series’ three-year existence.
The Design of the 288 GTO Is Beautiful.
Despite sharing a foundation with the 308 GTB, the 288 GTO had a largely unique design. To ensure that it could fit the bigger Goodyear tires utilized, Pininfarina design leader Leonardo Fioravanti redesigned the 288 GTO’s body, making it shorter and giving it flared wheel arches.
Then he added three air vents behind the rear tire arches, a new front splitter, four driving lights up front, and an integrated spoiler. The end result was a powerful and aggressive appearance that gearheads still adore today.
Whose Ferrari 288 GTO is it?
owners of Formula 1 GTO These include the 272 units manufactured for Michele Alboreto (56195), Keke Rosberg (56653), and Niki Lauda (58329), who received the final one from Enzo Ferrari himself.
Is a supercar a Ferrari 288 GTO?
The 288 GTO is the grandfather of all current hypercars because it is the 308 GTB supercar’s “exotic homologation” variant. Ferrari created the 288 GTO for the FIA Group B race, but before it could even show off its capabilities, the series was eventually terminated due to a number of problems. But there’s no denying that this monstrous supercar was among the best Ferraris ever made. On August 20, RM Sotheby’s will hold auctions in Monterey, California, for one of the 272 288 GTOs that have ever been produced.
How many Ferrari 288 GTO models exist today?
Primarily 3 of the original 272 road GTOs and the additional 5 GTO Evoluzione models, which were only intended for racing, are still in existence. The last 288 GTO was constructed for former Formula 1 World Champion Niki Lauda and presented to him as a gift in 1986, making it the most coveted of all 288 GTOs ever constructed.
All Ferrari 288 GTOs were red.
The Ferrari 288 GTO and 308 GTB both used the same basic building techniques. Although the structure was supported by a steel tube frame, various lightweight materials were used to build the panels. Aluminum was utilized for the doors, fiberglass composite for the fenders and quarter panels, Kevlar and carbon fiber for the roof, lower front spoiler, and rear valance.
The 288 GTO did, in fact, resemble the 308 from a distance, but Leonardo Fioravanti modified it for a more commanding presence that was more practical than aesthetic.
Despite being 200 mm shorter than the 308, the wheelbase of the 288 GTO increased. The newly created flared body rearranged the proportions but was primarily constructed to support wider wheels: 8 inches up front and 10 inches behind.
Following extensive wind testing, the GTO received an aerodynamically effective kit, further setting it apart from the 308 with a deeper front air dam and additional driving lights on the front bumper.
Fioravanti added a few references to the original 250 GTO as a finishing touch. The 288 GTO’s engine was situated in the middle, so the designer moved this useful component behind the back wheels. The 1960s automobile had sets of vertical cooling vents on the front fenders. Additionally, the understated aerodynamic wing served as a practical homage to the groundbreaking Gran Turismo Omologato.
The expanded wheelbase, combined with the use of lightweight materials, dramatically reduced the center of gravity and enhanced handling. The GTO weighed 2,555 lb, 530 lb less than the 308 GTB, which made use of conventional manufacturing methods and materials, while having larger overall external dimensions.
Ferrari painted all 272 of the 288 GTO red; however, Pininfarina, a Ferrari affiliate, painted a prototype in yellow, however this was done post-production.
It may be argued that because Pininfarina is Ferrari’s approved coachbuilder, the work was “done by Ferrari.” The “yellow GTO” is well-known among enthusiasts, and Ferrari has granted it Clasiche Certification.
What is the value of a Ferrari 288?
The auction floor at RM Sotheby’s sees more incredible automobiles than virtually any other place in the world, but this beautiful 1985 288 GTO with fewer than 15,000 miles (23,500 kilometers) on the clock is sure to compete with anything.
What Ferrari is the most expensive?
- Jo Schlesser raced a red 1963 Ferrari 250 GTO in 1960, which was auctioned for $52 million in 2013.
- With a sale price of $70.2 million, another Ferrari 250 GTO in silver blue was the most expensive automobile ever.
Who purchased the $70 million Ferrari?
You can get an idea of how much it actually costs to join this extravagant club by looking at some of the prior sales of GTOs during the past ten years. Chris Evans, a boisterous and animated British DJ and TV host, paid $17.7 million for a 250 GTO at RM Auctions in 2010.
One was purchased for $31.7 million by an unnamed buyer from a UK real estate agent in 2012. Craig McCaw, an American Telecoms typhoon, also bought one privately that year for $25 million to add to his collection of more than 400 vehicles. The following year, a GTO changed hands for a cool $52 million in another private transaction.
Then, in 2014, one of these incredibly sought-after vehicles was sold at auction by Bonhams for a second time, this time for $52 million. Three years later, former race car driver and antique car dealer Gregor Fisken paid $44 million to become a member of the exclusive GTO club.
If some of the aforementioned figures have you struggling for breath now, the events that occurred in 2018 will shock you even more. Because in same year a guy by the name of David MacNeil from Chicago, USA, the creator of the automobile accessory company WeatherTech, paid an eye-popping $70 million for a silver 1963 Ferrari 250 GTO (chassis number #4293GT). the most money ever spent on an automobile.
Let’s quickly review some of the items you could buy with $70 million (not including charity gifting or using the money to make the world a better place). You could purchase a 3,000-acre island in the South Pacific (close to Fiji) if you want some peace and quiet to unwind on and top off your tan. You could also purchase Richard Branson’s Caribbean Mansion on the gorgeous Necker Island if you’re interested in real estate. If you want to make some extra money, you can rent it out for $42,000 per night.
Or, if you’re a fan of football and would like to build your own stadium, you could design the seating yourself to ensure that you get the greatest seat in the house at every game. The immaculate 60ct Pink Star diamond, which comes from a South African mine, is also an option if you enjoy wearing jewelry. It would make a great addition to your home. You can also opt to direct and produce your own Hollywood hit if you enjoy watching movies. You could give yourself the lead role and the headlines, and you could even pick your co-star. What a wonderful idea that is!
In all honesty, it appears that the value of historic cars has increased significantly in the last few decades. First, there were significant increases in the 1980s, which were followed by significant decreases in the 1990s. A 250 GTO sold for only $2.7 million in 1994, and prices didn’t start to rise again until the late 1990s. They are still increasing today, and they are rising so quickly.
When will it end, is the obvious question. Or is it more conceivable that one of these expensive, rare Italian automobiles will soon be sold (Grimace) for $100 million?
What is it about this ancient, no-frills Italian race car that appeals to people so much?