Ferrari 288GTO było tym dla włoskiej marki, czym 959 dla Porsche. Budowane również z myślą o Grupie B, powstało w podobnie znikomej ilości – wyprodukowano 272 sztuki. Choć historia oszczędziła nam sportowej rywalizacji tych bolidów, niejednokrotnie spotykają się one na renomowanych zlotach, konkursach i aukcjach. Tak będzie również podczas najbliższej aukcji domu aukcyjnego Bonhams. To Ferrari 288GTO to numer 95 w serii, sprzedany jako nowy na rynku francuskim. Nie odnajdziemy w nim radia ani elektrycznych szyb, lecz jest klimatyzacja. W ciągu 30 lat właścicieli zmieniało kilkukrotnie, lecz wszyscy oni bardziej cenili jego potencjał kolekcjonerski, niż użytkowy. Na liczniku supersamochodu widnieje wskazanie zaledwie 7400 kilometrów. Uzyskana cena: ok. 8,86 mln PLN (wliczając prowizję).
Ferrari Classiche Certified
1985 FERRARI 288GTO
US$ 2.5 million – 3 million
PLN 9.6 million – 11 million
Sold for US$ 2,365,000 (PLN 8,862,557) inc. premium
QUAIL LODGE AUCTION
14 Aug 2015 11:00 PDT
1985 FERRARI 288GTO
Engine no. F114B00100
2,855cc DOHC Twin Turbocharged V8 Engine
394bhp at 7,000rpm
Electronic Fuel Injection
5-Speed Manual Transaxle
4-Wheel Independent Suspension
4-Wheel Disc Brakes
*Ferrari Classiche Certified
*Believed to have covered only 7,432 kilometers from new
*Freshly serviced by main Ferrari dealer
*Offered with tool roll and jack
*One of only 272 built, fraction in USA
THE 288 GTO
The original, immortal 250GTO had been developed for the FIA GT Championship, duly taking the manufacturer’s title for Ferrari in 1962, 1963 and 1964; clearly, any revival of the 'GTO’ name could only be permitted for a very special car indeed. Enter the 288GTO. Like its illustrious forebear, the 288GTO (the initials stand for Gran Turismo Omologato) was conceived as a limited edition model, just 200 units being planned to meet the then-existing Group B homologation requirements for international sports car racing. Styled by Pininfarina’s Leonardo Fioravanti, creator of the awe inspiring Ferrari 365GTB/4 'Daytona’, the 288GTO was based on the 308GTB (another Fioravanti creation) and made its public debut at the Geneva Salon in February 1984. Fioravanti later recalled Enzo Ferrari’s original design brief. 'There was no specific instruction, just to produce a car based on the 308GTB that could be used for racing.’
Although superficially similar to the contemporary 308GTB Quattrovalvole, the 288GTO was radically different beneath the skin, mounting its V8 engine longitudinally rather than transversely, a change that necessitated a new chassis with a wheelbase extended from 234cm to 245.1cm. This new frame was constructed of steel tubes in the traditional manner while incorporating the latest in Formula 1-derived composite technology in the form of a Kevlar and Nomex bulkhead between the driver and engine. The alteration in engine layout had been made to accommodate twin IHI turbo-chargers and their associated Behr inter-coolers and plumbing; the adoption of forced induction requiring that the quad-cam, 32-valve V8 be downsized from 2,927cc to 2,855cc to comply with the regulations. Ferrari’s considerable experience gained from turbo-charging its Formula 1 engines was deployed in adapting the 308 unit, the latter in highly modified 288GTO form producing 400bhp at 7,000 rpm and a mighty 366lb/ft of torque at just 3,800 revs. Top speed was a staggering 189mph.
Its three rear-wing cooling slots deliberately recalling the earlier GTO, the 288 body likewise benefited from the adoption of F1 technology, being constructed of glass fiber and a mixture of the lightweight composite materials Kevlar and carbon fiber. Aerodynamically refined in the wind tunnel, the 288GTO sported flared wheelarches, larger front and rear spoilers, taller door mirrors and four additional driving lights in the front grille, these subtly altered looks combining elegance with muscularity in equal measure. Given its race-bred, state-of-the-art technology and drop-dead gorgeous looks, it is not surprising that the 288GTO appealed to Formula 1 drivers of the day, with Ferrari’s Michele Alboretto and René Arnoux, and even McLaren’s Nikki Lauda, numbered among its owners. In the event, the 288GTO never contested the races for which it had been conceived, as the FIA axed Group B, citing lack of manufacturer interest as the reason.
Testament to its relevance in reviewing the 2016 Ferrari 488GTB, Road & Track chose to compare it with a 288GTO, producing many memorable quotes, from author Chris Chilton: 'The 288GTO’s blistered fenders and quad headlamps are pure lust’, 'If there’s one thing that really dates the 288, it’s the steering because it’s finger-tingling spectacular. Short on kickback but big on the richly textural feedback that reminds you how sanitized most modern systems are’ 'While the GTO wasn’t Maranello’s first boosted mid-engine road car, it’s the first one you should care about.’ and 'There are no disappointments with the GTO; you make no excuses for its age. You drive it, abuse it like a new car. And then you get out wondering how it must have felt in 1985 to experience something so brutally rapid as its 189-mph top speed.’
With total production amounting to only 272 cars, every one of which was sold prior to the start of production in July 1984, these cars have been covetable ever since the production ceased in 1986. Priced at $85,000 new, within the next three years asking prices for the few that had made their way to North America were pushing seven figure sums. The modest number built particularly compared to all subsequent Ferrari flagship supercars has ensured that today it is a this worthy successor to the 250GTO and remains one of the most desirable and sought-after Ferraris of recent times.
THE MOTORCAR OFFERED
This immaculate, Ferrari Certified example was delivered new in Continental Europe to the French market. Accordingly it was imported to France through Charles Pozzi SA in Paris and then sold through official dealer Daverat Automobiles of Bayonne, on the Atlantic coast to its locally based first owner Thierry Deserces of Pau. The 95th car of the series to have been built, its original specification ex-factory is documented to have been the Rosso Corsa livery it wears today, with Pelle Nera/Stoffa Rossa – black leather seats with red inserts. It benefited from the optional extra of air-conditioning, but was otherwise spartanly equipped with manual windows and no radio/stereo, the acknowledged 'lighter weight’ configuration. Adhering to national laws its headlamps had yellow diffusers.
Mr. Deserces enjoyed the 288 for a number of years, certainly well into 1987 and is recorded as having given it some light track use in France at the 100 GT race in Dijon-Prenais in April 1985, the Ferrari Benelux meeting at Zandvoort in June, and was seen at the Ferrari Owner’s Club International meeting in July 1986. Around a year later he showed it in his home town at the Club Ferrari France meeting in May 1987.
Shortly after this the car migrated to the America in the heady days of the 1989 boom.
According to its CarFax document, the Ferrari was imported to the US on July 5th, 1989, and by the end of November the US Dept. of Transportation in Charlotte, North Carolina declared it to 'meet US highway safety specifications’ and they released the car from their bond. As for many Ferraris in this era it subsequently sold into Japanese ownership.
In the mid-1990s the car came onto the radar of serial 288 GTO owner Wesley Hatakeyama of Atascadero, California. Hatakeyama, a knowledgeable enthusiast and Ferrari Club concours judge and a native of Japan was able to use his connections to retrieve a handful of ex-US Federalized cars that had migrated there. This car he sourced through 0123 Art Sport in Osaka, Japan, bringing it back to North America where it has remained for the last 18 years. Speaking with Hatakeyama this July he fondly recalled ownership of the car, and in his hands it was displayed at Quail Lodge in 1999, in the days when the Concorso Italiano was based here, securing him a 'Platinum Award’.
It later passed through noted 288GTO expert Brandon Lawrence in 2000 to Robert Owen of Austin, Texas, where it was titled on September 1st that year. 4 years later almost to the day it was sold to a Toronto based collector in 2004, remaining there for nearly a decade before arriving in its present private ownership.
Within the last 2 years the car has received a full major engine service with replacement of cam-belts with the works carried out by Ken and Darin McCay’s Boston Sportscar and latterly an overhaul of the brakes by a respected main Ferrari dealer in Pennsylvania. Since then only a few miles have been accrued. It was also inspected for Ferrari Classiche Certification and received its red book in April this year.
Well charted over the course of its 3 decades, there is considerable information supporting its current odometer reading of just over 7,400 kilometers. Its odometer fascia has been converted to appear to read miles, as was the case for many of the cars that were Federalized, but as verified by a recent road test, the instrument continues to count kilometers.
On inspection today, the car is immaculate throughout and clearly a highly original and unspoilt example, facts that have been acknowledged by those who have owned or assisted in the car’s sale over the years. Its only known attention have been very light work on the interior with a few replacement leather inserts and the leading edges, as well as sympathetic detailing of the paintwork to improve the aesthetics of this now 30 year old classic.
The last few years have seen the 288GTO rightfully assume its status as a truly collectible icon, by merit of its modest production, iconic design and blistering performance. Amazingly, it is thought that only 15%, or three dozen of these cars exist in the U.S. today, making the chance to acquire one and one of this quality exceedingly rare. When contemplating its purchase, one might consider the sentiments in the quoted magazine article, Chris Chilton concludes his piece 'despite having driven most of the landmark supercars… I can’t think of many past masters I’ve wanted in my garage more than this GTO.’