Although the process is usually reserved for homogolating hardcore track racers with a small batch of publicly available road versions, Ferrari have been using this moniker of late to to idolise some of the fastest and meanest cars available. Hark back to some Maranello’s most fearsome and beautiful offerings; the 288 GTO, and the fabled 250 GTO. These batches of GTO’s are usually very limited, increasing their desirability tenfold (the 250 GTO had a production run of only 39).

Ferrari 288 GTO

The 288 GTO was initially built to homogolate a special Group B racing series (think Group B rally on tarmac), however the only entrants were Ferrari (288 GTO) and Porsche with the brilliant 959. The race was abandoned, but the homogolations were still available. Based on the 308, the 288 GTO used a slightly smaller V8 with some big changes. Namely, two turbochargers and intercoolers were strapped on, along with a new fuel injection system. The engine was mounted longitudinally (instead of the transverse 308). Such changes gave the 288 a wider track, and 400HP (298kW) at it’s disposal.

Despite never having the chance of collecting a chequered flag, the the 288 GTO had the honour of being the first road-legal car to eclipse 300km/h.

The 599 GTO, therefore is no ordinary Ferrari with an ordinary history. It has already claimed the fastest recorded lap time at Fiorano, and sports some of the most ludicrousfigures ever seen by the Italian carmakers.

The engine used in the 599 GTO has more in common with the 599xx that the GTB. The extractors and crankshaft have been pinched straight out of the 599xx’s engine, along with various other engine and gearbox components. Power has jumped from 456kW to 500kW, along with an extra 18Nm (to 620). These are both accessed at 8,250 and 6,500 rpm comparatively.

Ferrari 599 GTO

Ferrari claims the car has literally no understeer whatsoever, stating engineers spent much of their time refining the car’s on-the-limit handling. Another bonus of the 599xx is the rampant weight reductions throughout the car. Thinner guage aluminiums and glass is used, along with revised, lighter versions of the exhaust, gearbox and braking systems. Dry weight is now an impressive 1,495kg.

Revel in the glory, the GTO is back! Let’s hope that such a fine machine is destined for more than cross-city commutes and museums.