Few cars capture the raw spirit of 1990s GT racing quite like the legendary competizione versions of the Ferrari F40, notably the F40 LM, GT, and GTE variants. Conceived to bring Ferrari’s most extreme road car into competitive billing on the international stage, the race-tuned F40s represented the ultimate evolution of the already ferocious supercar. Developed for endurance racing during the golden age of road-based GT competition, these machines took their place on grids alongside icons such as the McLaren F1 GTR, Porsche 993 GT2, and Callaway Corvette C7R in series such as the BPR Global GT Series—the precursor to modern GT endurance championships.

The factory F40 programme was led by Ferrari’s trusted competition partner Giuliano Michelotto and his renowned engineering firm. The first 19 examples were built from brand-new chassis supplied by Ferrari and converted to full LM specification. Beyond these initial factory-developed machines, several privateer teams were eager to campaign F40s in international GT racing and converted roadgoing F40s into full track weapons. While not converted by Michelotto directly, chassis number 84326 offered here is one of these fascinating privateer-developed machines—an example that went on to enjoy a genuine international competition career and later a meticulous restoration.

According to a history report by Marcel Massini, chassis 84326 was completed on 1 March 1990 as a European-specification, road-going example with roll-up windows and was delivered new to a German enthusiast through Ferrari Deutschland GmbH in Wiesbaden. The first owner was a passionate devotee of the marque who regularly displayed the car at Ferrari gatherings and track events across Europe, including appearances at Mugello in 1992 and Spa‑Francorchamps in 1993.

In 1994, chassis 84326 was sent to noted German tuner Richard Hamann of Hamann Motorsport in Laupheim. Having built his reputation through successful BMW tuning programs, Hamann recognised an opportunity to expand his operation into the development of Ferraris. Seeking to extract maximum performance from the F40 platform, Hamann enlisted the expertise of Swiss engineer Peter Sauber—the founder of the renowned Sauber Formula 1 team—under whose guidance the Ferrari V-8 received twin KKK turbochargers with increased boost and dual wastegates, along with a host of reinforced internals. These modifications dramatically elevated the engine’s performance, with output reportedly reaching as much as 700 horsepower.

Coupled with a revised nose inspired by the F40 LM, as well as an enhanced rear wing for greater stability and upgraded brakes and suspension, the competition-modified F40 was featured on the cover of the June 1994 issue of Motor magazine, where it was praised for its sharper driving dynamics and stronger low-end power delivery. Envisioning a limited line of tuned F40s, Hamann’s conversion was far from inexpensive—reportedly costing as much as 75 per cent of a standard F40’s original sticker price, in addition to the cost of the donor car itself.

Eager to demonstrate the car’s performance potential and justify its extraordinary price tag, Hamann sought to enter the car in competition. Regulatory changes ahead of the 1996 season allowed him to partner with Jörg Hartmann Motorsport and campaign chassis 84326 in the BPR Global GT Series. However, as was often the case for independent GT teams of the era, limited funding hindered both development and reliability. During the 1996 BPR season, the car retired at the Nürburgring and later recorded a 26th-place finish at Spa-Francorchamps.

Chassis 84326 then passed through a succession of German enthusiasts before moving to the United Kingdom in the early 2000s. Over time the car fell into neglect and was eventually stored in a barn in the north of England, where it remained largely forgotten until 2012. That year it came to the attention of a passionate Ferrari enthusiast, who had been fortunate enough to secure an F40 when new and had long carried the regret of parting with it.

The car was sent to the respected Ferrari specialists at Moto Technique Ltd of Surrey, led by experienced hand in all-things-Ferrari Kevin O’Rourke, where it became clear that years of hard racing had taken a severe toll. The suspension components were worn beyond repair, the braking system required complete replacement, and the fuel tanks were in extremely poor condition. Evidence of an electrical fire was even discovered beneath one of the tanks.

At this stage the project evolved from a simple refurbishment into a comprehensive restoration carried out with an uncompromising philosophy. The car would be returned to as-new condition, while subtly benefiting from modern engineering knowledge. Michelotto Automobili supplied newly fabricated suspension assemblies, braking components, and numerous specialised parts crafted from Avional aluminium, magnesium, and titanium.

The bodywork also required significant attention, as certain areas had previously been repaired in fibreglass rather than the original carbon-Kevlar composite. To restore proper weight and structural integrity, the front clamshell was completely remanufactured in the correct carbon-Kevlar construction, while other panels underwent extensive refinishing to reveal the subtle carbon weave beneath the paint—replicating the appearance seen on factory-fresh examples.

The engine rebuild was entrusted to renowned engineering firm Crosthwaite & Gardiner, who carefully inspected every internal component and renewed where necessary, resulting in a fully rebuilt power unit capable of delivering its formidable performance with confidence. To enhance reliability and drivability, a multi-stage engine management system from MoTeC was integrated, providing three selectable power modes of approximately 550, 650, or 720 horsepower respectively, allowing the driver to tailor performance while preserving mechanical longevity.

Every component—from suspension to fuel system to gearbox—was repeatedly assembled and removed to achieve ideal alignment and finish. The result is a car restored with extraordinary attention to detail, blending historical authenticity with carefully considered improvements. Following the completion of its restoration, the car achieved notable recognition as the cover feature of evo magazine, issue number 217. In the accompanying article, written by Richard Meaden and titled “No Retreat, No Surrender”, the publication presents a comprehensive exploration of the car’s provenance, driving dynamics, and restoration process.

With its widened bodywork, towering rear wing, and ferocious twin-turbo V-8, the F40 LM represents the ultimate expression of Ferrari’s ultimate analogue supercar. This tribute to that legendary machine, restored with exceptional care and sporting genuine competition pedigree, offers collectors an opportunity to experience one of the most visceral Ferraris of the modern era. Few cars so perfectly capture the drama, sound, and spectacle of 1990s GT competition—and fewer still have been returned to life with such dedication.

Ferrari Corse Clienti’s XX Programme claimed two strong successes from 2005 to 2010, first with the Enzo-based FXX model and then with the 599 GTB-derived 599XX. Conceived as a means of both developing new road car systems while engaging preferred loyal customers, the XX Programme positioned these two models as track-only, non-competition cars whose owners could use them in marque-sponsored events. The resulting data would be poured into a future Ferrari model, ensuring satisfaction and gain for both customer and manufacturer—the proverbial win-win.

Of course, a true successor to the FXX could only evolve with the arrival of a new Ferrari hypercar model, a milestone that eventually transpired at the 2013 Geneva International Motor Show. With all eyes on one of the world’s greatest stages for automotive debuts, Maranello introduced the potent and beautiful hybrid LaFerrari. Once this was accomplished, it was only a matter of time before an exclusive track-only version for use in Corse Clienti events would follow. Sure enough, at the Finali Mondiali held at Yas Marina Circuit in Abu Dhabi in 2014, Ferrari unveiled the LaFerrari-based FXX K, a breathtaking fusion of form and function.

Like the LaFerrari, the FXX K was propelled by a Formula 1-derived Hy-Kers hybrid powerplant centred on a further version of the type F140 V-12 engine, the F140 FF, now displacing 6.3 litres. The mill was upgraded with new camshafts with mechanical (rather than hydraulic) lifters, specially polished intake manifolds, and a new exhaust system without mufflers, contributing to an increase to 848 horsepower.

A “Manettino” dial on the centre console provided four different levels of assist from an electric motor, including one designed for “instant maximum torque delivery”, offering an additional 187 horsepower. With total output now reaching 1,035 horsepower, 85 more than the LaFerrari, this was undoubtedly a thoroughbred of unprecedented stature.

The LaFerrari bodyshell underwent numerous tweaks for optimal aerodynamic performance on the track, with the nose receiving a two-part splitter with vertical fins on either end, while the rear end was transformed with twin spoiler-ettes to manage airflow, improving downforce by as much as 50 per cent over the LaFerrari. Boasting a much more menacing stance, the FXX K is 194 millimetres longer and 59 millimetres wider than its road-going sibling, while shedding some 90 kilograms for a weight of approximately 1,255 kilograms. The improved power-to-weight ratio was evident in the new car’s testing times, as it lapped Fiorano in just 1min14sec, five seconds faster than the LaFerrari.

In 2017, following the pattern of the prior two XX Programme models, Ferrari began offering an Evoluzione upgrade for FXX K owners. The FXX-K Evo featured a host of aerodynamic refinements, including redesigned rear brake intakes and a fixed full-width dual rear wing that sits over an active spoiler, in total improving downforce by 23 per cent over the FXX K; and a shocking 75 per cent more than the original LaFerrari.

As with its two predecessors, production of the FXX K was kept to a minimum with approximately 60 examples currently accounted for. It remains the most advanced product of the XX Programme to date and, for the time being, the ultimate customer-available Ferrari development car.

Offered by its original owner, this 2018 Ferrari FXX-K Evo was purchased in October 2017—according to the agreement document on file. Part of the final batch of approximately only 20 FXX K examples which were delivered new from the factory with the highly desirable Evo upgrade package, chassis number 238035 is presented in Rossa Martino with Bianco Avus accents. The race number “87” boldly sits on each flank to complete the livery. At the time of cataloguing, the odometer displayed 4,244 kilometres. Meanwhile, a technical report published in June 2024 indicated 85 per suspension bushing life, 45 per cent for the driveshaft, 85 per cent on the gearbox, and 85 per cent for the engine life.

Significantly, a Corse Cliente invoice on file confirms the FXX-K received a high-voltage battery overhaul in April 2024. At this point, the complement of fluids were flushed and replaced in addition to the installation of new brake pads. The total cost for the work amounted to €68,511.89. It is further accompanied by its “Yellow Book” for special-edition models

As one of Maranello’s most ferociously advanced production-based track cars yet devised, chassis 238035 would make for an outstanding acquisition for any supercar enthusiast, racing participant, or marque aficionado. The next caretaker can look forward to a warm welcome at marque-focused concours d’elegance and Corse Clienti events or relish the unique thrill of testing the car’s limits on circuit, where the wrath of 1,035 horses can be harnessed in stunning fashion.

Just five months after the Ferrari 488 GTB supercar premiered at the Geneva Motor Show in March 2015, its competition counterpart rolled out of the pitlane at the Vallelunga circuit in Italy for the first time. Powered by a twin-turbocharged 3.9-litre V-8 engine, the Michelotto-built 488 GTE embarked on a few early shakedown laps ahead of an exhaustive development programme in time for the 2016 motorsport season, from which Ferrari emerged with the FIA World Endurance Championship GT class Constructors’ Championship crown.

The following year, the 488 GTE swept the board. It earned the marque back-to-back Constructors’ titles, factory squad AF Corse topped the Teams’ standings, and Works drivers Alessandro Pier Guidi and James Calado were crowned LMGTE Pro champions. As BMW joined manufacturers Porsche, Ford, and Aston Martin in the bid to dethrone Ferrari, the aerodynamically revised 488 GTE Evo was introduced for 2018.

Offered here is chassis number 3844, which was issued with its accompanying Certificate of Origin on 21 February 2020. It was then sold new from the Ferrari Competizioni GT racing department to official marque dealership Garage Zenith SA of Sion, Switzerland in June. Soon put into action, the 488 GTE Evo made its debut the following month in the European Le Mans Series round at Paul Ricard. After two test session at the French venue, the car was entered by championship-winning factory team AF Corse and piloted by Swiss endurance driver Christoph Ulrich alongside team-mates Alexander West (the Swede would win that year’s GT World Challenge Europe Pro-Am Drivers’ title) and German businessman Steffen Görig. They combined to finish in 25th place overall, ranking 5th in the LMGTE class.

The trio reunited the next month for the ELMS contest at Spa-Francorchamps. Crossing the line after four hours, the Ferrari scored 29th overall and 7th in its category. For their third outing, a return visit to Paul Ricard, Ulrich and Görig were partnered by triple Brazilian Stock Car champion and two-time 24 Hours of Le Mans class winner Daniel Serra. The Ferrari factory driver helped the 488 GTE Evo to 6th in class (27th overall).

That hat-trick of ELMS events provided a solid footing ahead of an entry into the most famous of all endurance races. Due to delays brought about by the global pandemic, the 2020 edition of Le Mans was pushed back from a usual June calendar slot to mid-September. For the visit to the Circuit de la Sarthe, West reunited with team-mates Ulrich and Görig.

The AF Corse line-up had their qualifying times deleted when the stewards determined that the car had been lifted while under restricted Parc Fermé conditions. Accordingly, the Ferrari started 57th on the grid. Retirement then beckoned on lap 80, when West span through the Porsche Curves. A tap into the barrier resulted in damage to the front-left suspension.

Chassis 3844 was repaired for the ELMS season finale at the Algarve International Circuit (Portimão). Ulrich, West, and Görig climbed five places in the race but ultimately withdrew just past half distance—a legacy of Ulrich colliding with a rival Porsche. RM Sotheby’s is advised by the vendor that the repair was not deemed significant enough to return the car to Michelotto, thus AF Corse repaired the car in-house.

Since its retirement from front-line competition, the Ferrari was purchased by the consigning owner in October 2022 via Parabolica Sports of Luzern, Switzerland. Please note, a data sheet (available to view on file) issued that same year recorded the chassis to have covered fewer than 21,500 kilometres while the engine was shown to be out of life. More recently, a vehicle check and bleed of the brake system was performed by AP Racing Support in Wetzikon, south-east of Zurich, in March 2025. Chassis 3844 presents extremely attractively today in the livery configuration it wore at Le Mans.

For commentary on advisable safety-related items that may require renewal prior to the car racing again, please contact a member of the RM Sotheby’s Car Specialist team.

Should the next owner wish to add to chassis 3844’s competition history, the 488 GTE Evo remains eligible for a variety of national-level GT racing series in addition to the prestigious Club Competizioni GT official Ferrari programme.