Osella had been using Alfa turbo power since 1984, but had scored only two points with the engine over five seasons when Piercarlo Ghinzani had finished fifth in the 1984 Dallas Grand Prix.

While top speeds were generally the same as the slower atmo cars, the non-turbo V8's did not suffer from turbo lag and thus had better acceleration.

After using 1987's FA1I for the opening round in Brazil, the FA1L first appeared in Round 2 at the San Marino Grand Prix, but failed to pass scrutineering after it was found the team had modified the chassis, changing the fuel zone shape and then with the drivers feet illegally in front of the front axle line (Solution admitted only for cars that maintain the same chassis of 1987, as i.e. Zakspeed 871).

The car was disqualified on the basis that the changed mounting points plus the driver's feet position constituted a new chassis which had not been passed in FIA crash testing.

The car's shortcomings were exposed at the next race in Mexico where Larini failed to qualify despite the thinner air in the high altitude of Mexico City giving the turbo powered cars an extra 20–25% horsepower advantage over their atmospheric rivals than was normal (meaning that the Osella V8 could still use most of its power while the best atmo engine, the Ford DFR used by Benetton, was only producing around 560–590 bhp).

After scoring no points in the first half of the season to the British Grand Prix, Osella was forced into pre-qualifying.