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1977 Ferrari 308 GTS

Ferrari introduced its Pininfarina-styled 308 GTB in 1975 at the Paris Motor Show, as a replacement for the Dino 246 and a parallel model to the Bertone-shaped Dino 308 GT4. The design was courtesy of Leonardo Fioravanti and the early examples wore lightweight fiberglass bodies and were equipped with a carbureted V8 engine delivering 255 horsepower in European guise. The Targa version followed in 1977 and would gain fame during its regular appearances on the television series 'Magnum, P.I'.

Ferrari's line of V8-engined road cars began in 1973 with the 308 GT4. Wearing the 'Dino' badge, the all-new 308 GT4 2+2 superseded the Dino V6 and its wedge-shaped styling was by Bertone rather than Pininfarina. The 3.0-liter quad-cam V8 engine, which was carried over to its successor, was highly praised but the styling was not universally well received.

The F106 AB V8 engine had single coil ignition, four twin-choke Weber 40DCNF carburetors, and developed 255 horsepower at 6,600 RPM. Emission control devices reduced output on American-market cars to 237 horsepower at 6,600 RPM. Cars sent to Japan, Australia, and the U.S. were given a conventional wet sump engine from the GT4. European GTB models retained the dry sump lubrication until 1981.

The contemporary styled 308 GTB, Ferrari's second V8 road car, signaled a return to Pininfarina styling and was badged as a 'proper' Ferrari rather than a Dino. Other than a reduction in both wheelbase and weight, the 308 GTB retained its predecessor's underpinnings and a transversely mounted engine that now featured dry-sump lubrication. The wheelbase measured 92.1 inches, had a length of 166.5 inches, a width of 67.7 inches, and stood 44.1 inches tall. The fully synchromesh five-speed 'dog-leg' manual gearbox used a clutch-type limited differential, an unassisted rack and pinion steering, and four-wheel vented disc brakes. The suspension was independent with double wishbones, anti-roll bars, and coaxial coil springs and hydraulic dampers. The glass-reinforced plastic (GRP) bodywork, designed by Pininfarina's Leonardo Fioravanti, was the first time this material had been used for a production Ferrari. The Scaglietti-built 308 GTB used steel after June 1977 which increased weight by approximately 330 lbs. All 308 GTS models were steel-bodied and used a wet sump engine. The open-top GTS version with a Targa-style removable roof had a grained satin black finish, and could be stowed in a vinyl cover behind the seats when not in use.

The Ferrari 308 rode on five-spoke 14-inch alloy wheels as standard while 16-inch wheels later became optional along with a sports exhaust system, a deeper front spoiler, a high lift camshaft, and high compression pistons.

Ferrari produced 3,219 examples of the GTS and 2,897 of the GTB from 1975 to 1980. Of those, 808 examples wore fiberglass (vetroresina in Italian) Berlinetta coachwork.

The Ferrari 308 GTBi and GTSi

The use of Bosch K-Jetronic mechanical fuel injection in 1980 led to the GTBi and GTSi. Both emissions and power decreased, now rated at 211 horsepower on European models and 202 on federalized models. The fuel injection system used a Marelli MED 803A Digiplex electronic ignition, and each bank of cylinders had a coil, distributor, and ignition module. Exterior styling remained unchanged except for metric-sized wheels of a slightly different design, wrapped with Michelin TRX radial tires. Buyers had the option of purchasing Michelin XWX on 16-inch wheels. Updates to the interior included a new black steering wheel with three perforated spokes, a new seat pattern, and the clock and oil temperature gauge were relocated to the center console.

Before the arrival of the 308 Quattrovalvole in 1982, first shown at the Paris Motor Show, Ferrari built 494 examples of the GTBi and 1,743 of the GTSi. The Quattrovalvole name was in reference to the four valves per cylinder (quattrovalvole meaning 'four valves' in Italian) which restored the engine's output to 240 bhp. Apart from the DOHC 32-valve cylinder heads, the V8 engine was essentially the same as the one in the 308 GTSi. It displaced 2,927cc, had a bore of 81 mm (3.19 inch) and a stroke of 71 mm (2.80), and U.S. specification variants produced 230 (SAE) net at 6,800 RPM and 188 lb-ft (255 Nm) at 5,500 RPM of torque. The Bosch K-Jetronic fuel injection system and Magneti Marelli Digiplex electronic ignition were carried over from the previous GTBi and GTSi. The gear and final drive ratios were altered to suit the revised characteristics of the four valves per cylinder engine.

Minor styling updates to the exterior distinguished the Quattrovalvole from its predecessor, with power-operated mirrors carrying a small enamel Ferrari badge, slim louvred panel in the front lid to aid radiator exhaust air exit, rectangular side repeaters, and a redesigned radiator grille with rectangular driving lights on each side. The interior received a satin black three-spoke steering wheel with triangular center and cloth seat centers became optional to the standard full leather. Additional optional equipment included a satin black roof aerofoil (standard on Japanese market models), wider, 16-inch Speedline wheels with Pirelli P7 tires, air conditioning, metallic paint, and a deep front spoiler.

Between 1982 and 1985 the quattrovalvole was produced in a total of 3042 GTS and only 748 GTB examples.

by Dan Vaughan

For the initial 18 months of the 308 GTB's production, fiberglass was predominately used for the bodies, but later switched to all-metal. The fiberglass bodies were around 125 kg lighter.

The 308 was capable of producing 255 bhp from its 3 liter, V8, carburetor engine. In 1980, a Bosch K-Jetronic fuel injection system was installed due to new emission regulations. This caused the horsepower to drop to around 215 hp, thus making the 308 GTBi the slowest of the 308 series.

In 1981, Ferrari introduced 4 valve heads for the 3 liter V8's. This 308's now became known as 308 GTB/GTS Quattrovalvole. The engine now produced 240 BHP, and with the extra weight that was imposed due to using all-metal rather than fiberglass, the performance and handling was back to where it was when it began production.

In 1985, Ferrari introduced the 328 GTB/GTS. A vehicle that came equipped with a 3185 cc engine that produced 270 BHP.

by Dan Vaughan

The 308 was Ferrari's first two-seat V8 road car. Made available to the public in 1975, it was the long awaited successor to the incomparable Dino 246 GT. The 308 series was a new beginning for the company as the premier builder of exotic sports cars for road use. As such, the 308 was designed to epitomize the sports car in its era. It did so admirably, and remains perhaps the most influential enthusiast car in history. The 308 is the car against which every subsequent sports car has been measured, upon which every Ferrari V8 sports and racing car has been based, and the car that brought Ferrari from the pinnacle of elite car-culture recognition into the minds of the general public. 25 years later, the shape and sound of the 308 is still 'Ferrari' in the minds of many people.

Design

The Ferrari 308 GTS provided Pininfarina with an opportunity to flex its design and styling muscle. The company responded by redefining the public's collective impression of what a Ferrari, and indeed what a sportscar, should look like. The task given Pininfarina was the creation of a two-seat mid-engined V8, and few can have expected the Turin designer to respond with such a tour de force.

The 308's shape bears a passing resemblance to Pininfarina's Dino 246 GT. Where the older car was the ultimate expression of curvaceous 1960's styling, the 308 hinted far more at the future. From its sharp nose incorporating a slim bumper and a deep air dam, to its retractable headlights and row of black louvres that vent air from the radiator, the line flows up the windshield and out around the flanks to reunite

with itself at the buttress C-pillars, ending in a very subtle rear lip spoiler. The design is so beautiful and effective that it has been a basis for exterior styling of every subsequent V8 Ferrari and an object of study for design students the world over.

GTS models had louvered panels over the whole of their rear quarter windows. Increased venting front and rear served to improve cooling with each evolution of the engine. By and large, however, the design of the 308 was so iconic and effective that it was virtually unchanged throughout its decade of production.

Drivetrain

The heart of the 308 series was its three litre V8 engine. The 2926cc Ferrari V8 was something of a departure for the company, which had mostly relied on V12s. With the V8, Ferrari could offer much of the power of their legendary V12s while improving fuel economy and saving space. By placing the engine and transmission transversely Ferrari was able to reduce the length of their new sports cars and concentrate the mass within the wheelbase, a lesson of racing.

The transmission in the 308 was a five speed with reverse all synchromesh unit. Mounted transversely like the engine, the transmission received power through an unassisted single plate clutch. The gears sent power to the rear wheels through a limited slip differential and solid driveshafts with constant velocity joints.

by Ferrari

by Ferrari