The Ferrari 308 GTB are mid-engined sports cars manufactured by the Italian company Ferrari in the 1970s-1980s. They made up the lower end of the company's range. The 308 replaced the Dino 246 in 1975 and was updated as the 328 in 1985.
The Pininfarina-styled 308 GTB was introduced at the Paris Motor Show in 1975 as a supplement to the Bertone-shaped Dino 308 GT4 and a replacement for the Dino 246. It was designed by Leonardo Fioravanti who had been responsible for some of Ferrari's most celebrated shapes to date such as the Daytona, the Dino and the Berlinetta Boxer. The 308 used elements of these shapes to create something very much in contrast with the angular GT4 2+2. The GTB/GTS was a 2-seater with sweeping curves and aggressive lines, and has become one of the more recognizable and iconic cars produced by Ferrari to date.
The targa topped 308 GTS was introduced in 1977 and was made famous on the television series Magnum, P.I.. Several cars were used, a new one for each season, most being auctioned off after filming. The first was a 1979 model with chassis number 28251.
The mechanically similar 308 GT4 shared much with the original Dino, and the 308. Both sit on the same tube-frame platform, with a 92 in wheelbase for the 308 GTB, and 4-wheel double wishbone independent suspension. The V8 engine is a DOHC design, with four Weber 40DCNF carburetors. European versions produced 255 hp SAEat 6600 rpm, but American versions were down to 240 hp SAE at 6,600 rpm due to emissions control devices.
A notable aspect of the early 308 GTB was that, although still built by Carrozzeria Scaglietti, the 308's bodywork was entirely made of glass-reinforced plastic, allowing a very light weight of 1,050 kg. The engine borrowed its dry-sump lubrication from Ferrari's racing experience. This lasted until June, 1977, when the 308 was switched to steel, resulting in an, alleged, 150 kgadditional weight. However, a steel-bodied GTB only weighs 12 kg more than its fiberglass body counterpart. All steel versions of the 308 GTS have a conventional wet-sump engine while GTB models retained the dry sump lubrication until 1981.
There were 12,004 308s produced from 1975 to 1985. Only 712 of the first fiberglass version were made. The 308 models are embraced by Ferrari fans and critics today. In 2004, Sports Car International named this car number five on the list of Top Sports Cars of the 1970s.
Test performance, 308 GTB: Weight 2,778 lb, acceleration 0-100 mph 15.0s, 0–100 km/h 6.5 s, 100–200 km/h 17.8s, top speed 159 mph.
From the mid-1970s through 1988, a small-displacement 208 was produced, generally for tax concessions within the Italian market; it was also listed in New Zealand, due to their taxes on engines above 2 litres. The 208 GTB/GTS replaced the 208 GT4 2+2 in 1980.
The engine was de-bored to 68.8 mm for a total of 1991 cc displacement, resulting in the one of the smallest V8 engines ever produced. The 208 produced only 155 bhp which meant that performance was underwhelming, especially for a Ferrari. 160 208 GTS and 140 208 GTB cars were produced in 1980 and 1981.
In 1982, turbo-charging and fuel injection increased power output to 220 bhp, but initially only available in GTB form; the GTS turbo was introduced in 1983. In 1985, small body-style modifications were made, in-line with the introduction of the 328; production ended in 1986 after 437 GTB turbo and 250 GTS turbo cars were produced.
In 1986 they were replaced by 328-based GTB/GTS Turbo.
Among the typically yearly updates to the performance and style of the 308 throughout its run, cars from the same series would have a number of differences between them depending on their intended export market. For example a 308 destined for the American market would sport much larger heavier bumpers and a slightly sturdier frame in order to meet more stringent US road safety standards. American market cars also suffered a performance hit due to a compression ratio of 8.6:1 vs 9.2:1 for most of the rest of the world state emissions legislation which reduced horsepower. As a result of these differences there is often a premium paid for the "purer" European spec car over the federalized car.
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