Guide: Ferrari 208 GTB & 208 GTS
Background
In response to the OPEC Oil Crisis of the early 1970s, Italy's government passed new tax legislation that heavily penalised cars with engines greater than two-litres. The intention was to get manufacturers building more fuel efficient vehicles and reduce the West’s reliance on Middle Eastern oil.
The Oil Crisis came about when Arab members of OPEC (the Organisation of the Petroleum Exporting Countries) announced an embargo on oil sales to the USA, the UK, Canada, Japan and the Netherlands on October 17th 1973.
The embargo was a response to the USA's financial and weaponry support of Israel in the Yom Kippur War where Egypt and Syria (with the support of other Arab nations) had begun a military campaign on October 6th aimed at regaining territory lost after Israeli invasions during the 1967 Six Day War (when Egypt, Syria and Jordan had been the aggressors).
Within a short time, the price of oil had jumped more than 400%. It continued to rise inexorably after the embargo was lifted on March 17th 1974 (following the withdrawal of the last Israeli troops).
Even those countries not directly involved in the conflict were massively affected by the new price of fuel.
To support domestic sales, Ferrari, Maserati and Lamborghini all introduced two-litre versions of their junior models (the Dino 308 GT4, Merak and Urraco respectively).
Ferrari offered the 208 GT4, 840 examples of which were produced between 1974 and 1980. This figure represented more than a quarter of total sales for the Bertone-bodied GT4.
When the 308 GT4 was discontinued in late 1980, production of the 208 GT4 stopped as well. To replace it, Ferrari introduced a tax break version of the 308 GTB / GTS.
Unfortunately, the fuel-injected V8 engines found in the latest two-seat 308 (the GTBi and GTSi) was rated at only 214bhp. A scaled down tax break version of the fuel-injected motor complete with the latest electronic ignition was anticipated to make just 130bhp, well down on the 180bhp produced by the carb-fed engine used in the 208 GT4.
Fortunately, as manufacturers didn't need to run fuel-injected engines for the Italian market, Ferrari decided to fit a lightly modified version of the existing carb-fed two-litre engine to the forthcoming 208 GTB and GTS. It would be the last carb-fed engine Ferrari made.
Engine / Gearbox
The 208 GTB / GTS engine was heavily derived from the Tipo 106 C motor used in the 208 GT4. Re-designated Tipo 106 CB, the only significant change was to switch from a Marelli distributor with two coils to electronic ignition with a single coil.
Otherwise, the rest of the specification remained unchanged; this was another all-alloy dual overhead camshaft 90° V8 with wet-sump lubrication, a 9.1:1 compression ratio and four Weber 34 DCNF twin-choke downdraught carburettors.
Displacement was kept at 1991cc thanks to a bore and stroke of 66mm and 71mm respectively.
Peak output was 155bhp at 6800rpm and 125lb-ft at 4200rpm.
For comparison, the outgoing 208 GT4 engine had produced 180bhp at 7700rpm and 137lb-ft at 4900rpm.
Transmission was through a five-speed gearbox mounted in unit with the engine, a single dry-plate clutch and limited-slip differential. New gear ratios were used to better suit the Tipo 106 CB engine’s characteristics.
Chassis
Ferrari dropped their latest two-litre V8 into a standard tubular steel 308 chassis although new type designations were applied: Tipo F106 CB 100 for the GTB and Tipo F106 CS 100 for the GTS.
Suspension was independent all round via unequal length wishbones, coil springs and telescopic Koni dampers. Spring and damper rates were unchanged from the three-litre version.
Anti-roll bars were installed at either end along with ventilated disc brakes that ran off dual hydraulic circuits.
The standard wheel offering was a set of 14 x 6.5-inch Campagnolo alloys shod with Michelin XWX tyres.
Twin fuel tanks with a combined 74-litre capacity were mounted either side of the engine up against the rear bulkhead.
Bodywork
In addition to a 208 GTB or GTS badge on the tail fascia, the new model was identifiable by way of its single exhaust outlet whereas the 308 GTBi and GTSi used a four-pipe system. The 208 arrangement was broadly similar to the single-pipe arrangement seen on the original pre-1978 308 GTB; both cars featured a curved cut away from the rear apron to accommodate the tail pipe.
Otherwise, the 208 was visually identical to its handsome Pininfarina-styled big brother. Unlike the poorly received Bertone-designed 308 GT4 (which was admittedly a 2+2 as opposed to a pure two-seater), the 308 GTB and GTS were the best looking junior supercars on offer, their soft wedge lines were elegant and well proportioned with just the right mix of aggressive features and traditional Pininfarina restraint.
Body panels were fabricated from steel with the exception of the fibreglass aprons fitted at either end and the front lid and cooling vents behind each headlight which were aluminium.
By this time, bright body trim had effectively disappeared from all of Pininfarina’s design. Instead, the full-width bumpers, swage line, window frames, windscreen wipers, door catches and engine louvres cooling vents were all finished in satin black.
Interior
Early production 208s used the same centre console, seats and door trim panels as the original 308 built between 1975 and 1980. These cars also retained a natural aluminium finish for the steering wheel spokes and instrument fascia.
Once these leftover parts had been used up, Ferrari fitted all the updates from the fuel-injected 308 which included a revised centre console with angled instrument pod, repositioned window controls, an electric drivers’ side wing mirror, new patterned door trim panels with matching seat centres and a satin black instrument facia with matching vented steering wheel spokes.
The main instrument binnacle housed a large speedometer and tachometer, between which were smaller gauges for fuel, oil pressure and water temperature. The clock and oil temperature gauge (originally located in a supplementary panel between the steering wheel and door on early cars) were were subsequently moved to an angled pod on the centre console.
Seats were upholstered in leather with the dash and armrests in black vinyl. The door panels above and below the armrests were trimmed in leather and usually coloured to match the seats.
A stereo and tinted glass were fitted as standard.
Options
As per the 208, Ferrari offered a full range of optional extras on their Italian market special to include a deep front spoiler, fitted luggage, front fog lights, metallic paint, air conditioning, a passenger-side exterior mirror and two-tone Boxer paint finish with satin black lower body panels.
A four-outlet sports exhaust cold also be ordered along with wider 7.5-inch wheels. Buyers could alternatively request metric-sized wheels with Michelin's latest TRX low profile tyres.
Weight / Performance
Compared to the 308 GTBi, the 208 GTB was 54kg lighter (1232kg as opposed to 1286kg).
The targa-topped 208 GTS weighed 43kg less thatn its three-litre counterpart (1254kg instead of 1297kg).
Top speed of both 208 variants was 134mph. 0-62mph took 7.7 seconds.
End of Production
208 GTB and GTS production began in late 1980 and continued until early 1982.
Neither variant was built in right-hand drive.
Given that Italian buyers had typically favoured fixed-head rather than open-bodied sports cars, it was not a surprise that the 208 bucked the trend that normally saw GTS variants sell in greater numbers than the GTB.
160 examples of the 208 GTB were built compared to 140 examples of the 208 GTS.
Production was discontinued to make way for a considerably more powerful turbocharged version.
208 GTB chassis numbers ranged from 31219 to 41329.
208 GTS chassis numbers ranged from 31249 to 41265.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
