Guide: Ferrari 208 GTB Turbo & 208 GTS Turbo
Background
Although German manufacturers like BMW and Porsche had produced turbocharged models since the 1970s, Ferrari did not offer a forced induction production car until the spring of 1982.
At the time, the Italian firm still had relatively little experience with turbocharged engines.
Scuderia Ferrari had begun testing a forced induction F1 car towards the end of 1980 and subsequently went on to campaign the twin turbocharged 126 CK during the 1981 season. However, although Gilles Villeneuve managed a brace of wins (in Monaco and Spain), the ‘81 campaign ultimately proved a disappointment: Villeneuve finished seventh in the Drivers’ standings, team-mate Didier Pironi was 13th and Ferrari finished a distant fifth in the Constructors’ championship.
The much-improved 126 C2 for 1982 yielded Ferrari that year’s Constructors title, but the achievement proved bittersweet as Villenueve was killed during practice for the Belgian Grand Prix and Pironi, who was leading the Driver’s championship at the time, sustained career-ending injuries at the German Grand Prix (round twelve of 16).
Against this backdrop, Ferrari began production of their first turbocharged offering: the 208 GTB Turbo.
Although officially launched at the Turin Motor Show in November 1982, Ferrari had begun to supply their new model back in the spring. Initially, only the fixed-head GTB was offered, but owing to customer demand, a GTS version was added to the line up in early 1983.
Somewhat against expectation, this first turbocharged Ferrari offered to the public was not an ultra high performance flagship bristling with advanced technology. Nor was it a limited edition special built to homologate a tricked out racing car. Rather, it was conceived to take advantage of Italy's favourable tax rate for vehicles with engines of less than two-litres.
Ferrari had begun to offer a two-litre model back in late 1974; the Dino 208 GT4 was a response to tax hikes imposed on vehicles with large engines, a legislative decision that stemmed from an Oil Crisis caused by war in the Middle East.
The 208 GT4 was in turn replaced by the 208 GTB and GTS in 1980. However, after starting life with 180bhp, output had by this time dropped to 155bhp as Ferrari struggled to counter ever-tightening emissions legislation.
To address the situation, Ferrari turned to forced induction and the resultant 208 Turbo produced a 308-rivalling 220bhp.
Engine / Gearbox
Engine-wise, Ferrari started with the all-alloy two valve per cylinder DOHC 90° V8 found in the normally aspirated 208.
To this, an exhaust driven KKK K26 turbocharger set at 0.6 bar was added. The compression ratio was reduced from 9.0:1 to 7.0:1.
Bore and stroke were unchanged at 66mm and 71mm respectively for an overall displacement of 1991cc. Similarly, a wet-sump lubrication system was carried over along with Bosch K Jetronic fuel-injection and Marelli Digiplex electronic ignition.
The new engine, type number F106 D 000, was easily identifiable on account of its bright red intake casting complete with large Turbo script.
Peak output was 220bhp at 7000rpm and 177lb-ft at 4800rpm.
This compared favourably to the outgoing normally aspirated motor which had produced 155bhp at 6800rpm and 125lb-ft at 4200rpm.
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 adopted to better suit the turbocharged engine’s characteristics.
Chassis
No major changes were made to the tubular steel chassis from the existing 208. Nevertheless, as was usual practice, both of these latest chassis were given new type numbers: F106 DB 100 for the GTB and F106 DS 100 for the GTS.
Suspension was via unequal length wishbones, coil springs and telescopic Koni dampers with an anti-roll bar at either end.
Brakes were ventilated discs all round.
The standard five-spoke wheels were of metric size so as to accept Michelin's low profile TRX tyres.
Twin fuel tanks were installed up against the rear bulkhead either side of the engine and had a combined 74-litre capacity.
Bodywork
Cosmetically, the 208 Turbo featured a variety of new details, most of which focused on improved cooling.
At the front, a bank of five extra slots were cut from the underneath the main intake aperture to channel more air to the radiator. A deep front spoiler was fitted as standard.
The front lid featured a bank of vents designed to expel hot air from the radiator (a treatment adopted for the subsequent 308 Quattrovalvole).
The vents on the front lid and those located behind the pop-up headlights were given a satin black finish (a visual treatment later applied to the US-specification 308 Quattrovalvole).
Down each flank, Ferrari carved a NACA duct from the sill ahead of each rear wheel to improve brake cooling.
The engine cover was modified to incorporate a larger single U-shaped bank of vents instead of the dual row found on other iterations of the 208/308.
Located just behind the trailing edge of the cockpit was a satin black basket handle spoiler that bridged the gap between the flying buttress sail panels.
At the rear, the normal full width bumper was deleted in favour of two smaller bumpers. In between these was a meshed grille to help cool the four-pipe exhaust that was bundled into a pair of oval shrouds.
A Turbo emblem was added to the tail fascia underneath the 208 script.
Apart from the front lid (aluminium) and the front and rear aprons (glassfibre), the rest of the body panels were steel.
Interior
Inside, the main instrument binnacle housed a large speedometer and tachometer, between which were smaller gauges for fuel, oil pressure and water temperature.
Uniquely, the 208 Turbo came with a turbo boost gauge (instead of a clock) positioned alongside the oil temperature read out located on the existing centre console pod.
Other special features included a Turbo badge fitted to the glovebox fascia and a new steering wheel with dished, partially upholstered spokes and a more triangulated centre.
Controls for the exterior mirrors were moved to the driver’s armrest.
Seats were upholstered in leather with fabric centres while the dash and armrests were black vinyl. The door panels above and below the armrests were trimmed in leather and usually coloured to match the seats.
Electric windows, electric mirrors, a stereo and tinted glass were fitted as standard.
Options
Optional extras included metallic paint, air-conditioning, front fog lights, full leather upholstery, a set of fitted luggage and 14-inch diameter wheels (6.5-inches wide up front and 7.5-inches wide at the back) shod with Michelin XWX tyres.
Weight / Performance
The GTB Turbo weighed in at an identical 1232kg to the outgoing fixed head 208.
The GTS Turbo was 11kg lighter than its predecessor (1243kg).
Both versions had a 0-62mph time of 6.2 seconds and a top speed of 150mph. These figures represented a substantial improvement on the normally aspirated 208 which had only been able to hit 134mph and sprint from 0-62mph in 7.7 seconds.
Production Changes
Soon after the 308 Quattrovalvole was launched at the Paris Motor Show in October 1982, the 208 Turbo was updated with rectangular instead of circular side indicator lenses.
From this point, buyers could also specify new 16-inch Speedline wheels with Pirelli P7 tyres.
As per the 308, Zincrox anti-corrosion treatment started to be applied to all steel panels from January 1984.
End of Production
208 Turbo production continued until late 1985, by which time Ferrari had completed 687 cars.
This figure comprised 437 examples in GTB trim and 250 with the GTS body style, all of which were left-hand drive.
The 208 Turbo was not immediately replaced; buyers had to wait until late 1986 until Ferrari launched the 328-based GTB Turbo and GTS Turbo.
208 GTB Turbo chassis numbers ranged from 41357 to 59277.
208 GTS Turbo chassis numbers ranged from 42863 to 59279.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
