Guide: Ferrari 308 GTB & 308 GTS
Background
When production of the Dino 246 was discontinued in mid 1974, the only junior Ferrari available was the recently introduced 308 GT4. However, the GT4’s 2+2 cockpit layout and controversial Bertone styling divided opinion.
By contrast, customer reaction was universally positive when the elegant Pininfarina-designed 308 GTB was unveiled at the Paris Motor Show in October 1975. This was the Dino replacement everyone had been waiting for.
Based on a short wheelbase version of the GT4 chassis and initially fitted with a dry-sumped V8 engine, the 308 GTB went on to become an even bigger commercial success than the critically acclaimed Dino 246.
Production continued through three distinct series until 1985. The original carb-fed 308 was replaced by a fuel-injected version in 1980. This was in turn superseded when four valve heads came on stream in 1982.
By the time the 308 was finally replaced with the facelifted 328 in 1985, over 12,000 had been constructed. This made it by far the most popular Ferrari yet.
For much of its production life, the 308 effectively had the two-seat junior supercar market to itself. Lamborghini was in meltdown as evidenced by the meagre 52 Silhouettes that were built. The more practical but markedly less exciting Porsche 911 appealed to a slighter different audience.
A targa-topped 308 GTS introduced in late 1977 further enhanced the model’s popularity.
Production of the 308 GTB began in late 1975. It joined a Ferrari model line up that comprised the mid-Flat 12-engined 365 GT4 BB (soon to be replaced by the 512 BB), the front V12-engined four-seat 365 GT4 (soon to be replaced by the 400) and the 308 GT4.
Chassis
Aside from a wheelbase that had been reduced by 210mm, the 308 GTB's Tipo F106 AB 100 tubular steel chassis was pretty similar to that of the 308 GT4. The new car’s 2340mm wheelbase was in fact the same as that used for the 246 Dino.
The floorpan, inner arches and front bulkhead were formed in glass-reinforced-plastic (GRP).
Suspension was fully independent with unequal length wishbones, coil springs and telescopic Koni dampers. Anti-roll bars were fitted at either end. Different spring rates were used than on the 308 GT4 to give a firmer ride.
Both the GTB and GT4 used the same twin fuel tanks with a combined 80-litre capacity. They were mounted up against the rear bulkhead, either side of the engine. The fuel filler cap was concealed behind a louvred lockable panel located at the back of the rear three-quarter window.
Four wheel ventilated disc brakes ran off a separate hydraulic circuit for each axle.
Wheels were a handsome five spoke star-pattern design manufactured in light alloy by Campagnolo. As standard they measured 6.5 x 14-inches and came with Michelin XWX tyres. 7.5-inch wide rims were an optional extra.
Engine / Gearbox
The new car’s Tipo F106 AB engine was essentially a dry-sumped version of the unit found in the 308 GT4. The switch to dry-sump lubrication meant the engine could be mounted a little lower in the chassis. It also ensured the motor ran cooler and more consistently when driven hard.
An all-alloy 90° V8, the 308 engine was positioned mid-transversely in the chassis. It displaced 2926cc thanks to a bore and stroke of 81mm and 71mm respectively.
Belt-driven dual overhead camshafts were fitted along with two valves per cylinder. Ignition was via twin Marelli distributors and a single spark plug per cylinder.
Compression was set at 8.8:1 and four Weber 40 DCNF downdraught carburettors were installed.
In this configuration, the 308 GTB produced a peak output of 255bhp at 7700rpm and 210lb-ft at 5000rpm.
The exhaust system initially used an unusual single outlet pipe.
Transmission was through a five-speed gearbox with new ratios, a singe-plate clutch and limited-slip differential. Like the 308 GT4, the gearbox was located below the engine and to the rear of the sump.
Bodywork
Famously, the first 308, the Dino GT4, was designed by Bertone. It broke an exclusive arrangement between Ferrari and Pininfarina that stretched back to 1953. Since that time, all Ferrari’s production models had been designed by Pininfarina.
However, Ferrari's alliance with Bertone was short and, after the visually disappointing Dino GT4, Pininfarina were recalled to create coachwork for the 308 GTB.
The result was an immensely successful fusion of wedge-era straight lines and flat surfaces with soft curves and traditional Ferrari details.
Body panels were manufactured by the Ferrari subsidiary Carrozzeria Scaglietti in Modena.
The 308 GTB was the first production Ferrari equipped with a body fabricated almost entirely from GRP; only the front lid and the radiator cooling louvres behind each retractable headlight were formed in aluminium.
Dino-inspired details were evident throughout. They included scalloped engine intake scoops down each flank, a curved rear windscreen and twin lights each side of the tail fascia.
Full width satin black bumpers were fitted at both ends. These too were formed in GRP.
Window frames, the swage line, windscreen wipers, door handles and wing mirrors were also satin black.
A similar finish was applied to the two banks of engine cooling vents located on the lift-up rear bodywork. Once opened, this large single panel exposed both the motor and trunk, the latter of which featured a zippered vinyl cover.
Interior
Pininfarina also created an attractive cabin blessed with good visibility.
The seats, dash, instrument binnacle and door panels were all brand new. Leather was used to upholster the seats and centre console along with the upper and lower door panels. The dash and full length armrests were trimmed in black vinyl.
A leather-rimmed steering wheel was supplied by Momo. Its three spokes were left in natural aluminium to match the dash fascia.
Housed in the main instrument binnacle was a speedometer and tachometer between which were smaller gauges for fuel, oil pressure and water temperature. A clock and oil temperature gauge were located in a supplementary panel between the steering wheel and door. Most of the switchgear was positioned on the transmission tunnel.
Electric windows and tinted glass were standard.
Options
Optional extras included wider 7.5 x 14-inch wheels, metallic paint, front fog lights, fitted luggage, air-conditioning and a passenger-side wing mirror. Customers could also order the Boxer paint scheme with satin black lower body sections.
Weight / Performance
Ferrari quoted a dry weight of 1090kg, a top speed of 156mph and 0-62mph time of six seconds.
USA Version
Those 308 GTBs destined for the USA, Japan and Australia had a variety of additional safety and emission equipment.
This most notably included a different Tipo F106 AE engine with wet instead of dry-sump lubrication. Output of these units was 240bhp at 6600rpm as opposed to 255bhp at 7700rpm.
Other differences included a four-outlet exhaust encased in a louvred satin black shroud plus manifolds with clean air injection points. Different gear ratios were also used.
The rear bulkhead was reinforced and fuel tank capacity was reduced to 70-litres.
Big rubber bumpers were mounted on impact-absorbing dampers and all-amber light clusters were installed at the front.
The rear bumpers fitted to these cars did not house the reversing lights as per Euro-spec. versions. Instead, a reverse light was located in the centre of each indicator lens.
US versions were also equipped with rectangular side marker lights on the fenders and, later in production, an extended bank of satin black engine cooling louvres on the rear deck.
Extra dash warning lights were installed.
Those cars destined for Japan were delivered with catalytic converters.
Air-conditioning was normally fitted as standard equipment on US, Japan and Australia-bound 308s.
The combined weight effect of all these changes was an additional 100kg.
Switch to Steel Bodywork
Although it had not been publicly announced, towards the end of 1976, Ferrari started to deliver GTBs with predominantly steel instead of GRP bodywork.
Soon after, the US-style combined tail lights and plain back bumper were also adopted.
Steel-bodied 308s were identifiable by the lack of a join line across the top corner of each A pillar.
Fibreglass front and rear aprons were retained as were aluminium vents behind each pop-up headlight.
Most early steel GTBs were exported to the USA.
For a short while, Ferrari produced the two different bodies alongside one another but, in June 1977, the GRP version was discontinued.
308 GTB Millechiodi
At the Geneva Motor Show in March 1977, a special 308 GTB Millechiodi was displayed.
This car (built on chassis 23611) came with a host of experimental body and interior updates, some of which made it into production.
One such feature was a deep front spoiler that Ferrari soon added to the options list.
308 GTS
At the Frankfurt Motor Show in September 1977, Ferrari unveiled the 308 GTS.
These targa-topped 308s were built on a reinforced Tipo F106 AS 100 chassis. They came with a removable vinyl-covered fibreglass roof that could be stowed in a protective bag behind the seats.
In order to accommodate the roof in this location, the storage box at the back of the centre console had to be deleted.
Another unique GTS feature was rear three-quarter windows that were completely covered by satin black louvres.
The 308 GTS weighed only 30kg more than the fixed-head version and triggered a steady decline in GTB sales.
Production Changes
In January 1978, engines for all markets were switched to wet-sump lubrication. New electronic Marelli ignition was fitted along with a single distributor. Output dropped to 230bhp at 7700rpm. These cars were also fitted with the four outlet exhaust system.
At the same time, Ferrari began to install catalytic converters on US-spec. derivatives which resulted in output dropping to 205bhp.
End of Production
Production continued until late 1980 when the fuel-injected 308 GTBi and 308 GTSi were launched.
By this time, over 6000 examples of the 308 GTB and 308 GTS had been constructed.
712 GTBs were completed with the fibreglass body (154 of which were right-hand drive).
2185 GTBs came with the steel-body (211 of which were right-hand drive).
Additionally, 3219 of the targa-topped GTS derivative had been built (184 of which were right-hand drive).
1975 to 1977 Ferrari 308 GTB (fibreglass body): 712 built with chassis numbers from 18677 to 21289
1976 to 1980 Ferrari 308 GTB (steel body): 2185 built with chassis numbers from 20805 to 34349
1977 to 1980 Ferrari 308 GTS (steel body): 3219 built with chassis numbers from 22619 to 34501
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
