Guide: Ferrari 308 GTBi & 308 GTSi
Background
In five years of production, Ferrari's 308 GTB and 308 GTS had smashed every sales record for the Italian marque.
By late 1980, over 6000 had been delivered, even though the model was still only mid-way through its anticipated lifespan.
For comparison, some 3700 246 Dinos were built in total and just 2800 308 GT4s were produced.
Although theoretically less practical than the GT4 (which was notionally a four-seater), the two-seat GTB and GTS proved far more popular.
Customers clearly preferred Pininfarina’s gorgeous new design to the rather awkward looking GT4. However, in fairness to Bertone (who fashioned the GT4), the mid-engined 2+2 configuration was a poisoned chalice that no coachbuilder ever truly mastered.
The disparity in sales no doubt came as a disappointment to Ferrari; it had been hoped that a junior 2+2 model would catapult the firm towards a level of commercial success enjoyed by Porsche.
The Porsche 911 had something unique though; a rear-engined layout meant it naturally offered considerably more cockpit space than a mid-engined car ever could.
Perhaps just as importantly, Ferrari were unable to match how well Porsche managed the economic, safety and emissions challenges thrown up during the 1970s.
It was the pressing need to reduce exhaust emissions that led Ferrari to introduce a fuel-injected 308. They installed the same engine used in the recently launched Mondial 8 and also took the opportunity to make some cockpit updates as well.
In addition to the Mondial 8 (a Pininfarina-designed 2+2 that replaced the 308 GT4), Ferrari’s new 308 GTBi and 308 GTSi were sold alongside the fuel-injected 400i (a four seat front-engined V12) and the 512 BB which was still running a carb-fed mid-mounted Flat 12 engine.
Neither the 512 BB or 400i were available in the USA as Ferrari did not want to go to the expense of having them Federalised.
Engine / Gearbox
The wet-sump Tipo F106 BB 000 engines installed in these updated 308s were the latest in Ferrari’s line of all-alloy 90° V8s.
Each cylinder bank ran dual overhead camshafts plus a coil, distributor and Marelli Digiplex ignition module.
A black cast aluminium intake box replaced the crackle black air filter of the older carburettor engines.
The eponymous Bosch K-Jetronic fuel-injection system helped reduce emissions. It also helped with reliability, made maintenance easier and gave much-improved cold starting.
Bore and stroke were 81mm and 71mm respectively for an overall displacement of 2926cc. This figure was identical to the original 308, as was the 8.8:1 compression ratio.
The last carb-fed 308 engines produced 230bhp at 7700rpm which dropped to 214bhp at 6600rpm for this new fuel-injected version. The torque rating was also down, from 209lb-ft at 5000rpm to 179lb-ft at 4600rpm.
New ratios were fitted to the five-speed gearbox along with lighter and quieter clutch and gearchange mechanisms.
As usual, the gearbox was mounted below the transversely mounted engine and to the rear of the sump.
Chassis
Although there were no significant changes to the tubular steel chassis, the frame was re-designated Tipo F106 BB 100 for the GTB and Tipo 106 BS 100 for the GTS.
Suspension was independent all round via unequal length wishbones, coil springs and telescopic Koni dampers. The dampers were of a new type and had different spring rates. Anti-roll bars were installed at either end.
Twin fuel tanks were mounted either side of the engine, up against the rear bulkhead. For this latest variant, capacity was reduced from 80-litres to 74-litres.
Ventilated brake discs ran off a separate hydraulic circuit for each axle.
Michelin's new low profile TRX tyres were fitted as standard. First introduced on the Mondial 8 and then the 400i, the TRX tyres were unusually manufactured to metric dimensions and therefore required specially sized wheels.
Visually, the new 165 TR 390 Campagnolo rims were almost identical to the originals, but upon close inspection, they did have a slightly different casting pattern.
Customers could optionally equip their cars with conventional Michelin XWX-shod 14-inch wheels that measured 6.5 or 7.5-inches wide.
Bodywork
Aside from new GTBi or GTSi tail fascia badges, these latest 308s were externally identical to the late carb-fed examples they replaced.
That no cosmetic changes were deemed necessary at a time of such rapid design evolution was an indication of how right Pininfarina got the 308. Indeed, few models spanned the 1970s wedge and 1980s box eras so effortlessly.
Body panels were formed mostly from steel. Exceptions were the lower nose and tail panels which were glass-reinforced-plastic. The front lid and banks of vents behind the pop-up headlights were aluminium.
The full-width bumpers were painted satin black to match the swage line, window frames, windscreen wipers and door catches.
As per the later first series 308 GTB and 308 GTS, these fuel-injected examples used a four outlet exhaust system and combined indicator / reverse lights at the rear.
Interior
A number of subtle updates were made inside.
The steering wheel was given black louvred spokes (instead of solid brushed alloy spokes) and the instrument fascia was now coloured to match. As before, this main binnacle housed a large speedometer and tachometer, between which were smaller gauges for fuel, oil pressure and water temperature.
The seat centres came with an angled pattern as did the upper door panels.
The door buckets were upholstered with carpet instead of vinyl and a GTBi or GTSi badge was mounted on the glovebox.
Switches for the electric windows were moved from the armrests to the revamped centre console which also now featured an angled instrument pod that housed the clock and oil temperature gauge (which had previously been located in a supplementary panel between the steering wheel and door).
As the fuel-injected engine no longer required a choke, the choke lever on the centre console was exchanged for a heater control.
Seats were upholstered in leather as standard 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.
Other standard equipment included a stereo, tinted glass and a new electric driver’s side wing mirror.
Options
Optional extras included a deep front spoiler, fitted luggage, front fog lights, metallic paint, air conditioning, a passenger side wing mirror and the Boxer livery with satin black lower body sections.
Customers could also opt for the aforementioned imperial-sized wheels and tyres.
Weight / Performance
Ferrari’s quoted weight figures for the 308 GTBi and 308 GTSi were 1286kg and 1297kg respectively.
Top speed was 149mph and 0-62mph took 6.3 seconds.
USA Version
The regular 308 GTBi and 308 GTSi were built alongside a US version that came with a host of additional safety and emissions equipment.
These American-spec. cars had bigger bumpers, a deep satin black exhaust shroud, an extended bank of louvres on the engine cover, rectangular side markers on each fender and amber lights in the front bumper.
Even the wing mirror had to be changed for a boxier version and some cars also got rubbing strips attached to the swage line.
Despite running catalytic converters and a different Marelli Digiplex system, the cost was a mere 9bhp. Peak output dropped to 205bhp at 6600rpm.
Under the skin US variants came with a reinforced rear bulkhead, smaller 70-litre fuel tank and a variety of extra warning lights on the dash.
The weight penalty for this additional equipment was around 65kg.
End of Production
Production of the 308 GTBi and 308 GTSi lasted for two years.
The GTSi proved by far the more popular body style. 1749 were constructed (67 of which were right-hand drive).
In comparison, Ferrari built 494 GTBis (74 of which were right-hand drive).
Ferrari replaced both with an improved Quattrovalvole version that featured four-valve cylinder heads. This final iteration of the 308 thankfully managed to re-gain the power lost from the initial move to fuel-injection.
1980 to 1982 Ferrari 308 GTBi: 494 built with chassis numbers from 31327 to 43059
1980 to 1982 Ferrari 308 GTSi: 1749 built with chassis numbers from 31309 to 43079
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
