Guide: Ferrari Dino 208 GT4
Background
On October 17th 1973, 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.
The embargo was in response to the USA's huge 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. As a result, drastic measures were introduced to try and reduce the West’s reliance on Middle Eastern oil.
Unsurprisingly, the ensuing energy crisis gave rise to much new government legislation. One of the Italian directives was to begin heavily taxing the owners of vehicles with engines larger than 2000cc.
In response, several manufacturers created a new line of sub two-litre models in the hope of boosting flagging sales.
One of these was Ferrari who, in November 1974, unveiled a Dino 208 GT4 at the Turin Motor Show. It joined the 308 GT4, the mid Flat 12-engined 365 GT4 BB and the four-seat front V12-engined 365 GT4 in Ferrari’s mid seventies model line up.
Like the three-litre GT4 (and earlier 206 / 246 Dinos) this latest machine was badged as a Dino and had no prancing horse emblems.
Engine / Gearbox
As expected, the 208 GT4 was effectively a 308 GT4 with a new tax break engine and a few other minor tweaks.
The 308’s engine was dropped to a sub two-litre capacity thanks to a bore reduction of 15mm (from 81mm to 66mm). Stroke was kept at 71mm for an overall displacement of 1991cc (compared to 2926cc for the original).
To help boost power, the new Tipo 106 C motor had its compression ratio hiked to 9.9:1 (up from 8.8:1).
The original bank of four twin choke Weber 40 DCNF downdraught carburettors was replaced with smaller 34 DCNF units.
Output was better than might have been expected considering one third of the engine’s capacity had been lost: the 208 GT4 produced 180bhp at 7700rpm and 137lb-ft at 4900rpm.
For comparison, the three-litre variant pumped out 255bhp at 7700rpm and 210lb-ft at 5000rpm.
Otherwise, the 208’s all-alloy dual overhead camshaft 90° V8 was largely identical to its bigger brother; it retained the same wet sump lubrication, but only one Marelli distributor was fitted (instead of two).
The five-speed gearbox was once again mounted in unit with the engine. It was located below and to the rear of the sump. Transmission was via a single dry-plate clutch and limited-slip differential.
Chassis
For the 208 GT4, the 308’s original Tipo F106 AL 100 tubular steel chassis was re-designated F106 CL 100. However, the two frames were otherwise identical. Both had the floor, inner wheelarches and front bulkhead fashioned from fibreglass. The wheelbase measured 2550mm.
Suspension was independent all round via unequal length wishbones, coil springs and Koni shock absorbers. Anti-roll bars were installed front and rear.
A dual circuit brake system employed ventilated discs to all four corners.
Cromodora 6.5 x 14-inch cast alloy wheels came with distinctive chrome hubs to cover the lug bolts. Michelin XWX tyres were usually fitted.
Capacity of the two fuel tanks was a combined 80-litres. The tanks were mounted either side of the engine up against the rear bulkhead.
Bodywork
Aside from a 208 GT4 script on the tail, Ferrari’s tax-break variant had a new lower nose panel that featured a simplified natural alloy grille. It also lacked the fog lights of its bigger brother.
A similar natural alloy finish was applied to the 208’s front lid grille and the grilles on the engine cover (satin black on the three-litre version).
Bertone's wedge design for the GT4 was a mix of flat surfaces, sharp creases and short overhangs. Its challenging appearance had caused controversy among Ferrari traditionalists, but in sobre dark and metallic shades the GT4 was quite a handsome motor car.
Body panels were fabricated from steel apart from the engine cover and front lid (aluminium) and the front lower nose panel (fibreglass).
Interior
Aside from some minor instrumentation changes, interiors of the two and three-litre GT4s were identical.
The seats were trimmed in vinyl with ribbed fabric centres. Vinyl was also used to upholster the dash, door panels and centre console. Fabric that matched the seat centres was used for the door inserts.
The angled instrument binnacle had a natural alloy fascia like the spokes of the leather-rimmed Momo steering wheel.
Instrumentation comprised large gauges for road and engine speed plus smaller read outs for oil pressure, oil temperature, water temperature and fuel. A clock was fitted as well. The corners of the dash were home to the ventilation controls plus a number of switches and warning lights.
The electric window controls were located alongside the gear lever and the radio was mounted just ahead.
Unfortunately, because there had been no structural changes, the rear seats remained just as impractical as before.
Options
Buyers could enhance their car with a variety of optional extras to include a full leather interior, wider 7-inch Campagnolo five-spoke alloy wheels, air-conditioning, electric windows, metallic paint and the Boxer colour scheme that saw the lower half of the body painted satin black.
A manual sunroof, tinted glass, rear seat delete and a heated rear window were also available.
Weight / Performance
Weight was an unchanged 1265kg.
Compared to the three-litre version, top speed dropped from 155mph to 137mph.
The 0-62mph time rose from 6.6 to 7.7 seconds.
Production Changes
208 GT4 production began in late 1974 and continued until July 1975 when a series of updates were ushered in.
The most obvious of these was the switch from Dino to Ferrari badges on the nose, tail, wheels and steering wheel. At the same time, a new lower nose panel with full width front grille was fitted. As before, this was bereft of the fog lights used by the three-litre version.
End of Production
After one car was built in 1974, production properly got underway in 1975.
By the time the 208 GT4 was discontinued in late 1980, 840 examples had been delivered.
This represented a better than a one-in-four ratio when it came to overall GT4 deliveries (a figure that demonstrated just how important the 208 was in Ferrari’s home market).
All 840 cars were left-hand drive.
Chassis numbers ranged from 08830 to 15596.
The 208 GT4 was replaced by a two-litre tax break 208 GTB and GTS.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
