It is a “small” Ferrari, an eight -cylinder, but it is always a pleasure to sit down and have fun. The exterior design, indicating the future supersport 288 GTO, will not leave anyone in doubt that this pancake with a length of 4,230 mm and mainly a height of only 1,120 mm was created by Italians. As the composition of collectors of classic cars has changed over the years, a classic generation shift has changed a lot. For example, the round predecessor 308 in the form of the 246 Dino model (1968 to 1976) is no longer laughing, but it is considered as a full part of the portfolio, even though it is driven by only six -cylinder.
And since we recently wrote about the very desired Ferrari 348 today (and remind you of the following Ferrari 355), there is no reason to miss the model 308, moreover, when we ventilated the nice version of QV in 1984 in European specifications. Popularization is also helped by the fact that a small Ferrari from 70 to 90. Years are not as unavailable as “big” cars. Although personally I think they are already reaching their real market value and they do not get much further. But it does not matter in the finals, because the sports car is mainly to enjoy – and if there is money stored, which in some way evaluates over time, it is just a pleasant bonus, but not a condition.
We have already mentioned the visual aspect of the 308 – its typical shapes, combining areas and edges, were first shown in 1975. The Leonard Fioravanti Pinfarina was traditionally performed in Paris when the Motor Show was one of the top. It is good to remember that it was at a time when the market was somewhat special Dino 308 GT4 (1973 to 1980) with an interior in the 2+2 arrangement designed by Marcello Gandini from Bertone. If you see both carts side by side, it will be clear that Pininfarina is simply more massive, while Bertone confirms his reputation as a designer of sometimes cute, sometimes dramatic strange things.
Photo: Ondřej Kroutil
The body shapes from the Pininfarina studio are also beautiful and brutal at the same time.
As for the brief view of history, the small Ferrari with the V8 engine first showed as GTB, which means a coupe. The first pieces were produced by the Scaglietta body shop and originally the whole body of fiberglass and thus very light (only 1,050 kg). Since 1977, steel panels have been switched, so the weight increased by about 150 kg. In the same year, the second body variant, called GTS, Targa with a removable part of the roof, also appeared.
We will add that the basis of the model 308 is a classic tubular frame with a separate body, which applies to both 308 GTB/GTS, as well as the GT4 with a longer wheelbase, which were mechanically identical and all the cars had enough in common with the original DIN. In all corners of the body, independent suspension with double trapezoids, hydraulic shock absorbers, coil springs and a torsion stabilizer at the front and rear are complemented, complemented by four ventilated discs and comb control without booster.
Photo: Ondřej Kroutil
For most enthusiasts, red Ferrari is a personified childhood dream.
Of course, the heart of each car is the engine. For the Model 308 was originally elected eight -cylinder F106 AB V8 with four Weber 40 carburetors and one ignition coil. It was these first engines in European versions that had the greatest power – up to 255 hp at 6,600 rpm with a limiter of up to 1,100 rpm – as well as lubrication with a dry crankcase. The American versions, recognizable by thick plastic bumpers and large side reflectors, were classically a bit strangled (240 hp).
A big change occurred with 1980, when the 308 GTBI and GTSI versions appeared. Most of you probably suspect that injection, moreover, German-mixing the mixture was newly provided by the well-known BOSH K-Jetronic system. Needless to say, the car was lost not only about the brightness of large carburetors and a rough character, but also by performance – it dropped to a quite ridiculous 214 horses of European versions and even an undignified 205 horses in cars for the US market. Thanks to the use of electronic ignition of Marelli DigiPlex with coil, distributor and ignition module for each row of cylinders, a few deci fuel and emissions were certainly saved, which is irrelevant to Ferrari, but the ecological obligation was fulfilled on paper.
Photo: Owner
The eight -cylinder engine with a four -valve technique had a very decent power of 240 hp for its time.
Another change came with 1982, when the Ferrari 308 QV was again introduced in Paris, while the abbreviation does not mean a four -leaf clover for happiness like Alfa Romeo, but the use of four valves per cylinder, ie Quattalvole. Thanks to the more advanced technique in the form of twice the number of valves, performance increased to a decent 240 hp (at a weight of 1,341 kg). How to get to know qv? The easiest way is, according to the rear -view mirrors, which are electric, but unlike older cars, they have a small enamelled sign of a horsepower. And also according to the shape of the side turn signals, which are rectangular instead of round. Other elements included a low front spoiler, which customers could a little change the look of their dream piece. Whether it is like or not, it is a question of personal taste, the car presented does not have it, which is more practical for normal operation.
As far as the engine is concerned, in addition to the DOHC arrangement with 32 valves (newly without sodium, because there were enough problems) remained virtually the same – driven by a gear, with a volume of 2927 cm3with the 240 horsepower at 7,000 rpm and 260 Nm at 5,000 rpm (the American version slightly less). The five -speed gearboxes were a little modified to better match four -valve technology, but that’s all – injection and ignition remained the same as GTBI/GTSI. Dynamics? Acceleration to a hundred in 6.5 seconds, a maximum speed of 255 km/h. To have an idea, at 200 Plus speeds, you will start to float wipers, and it’s no longer speeds when a small car on the road feels comfortable – or you.
The car introduced was brought by the boys from the company veterans for the new owner Jiří, who is literally excited about it. However, you can imagine this, Ferrari’s ticket, the first model of the engine with the engine in front of the rear axle, timeless beauty, unexpected practicality, ignition of the spark known as Rosso Corsa. Actually, we all understand him, right?
After a few years since the last ride with 308 (UPS, it was in 2014, time flies brutally quickly) I sit again in the interior to realize again how strange sitting here is waiting for a person. It is nothing terrible, but not ergonomically perfect. The steering wheel is very inclined, the seats as well and the pedals a little further than I want. But hey, in the finals it doesn’t matter when you revive the eight -cylinder engine that starts to vibrate from behind you into your body.
Photo: Owner
Ergonomics of driving position is traditionally Italian.
The interior of the QV is also a bit improved against the older versions, for example, it has a nice three -spoke steering wheel, which is classically very close to the deck at the top. Customers could also choose a “rag” interior, I prefer standard all -leather upholstery. The practical features of the equipment include air conditioning, which is a good thing today and in the tested car is missing, the design details include the possibility to have a roof part in satin black color. And so on… little things!
But nothing is as important as the immediate response to the eight -cylinder thickening and of course the typical Ferrari gearbox, the element we all love. The clutch is stiff, as well as shifting paths (especially in a cold car), but that just belongs to it. Lead the steering wheel on the spot, so I let the car scroll a little, and then you can maneuver cool. As soon as we are warm enough – I pulsate blood, Ferrari with hot oil – so we go to remind ourselves of mechanical joy.
Photo: Ondřej Kroutil
From this older piece you feel downright mechanical joy, which most modern cars are downright missing.
Honestly, I wish everyone, and ideally more often than once in a lifetime. Although I am so lucky that for me similar experiences have not been so rare for a long time, it is always a joy – a pure, analogue concert duo in the form of a driver and machine made to move. The taste of the engine after the speed is expected at Ferrari, but always surprising – and especially during the road to the top, when the eight -cylinder behind your back will really bend you, so that you will try to accurate and vigorous upward just before the red field. These “workflows” are simply small rituals of joy, such heating for worse times, as the friend you want to work and repeat over and over. The engine is in the middle and like most Italian cars, the 308 is tuned to fast turning through the traction, which is a lot, especially when you have newer tires. It is about when to shift well how to hold the steering wheel in the corners and when to use the full strength of medium revolutions and remain the master of the situation. And then again and again! When we return to the base in Křenovice after a few hours, I have a smile on my face and not just focusing, while the washed -out serotonin extends my life.
The advantage of small Ferrari is the fact that they are quite bearable in terms of service. The main maintenance of the engine, including wiring (3 to 5 years or 30,000 km, the most expensive item, but still only tens of thousands, not hundreds). In this respect, it is a pleasant news that, unlike newer 348 and 355, 308 is not necessary to remove the engine – saving money and other possible problems. What is angry? A little electricity, but nothing essential – relays, cabling, skeletons, it just takes care. And then, as usual, the biggest problem of the old car is the previous owner… So I wish you a happy hand!
Photo: Ondřej Kroutil
What about the prices of the 308 model? It is no longer a toy for a million, but rather double. Prices ranges from, say, EUR 80,000 to a calm 140-150,000 euros for one of the first fiberglass pieces known as Vetroresina. Normal, nice cars are mostly bought up to about 100,000 euros, or about 2.5 million crowns, and I think that they are slowly getting to their price peak, at least now.
Are you surprised? I do not, even with the model 308 you will make a great impression and most importantly you will have fun and yet get a relaxed, practical and quite reliable car that will not eat you neither a petrol station nor in a service. And over time? Maybe you will gradually work out to a full twelve -cylinder, whether it is from the 80s or will represent a complete classic, such as the elegant 250 with the engine behind the front axle. One way or another, after a pleasant reminder, I fully understand why someone chooses just 308 and then again and again follow the macata tachometer as they fly up. It is not essential how fast you go, but it does not matter. The important thing is that you are going and fulfill your dream.
