The first car to use the new 2927cc V8 "308" engine was the Dino 308GT4, introduced at the Paris Motorshow in 1973. Initially bearing no Ferrari badges, it was a two-door, 2+2 coupe with a body designed by Bertone (the first Ferrari to be done by that firm, and the first non-Pininfarina design since 1953) with the engine mounted transversely behind the occupants.
It was this engine which was the main innovation, it being a completely new 90 degree all-alloy V8 with a five-bearing crankshaft and four (belt-driven) overhead camshafts generating 250bhp. Although not the first time Ferrari had used such an engine configuration, it was the first time such an engine was mounted transversely and the first time in a GT class car.
The chassis, a standard Ferrari tubular design, was effectively a stretched 246GT one, with the same suspension and braking systems as the latter vehicle. The rather angluar Bertone design proved quite controvertial and was not universally liked. Two luggage areas were provided, one at the front, which also contained the spare wheel, and one at the back behind the engine and under a separate lid.
In 1976 the Dino name and logo was dropped, and the car gained Ferrari badging. Several minor changes, including a modified grille, a revised interior design and the removal of one of the two distributors were also made at this time. Overall it proved a great success, remaining in production until 1980 with a total of 2,826 examples constructed. See the 208 page for the 2-litre version.
It also saw some use in motorsport, including the 1974 Le Mans 24H where a car was entered by NART (but retired quite early).
Engine 2927cc (81x71mm) 90deg V8 dohc (per bank) with 250bhp @ 7,700rpm Suspension front : double wishbones and coil springs
rear : double wishbones and coil springs
wheelbase : 2550mm
track (front/rear) : 1470mm/1460mm
Brakes discs all round with servo assistance Transmission 5 speed manual plus ZF locking differential Empty weight 1,150kg
Based around the 308GT4 mechanicals and replacing the 246GT, at the 1975 Paris Motorshow Ferrari unveiled their latest two-seater, the 308GTB. This used a shortened 308GT4 chassis, (the same wheelbase as the original 246GT but with increased tracks) and the driveline from the same car, whilst many styling cues were carried on from the 246. For Europe the engine also adopted dry-sump lubrication. The bodywork, designed by Pininfarina, was fibreglass (except for the aluminium bonnet) and followed the style of the recently released 365 GT4 BB (or Boxer).
In 1976, after 808 fibreglass-bodied cars had been built, the bodywork changed to a steel construction, and in September of the following year the open version or GTS was added. At the same time the Europe-only dry sump lubrication was deleted, and all cars were fitted with a wet-sump system. The last few cars also lost some power (230bhp) due to more stringent emission controls. Production of the original GTB ceased in 1979 by which time a total of 2,897 examples had been built.
Engine 2927cc (81x71mm) 90deg V8 dohc (per bank) with 255bhp @ 7,700rpm (240bhp in USA) Suspension front : double wishbones and coil springs
rear : double wishbones and coil springs
wheelbase : 2340mm
track (front/rear) : 1460mm/1460mm
Brakes ventilated discs all round Transmission 5 speed manual plus ZF locking diff Empty weight 1,090kg (firbeglass), 1155kg (steel)
At about the same time as construction of the GTB moved to using a steel shell, in 1977 a targa variant, the GTS was introduced, unveiled at the Frankfurt Motorshow of that year. This had some additional strengthening to compensate for the loss of the roof, the latter being replaced by a composite removable panel which could be placed behind the seats when not fitted. The rear quarter windows were also covered with black louvred panels.
As with the GTB, production stopped in 1980 with 3,219 examples produced.
Technical Details as for the GTB except
Empty weight 1,380kg
In 1980 the engines in both the GTB and GTS received a Bosch K-Jetronic fuel injection system and a Marelli Digiplex electronic ignition. The power of these 'emissionised' engines dropped to 214bhp (in Europe and 208bhp in the USA) and the designations changed to GTBi and GTSi respectively. A few other minor details were also revised, such as the instrument panel and stering wheel becoming black (previously they were silver), different door mirrors and seats.
This model was also used with some success in rallying, more details here.
Production continued for only two years, with 494 GTBi's and 1,749 GTSi's being built.
Technical Details as for the GTB/GTS except
Engine 2927cc (81x71mm) 90deg V8 dohc (per bank) with 214bhp @ 7,700rpm
At the Paris Motorshow in 1982 a new model was unveiled, in which the engines received an increase in power output (up to 240bhp). This was achieved principally through the adoption of four-valves-per-cylinder (hence the QV designation), although other details also changed, such as the adoption of new aluminium cylinder liners. Other changes included the addition of an air duct across the bonnet to improve the flow of air through the radiator, and a new grille featuring a prancing horse and additional driving lights on each side. Production continued until they were replaced by the 328 in 1985. There were 748 GTB QV's and 3,042 GTS QV's built.
Technical Details as for GTB/GTS except
Engine 2927cc (81x71mm) 90deg V8 dohc (per bank) with 240bhp @ 7,000rpm Empty weight GTB QV : 1,275kg
GTS QV : 1,286kg
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