Ferrari 308 и 208: История и Модификации легендарных спорткаров

The Ferrari 308 GTB berlinetta and targa topped 308 GTS are V8 mid engined, two seater sports cars manufactured by the Italian company Ferrari from 1975 until 1985. The 308 replaced the Dino 246 GT and GTS in 1975 and was updated as the 328 GTB/GTS in 1985. The similar 208 GTB and GTS were equipped with a smaller, initially naturally aspirated and later turbocharged, two litre engine, and were sold mainly in Italy.

In 1980 Bosch K Jetronic mechanical fuel injection was offered, leading to the 308 GTBi and GTSi; emissions decreased, at the price of a power drop to on European models and on federalized models. The fuel injection was coupled to a Marelli MED 803A Digiplex electronic ignition, incorporating a coil, distributor, and ignition module for each bank of cylinders. Outside, the car was identical to the 308 GTB/GTS, save for metric sized wheels of a slightly different design, fitted with Michelin TRX radial tyres—Michelin XWX on 16 inch wheels were optional. Inside, the clock and oil temperature gauge were moved to the centre console; there were also a new black steering wheel with three perforated spokes, and seats of a different pattern. 494 GTBis and 1743 GTSis were produced before the model was succeeded by the 308 Quattrovalvole in 1982.

In 1980 Ferrari introduced a two litre version of the 308, 208 GTB and 208 GTS. They were mainly for the domestic Italian market, where new cars with engines above 2 litres were subjected to a much higher value added tax, 38% instead of the standard 18%. The 208 was also listed in Portugal and New Zealand. The 208 GTB/GTS replaced the 208 GT4 2+2. It is often regarded as the slowest Ferrari ever made but proved faster than the 208 GT4 Bertone in a 1980 test by American magazine Motor Trend. The engine was de bored to 66.8 mm (giving it an undersquare design) for a total displacement of , resulting in one of the smallest V8 engines ever produced. Fed through four Weber 34 DCNF carburetors, the V8 produced at 6800 rpm. 160 208 GTS and 140 208 GTB cars were produced in 1980 and 1981.

In 1982 the two litre 208 was succeeded by a turbocharged and fuel injected version, the 208 GTB Turbo unveiled at the Turin Motor Show. It was the first ever turbocharged road going Ferrari. A GTS version was introduced a year later, in 1983. Like the original 208, this model was intended for the Italian domestic market. The 208's engine was given a single KKK K26 turbocharger with wastegate valve, Bosch K Jetronic fuel injection and Marelli electronic ignition. The turbocharging system's design was heavily influenced by the contemporary Ferrari 126C2 Formula One car. Forced induction increased power to at 7000 rpm, while torque output increased by 18 percent. The 208 Turbo was claimed to accelerate from 0 in 6.6 seconds, with a top speed of 150 mph. In 1986 they were replaced by the 328 based, intercooled GTB/GTS Turbo.

In 2004, Sports Car International named this car number five on the list of Top Sports Cars of the 1970s.

The 308 GTB Millechiodi was an aerodynamic study based on the 308 GTB and designed by Pininfarina. It was first shown at the 1977 Geneva Motor Show. Differences from the standard 308 GTB include a custom, unpainted aerodynamic body kit and the instrument panel from the Berlinetta Boxer. Some of its styling elements would later show up in the Ferrari 288 GTO.

From 1978 through 1986, rally racing versions of the Ferrari 308 GTB were developed and produced in small numbers by Michelotto, a Padua based Ferrari dealer and race preparation workshop. Michelotto was owned and operated by Giuliano Michelotto, not to be confused with Italian automotive designer Giovanni Michelotti. Although Michelotto was organizationally independent from Ferrari, the cars were developed in close collaboration with Ferrari factory engineers. The Michelotto workshop built rally versions of the 308 GTB to compete in Group 4 and Group B classes of the World Rally Championship. This production included cars based on modified production chassis and engines as well as the more radical, purpose built 308 GT/M. These cars were raced with some success from the late 1970s through the mid 1980s, but development and officially sanctioned competition use of the type ceased in 1986 with the cancellation of the Group B class.

Michelotto began constructing Group 4 specification 308 GTB rally cars in 1978. In 1980, Michelotto provided a Gr.4 308 to Padova based rally driver "Nico" Grosoli. Grosoli provided funding for Michelotto's efforts and was able to bring in more assistance from the Ferrari factory. At the time, Lancia was the Fiat Group's official entrant into the World Rally Championship. Although Ferrari was also a member of the Fiat Group, which ostensibly co ordinated competition activities between member brands, Michelotto (with Grosoli's assistance) was able to obtain official support from the Ferrari factory. Ferrari supplied bare 308 GTB chassis and engines which Michelotto built into complete rally racing cars. Michelotto installed lightweight tubular framed chassis sections made of steel and titanium, including a roll cage and a modified engine bay designed to allow easier maintenance access. They were equipped with 2 valve per cylinder (i. e. early type non Quattrovalvole) engines using high compression pistons, revised valves, cams, bearings, and spark plugs. Bosch Kugelfischer mechanical fuel injection was used instead of the Weber carburetors or Bosch K Jetronic injection systems seen on roadgoing 308 models. Two additional oil coolers were added at the front of the car. After modifications by Michelotto, this engine produced approximately 288 330 bhp. A close ratio transmission with no synchromesh was fitted to improve acceleration. The suspension used standard 308 components with adjustable Koni shock absorbers. The suspension was tuned for the varied surfaces found in rally stages and had a visibly higher ride height than 308 road cars. Brakes were standard 308 equipment with an added brake balance controller. Four Gr. B specification cars were built, with certain engine and bodywork details differing from the earlier Gr.4 cars. The first Gr. B 308, chassis 18869, was constructed with a 2 valve engine like the Gr.4 cars, while the 3 later cars used a 4 valve per cylinder engine and Bosch K Jetronic fuel injection from the 308 Quattrovalvole. The QV motor produced 310 hp at 8,000 rpm after tuning by Michelotto. Additional modifications included upgraded Brembo brakes, Fondmetal Canonica wheels, stronger anti roll bars, rose joint suspension links, lighter suspension wishbones and a quicker ratio steering rack. In 1983, chassis 18869 was driven to first place finishes at several rallies, including the Imperia Rally and the Sicilian Rally Championship. In 1985, Antonio Zanini drove this car to a third place finish at the Targa Florio, followed by several other wins which led to his victory in the Spanish Rally Championship. The 308 GT/M was built on a newly designed tubular frame steel chassis and a 3.0 liter 308 Quattrovalvole engine. This engine was mounted longitudinally in a rear mid engine position, in contrast to the transverse mounting of the 308 road cars and the earlier Gr.4 rally cars. The engine was upgraded internally and used an equal length exhaust system and modified Bosch Kugelfischer fuel injection. This engine produced approx 363 370 bhp at 8900 rpm. Upgraded pistons, valves and camshafts were used and both the camshaft and belt covers were cast in lightweight magnesium alloy. A Hewland 5 speed manual transaxle was mounted at the rear and supplied power to the rear wheels only. The car was also fitted with a dual plate, Formula One type Borg & Beck clutch. Double wishbone suspension and coil springs were used at all four wheels, with suspension geometry based on the Ferrari Mondial. Some standard 308 and Mondial components were incorporated, although many were modified. The suspension arms and steering rack both had two alternative mounting positions to allow ride height adjustments. Brembo brakes were fitted, including a hydraulically operated handbrake. The Kevlar and carbon fiber body of the car was designed by Francesco Boniolo. It resembled the earlier Ferrari 512 BB/LM and was influenced by wind tunnel testing of that model. It incorporated large, fixed headlights and a prominent rear spoiler. The body was constructed by Carrozzeria Auto Sport near Modena. Total weight of the car was , 120 kg less than the minimum weight mandated by Group B rules. Ferrari drivers extensively tested the 308 GT/M at Fiorano from 1984 to 1986. With racing tyres fitted, the 308 GT/M lapped Fiorano in 1 minute, 24.6 seconds, faster than both the F40 (1:25) and 512 BB/LM (1:26.6). The car accelerated from 0 in less than 4 seconds. Ferrari designed the car to reach a top speed of at a 8500 rpm redline in 5th gear. Three 308 GT/M chassis were constructed, numbered 001, 002 and 003. Chassis 001 was completed in 1984 and subsequently used as a test mule by Ferrari to develop the design, including extensive track testing at Fiorano Circuit. By June 1984, it was sold to Belgian driver Jean "Beurlys" Blaton. Blaton raced the car occasionally in local Belgian rallies. Chassis 002 was entered in the 1984 Rally di Monza, where it was driven by Raffaele "Lele" Pinto. Under wet conditions, Pinto damaged the rear suspension and finished 4th, trailing a "conventional" Gr. B 308 GTB. 002 was repaired and subsequently used as a road car by a private owner. Chassis 003 was built for a Dutch driver, Henk Koel. Construction of 003 began in Fall of 1986 and was completed in April 1987. Chassis 003 was never used in rally racing, but has appeared at multiple Ferrari track events.