1975-1988 Ferrari 308/308i GTB/GTS & 328 GTB/GTS

Enzo Ferrari traditionally previewed his new cars at Europe's autumn auto shows. Frankfurt always came first (usually held the last two weeks of September, but only in odd-numbered years), followed by Paris (first two weeks of October), London (last half of that month), and Turin (first half of November). Because of this yearly schedule, most Ferraris were introduced at Paris. In 1975 the firm displayed four cars: 365 GT4 2 + 2, 365 GT4 Berlinetta Boxer, Dino 308 GT4, and a new offering, the 308 GTB, the replacement for the V-6 Dino 246. As on the 308 GT4, the model number denoted a 3.0-litre eight-cylinder engine the same four-cam 90-degree V-8, in fact, and also transversely mounted ahead of the rear axle centreline. The four cams were driven by toothed belts. With a quartet of twin-choke Weber carburetors and 8.8:1 compression, rated horsepower was 205 at 6600 rpm. Drive was again taken through a single dry-plate clutch to a 5-speed all-synchromesh rear transaxle, here with a 4.06:1 ratio. Chassis specifications were much like the Dino 246's, right down to the 92.1-inch wheelbase.

Inevitably, bodywork was executed by Scaglietti to a Pininfarina design, but the first few GTB shells were mostly fiberglass, the most extensive use of this material yet seen on a roadgoing Ferrari. (The BB had plastic lower panels, of course, while some single-seat Ferrari racers had all-fiberglass bodies. But though finish was excellent, conventional steel construction took over very early in production. Ferrari customers just weren't accustomed to "plastic cars." More appreciated was the 308's styling: taut and muscular yet smooth and sensuous. Highlights included a wide eggcrate grille riding below the bumper, hidden headlamps, "hippy" front and rear fenders set off by aggressively flared wheelarches, smoth "flying buttress" fastback roofline, and a neat Kamm-style rump with four

large round taillamps. Adding visual interest on the sides were long, concave wedges running from about the middle of each door to form functional scoops just ahead of and slightly above the rear wheels, a new PF element that would appear on several future Ferrari's. In all, the 308 GTB was thoroughly modem yet not at all faddish. Thankfully, this basic shape hasn't changed much since.

An open model was almost a foregone conclusion, and it appeared at the 1977 Frankfurt show as the 308 GTS. A Targa-type spider, it had a removable roof section above the cockpit that stowed behind the seats, plus louvered rear quarter windows. Meantime Ferrari had introduced the 208 for the Italian market, where taxes on cars abover 2.0 litres displacement were prohibitive, to the detriment of sales.

Mechanical improvements to Ferrari's new-generation small GT have been progresive and logical. Bosch K-Jetronic fuel injection was adopted in 1981 to replace the four Webers (mostly for emissions-prompted driveability reasons) and an "i" tacked on to the model names. (Simultaneously, the 208 was turbocharged, via a KKK blower, but again, only for the home market.) Even better, 1982 brought a new Quattrovalvole V-8 with four valves per cylinder (32 in all), lifting output to 230 bhp at 6800 rpm. At the same time, a small spoiler appeared at the aft edge of the roof, the previous matte-black bumpers were painted body color and integrated with the lower body fairings, and transverse louvers were cut in between the headlamps. Bringing the story up to date are the 328 GTB/GTS, which bowed in 1985. The new number, of course, signifies a larger V-8, created by widening bore 2 mm and stretching stroke 2.6 mm. The results were 3185 cc and increased power and torque. Bosch K-Jetronic was retained along with Marelli electronic ignition, but the latter was switched from Digiplex to the new Multiplex system, said to be more versatile. At the same time, wheelbase was lengthened an insignificant 0.4-inch. An immediate critical success with press and public alike, these Ferraris are delightful to drive and beautiful to look at. No wonder this series has become the most popular in Ferrari history. The 308/328 are great for town cruising or weekend jaunts but aren't as practical for long journeys as most other cars, even other Ferraris. Luggage space is minimal, and many find the cockpit too tight for relaxed cross country trips. Their best venue, not surprisingly, is a winding road, where their excelent power, handling, and brakes can all be used-and enjoyed-as Maranello intended.