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Ferrari 308/208 GT4
1975 Dino 308 GT4
Overview
ManufacturerFerrari
Also calledDino 308/208 GT4 2+2 (until 1976)
Production1973–1980 (308 GT4)
1975–1980 (208 GT4)
AssemblyItaly: Modena
DesignerMarcello Gandini at Bertone[1]
Body and chassis
ClassSports car (S)
Body style2-door 2+2 coupé
LayoutTransverse, rear mid-engine, rear-wheel-drive
Related208/308 GTB and GTS
Powertrain
Engine
  • 2.9 L Dino V8 (308 GT4)
  • 2.0 L Dino V8 (208 GT4)
Transmission5-speed manual
Dimensions
Wheelbase2,550 mm (100.4 in)
Length4,300 mm (169.3 in)[2] or
4,488 mm (176.7 in) (U.S.)
Width1,800 mm (70.9 in)
Height1,180 mm (46.5 in)
Kerb weight1,150 kg (2,535 lb) (dry)
Chronology
PredecessorDino 206/246 GT
SuccessorFerrari Mondial

The Dino 308 GT4 and 208 GT4 (later Ferrari 308 GT4 and 208 GT4) are mid-engined V8 2+2 cars built by Ferrari. The Dino 308 GT4 was introduced in 1973 and supplemented by the 208 GT4 in 1975. The cars were sold with Dino badging (continuing the Dino brand to differentiate non-V12 Ferrari) until May 1976, when they received Ferrari badging. It was the first production Ferrari to feature the rear mid-engined V8 layout that would become the bulk of the company's business in the succeeding decades. The GT4 was replaced by the Mondial 8 in 1980 after a production run of 2,826 308s and 840 208s.

Design

[edit]
US vs EU spec Dino 308 GT4

The GT4 is the only production Ferrari to feature bodywork designed by Bertone, though Bertone had created one off designs for Ferraris in the past. Pininfarina was upset by the decision to give cross-town rival Bertone the design, considering all they had done for Ferrari.[citation needed]

The design has sharp, angular shapes, in contrast to its more curvaceous two-seater predecessor, the Dino 246 GT and GTS, and was controversial at the time. Journalists compared it to the Bertone-designed Lancia Stratos and especially the Lamborghini Urraco – all were designed by Marcello Gandini, and Lamborghini had quickly become one of Ferrari's foremost competitors. The Dino 308 GT4 shared the Urraco's layout, and was styled by the same designer. Gandini was never again hired to design a Ferrari.

From the cockpit the driver sees only the road.[citation needed] Enzo Ferrari himself took a major role in its design, even having a mock-up made where he could sit in the car to test different steering, pedals and cockpit seating positioning.[3]

Specifications

[edit]
US-specification engine in a 1975 Dino 308 GT4.

The chassis was a tubular spaceframe based on the Dino 246, but was stretched for a 2,550 mm (100.4 in)[2] wheelbase to make room for the second row of seats. The suspension was fully independent, with double wishbones, anti-roll bars, coaxial telescopic shock absorbers and coil springs on both axles. There are claims that Niki Lauda was involved in suspension setup prior to joining Ferrari which could have levered his aim to be the main Ferrari driver in F1. That is incorrect as Lauda denied it, having not joined Ferrari until after the launch of the GT4, and the final specification would have been decided some time before that. The confusion lies in advertising by the USA importer Chinetti, which wrongly claimed Lauda's involvement. Some creative licence was used when sales were difficult.[3]

The 2.9 L (2927 cc) V8 was mounted transversally integrally joined with the 5-speed transaxle gearbox. It was fitted with 205/70VR14 Michelin XWX tires and 195/70R14 tyres on the 208 GT4. The engine had an aluminium alloy block and heads, 16 valves and dual overhead camshafts driven by toothed belts; it produced 255 hp (188 kW) in the European version and 240 hp (179 kW) in the American.[citation needed] The induction system used four Weber 40 DCNF carburetors.

308 GT4

[edit]
Ferrari 308 GT4 at 'Motorsport at the Palace' at Crystal Palace circuit in May 2013.

The Dino 308 GT4 was introduced at the Paris Motor Show in October 1973. Its chassis number was 07202 and it was the only example produced that year. It was painted in Azzurro Metallizzato (Light Blue Metallic).[4]

The 308 GT4 later went on sale as a 1974 model and gained the "Prancing Horse" badge in May 1976, which replaced the Dino badges on the hood, wheels, rear panel and the steering wheel while retaining the Dino 308GT4 logo on the rear boot lid. This has caused major confusion over the years by owners, enthusiasts and judges. During the energy crisis at that time many prospective owners were hesitant to buy such an expensive automobile not badged "Ferrari", being confused at the significance of the Dino name. Dino was Enzo Ferrari's son who died in 1956, and his name was to honor his memory on the models it was placed.

Dino 308 GT4 interior

In an effort to improve sales until the 1976 official re-badging, Ferrari sent out factory update #265/1 on July 1, 1975 with technical and cosmetic revisions in many areas. Some of these revisions were implemented piecemeal by dealers. Some made all the revisions while some just made a few. This leaves many 1975 GT4's with a variety of modifications which are hard to document as "correct" to aficionados who may not understand the complicated series of events surrounding this model year. Some of the revisions included adding Prancing Horse badges, repainting in the Boxer two-tone scheme (lower half painted matte black), air conditioning fixes, etc. It also included bumper modification and exhaust changes for North American versions. The Dino 308 GT4 was the only Ferrari legally imported to the US in 1975, and it was also the year Niki Lauda won the Formula One drivers championship and Ferrari won the constructors title. The GT4 was the only 2+2 Ferrari ever raced with factory support.

There were two series of GT4; the earlier cars featured a twin distributor engine and fog lamps mounted in the front valance. The so called Series 2 cars had a wider and shallower grille with fog lamps mounted behind, European versions changed to a single distributor while USA and Australian cars continued with twin distributors, each with 2 sets of points, but European cars changed to a single distributor. On European cars Magneti Marelli electronic ignition was fitted from July 1978.

The series 2 cars had Cavallino Rampante badging on the nose and steering wheel and road wheel centres. The Dino 308GT4 logo remained on the boot/trunk lid and the Dino script continued on the instrument dials and the air vents. The revised sales brochure made no mention of Dino but was branded Ferrari. The chassis numbering sequence continued with even numbers, as started with the earlier Dinos, while the by now concurrent 308GTB/S had reverted to the traditional odd numbered chassis for road cars.

The Dino brand experiment had come to an end.

208 GT4

[edit]
Dino 208 GT4

Introduced at the Geneva Motor Show in 1975, the 208 GT4 is a version of the GT4 with a lower displacement variant of the V8, produced for the Italian market, where cars with engines larger than two litres were subjected to more than double VAT (38%). The engine was de-bored to (66.8 by 71 mm) 2.0 L (1991 cc) V8, resulting in the smallest production V8 in history for a road car.[5]

Power output is 170 hp (125 kW) at 7700 rpm, helping it reach a top speed of 220 km/h (137 mph). Smaller Weber 34 DCNF carburetors, a lower final drive ratio and skinnier tires completed the technical changes for the 208. Chrome (rather than black) accents outside and the lack of fog lights were external visual indicators of the smaller-engined GT4. Inside, the 208 GT4 featured a black rather than silver dash facing.[6]

The 208 GTB replaced the 208 GT4 in 1980, after only 840 cars had been built.[7]

References

[edit]

Further reading

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Ferrari GT4

View on Grokipedia
from Grokipedia
The Ferrari 308 GT4, initially badged as the Dino 308 GT4, is a mid-engined 2+2 manufactured by the Italian automaker Ferrari from 1973 to 1980, marking the company's first with a in a 2+2 configuration. Designed by at Bertone, it featured angular, wedge-shaped sheet metal bodywork that contrasted sharply with the curvaceous lines of its predecessor, the Dino 246 GT, and measured just over 4.3 meters in length while accommodating four passengers in a practical yet sporty layout. Powered by a transversely mounted 2,926 cc quad-camshaft producing 255 horsepower in European specification (detuned to 240 horsepower for U.S. models to meet emissions standards), the 308 GT4 delivered brisk performance with a 0-60 mph acceleration time of under 7 seconds and a top speed of approximately 158 mph. Introduced at the 1973 as a replacement for the front-engined 365 GT4 2+2 and the earlier Dino models, the 308 GT4 utilized an enlarged version of the tubular steel chassis from the Dino 246, paired with and disc brakes on all wheels for agile handling. Approximately 2,826 units of the 308 GT4 were produced, supplemented from 1975 by a smaller-displacement 208 GT4 variant with a 2.0-liter V8 for tax-advantaged markets like , adding 840 more examples before production ended in 1980 and the model was succeeded by the Mondial series. Despite initial criticism for its unconventional styling and the "Dino" badge—honoring Ferrari's late son Alfredo "Dino" Ferrari—the 308 GT4 has gained appreciation among enthusiasts for its rarity, engaging driving dynamics, and role in Ferrari's transition toward more accessible grand touring vehicles.

History and Development

Origins and Design Brief

In the early 1970s, sought to expand the Dino lineup, which had been introduced in the late 1960s with V6 engines, by developing a V8-powered 2+2 to broaden the brand's appeal and compete directly with emerging rivals such as the in the mid-market segment. This decision was influenced by Fiat's acquisition of a 50% stake in Ferrari in 1969, which encouraged diversification beyond the traditional V12 models while maintaining the company's racing heritage. The resulting Dino 308 GT4 was envisioned as a practical yet performance-oriented , incorporating a mid-engine layout to achieve superior weight distribution and enhanced handling dynamics compared to front-engine designs. The design brief emphasized a wedge-shaped with 2+2 seating for added versatility, marking Ferrari's first collaboration with Bertone since 1953 and breaking from the long-standing partnership with . Led by Marcello Gandini at Bertone, the styling adopted a sharp, futuristic aesthetic with a low nose and rising tail, prioritizing aerodynamic efficiency and compact proportions under 4.3 meters in length to suit global expectations. This mid-engine configuration was foundational to the GT4 series, enabling sharper turn-in and balanced road manners without compromising the seating for four. Development prototyping commenced in 1972, with engineers focusing on integrating the transverse while addressing stringent emissions regulations, particularly for the U.S. market amid the Clean Air Act's evolving standards. The car debuted as the Dino 308 GT4 at the 1973 , badged solely under the Dino name to capitalize on the sub-brand's established success with smaller-displacement models and preserve the prestige of full Ferrari V12 vehicles. This strategic launch positioned the GT4 as an accessible entry into Ferrari's performance ecosystem, balancing high-revving dynamics with everyday usability.

Production and Market Evolution

Assembly of the Dino 308 GT4 commenced in at Ferrari's factory in , marking the introduction of Ferrari's first production 2+2 mid-engine V8 model. Production continued through April 1980, with a total of 2,826 units manufactured, including 547 right-hand-drive examples primarily for the British market. This output reflected Ferrari's effort to expand its lineup with a more accessible amid evolving market demands. In May 1976, Ferrari discontinued the Dino branding as part of a strategic realignment to integrate all models under the core emblem, the car as the Ferrari 308 GT4. This change aimed to unify the brand's image and boost sales of entry-level offerings, replacing Dino badges on the hood, wheels, rear panel, and steering wheel while retaining the overall design. The Dino 208 GT4 was introduced in late 1974 at the Motor Show, entering production in 1975 as a smaller-displacement variant tailored for markets with stringent fiscal policies, particularly Italy's heavy taxation on engines exceeding 2 liters. With 840 units produced through , it featured a detuned 2.0-liter V8 to comply with displacement-based duties while addressing broader European emissions standards tightening in the mid-1970s. The model was also marketed in to navigate similar regulatory environments. Market adaptations included export-specific configurations for regions like the , where from 1975 onward, 308 GT4 models incorporated catalytic converters and revised to meet federal emissions requirements, reducing output to 240 horsepower. These U.S.-spec versions added weight and complexity. Racing homologation efforts were minimal; Ferrari built a single 308 GT4 LM prototype in 1974 for eligibility, but insufficient production numbers prevented standard Group 4 certification, confining it to experimental Group 5 outings. The significantly influenced demand for the GT4 series, accelerating a shift toward smaller-displacement engines amid rising fuel costs and economic uncertainty that dampened enthusiasm for high-performance V12 models. This external pressure, combined with the transition to the in 1980—a more modern 2+2 with targa-top options—led to the GT4's phase-out by late 1980, ending an era of Bertone-styled mid-engine coupes.

Engineering and Design

Chassis and Bodywork

The Ferrari GT4 series utilized a tubular spaceframe designated as type F106 AL, which provided the necessary rigidity to accommodate the mid-engine layout while scaling up from the Dino 246 platform. This design emphasized structural integrity for handling the V8 powertrain's torque and vibrations, with a consistent of 2,550 mm across both the 308 GT4 and 208 GT4 models. The suspension system was fully independent, featuring double wishbones at both the front and rear, complemented by coil springs, telescopic dampers, and anti-roll bars to deliver balanced road manners suitable for a . Bodywork construction combined panels for the main structure with aluminum for the front and compartment lids, contributing to a curb weight around 1,300 kg while maintaining durability. The low-slung wedge-shaped profile, standing at approximately 1,180 mm in height, adopted a compact overall length of 4,300 mm to optimize the mid-engine proportions and enhance driver visibility. Retractable pop-up headlights were integrated into the front fascia, aiding aerodynamic efficiency by reducing drag when in use and aligning with the era's styling trends for sports cars. Styling was handled by at Bertone, marking the first Ferrari in two decades to deviate from Pininfarina's traditional rounded forms, introducing instead angular lines, sharp creases, and flat surfaces for a more modern, assertive presence. The seating configuration prioritized front occupant comfort, with rear seats compact enough for children or additional storage, reflecting the model's practical yet sporty intent as Ferrari's entry into affordable V8 grand touring. This Bertone design facilitated exceptional packaging, including side NACA ducts for engine bay cooling, while preserving the brand's performance heritage in a more accessible format. Aerodynamic considerations shaped the profile and smooth underbody, achieving a of approximately 0.40, which supported stable high-speed cruising without excessive wind noise. U.S.-market models incorporated energy-absorbing bumpers to comply with federal safety regulations introduced in the mid-1970s, adding slight visual bulk but ensuring . The mid-engine placement resulted in a rear-biased , enhancing traction during while requiring careful handling in corners. Early GT4 chassis suffered from rust susceptibility due to the steel materials and exposed welds, particularly in humid climates or regions with road salt, often affecting the frame rails and floorpans if not regularly inspected and treated. Revised badging was introduced in 1976, with optional features like a front spoiler available from 1978 for improved aesthetics and airflow, alongside mechanical tweaks like a single distributor for emissions compliance. These updates addressed initial production feedback without altering the core or body architecture.

Engine and Drivetrain

The Ferrari GT4 lineup utilized a compact all-aluminum 90-degree from the Type F106 series, mounted transversely in a mid-engine configuration with an 8-valve setup per bank. This engine family, derived from the Dino heritage, featured a 2,926 cc displacement in the initial 308 GT4 models, delivering robust performance while maintaining a lightweight profile essential for the car's balance. Performance evolved to address regulatory demands, with early 308 GT4 variants producing 255 PS (188 kW; 252 hp) at 7,700 rpm using four twin-choke Weber 40 DCNF carburetors. From 1975, stricter emissions led to detuning via reduced compression and modified fueling, yielding 240 PS (177 kW; 237 hp) in European models and similar outputs in initial U.S. versions; by 1978, power fell to 230 PS (169 kW; 227 hp) in and 205 hp (153 kW) in the U.S. due to catalytic converters and further adjustments. The 208 GT4, introduced for European tax compliance, employed a downsized 1,991 cc version of the same V8 architecture, outputting 180 PS (132 kW; 178 hp) at 7,700 rpm. The drivetrain emphasized with power routed through a five-speed featuring a gated shifter and a single dry-plate clutch, paired with an integrated for enhanced traction. No options were available, preserving the engaging manual shift characteristic of Ferrari's mid-engine sports cars. Emissions adaptations included thermal reactors on exhaust manifolds for initial U.S. compliance in 1975 models, evolving to Bosch K-Jetronic mechanical by 1980 on later 308 variants to reduce hydrocarbons and meet tightening standards, while the 208 GT4 incorporated evaporative emission controls and catalytic systems for European and Japanese markets. Combined fuel consumption typically ranged from 12 to 15 L/100 km, reflecting the V8's thirst under spirited driving. Maintenance for the GT4's V8 followed Dino-era protocols, with timing belt replacement recommended every 3 years or 30,000 km, whichever comes first, to prevent , a procedure shared across Ferrari's transverse V8 lineup and requiring engine removal for access. Post-1980 updates emphasized more frequent inspections due to belt material degradation, though original service intervals remain foundational.

Models and Variants

308 GT4

The Ferrari 308 GT4, initially launched as the Dino 308 GT4 in 1973, served as the primary grand tourer in Ferrari's mid-engine V8 lineup, marking the company's first production 2+2 model with this configuration. It featured a 2,926 cc transverse-mounted V8 engine producing 188 kW (252 hp) at 7,700 rpm, enabling a top speed of 250 km/h and acceleration from 0 to 100 km/h in 7.2 seconds. In 1976, the model was rebadged simply as the 308 GT4, aligning it fully under the Ferrari marque after the Dino branding phased out, while retaining the core mechanical layout shared with earlier Dino models. This positioning made it a more accessible entry into Ferrari ownership compared to pricier V12 grand tourers. Production of the 308 GT4 totaled 2,826 units from 1973 to 1980, with 547 right-hand drive examples primarily for markets like the . The standard European-spec coupe was the baseline offering. U.S.-market variants were detuned to 240 hp to meet emissions standards, incorporating side marker lights and larger bumpers for federal compliance, which slightly altered the exterior profile and extended length to 4,488 mm. Dimensions included a length of 4,300 mm for European models, a width of 1,800 mm, and a curb weight of approximately 1,300 kg, contributing to its compact yet practical 2+2 seating. Performance emphasized balanced handling over outright speed, with road tests highlighting the chassis's neutral poise and responsive , though the unassisted setup felt heavy at low speeds. Braking was managed by ventilated front discs measuring 330 , providing confident stops from highway velocities. Fuel economy averaged around 20.6 L/100 km in mixed conditions, reflecting the era's thirsty V8 design. The model shared its V8 base with other Ferrari mid-engine cars, underscoring Ferrari's push toward more versatile powertrains. Reception praised the 308 GT4's mechanical reliability and driving engagement, positioning it as a robust alternative to V12 models for everyday use, with reviewers noting its driver-focused dynamics and value in the used market. However, the angular Bertone styling drew criticism for lacking the elegance of designs, often described as awkward or polarizing. Its legacy endures as an undervalued classic, appreciated today for affordability and the pioneering role in Ferrari's V8 heritage.

208 GT4

The Ferrari 208 GT4 was introduced in 1975 as a downsized variant of the 308 GT4, specifically developed for emissions-restricted markets like and to navigate strict and displacement regulations favoring engines under 2 liters. It retained the mid-engine layout but incorporated a compact 1,991 cc delivering 170 PS at 7,700 rpm, achieving a top speed of 220 km/h and 0-100 km/h acceleration in 8.5 seconds. Overall production totaled 840 units from 1975 to 1980, all left-hand drive and chassis-numbered from 08830 to 15596. No U.S. version was offered, as the model did not meet American emissions requirements, limiting its availability to European and Japanese specifications. The single coupe body, styled by Bertone, mirrored the 308 GT4's angular design but was scaled for the smaller powerplant, with an overall length of 4,300 mm and a curb weight of approximately 1,180 kg. Performance emphasized usability over outright thrill, featuring softer suspension tuning with independent double-wishbone setup and coil springs optimized for urban driving conditions. Braking relied on ventilated disc systems similar in layout to the 308 but with smaller-diameter rotors to match the reduced power output. Road tests from the era praised its adequate power delivery for everyday scenarios but noted it felt less dynamic and engaging compared to the more potent 308 GT4, particularly in high-speed scenarios. In its market role, the 208 GT4 bridged Ferrari's lineup toward more compact models like the 208 GTB, aiding compliance with fuel economy and displacement standards in key regions. Its limited production contributed to a niche reception, with notable but modest adoption in alongside primary European sales. consumption averaged around 17 L/100 km in combined driving, reflecting the era's efficiency priorities for smaller engines. A key unique feature was the revised manifold design, which enhanced low-end for improved drivability in city environments.

References

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  2. https://rossoautomobili.com/blogs/ferrari-models/ferrari-dino-308-gt4-2-2
  3. https://www.ferrari.com/en-EN/auto/dino-308-gt4
  4. https://www.autoevolution.com/news/a-brief-history-of-the-ferrari-gt4-183235.html
  5. https://www.topgear.com/car-reviews/ferrari/308-gt4
  6. https://supercarnostalgia.com/blog/ferrari-308-gt4
  7. https://ateupwithmotor.com/model-histories/ferrari-dino-308gt4/
  8. https://www.sportscarmarket.com/profile/1977-ferrari-dino-308-gt4
  9. https://www.beverlyhillscarclub.com/the-incredible-rise-of-the-ferrari-308gt4.htm
  10. https://www.ferrari.com/en-EN/history/moments/1973/dino-308-gt4-arrives
  11. https://www.supercars.net/blog/1973-ferrari-dino-308-gt4/
  12. https://www.ferrari.com/en-EN/auto/dino-208-gt4
  13. https://girardo.com/features/the-spellbinding-story-of-the-unique-ferrari-308-gt4-lm/
  14. https://carbuzz.com/ferrari-208-gtb-dodged-taxes-with-a-20-v8-supercar/
  15. https://www.classicandsportscar.com/features/buyers-guide-ferrari-308gt4
  16. https://www.tfcgb.com/1970/308-gt4-22/
  17. https://sbraceengineering.co.uk/ferrari-specialists/ferrari-models-1970-to-1979/ferrari-dino-308-gt4/
  18. https://www.ferrarista.club/ferrari-blog/purchase-and-resale/ferrari-308-and-328-buying-guide-the-various-versions-13-r5/
  19. https://www.automobile-catalog.com/car/1979/705740/ferrari_dino_308_gt4.html
  20. https://www.classic-trader.com/en/magazine/ferrari-308-gt4-buying-guide
  21. https://www.supercars.net/blog/all-brands/ferrari/ferrari-308-328/
  22. https://www.automobile-catalog.com/make/ferrari/308_208_gt4_ferrari/308_gt4_ferrari/1978.html
  23. https://www.ricambiamerica.com/product-collections-v3/timing-belt-major-service-kits.html
  24. https://awitalian.com/when-should-your-ferrari-timing-belt-be-changed/
  25. https://www.308-328.com/308/308spectechgt4en.html
  26. https://supercarnostalgia.com/blog/ferrari-dino-208-gt4
  27. https://carbuzz.com/smallest-production-v8-in-automotive-history/
  28. https://www.automobile-catalog.com/make/ferrari/308_208_gt4_ferrari/208_gt4_ferrari/1979.html
  29. https://bringatrailer.com/2016/08/03/worlds-smallest-production-v8-1976-ferrari-208-gt4/
  30. https://www.ultimatespecs.com/car-specs/Ferrari/138015/Ferrari-Dino-208-GT4.html
  31. https://www.curbsideclassic.com/curbside-classics-european/curbside-classic-1975-dino-208gt4-real-gem-or-faux-rrari/
  32. https://www.autoevolution.com/cars/ferrari-dino-208-gt4-1975.html
  33. https://www.conceptcarz.com/s17179/ferrari-208-gt4.aspx
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