The Ferrari 308 GT4 buying guide – The nearly forgotten mid-engined V8

Not many of Ferrari’s models go under the radar, but the Ferrari 308 GT4 has managed to remain a hidden gem for decades.

When it was launched in 1973, a number of factors differentiated the Ferrari 308 GT4 from the marque’s more traditional offerings. Most obviously was its name; for the first three years of production it was actually called a Dino.

The mid-engined V8 layout was a first for Ferrari, providing a useful power hike over the outgoing Dino 246 GT’s V6. However, the Bertone-styled looks were less well received. Aside from the very rare 250 GT SWB, this was the only Ferrari to be designed by Bertone and the angular lines were in sharp contrast to Pininfarina’s more fluid design language of the time. The need to fit two extra seats in behind the driver (The 2+2 design was also a first for Ferrari), couldn’t have made it easy for Bertone and the looks still polarise opinion today. 

Beneath the wedgy lines, the transversely mounted flat-plane V8 made all the right noises and produced an impressive 252bhp (240bhp for US-cars) in its most powerful trim. US-spec cars in later years would be stymied by emissions regulations to just 203bhp. A special 208 GT4 was also offered for the Italian market, making an even lower 168bhp from its tax-dodging 2.0-litre V8. A low kerb-weight meant that performance was still spirited in the lower powered variants, but there is no denying that the full-fat early cars are more desirable.

The Dino badge was used in an attempt to differentiate the V8s from the traditional V12 offerings, but customers preferred the Ferrari name for their money. So, from 1976-on the 308 GT4 finally attained the “Prancing Horse” emblems. Minor changes were carried out during the production run, with the most notable being a different radiator grille design and relocation of exterior lights for European models. US and Italian cars had a different bumper design. 

European cars also changed to a single distributor design and revised electronic ignition system from 1978-on. Aside from these small modifications, the Dino/Ferrari 308 GT4 remained largely unchanged until it was finally replaced by the Ferrari Mondial 8 in 1980.

Built alongside the popular 308 GTB and GTS models, the GT4 sold in fewer numbers, but many who have driven both will tell you that it is the GT4 that offers the better driving experience. The addition of those tiny rear seats adds another level of practicality, if only as a space for extra luggage, which makes the 308 GT4 the more obvious choice for weekend getaways.

Ferrari 308 GT4 Engine

Cambelt changes are a recurring expense on these engines, the official recommendation is to replace them every five years or 15,000-miles, but specialists and owners give varying advice. More conservative specialists recommend doing the job every two years, while some are happy to wait up to 30,000 miles or seven years between changes. If the belt snaps you are in for an engine rebuild, so it is best to err on the side of caution here; replacing the cambelt is a big job which usually requires the removal of the engine. Consequently, the clutch, water pump and valve adjustments may as well be done at the same time.

Early cars had sodium-filled valves which tend to break. Unless you find an untouched car with delivery mileage, these should have been replaced by now. The front-mounted radiator can clog up, so check the cooling system and make sure the cooling fans switch on when needed. All cars had a multiple Carb setup and getting them right is a specialist’s job. Updated ignition packs from 1978-on are an improvement and you can have a more modern system fitted if originality is not a concern.

Ferrari 308 GT4 Gearbox

It is best to avoid second gear when cold on these ‘boxes, a trait the GT4 shares with most Ferraris from this era. Synchros can fail over time, but the gearbox and clutch (lifespans are around 20,000-miles) are generally robust and don’t cause issues. 

If the shift quality when warm is obstructive, or gears are difficult to engage, then the clutch may be on the way out or the slave cylinder could be leaking.

Ferrari 308 GT4 Suspension and Brakes

The suspension setup is relatively simple and aside from leaking shocks and cracked rubber bushes, there shouldn’t be much cause for concern. If the steering rack feels loose, then inspect the rack and joints for wear. Brakes are discs all-round and the most common issues like seized calipers and rusted discs are found on disused cars. An overhaul is pricey, so make sure the car pulls up straight and the handbrake works as it should. The original magnesium alloy wheels can buckle and corrode.

Ferrari 308 GT4 Bodywork and interior

Rust is your main issue here. The usual hotspots are the sills, door bases, footwells and the surrounds of the sunroof and windscreen. The bonnet and boot are aluminium, but the rest of the car is made from steel, so is prone to rust. 

Body parts are generally available, but a thoroughly rusted car can easily become a money sponge thanks to the expense of the parts. Resprays are not uncommon, so check for misaligned pop-up headlights and doors as well as excessive panel gaps around the bonnet.

Customers could spec a variety of materials when new, and cars that have been retrimmed tend to be finished in leather. Check all the switches and electrics; issues do occur, and the fuse box should be your first port of call. Finally, make sure that the electric windows are not operating at a snail’s pace, lubricating the mechanism can help remedy this.

Model History Of The Ferrari 308 GT4

1973:   Bertone-designed Dino 308 GT4 launched, becoming the first mid-engined V8 and 2+2 body style in Ferrari’s history. All cars equipped with a 252bhp 2.9-litre V8, five-speed manual transmission and rear-wheel-drive layout-these are referred to as Series 1 cars

1975:   Dino 208 GT4 introduced for Italian market with 168bhp 2.0-litre V8, 840 built in total. US market gets 308 GT4 with 240bhp

1976:   Name changed to Ferrari for all variants and these are called Series 2 cars which are slightly heavier than Series 1 models. US models equipped with catalytic converters but still rated at 240bhp

1977:   Series 3 cars introduced; US versions detuned to 203bhp

1978:   European-spec cars get single distributor and ignition setup

1980:   Ferrari 308 GT4 ends production with a total of 2826 cars built

Which Ferrari 308 GT4 to Buy

The Ferrari 308 GT4 has long lived in the shadow of its more popular stablemates and extended periods of low values means that irregular servicing and deferred maintenance is common. Conditions vary greatly as a result, so be wary of overly attractive asking prices because you may be buying someone else’s headache.

A solid service history should be a non-negotiable here. If you are looking for something special, then cars with Ferrari Classiche certification will give extra peace of mind, at a price. Thanks to a lighter kerb-weight and the full 252bhp on offer, the European Series 1 cars are always desirable, as are the post 1978 cars, which got the upgraded ignition setup. US-spec cars in smog-strangled 203bhp form are usually found for less, while 208 GT4s are not far behind thanks to their rarity.

Whichever variant you opt for, make sure you keep on top of the servicing and don’t let your car sit in the garage for extended periods. Like any classic sports car, the Dino/Ferrari 308 GT4 is at its best when driven regularly.

Ferrari 308 GT4 Specifications

2.9-litre V8

Power:             252bhp (203-240bhp for US-spec cars)

Top speed:      154mph

0-60mph:        6.0sec

Economy:       14mpg est.

2.0-litre V8

Power:            168bhp

Top speed:      137mph

0-60mph:        8.0sec

Economy:       15.4mpg est.

Text John Tallodi  Photos Ferrari

Author: David Lillywhite

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