Fibreglass 308GTB

User avatar
Aircon
Posts: 104
Joined: Wed Jan 28, 2015 9:07 pm
Location: Melbourne Australia

Re: Fibreglass 308GTB

Postby Aircon » Thu Jan 29, 2015 9:32 am

Test from mobile
Attachments
ferraribb512-19.jpg
ferraribb512-19.jpg (7.92 KiB) Viewed 1548 times


User avatar
Aircon
Posts: 104
Joined: Wed Jan 28, 2015 9:07 pm
Location: Melbourne Australia

Re: Fibreglass 308GTB

Postby Aircon » Thu Jan 29, 2015 9:35 am

Aircon wrote:Test from mobile



That was easy! It's always been awkward doing the photo thing for fchat and ae from a mobile.


User avatar
Peter
Site Admin
Posts: 307
Joined: Wed Jan 28, 2015 2:56 pm
Location: Adelaide
Has thanked: 3 times
Been thanked: 1 time

Re: Fibreglass 308GTB

Postby Peter » Thu Jan 29, 2015 9:43 am

This version has just been released. Some of the mods that needed to happen before are now included. I will keep an eye on new mods as they get released for this version.


User avatar
Goober
Posts: 32
Joined: Wed Jan 28, 2015 11:07 pm
Been thanked: 1 time

Re: Fibreglass 308GTB

Postby Goober » Thu Jan 29, 2015 11:36 am

the 17,000km one

file is 800 kb, won't let me load


A45 AMG
Posts: 57
Joined: Sun Feb 08, 2015 5:21 am

Re: Fibreglass 308GTB

Postby A45 AMG » Sun Feb 08, 2015 9:29 pm

Goober wrote:the 17,000km one

file is 800 kb, won't let me load


Prices have climbed .Sandro T sold a 'glass recent for 150k and i know of another owner who would sell his red car for 150k...mind you not in the league of your car but i'd still say a 90 point car ex BS

any idea what the car bought at the "Artcurial auction " over the weekend? they were suggesting 100,000 euro.

UK dealer i know bought the 250 GT California for an American client for 18.5 US.

staying with me during the week of the Phillip Island Classic meet , if your over well worth meeting.Great contacts if you intend to race the Lola overseas in Europe.Been a great help to us as we intend to do a few rounds of the BTCC with the super tourer in 2016 then sell it over there.



User avatar
Aircon
Posts: 104
Joined: Wed Jan 28, 2015 9:07 pm
Location: Melbourne Australia

Re: Fibreglass 308GTB

Postby Aircon » Wed Feb 11, 2015 5:58 pm

A45 AMG wrote:I don't have cars that have gone up in value ..in fact I prefer capital loss to offset a capital gain.


What a great way to justify losing money!! lol

If I have the choice, I'd rather a capital gain to add to my capital gain....anyone else??

Are you sure you were in finance, Rob? Funny post!!


User avatar
Peter
Site Admin
Posts: 307
Joined: Wed Jan 28, 2015 2:56 pm
Location: Adelaide
Has thanked: 3 times
Been thanked: 1 time

Re: Fibreglass 308GTB

Postby Peter » Wed Apr 15, 2015 12:41 pm

This article originally appeared in the February 1977 issue of Road & Track.

Drive Flashback: 1977 Ferrari 308 GTB

Our first encounter with the car that replaced the Dino 308 GT4 was a thoroughly positive experience. Read our driving impressions from 1977.

Ferrari 308GTS-1.jpg
1977 Ferrari 308 GTS
Ferrari 308GTS-1.jpg (83.74 KiB) Viewed 1357 times


Ferrariphiles take heart. If you're dismayed because Ferrari can't sell the Boxer in the U.S. and upset with the Dino 308's relatively sedate styling, we've got good news for you. The 308 GTB is everything you've come to expect from a Ferrari and more. True, it doesn't have the breathtaking performance of the big-engine 12-cylinder models, but if that's the only criterion you use for judging this latest Ferrari you might as well quit reading now. The trend these days is away from super powerful and super thirsty cars like the Boxer, Bora and Countach and toward smaller-engine cars stressing total refinement rather than brute power. And the 308 is a dramatic demonstration of how well Ferrari has coped with the pressing demands of emissions, safety, higher fuel prices and lower speed limits while retaining all the prestige and fun for which this marque has become famous.

The 2-seat 308 GTB supersedes the Dino 308 GT4 2 + 2 and in a sense is a successor to the Dino 246. Although it's not the first production model from Maranello with anything but a 12-cyl engine, it is the first Ferrari with other than a 12 to actually carry the Ferrari name. That might seem like a subtle distinction, but to image-conscious Americans that point is all important. Many are the 246 and 308 GT4 Dinos we've seen with Ferrari script embellishing the hood or rear deck.

Ferrari 308GTS-2.jpg
1977 Ferrari 308 GTS
Ferrari 308GTS-2.jpg (105.37 KiB) Viewed 1357 times


Those who dismissed the Dino 308 GT4 with hardly a second glance have every reason to cheer the Ferrari 308 GTB. Stunning to look at, dramatic, sensuous and pleasant from every angle are just a few of the comments the Pininfarina styling elicited. The excellent finish also merits mention. The 308 GTB is the first production Ferrari with a fiberglass body. The surface is smooth and ripple-free and the paint is as good as we've seen on the best steel-body cars. A real compliment. We've heard rumors that after the initial batch of glass-body 308 GTBs, production will be switched over to steel; if you like the weight saving and no-rust virtues of fiberglass you'd better place your order early.

Compared to the Dino 308, the 308 GTB is shorter, narrower, lower and lighter. But the only two significant differences are the 92.1-in. wheelbase—same as the Dino 246 and 8.4 in. less than the 308 GT4—and a 150-lb lighter curb weight which make for even more responsive steering and handling. Mechanically the 308 GTB has a lot in common with both its Dino predecessors. It's a transverse mid-engine design with a 5-speed transmission, independent suspension by unequal-length A-arms and coil springs all around and a vented disc brake at each corner. The major difference between the 246 and the 308s is the engine. Whereas the 246 has a 65-degree 2418-cc 4-cam V-6, the 308s have a 90-degree 2926-cc 4-cam V-8.

Ferrari 308GTS-3.jpg
1977 Ferrari 308 GTS
Ferrari 308GTS-3.jpg (75.25 KiB) Viewed 1357 times


Entry and exit are about what you'd expect. The car is low and the sills are wide and you just don't slide into the hip-hugging bucket seats. But for an enthusiast the rewards are well worth the extra effort. However, this note of caution: Because of the unusual outside door latches, passengers tend to bend the latch over rather than pull it out from the door. Broken latches and friendships can be prevented with a word of warning.

Inside there's an instant race-car feeling. The leather-covered seats are those typical Ferrari comfortable lay-back buckets. The Dino 308 GT4 seats seem almost bolt upright in comparison. Stick out your hands and feet and you discover the padded steering wheel and the ideally positioned pedals. Move your right hand off the wheel and it's drawn to the shift knob as if by a magnet. Major controls for lights, high beams and washer and wiper are logically arranged on steering column stalks.

Although some of the interior details are reminiscent of the Dino 246, modern design is evident in several areas. The sun visors are recessed (they don't pivot to the sides, however) into the headliner for a savings in headroom, and the dash is covered in black vinyl instead of a fuzzy dust-collecting material. Like the Lancia Scorpion the ends of the dash continue into door bolsters which conceal the inside door latches. But Ferrari carries the idea one step further. In the 308 GTB the bolsters arch down the doors and double as armrests. They're comfortable yet they don't get in the way of the driver's arms when he's hard at work. Other thoughtful touches: a dead pedal to the left of the clutch, a metal kickplate to the right of the throttle pedal to prevent scuffing the vinyl covering on the console and the use of a glare-reducing brush finish on all chrome except around the ashtray.

Ferrari 308GTS-4.jpg
1977 Ferrari 308 GTS
Ferrari 308GTS-4.jpg (116.67 KiB) Viewed 1357 times


Despite the lay-down driving position there's surprisingly good outward vision. You have to use caution when nosing the 308 GTB up close to another solid object and the rear quarters require above average attention, but otherwise the driver's view of the world around him is unobstructed.

Inadequate ventilation seems to be a fact of life for the exoticar buyer. The Dino 308 GT4 received better than passing grades in this critical comfort area and the Ferrari 308 is better still. The three round dash-top vents put out acceptable amounts of air once the car is at speed and, for around town driving, air flow can be boosted by a fan (one speed only). And for once some thought has gone into the design of the air-conditioning outlets. Besides the dash-top outlets there are two central below-dash vents that can be adjusted to blow cold air directly on the occupants. But a quieter fan would be appreciated.

The important gauges are grouped in a pod directly in front of the driver, but we were less enthusiastic about the positioning of the clock and oil temperature gauge. Both are tucked away under the dash on the driver's left and are hardly visible. The design of the small console box located between the seats is also illogical. The cover lacks a push-button latch so you always need a key to open it. And several drivers complained about the neck and gut grabbing restraint system.

Ferrari 308GTS-5.jpg
1977 Ferrari 308 GTS
Ferrari 308GTS-5.jpg (60.92 KiB) Viewed 1357 times


There's a reason why the 308 GTB, with the same horsepower and less weight, is slower than its Dino counterpart. The engine is flexible and very tractable, even to the point of accepting lugging down to 2000 rpm in 5th gear without complaint, but tromp on the throttle from rest and the engine stumbles and sputters. Revving the engine and dropping the clutch was no solution; this resulted in nothing but clutch slip. The technique adopted consisted of driving away gently, bringing the revs up to 3000 rpm and then nailing the throttle. The 0-30 mph time is a second or more slower than it should be, a handicap the 308 GTB only began to overcome in the upper speed ranges.

It's amazing how Ferrari can make a V-8 sound so unique. It's not as silky smooth or melodious as a V-12 but neither does it sound like a typical throbbing high-performance Detroit V-8. The engine is mechanically noisy; but belt-driven cams and valve gear, induction hiss and some transfer-drive whine impart a tone that is music to an enthusiast's ears. The exhaust, however, is loud and harsh even for a Ferrari, and at a steady 55-60 mph cruise the droning gets to be a bit fatiguing. Above 80 mph the exhaust becomes much more pleasant!

As is typical of Ferraris, shifting can't be hurried. The gated shifter requires a deliberate and firm hand. Once the driver realizes things can't be rushed, the lever falls into the proper gate with no fear of a missed shift. But when we shifted at the 7700-rpm redline, more often than not the lever slid into the proper gate but the transmission remained in neutral. An unhappy turn of events to say the least.

Balanced handling is what mid-engine cars are all about, and the 308 GTB is about the best balanced of any we have tested. The shorter wheelbase, lighter weight and the same-size Michelin XWX radials but 1-in. wider wheels make for even more precise and nimble response, than the already excellent Dino 308. The new model is more than 3 mph faster through our slalom and was also marginally quicker around the skidpad. The latter performance was measured only in the normally slower clockwise direction because the oil pressure dropped to zero when the car was turning right and we terminated testing to avoid damaging the engine. The dry-sump lubrication Paul Frere wrote about (March 1976) would prevent such behavior, but unfortunately, this system isn't fitted to U.S. 308 GTBs.

Ferrari 308GTS-6.jpg
1977 Ferrari 308 GTS
Ferrari 308GTS-6.jpg (91.09 KiB) Viewed 1357 times


The 308 corners with very little roll and the most predictable of mid-engine handling characteristics. At normal road speeds it's very neutral, at the limit there's mild understeer, and if you back off the throttle when cornering hard the 308 tightens its line slightly. This is a combination that results in a safe and predict able car for novice and experienced driver alike. The steering is marvelous, totally lacking the vague stiff action at low speeds that's normally a Ferrari characteristic. The steering is so direct, responsive and predictable the driver almost feels as if the tires are four rubber nerve endings transmitting just the right amount of road feel to the arms and brain.

The ride, as expected, is firm, well controlled and wonderfully supple. But the revised springing and damping result in a softer ride than the Dino 308 GT4. The difference is most noticeable in the 308 GTB's dip-taking ability: It bottoms more easily than its Dino counterpart.

Installing the same size tires on wider wheels stretches the sidewalls and generally results in a stiffer ride. The 308 GTB's Michelins refute this generalization; the car has a softer ride over lane divider dots than the already impressive Dino 308.

In everyday use the 308 GTB's brakes score high grades. Pedal effort was not quite as positive or progressive as we like, but based on other Dinos we've tested we'd say this was the exception rather than the rule. More disturbing was the tendency toward front locking during panic stops. The 60-0 and 80-0 mph stopping distances were longer than we expect for a car of the Ferrari's speed potential because the driver had to modulate the pedal. This is not the best trait for a car that will be driven by people whose only credentials are good credit.

Many people will look at the Ferrari's nearly $30,000 price tag and wonder incredulously how any car could be worth that much. They don't realize that a car is more than the sum of its parts. To understand the 308 GTB you have to experience the sound of a 4-cam V-8 revving to 7000 rpm; or the elation of taking your favorite corner 10 mph faster than you ever did before and realizing, afterward, that you could have gone 10 mph faster; or the pure sensual joy of flying down the road at the speeds the car was designed to be driven at and exploring the limits of this fabulous machine.


User avatar
Aircon
Posts: 104
Joined: Wed Jan 28, 2015 9:07 pm
Location: Melbourne Australia

Re: Fibreglass 308GTB

Postby Aircon » Thu Apr 16, 2015 6:18 am

Who named those photos of a 308GTS "308GTB"?
Hopefully not the magazine, because they'd lose any cred immediately.


User avatar
Peter
Site Admin
Posts: 307
Joined: Wed Jan 28, 2015 2:56 pm
Location: Adelaide
Has thanked: 3 times
Been thanked: 1 time

Re: Fibreglass 308GTB

Postby Peter » Thu Apr 16, 2015 9:01 am

I named the pictures but not being an aficionado I didn't pick it. The article was about the 308GTB so it should be a safe assumption that they would use pictures of a 308GTB.

Ferrari 308GTS-Cropped.jpg
308GTS
Ferrari 308GTS-Cropped.jpg (5.84 KiB) Viewed 1357 times



Return to “Ferrari”

Who is online

Users browsing this forum: No registered users and 1 guest