Enzo Ferrari’s experiment with his Dino-badged, Bertone-designed four-seater, the 308 GT4, was not proceeding as planned. Its looks were controversial, for one thing. The Dino nameplate didn’t resonate. The four-seat layout challenged the vision of Ferrari as a sports car – despite the thoroughly sporting nature of the GT4. Consequently, the factory developed its successor, the 308 GTB (“B” for berlinetta), launching it at the 1975 Paris Motor Show; the GTB was followed by the GTS, a targa-topped version. Designed at Pininfarina, the new car was powered by a rear-mounted V8. Quick and satisfying to drive, badged as a Ferrari, and pleasing to the eye, these cars sold more than 6000 copies, making the model the most successful for Ferrari to that date. Here on craigslist is a 1982 GTSi requiring the services of a talented mechanic. The seller is looking an offer, stating that there is no minimum price. I’m sure we can’t buy it for five bucks, but the price may well be very reasonable. It comes with a clear title and keys. Thanks to T.J. for spotting this Ferrari in rare “project” form!
The seller notes that the engine will start and run, but the transmission and clutch are disassembled (see trunk!) and require rebuilding. The 308 gyrated through several mechanical iterations in its six-year production history: the first cars bore a 2927 cc V8 adorned with four twin-choke Webers. In euro-delivery trim, the GTB/GTS pumped out 250 hp, but US cars were hampered by emissions controls that subtracted about 15 ponies. As pollution controls grew ever stricter, Ferrari defaulted to Bosch fuel injection – appending an “i” to the model name – with Marelli Digiplex electronic ignition controlling spark. Sadly, horsepower available to Americans fell yet again, to about 214. In 1982, a few months after this car was made, Ferrari solved the horsepower problem with its Quattrovalvole V8 – four valves per cylinder. The QV achieved 300 hp – serious performance territory. The gearbox remained a five-speed manual, known for its slightly balky behavior when cold. This example is the low-horsepower non-QV, targa-top car – a “bargain” Ferrari, though really fine examples will sell for around $70k to $85k.
The interior hasn’t suffered nearly as much as that gearbox. Mild wrinkling in the seat upholstery, a scuff here and there – that’s about it, judging from the few photos provided. The odometer reads 63,655 miles. Of course, this Ferrari isn’t going to arrive with provenance, manuals, or a fat file of receipts documenting the mileage. But it does have a gated shifter – de rigueur for a Ferrari up to about 2009 when the F430 ended production.
These photos make judging the paint difficult. To my eye, it appears dulled. The nose bears a dent, too. Heading down to Long Beach, California for a personal inspection is the best way to ascertain its condition; bringing a wad of cash could sway the seller toward parting with the car for somewhere around the “half or a third of Kelley Blue Book value” quoted in the listing as a possible price. What do you think about tackling the mechanical problems posed by this Ferrari?
A 308 Ferrari is generally a headache. Any car built by Italians in the midst of their steel issues isn’t gonna wear well. One that’s been designed for the “strip all the performance” US rules? And also been dismantled? For around 20K? Do you mind if I pass? It’ll cost 50K to get remotely around the levels of a really good one, and you’ll still have a gutless 308 to show for it.
It would be akin to mortgaging your house to have a pristine 225cu 3 speed Charger.
Would u rather have a Pontiac Mera?
We all know there is nothing more pricey than a cheap Ferrari.
308’s in US trim weren’t very quick. C&D had the zero 60 in 7.9 seconds for a fiberglass bodied car (which were lighter than the later steel bodied cars). A good Firebird at the time was quicker. Yes this was in the “malaise” years when everything was slow, but still. The problem was that the US versions of the GTB not only had less power, but they were also a good bit heavier than the Euro versions. Back in the day they just weren’t considered quick enough to be worth the big bucks it took to get into one. Now they are considered neat cars, but the cost to fix it is likely going to leave you underwater in the end or the person who owns it would have been getting it right and getting the big bucks out of it.
Not actually for sale, that I can see. That Craigslist ad is clickbait to sign up (paid subscription) for access to auto auction listings.
You may very well be right. Even if everything is on the “up and up”, buying a not terribly desirable Ferrari with mechanical issues would be a fool’s errand at any price.
Yep, that zip-tied ignition key around the steering column almost always indicates salvage auction. Ala Copart.
308s are the best looking Ferraris–hands down. Before they began looking like blobs, washtubs, and bumper cars. When angularity in cars was still appreciated. And that gaited shifter? Priceless. Yes, I own one so I know what I’m talking here. We’re talkin’ the Magnum PI model still on TV cable as re-runs before he sold out to Blue Bloods.
Haters can say what they want to say, but I love my 328 GTS. Last of the analog Ferraris, which do-it-yourselfers (cheap) such as me can perform most maintenance and repairs. Timing belts (2) must be changed every five years or 15,000 miles but on the 308 and 328, but, since the engine is transverse, is easily accomplished by removing the right rear wheel and inner fender plastic. To hell with resale value since an overpriced mechanic performed the maintenance. I’ll enjoy my car and let my heirs squabble about resale value after I’m gone.
It’s not always about 0 to 60 mph. It’s about handling. I love the handling of a mid-engined car in these cars make all the right sounds and have adequate performance.
Y’all can keep your computer controlled, self guiding, lane-correcting idiot-proofed modern cars.
And for what it’s worth, my oldest car is a 1923 Ford Model T touring car. One should try 40 mph and wood-spoked wheels… quite exhilarating and the most smiles per mile!
I don’t believe that anyone was disparageing anybody for owning one. The general comments are about this particular car being one that a wise person may want to avoid, as well as the fact that Ferraris can be pricey to maintain. If you have the expertise to work on one yourself, then the maintenance thing wouldn’t be an issue for you. I myself would love to have a Ferrari, but I am too old and lack the skills to care for one. As far as the folks that have one of the newer cars with all the electronics, I might suggest that you go for a spin in a newer Vette before you form any opinions about how one handles. I hope that you continue to enjoy your car.
I am certain the current Corvette offering has fantastic road manners and have always said the Corvette is a lot of bang for the buck. Never owned one, but that’s another story. My point was the fact simplicity is the key.
Modern cars do not appeal to many of us because so many items are computer-controlled from the shock absorber dampening rates to the steering by wire and even the dash display reflecting on the windscreen. It’s not a matter if but when electronic failures will occur.
Frankly, the humble Austin Healey Bugeye Sprite is more appealing, but that’s what makes this world go round. Thank goodness we have options and varying tastes. If we all have the same taste, all would be driving black 1954 Chevrolet sedans— no offense to the Chevy crowd— just saying it would be a boring world.
And, there it is, after 2 minutes spent on Google.
https://www.copart.com/lot/75698884/1982-ferrari-308-gtsi-mn-minneapolis
And you did not get scammed out of $25!
I think they charge to join Copart now, though, which makes zero sense.
“Join us so you can have the privilege of buying stuff from us” ?
Growing up a fellow down the street had a red/tan GTSi just like this one. The sound it made coming down the hill past our house was glorious.
The Ferrari 308 never made more than 240HP, even in Quattrovalvole guise.