Buyer’s guide: Ferrari 308GTB/GTS

By Malcolm McKay

| 28 May 2025

Classic & Sports Car – Buyer’s guide: Ferrari 308GTB/GTS

Why you’d want a Ferrari 308GTB/GTS

When Ferrari launched the Dino 308GT4, it was clear the writing was on the wall for the beautiful but dated 246GT.

When it came, the 308GTB was not a Dino, but the first Ferrari-badged car to have anything less than a V12.

It was also the first Ferrari with a glassfibre body: built by Scaglietti, its quality was faultless and testers had no complaints about the material.

From mid-1977, however, most of the upper body became steel, while the floorpan and lower part of the body remained in glassfibre – which was also used for the removable roof of the GTS, launched at the same time.

The targa-style top could be stowed behind the seats when removed.

The reason for the change to steel was never stated, but was probably a combination of ease of manufacture – the 308 was selling in bigger numbers than Ferrari had known before – and the tendency of paint on glassfibre to show its age sooner than on steel.

Whatever the reason, it has made the 808 (or 712, sources disagree) Vetroresina 308s particularly sought-after due to their light weight, rarity and performance on thirsty but unrestricted Weber carburettors.

The Ferrari 308ʼs chassis had the same wheelbase as the 246.

Most testers declared it outstandingly well balanced and stable – with the proviso that overloading the rear boot could lift the front and unsettle it at speed. A deeper front spoiler became an option after two years.

While CAR eulogised over the GTB, calling it one of the most forgiving and easy to drive fast cars ever, Autocar was more cautious of its mid-engined handling traits and low-geared steering.

Gilles Villeneuve commuted from Monaco to Maranello in his 308GTS, famously arriving in a cloud of tyre smoke to the delight of the Ferrari workforce. And Magnum PI cemented its appeal for an entire generation worldwide.

Fuel inefficiency and a heavy clutch were tackled in 1980 with the introduction of the fuel-injected V8; the clutch weighting dropped from a hefty 27kg to 17kg.

The power deficit due to this change was restored with four-valve heads on the quattrovalvole from 1982.

A good 308 should not be outrageously costly to own, though some parts can be expensive, and it is vital to have a friendly specialist to maintain it unless youʼre very capable.

Images: James Mann

Ferrari 308GTB/GTS: what to look for

Trouble spots

Please see above for what to check for when looking at Ferrari 308 classic cars for sale.

Engine

Ferrari’s magnificent four-cam V8 sounds and goes best on Webers, but is phenomenal whatever the spec and should pull lustily from 3000rpm.

Inspect meticulously, looking for any signs of neglect, leaks and poor maintenance.

Expect a sheaf of bills supporting claimed cambelt changes etc; believe only if you can see it’s been done.

Suspension

Beware of excessive shimming, which can indicate accident distortion, and play in bushes.

Fully overhauling the suspension of a Ferrari 308 can add up to quite a bill.

Rust

Rot is the biggest concern on these classic Ferraris, especially because it is often well hidden until it’s too late.

The bottom of the A-post is commonly the first area to suffer.

Electrics

Loose or corroded connections on the fusebox are the main cause of electrical woes on Ferrari 308s; its lid is prone to falling off.

Check everything works, including the air-con fans.

Gearbox

Expect the gearchange of a Ferrari 308GTB/GTS to be notchy when cold, baulking into second, but it should ease when warm.

Listen for bearing noise, and check clutch for bite and slip.

Ferrari 308GTB/GTS: before you buy

Ask the vendor not to start the car before you get there, so you see their procedure on starting from cold.

The engine should be heated up sensibly, with no high revs until the oil is warm.

Carefully used, a Ferrari 308 engine can be extremely long-lived, topping 100,000 miles without needing a rebuild.

Ease of maintenance is good by Ferrari standards, with cambelt changes accessible by removing the right wheelarch liner and the clutch from the left, with no need to take out the engine.

There’s debate over how often cambelts really need to be replaced, with most preferring to err on the side of caution.

Water-pump failure is not uncommon – new pumps are very costly, so it’s better to rebuild the old one with new bearings, shaft and seal.

The Weber carburettor-fed cars need more maintenance – especially if infrequently used, because fuel evaporates leaving sticky/hard residues that gum up the system.

Initially they were fitted with one distributor per bank (each with two sets of points, one to retard the ignition at idle, the other for normal running) and one coil per bank; later most markets had a single distributor. Early systems are sometimes poorly modified.

European-spec cars featured a dry sump up to 1980; USA-spec and post-’80 cars were all wet-sump.

Infrequent use of Ferrari 308s can cause more problems than high mileages, with leaks from seals, seizing plates in the limited-slip differential, gummed-up fuel systems and far more: the car should ideally be driven at least weekly.

Ferrari 308GTB/GTS price guide

Restoration/average/show*

Injection: £28,000/42,000/75,000
Steel, Webers: £30,000/48,000/85,000
quattrovalvole: £35,000/60,000/100,000
Vetroresina: £50,000/100,000/175,000

^{*GTS worth slightly more for restoration/average}
^{Prices correct at date of original publication}

Ferrari 308GTB/GTS history

1973 Bertone-styled Dino 308GT4

1975 Pininfarina-styled 308GTB. Europe: dry sump, 255bhp; USA: wet sump, 205bhp

1977 Steel body replaces GRP; GTS added

1981 Fuel injection for 308GTBi/GTSi, with Marelli Digiplex electronic ignition, improved clutch/gearbox, uprated interior, all wet sump. Europe 214bhp, USA 205bhp

1982 quattrovalvole ups power to 240bhp (USA 230bhp), with Nikasil liners, new grille with spotlights, optional roof spoiler; 208 Turbo added for Italy (2-litre, 220bhp)

1984 Zincrox coating on steel panels

1985 328 (3185cc, 270bhp) replaces 308

The owner’s view

“I’m an Imp man really,” laughs Ken Stockham. “I rebuilt a Ginetta G15 and had that for 15 years – but I’ve now had the 308 for 20 years.

“The same casting company made the cylinder heads for these as for Imps, apparently!

“I’m a big Magnum PI fan – and I think it’s one of the prettiest Ferraris ever.

“It’s important to keep up with maintenance and I bought at the right time, so I don’t mind spending on it – anything that needs doing is done by Carrs of Exeter.

“I don’t use it enough, though – I’ve only driven it 5000 miles.

“It has the belts replaced every three years and I had the bottom of the A-post welded last year – the panel was £600 and the belt replacement, with rack and transmission boots, came to £2800.

“It’s had work on the brakes, bushes and air-con, but nothing unexpected. I keep it MoT’d all the time – and it’ll be tax exempt this year.”

Also consider

The Maserati Merak (left) and Lamborghini Silhouette/Jalpa are alternative buys

MASERATI MERAK

Giugiaro styling with vestigial rear seats made the Merak a little more practical, and its four-cam V6 gave performance only just behind the Ferrari. Rust in the monocoque is the main fear.

Sold 1972-’83 • No. built 1830 • Price now £25-75,000*

LAMBORGHINI SILHOUETTE/JALPA

With dramatic Bertone styling, a targa roof and a 265/252bhp 3/3.5-litre V8, this was a serious 308 competitor with similar pace. Very few built.

Sold 1976-’88 • No. built 54/410 • Price now £60-120,000*

^{*Prices correct at date of original publication}

**Ferrari 308GTB/GTS: the Classic & Sports Car verdict**

Still a relatively affordable icon, the 308 makes a great entry-level classic Ferrari.

The early Vetroresina appeals for rarity, raw performance and sound, but is more likely to have serious hidden corrosion in the steel frame, sills and bulkhead.

The GTS is great for reliving the Magnum PI vibe, but is not particularly waterproof.

The key is to find a maintained car that’s free from serious rot and has been used frequently in recent years.

FOR

About as affordable to run as a Ferrari can be
The 308 is very well supported by the owners’ club and knowledgeable specialists
Most parts are relatively easy to come by

AGAINST

Some parts are expensive
Time-consuming work such as a suspension rebuild can be very costly if you’re relying on specialists

Ferrari 308GTB/GTS specifications

Sold/number built 1973-’85/4235 GTB, 8004 GTS (plus 987 208s)
Construction steel tubular chassis, sills and rear bulkhead, glassfibre or steel/glassfibre body with aluminium bonnet
Engine all-alloy, dohc-per-bank 16/32-valve 2927cc V8, four twin-choke Weber carbs or Bosch K-Jetronic fuel injection
Max power 205bhp @ 6600rpm to 252bhp @ 7700rpm
Max torque 179lb ft @ 4600rpm to 209lb ft @ 5000rpm
Transmission ZF five-speed manual, RWD via limited-slip differential
Suspension double wishbones, coil springs, telescopic dampers, anti-roll bar f/r
Steering rack and pinion
Brakes vented discs, with servo
Length 13ft 10½in (4230mm) [USA 14ft 4½in (4378mm)]
Width 5ft 7¾in (1720mm)
Height 3ft 8in (1120mm)
Wheelbase 7ft 8in (2340mm)
Weight 2398-2867lb (1090-1303kg)
0-60mph 7.9-5.7 secs
Top speed 154mph
Mpg 15-25
Price new £18,973/1 9,901 (GTB/GTS, 1980)