The smaller Ferraris of the 1960s and early 1970s were replaced by the Ferrari 308 by Ferrari. Any Ferrari 308 for sale is a lively, attractive sports car with a lot of attraction to vintage Ferrari enthusiasts and passersby in general. It was produced in a few distinct versions over the course of its ten-year lifespan, the first of which was the GTB, Ferrari’s first fiberglass-bodied vehicle for two years, followed by the GTS with a Targa roof and the Quattrovalvole with four-valve heads. The GTBi and GTSi are the names of the fuel-injected versions of the GTB and GTS, respectively. The Ferrari 308 is a great entry-level Ferrari for new collectors and an economical choice for collectors looking to make their next step, with values ranging from $43,000 to $200,000 according to the Hagerty pricing guide. With the original Ferrari 308 MSRP being roughly $45,000, which is around $200,000 when adjusted for inflation, many Ferrari 308s for sale are still more reasonable today than they were when they were new.
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What’s the market value of a 1980 Ferrari 308?
From $52,200 for the entry-level Coupe 308 GTB to $77,000 for the top-of-the-line Coupe 308 GTS, the cost of the Ferrari 308 1980 is wide.
What’s the market value of a 1985 Ferrari 308?
The 308’s final version included an additional valve to each cylinder head, giving rise to the moniker “quattrovalvole” or “four valves.” This resulted in yet another adjustment to the engine differentiation; the new engine is the F105 AB 2.9 liter V8. Ferrari created the Quattrovalvole as a successful attempt to regain some of the power that the pollution restrictions at the start of the decade had taken away from the GTBi and GTSi compared to the first generation. The Quattrovalvole was still a fuel-injected vehicle. They created a vehicle that, when built to US standards, generates a respectable 230 horsepower and 188 pound-feet of torque.
Additionally, the GTS Quattrovalvole is the heaviest of the 308s, at 3,230 pounds. Like this one, the cost of a 308 GTS Quattrovalvole is around $100,000, and many of them are even of an auction-quality. If you’re looking for a Quattrovalvole, a GTS was far more common and hence much simpler to locate than a GTB. 3,042 GTS Quattrovalvoles were made between 1982 and 1985, but only 748 GTB versions. Only the first-generation GTS was created more 308s than the GTS Quattrovalvole.
What’s the market value of a 1984 Ferrari 308?
1984 Pricing and Specs for the Ferrari 308 GTS Quattrovalvole. Are you considering a Ferrari 308? Based on data from other parties regarding prices, you could anticipate paying $69,600 to $88,000.
What is the market value of a 1983 Ferrari 308 GTS?
Prices and specs for the 1983 Ferrari 308 From $56,600 for the entry-level Coupe 308 Gtbi to $82,500 for the top-of-the-line Coupe 308 Gtsi, the cost of the Ferrari 308 from 1983 is available.
Which Ferrari 308 is the least expensive?
The first thing you’d probably need to do if you were shopping for a less expensive Ferrari is to look at older versions. The best Ferraris are built to last, which explains why some older Ferrari models are still so expensive. There are older Ferrari creations, though, that don’t hold up as well over time. The Ferrari 308 GTB/GTS is one of them. A 1985 model can be available for as little as $55,000 now. From 1975 to 1985, Ferrari produced the 308, a vintage vehicle. It has a 2.9-liter V8 engine that produces between 240 and 252 horsepower. With a top speed of 152 mph, the Ferrari 308 will get you moving if speed is what you’re looking. It’s an unbelievable price for a famous piece of equipment that helped Magnum P.I. become successful.
How does the Ferrari 308 drive?
However, in general, any 308 or 328 is a safe bet. By contemporary Ferrari standards, it is a straightforward vehicle that is also rather easy to maintain, generally dependable, and affordable. In comparison to Ferrari, they cost comparatively little to maintain if they haven’t been damaged by accidents or improper care.
A 1985 Ferrari 308 GTS Quattrovalvole is how much?
1985 Pricing and Specs for the Ferrari 308 GTS Quattrovalvole. Are you considering a Ferrari 308? Based on data from other parties regarding prices, you could anticipate paying $69,600 to $88,000.
What materials make up a Ferrari 308?
Collectors of automobiles are drawn to unusual, subtle variants of well-known classics. For E-type people, foolish, impractical things like flat floors without space for shoes larger than size 8 and shoddy outside latches on bonnets with similarly shoddy, welded louvers are the preferred stimulants. The ultimate Ferrari 308 collectible is a vetroresina (fiberglass) vehicle. Before the production of vetroresina automobiles was converted to steel in 1977, just 808 vehicles were produced.
In 1975, the 308 GTB made its debut at the Paris Motor Show. It was the opposite of the edgy, Bertone-designed 308 GT4 2+2, and was the creation of the incredibly skilled Leonardo Fioravanti, who also created the 365 GTB/4 Daytona and the 206/246 Dino while at Pininfarina. The GT4 wasn’t adored by everyone. Although it was officially provided as an alternative to the 246 Dino, it didn’t truly do so. Customers wanted the 308 GTB right away, and according to folklore, fiberglass was a faster way to get the car to customers.
Unfortunately, even though the quality of the fiberglass was extremely high, some buyers were turned off by it since it felt less upscale than steel and alloy. There were murmurs of creaks and squeaks. Fortunately, the glass automobiles are impervious to rust while non-galvanized pre-1983 308s rot like a Fiat. Additionally, real dry-sump lubrication systems and an additional ten horsepower are features of Euro vetroresina vehicles. American fiberglass 308s are the lightest, fastest, and most musical of all 308s thanks to their wet-sump systems, more aggressive camshaft profiles, and Weber carburetors.
But are they really worth twice as much as a regular 308? A excellent early steel-bodied 308 GTB might still be expected to bring $100,000 compared to roughly $225,000 for a vetroresina car, even though the 308 market currently appears to be easing a little.
Rarity rules the Ferrari market. Furthermore, the vetroresina is not particularly uncommon, even though the 308 itself is practically a “belly-button” car by Ferrari standards (nearly 12,000 were produced). It also represents the beloved 308 in its purest form. All of the “glass cars” were coupes (berlinettas in Ferrari lingo), and Giallo Fly and Rosso Corsa appear to be the most popular colors. Even though the 308 was rarely raced, the carbs, cams, and dry sump lubrication are all good nods to Ferrari’s racing history, and the 331-lb weight savings from the fiberglass could be felt when driving.
So, regretfully, we would have to respond, “Yes, if you had the money, it’s worth the premium for sheer driving pleasure and investment value.” The 308 market will always value fiberglass cars at the top. In addition, we should note that some people said the same thing about the 288 GTO, which is derived from the 308, when it was trading for around a quarter million.
A Ferrari 308’s top speed?
Ferrari and Michelotto created the Ferrari 308 GT/M to compete under Group B’s “Evolution/Termination” rules. The Gr.4 308’s results persuaded Ferrari and Michelotto that a purpose-built Ferrari rally car could be competitive under Group B regulations, and construction on the vehicle began in November 1982. With the 1987 season’s prohibition of Group B cars, the model was abandoned.
A 3.0 liter 308 Quattrovalvole engine and a newly developed tubular steel frame chassis served as the foundation for the 308 GT/M. In contrast to the 308 road vehicles and the previous Gr.4 rally cars, this engine was positioned longitudinally in a rear-mid-engine position. An equal-length exhaust system and modified Bosch Kugelfischer fuel injection were employed in the internal engine overhaul. At 8900 revs per minute, this engine produced about 363–370 horsepower. Upgraded camshafts, valves, and pistons were employed, and the belt and camshaft covers were also made of a lightweight magnesium alloy. Only the rear wheels received power from a Hewland 5-speed manual transaxle situated at the back of the vehicle. Additionally, a dual-plate, Formula One-style Borg & Beck clutch was installed in the vehicle. With suspension geometry based on the Ferrari Mondial, all four wheels were equipped with double wishbone suspension and coil springs. While many of the components were altered, some conventional 308 and Mondial parts were included. To enable for ride height modifications, the suspension arms and steering rack both had two different mounting places. There were Brembo brakes installed, along with a hydraulic handbrake. Francesco Boniolo created the car’s Kevlar and carbon fiber body. It was motivated by the wind tunnel testing of the older Ferrari 512 BB/LM and had similarities to that vehicle. It had a huge rear spoiler and big, fixed headlights. Near Modena, Carrozzeria Auto Sport built the body. The car’s overall weight was 840 kilograms (1,850 lb), which is 120 kilograms less than the minimum weight required by Group B regulations.
Between 1984 and 1986, Ferrari drivers put the 308 GT/M through rigorous testing at Fiorano. The 308 GT/M lapped Fiorano in 1 minute, 24.6 seconds while wearing racing tires, outpacing the F40 (1:25) and 512 BB/LM (1:26.6). Less than 4 seconds were needed for the car to go from 0 to 100 kilometers per hour (62 mph). Ferrari engineered the vehicle to have a redline at 8500 rpm in fifth gear and a top speed of 270 km/h (170 mph).
There were built three 308 GT/M chassis, bearing the numbers 001, 002 and 003. Ferrari constructed Chassis 001 in 1984 and used it as a test mule to refine the design, including extensive track testing at Fiorano Circuit. It was sold to Belgian driver Jean “Beurlys” Blaton in June 1984. In sporadic local Belgian rallies, Blaton ran the car in races. Raffaele “Lele” Pinto participated in the 1984 Rally di Monza while operating Chassis 002. Pinto finished fourth, trailing a “standard” Gr.B 308 GTB due to damage to the back suspension caused by rainy driving conditions. A private owner repaired 002 and operated it as a road vehicle after that. Henk Koel, a Dutch driver, is the owner of Chassis 003. Fall 1986 saw the start of 003’s construction, which was finished in April 1987. Although Chassis 003 has appeared at numerous Ferrari track events, it has never been used in rally racing.
Cost of a Ferrari 400i
The successor to the carbureted Ferrari 400 was the front-engined, fuel-injected V12 grand tourer known as the Ferrari 400i – Automatic (also known as 400i A). Similar to the 400i, the 400i GT included a manual transmission. The 400i Automatic, which was offered between 1980 and 1985, had the same 4.8 liter V12 as its predecessor but included a Bosch K-Jetronic fuel injection system in place of the carburetors. The 400i’s initial power output was 306 HP at 6500 rpm, but later upgrades added 311 HP as well as modifications to the interior and exterior. A GM THM400 3-speed automatic transmission was used to transmit power to the rear wheels. The Ferrari 400i was manufactured in 1,305 samples overall, of which 883 were automatic and the others were manual. In 1986, it changed into the Ferrari 412 – Automatic for the series’ final edition.
A 1984 Ferrari 400i sold for $89,600 on August 20, 2022, according to records.
A 1982 Ferrari 400i sold for $35,000 on October 9, 2019, according to records.