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Order number S/180,was placed with the factory by Maranello Concessionaires Ltd's managing director ,Mr Sean Bealey on Monday 5th November 1979 for an Argento Auteil (silver) 308 GTS with beige hide (VM3218) seats with black hide (VM 8500) door cards with black carpets. In addition to the metallic paint the car was optioned with 7.5"wide wheels-now replaced with 16" wheels. Duly completed and invoiced by the Ferrari factory on the 11th January 1980 for delivery to the UK by truck. Upon its arrival in the UK , Maranello Concessionaires Ltd invoiced their then Ferrari agents in Torquay ,Devon Wadham Stringer-(who were also Rolls-Royce and Bentley dealers-Torquay also had a De Tomaso dealerships!)on the 3rd March 1980.
According to the marketing form a "60+ year old solicitor Mr George Langwell-Plum of Devon" became the first owner, being registered ODV 6W,on the 27th January 1981.By 1988 the car had covered a mere 11,500 miles. Upon its sale in July 2003 by Mr Langwell-Plum when it had covered a warranted 15,500 miles adding to the letter "The vehicle has been serviced in accordance with the manufacturers recommendations ,initially at the selling dealers, but subsequently by a private garage ,prior to being stored in a dry enclosed premises for the past five years".
In 2003 the car was bought by Nick Cartwright who collected it and set about re-commissioning the car after it had been laid up and carrying out a major service plus, invoicing £8685.32 in November 2003 with 15,529 miles. A year later the car was sold by the respected Ferrari specialists Bob Houghton with 15,713 miles to the second owner from Worcestershire for £31,500 following an inspection by Hollingworth of Ombersley, Ferrari specialists. Hollingworth maintained the car for this owner and later Migliore Cars in Bromsgrove when the two mechanics left Hollingworth to set up Migliore Cars.
The car was complete with wallet, service book, handbook ,past invoices ,MOT certificates and tools.
It is very rare to find a two owner car after 36 years and still with only 21,000 covered. The original single outlet exhaust is still fitted, and as far as I know uniquely finished inside with black door panels from the factory. The lack of air conditioning ,a questionable option on a convertible simplifies maintenance and reduces sprung weight.
With only 184 cars imported to the U.K., this being one of the last made, last registered, and two registered keepers, and with such a warranted low mileage.
The pleasure of open top driving has a very special place in the heart of many Ferrari fans. The 308 GTS was developed in collaboration with Pininfarina in 1977 to help make that dream come true. When not in use, its Targa hard-top could be stored neatly away behind the seats. The chassis was specially reinforced to compensate for the lack of a full roof. Performance was similar to that of the 308 GTB.
The 308 GTS joined the Ferrari model range at the 1977 Frankfurt Salon. Visually it was very similar to its 308 GTB berlinetta stable mate, apart from the black finished solid removable glass-fibre roof panel, and the satin black finished hinged opening louvre panels over the rear quarter windows. They were hinged to permit cleaning of the rear quarter glass, and the one on the left side also gave access to the fuel filler cap, and both were lockable. The “S” in the model title stood for “Spider”, although as with the Dino 246 GTS, the spider title was a degree of artistic license, as it was in fact a targa top, with a roof panel that could be stowed behind the seats for open air motoring. As on the 308 GTB, a luggage compartment was provided in the tail of the car behind the engine bay, accessed by lifting the entire engine bay cover, which revealed a zip top luggage compartment at the rear. As with the 308 GTB berlinetta an optional deep front spoiler was available, as was the sports exhaust system, and high compression piston plus high lift camshaft package. A further option was 16″ wheels fitted with Pirelli P7 low profile tyres.
The 308 GTS featured a steel body with an aluminium front lid, whilst USA market cars can be identified by heavier bumper assemblies, and rectangular side marker lights on the wings. The main European market 308 GTS models had a tubular steel chassis with factory type reference F 106 AS 100. Disc brakes, with independent suspension via wishbones, coil springs, and hydraulic shock absorbers, were provided all round, with front and rear anti roll bars. All models were numbered in the Ferrari odd number road car chassis sequence, with right and left hand drive available. Production ran from 1977 to 1980 in the chassis number range 22619 to 34501, during which time 3219 examples were produced, around 50% more than the concurrent 308 GTB model.
The V8 engine was identical to that used in the concurrent 308 GTB model, being of a 90 degree configuration, with belt driven twin overhead camshafts per bank, having a total capacity of 2926cc, with a bore and stroke of 81mm x 71mm, bearing factory type reference F 106 AB 000 for European market cars. The engine was transversely mounted in unit with the all synchromesh five speed transmission assembly, which was below, and to the rear of the engine’s sump. It was fitted with a bank of four twin choke Weber 40 DCNF carburettors, mounted in the centre of the vee, the exact specification depending upon the market, and power output was in the order of 255bhp. European market cars were fitted with dry sump lubrication, whereas Australian, Japanese and USA market examples had wet sump lubrication.
Taken from Ferrari's own website
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