Call: 01428 606616
Ordered new by Maranello Concessionaires Ltd to be finished in Black with Cream hide. The car was optioned with air conditioing,7.5" wide wheels. The car was completed and delivered to the UK by truck.
Delivered new to a 29 year old Mr R. Fuhrer, who described himself as an industrialist ,and registered KPE 643W,to Loupex International SA. of London, on the 15th September 1980 by Maranello Concessionaires Ltd. The then list price (18th June 1980) was £20,100.27 plus delivery charges, number plates and road tax. Additionally the car was optioned with air conditioning costing £747.50 and 7.5" wide wheels £347.59.Maintenance remained with Maranello Concessionaires Ltd who carried out the A service on the 30th October 1980 at 1,144 miles, the B service on the 14th January 1981 with 2,256 miles and a 3,000 mile service on the 9th October 1981 with 5,351 miles.
Just over three years later on the 6th October 1983 and with 8,200 miles ,the car was registered to Hanger of London Ltd, and the re-registered four days later to Hanger Investments Plc on the 10th October 1983.
On the 8th February 1984 the car passed into the ownership of Mr Kevin Oliver of Hertfordshire who re-registered the car 1 KPO. Mr Oliver had Neptune of Edmonton, North London maintain the car, and who never bothered to record any mileages on their invoices!
Bought by the then Ferrari agents in Surrey, Modena Eng Ltd with some 20,974 miles in August 1984,the car was sold to Mr Wayne Clark of Essex on the 22nd April 1985 with 22,563 miles-the car was used by the Managing director- ,and now registered KHX 152W.Mr Clark owned the car only briefly but covered just 8,000 miles ,as Modena Eng Ltd bought the car back and repainted it Red-(Calbrook Cars of Bookham, Surrey).The car was then sold by myself to Mr and Mrs Ken Boyd of Surrey, being registered to Mrs Boyd, better known as Sherrie Hewson the actress, on the 19th October 1985 having covered 30,214 miles. Ken Boyd worked for BAE Kingston, selling Harrier aircraft, and where if I remember correctly ,it dumped its oil in the car park, when an oil hose split! They kept the car for just under a year covering 3,600 miles, when it was part exchanged from memory for a Koenig bodied fibreglass 308 GTB part exchanging that for 1988 Mondial 3.2 Cabriolet #74029.
The next owner was Mr James (Joe) Nash of Kent, -Dino Services-bought the car for himself with some 33,800 miles from Modena Eng Ltd on the 18th April 1986 re registering the car 4379 JN.
Five years later it was purchased and registered to Mr Roger Neate of Norfolk on the 3rd April 1991 who bought it from Modena Engineering Ltd's former managing director, Simon Greenwood for £27,500 with 44,400 miles now covered. Mr Neate had a number of specialists local to him look after the car and in June 1993 with 49,098 miles, Bob Houghton carried a major service including valve clearances including checking compressions which were "95%".
Passing into the ownership of Mr Robert Ellam of Yorkshire on the 25th September 1993 with 53,988 miles ,who had the car "time serviced " by the Ferrari agents in Bradford ,JCT 600 the same day. JCT 600 continued to look after the car over the next seven years, when it passed into the ownership of Mr Tony Matthews of Worcestershire on the 3rd June 2000 with some 56,000 miles. Mr Matthews-a motor trader- had former Graypaul technician ,Jeff Shilton of Shiltech look after the car during his sixteen years of ownership, with later maintenance by G. Windle & Son of Worcestershire. Mr Matthews passing meant the car was sold into the trade before being bought by a lady in Avon on the 4th May 2016 with 79,000 miles.
The car has recently undergone a full respray by JC Autofinishers of Cranleigh in Surrey, with new 16" alloy wheels from Superformance
The car is complete with a large file of past invoices, MOT certificates ,the original orders and correspondence between the factory and Maranello Concessionaires Ltd, as well as details of all the past owners.
History: 308 GTB
The 308 GTB made its debut at the Paris and London shows in 1975. Built to a Pininfarina design by Scaglietti, it retained the 308 GT4′s V8, albeit with dry sump lubrication. The latter made for lower engine mounting and better cooling thanks to the fact that more oil was present. The first models boasted fibreglass coachwork.
The long awaited replacement for the Dino 246 GT model made its inaugural appearance at the 1975 Paris Salon. The Pininfarina designed body had a pronounced wedge profile, with a rectangular egg-crate aluminium radiator grille below a slim full width satin black front bumper. However, there were numerous key design elements of the Dino 246 GT carried through into the body details. These included the scalloped door intakes, twin circular rear light assemblies, and the vertical concave rear screen bounded by buttressed sail panels. In essence the shape was a modernisation of that of the Dino, with enough traces of its predecessor to provide a thread of continuity, earning praise from the press and clients alike.
One feature that was not immediately apparent, was that the 308 GTB was fitted with a totally fibreglass body, apart from the aluminium front lid. This was the first Ferrari production car to feature fibreglass as a body material, and in fact the idea has not been repeated by the company in large volume production. However, individual fibreglass panels have been used on a large number of cars from then until now, particularly for the front and rear valances and nose sections. Although the standard of finish was very high, a return to the more traditional pressed steel and aluminium happened in late 1976 for USA cars, and around mid 1977 for European models.
The simplest way to identify a fibreglass bodied car, is to see if there is an indent line between the front screen pillar and roof panel. If there is one, then the body is fibreglass.
USA market cars can be identified by heavier bumper assemblies, and rectangular side marker lights on the wings.
An optional deep front spoiler became available during 1977, which like the standard shallow spoiler was a fibreglass moulding. Like the Dino series, a luggage compartment was provided in the tail of the car behind the engine bay. On the 308 GTB it was accessed by lifting the entire engine cover, which revealed a zip top compartment, whereas the Dino models had a separate lid for the luggage area.
The main European market 308 GTB models had a tubular chassis with factory type reference F 106 AB 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 both right and left hand drive available.
Production ran from 1975 through to 1980, during which time 2897 examples were produced in the chassis number range 18677 to 34349.
The transversely mid-mounted aluminium V8 engine was essentially of the same design as that used in the 308 GT4 model.
It was 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 coupled 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 of which depended upon the market.
European cars were fitted with dry sump lubrication, whereas Australian, Japanese and USA examples retained the wet sump lubrication system used on the 308 GT4. The claimed power output was 255bhp for European market models, and 240bhp for US market examples which were fitted with power sapping emission control equipment.
A sports exhaust system, and high compression pistons plus high lift camshaft became available as an option.
The 308 GTB was developed into a successful rally car by Michelotto in Padova. Apart from many successes in privateer’s hands in national rallies in Italy, there was also success on the international stage courtesy of the Pozzi Ferrari France team and their most successful driver Jean-Claude Andruet. They had back to back wins in the Tour de France Auto in 1981 and 1982, along with a number of other victories including the 1981 Targa Florio.
The 308 GT4, which had followed on from the 246 GT, was not strictly speaking its replacement. That role was to be undertaken by the 308 GTB introduced in Paris in 1975. Although it did not carry Dino badges and was chassis numbered in the Ferrari series, i.e. with odd numbers, the 308 GTB was directly descended from the 308 GT4.
For the body design, Ferrari went back to Pininfarina who skilfully blended together elements from the Dino 206/246 series and the 365GT4 BB. From the latter came the double body shell appearance resulting from the groove cut into the body at bumper level; the plunging nose; the rather square rear panel and sail panels extended back to meet a shallow spoiler. From the Dino came the concave rear windows and conical air intakes ahead of the rear wheel arches.
The most important innovation, though, was the use of fibreglass for the body shell. Whatever the reasons for its use, it was short-lived, because by approximately mid-1977 steel was once again back in favour as the main material along with the selective use of fibreglass.
The chassis numbers started at 18677. The last fibreglass-bodied car was 21289. The first steel-bodied car was 20805. The final cut-off point for the model is not known.
The 308 GTS, introduced at Frankfurt in the autumn of 1977, was an obvious addition to the 308 range. Besides the removable roof panel that marked it out from the GTB, the rear quarter lights were covered by black louvered panels that were stylistic rather than functional. In the USA, considered to be a 1978 model, it had to meet more stringent exhaust emission standards. These required the use of a catalytic converter exhaust which brought additional cooling vents in the rear deck and a shroud below the rear bumper. Apart from these "peculiar to destination" type modifications, the GTS was mechanically, with one exception, identical to the GTB. The exception was that, regardless of where the cars were to go, lubrication would be wet sump.
Whilst every effort is made to ensure the accuracy of the above details we do not warrant them to be correct. You are therefore advised to verify the accuracy before purchase.
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