Pininfarina's mid-engined V8 Ferrari that took Maranello mainstream — glass-fibre pioneers, gated manuals and the shape of a decade.
The 308 GTB arrived at the 1975 Paris Salon as the first Pininfarina-bodied mid-engined V8 Ferrari, replacing the Bertone 308 GT4. It ran a full decade in coupe (GTB) and targa (GTS) form before the 328 replaced it in 1985.
Over that decade it moved from glass-fibre 'vetroresina' bodies to steel, from four Weber carburettors to Bosch K-Jetronic injection, and finally to four-valve Quattrovalvole heads — and put Ferrari on the wall of a generation via Magnum P.I.
The founding Pininfarina mid-engined V8 shape and the most-affordable serious analogue Ferrari of its era. The successor 328 (see the separate 328 buyer's guide) is the evolved car — cleaner and quicker — but the 308 is the icon.
| Variant | Years | Production | Notes |
|---|---|---|---|
| 308 GTB Vetroresina | 1975–1977 | 712 | Glass-fibre body, dry-sump, four Weber 40 DCNF carburettors. Euro spec 252 bhp / 255 PS. Sought-after early cars. |
| 308 GTB / GTS (steel, carb) | 1977–1980 | — | Steel bodywork; GTS targa joins the range in 1977. Four Weber 40 DCNF carburettors, wet-sump from the steel-bodied cars onwards. Euro spec 252 bhp / 255 PS; US-market cars with catalysts were lower at ~237 bhp / 240 PS. |
| 308 GTBi / GTSi | 1980–1982 | — | Bosch K-Jetronic mechanical fuel injection to meet emissions. 211 bhp / 214 PS (Euro) — the low point of the range. |
| 308 GTB / GTS Quattrovalvole | 1982–1985 | — | Four-valve heads restore power to 237 bhp / 240 PS (Euro spec). The definitive drive-anywhere 308. |
Start with identity, paperwork and originality. For the Ferrari 308, the strongest cars have continuous ownership history, matching numbers where applicable, original books and tools, factory build documentation and evidence of work by manufacturer-approved specialists. Documented cam-belt history, original paint, matching numbers and continuous ownership records.
Tipo F106 3.0-litre transverse V8 with a toothed cam belt that must be replaced on time regardless of mileage — a 3–5 year interval is the accepted standard among Ferrari specialists. Weber-carburetted cars need patient specialist set-up; K-Jetronic injection cars are more forgiving but suffer from age-hardened rubber lines and warm-up regulator faults; Quattrovalvole cars restore the power lost to the early injection cars and are the pragmatic long-distance choice. A proper pre-purchase inspection includes cold-start behaviour, ECU diagnostics and fault-code history (where applicable), leak-down or compression testing, underbody photography, suspension and chassis inspection, brake condition and a long enough road test to expose heat-related faults. Deferred maintenance on a car of this class is almost always more expensive than buying a better-sorted example.
Use a paint-depth gauge, lift access and a specialist familiar with the model's factory panel gaps and finish standards. Collector value is dramatically affected by structural repairs, refinished panels, poor paintwork and missing factory trim or option content. Documented cosmetic refresh is acceptable; concealed accident or fire damage must be priced severely.
Vetroresina glass-fibre coupes and the Quattrovalvole are the two ends of the desirability curve. Original colour, correct interior trim and complete tool/book set matter as much as mechanical condition. Specification, colour, options and limited-build variants move values significantly. Buy the best-documented example in the most desirable specification you can justify, rather than a tired example of a rarer derivative that will need years of corrective work.
Regional ranges authored independently — each reflects its local market, not an FX conversion
Budget annually even if the car is used sparingly. Fluids age, tyres and date-coded rubber components must be replaced regardless of mileage, and stored cars need exercise. A documented maintenance rhythm protects both reliability and resale value.
Use a Ferrari-experienced specialist for belt work, fuel injection and electrical fault-finding — general independent shops routinely miss correct procedure on the Tipo F106 V8. Before purchase, confirm parts availability for model-specific bodywork, electronics, gearbox and engine components. A discounted car waiting on unobtainable parts or a factory service slot is rarely a saving in collector ownership.
Each region quoted in its local currency — independent market readings, not FX conversions
The 308 market split cleanly after the 2014–18 run-up. Vetroresina glass-fibre cars now lead as a standalone tier; Quattrovalvole cars have consolidated as the pragmatic driver's choice; tired carburetted steel cars and rough K-Jetronic injection cars have softened materially as restoration costs catch up with values. For the evolved 3.2-litre successor, see the separate 328 buyer's guide.
| Date | Auction | Car | Mileage | Result |
|---|---|---|---|---|
| 2024-12-01 | Bring a Trailer Online | 1977 308 GTB | 38,000 mi | $98,500 Sold |
| 2025-05-12 | Collecting Cars Online (UK) | 1984 308 GTS QV | 62,000 mi | £68,000 Sold |
| 2026-01-15 | Mecum Kissimmee | 1984 308 GTS Quattrovalvole Standout ceiling — noted as exceptional, not representative. | — | $302,500 Sold |
| 2026-01-15 | Mecum Kissimmee | 1976 308 GTB Vetroresina (chassis #19793) | — | $330,000 Sold |
Vetroresina and Quattrovalvole standout results from Mecum Kissimmee January 2026 recorded with the sale-house lot record; treated as directional ceilings rather than a new standard tier.
A mature market. Vetroresina cars are a standalone rarity tier; Quattrovalvole cars should hold as the sensible drive-anywhere 308; mid-grade carb and K-Jetronic cars will track inflation rather than appreciate.
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The valuation figures in this guide are for research purposes only and do not constitute financial or investment advice. See our full disclaimer.
