Ferrari Dino 308 gt4

The 308 GT4 2+2 was a ground breaking model for Ferrari in several ways: It was the first production Ferrari to feature the mid-engined V8 layout that would become the bulk of the company's business in the succeeding decades. and was the first production Ferrari to feature Bertone (rather than Pininfarina) bodywork. Pininfarina was upset by the decision to give cross-town rival Bertone the design. considering all they had done for Ferrari.
Introduced at the 1973 Paris Motor Show. the Dino 308 GT4 was a ground breaking model for Ferrari in several ways. It was the first production Ferrari to have the mid-engined V8 layout. along with the first production Ferrari to feature Bertone styling rather than Pininfarina bodywork. The styling was controversial at the time. with some journalists comparing it to the Bertone-designed Lancia Stratos and Lamborghini Urraco
The chassis was based on the Dino 246 but was stretched to make the car in to a 2+2 Configuration. The 3. 0 L V8 was integrally joined with the gearbox and had an alloy block and heads with dual overhead camshafts. The induction system had 4 Weber 40 DCNF carburettors.
The example offered here was built in December 1973 and sold to Saudi Arabia. The car was then brought to England in 1982 and later converted to RHD in 1989.
The previous owner bought the car in 2010 and carried out a year long detail. no expense spared restoration at the cost of £40. 00 (detailed in the history file and on disc). On purchase the engine and interior were removed and the car delivered to Baker Bodycraft. Baker Bodycraft then stripped the body and removed all areas of filler before panel beating and correcting all defects in the metal
While the bodywork was being done a complete engine rebuild was undertaken. The crankshaft. flywheel. rods and other internals were taken to Scholar Engineering for checking and honing to size. The Cylinder heads went to Northampton Motorsport to be machined and have new valves fitted along with also fully rebuilding the Webber carburetors. When all the parts were available the engine was rebuilt carefully with all torques set to the Workshop Manual.
Along side the engine and bodywork restoration the interior was taken to sfcar-trim to upholster the seats. dash and other panels ready to go back.
The gearbox was found to be in poor condition with no grip at all in the LSD. As the early gearboxes were known to be problematic. and many of the parts are not available or interchangeable the decision was taken to buy a new box from Euro Spares. Euro Spares had purchased several brand new unused boxes from Ferrari several years ago and had just two remaining so the decision was made and a new genuine Ferrari gearbox was fitted.
Meanwhile the wishbones were sent for blasting and powder coating and were then fitted with solid stainless steel bushes running in du bearings as per competition cars.
Once fully assembled the car was driven to N'hants Motorsport where they fitted an Omex 600 digital ignition system and set up the car on the rolling road. The steering and suspension was set up with their laser system. The result is an almost flat torque curve from 3000 to 6500 rpm and a calculated flywheel power of 226 bhp.
At the start of 2012 the car was taken to Damax where the springs were replaced. dampers reset and alignment set up again. The Konis are fitted with special spring platforms that incorporate shims so the ride height can be altered without the use of adjustable spring platforms.
The result of all this work is a car that not only drives well but is also a useable and exciting car to drive.
Over the last few months a further approx 2k has been spent to bring this car upto near perfect order.

The all important history file is fantastic recording some 45k spent and there is a ferrari owners club magazine with this car featured . oney just cant buy that . he car has earnt its respect!

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