208 GT4

NO THE 208GT4 DOES NOT HAVE A TURBO: it has a normally aspired small 2 liter V8 of only 155cv...

And the "GTB/GTS with Turbo" are NOT "similar".
Those which were similar to the 208GT4 was a first serie of 2 liter GTB/GTS (160 cars / 140 cars respectively) with this small NON-TURBO 2 litre V8 engine of only 155cv...

Then, equivalent to the "Quattrovalvole", but when the 208GT4 production had already stopped for two years, came the 208GTB/GTS TURBO, with the 2 valve engine, KKK Turbo, 220 hp. (437 GTB / 250 GTS produced)

Later on, came another variant (equivalent to the 328) which still has the old 2-valve engine, but a new IHI Turbo, and Intercooler. This car was simply called "GTB Turbo / GTS Turbo" (or "Turbo Intercoooler" by some). It has 254 hp (308 GTB manufactured and 828 GTS).

Rgds

 

The GT4 variant has had 170 CV, wich is quite enough for that lightwight car, if you like a screaming engine. It has NO torque, but power above 6000 rpm.

The 208 engine is NOT "upgradable". Theoretically "yes", but in fact "no". You would have to rebuild the complete engine, wich would cost more than the complete car.

Keep the 208 GT4 original, it's a rare car (only 840 produced), it makes fun but it's no racer.
If you want a GT4 with a 3 litre engine, buy a 308 GT4. If you want a turbocharged engine, buy a 208 turbo. But do not mix them up.

 

Check that again. Not sure the stroke differs, the bore does. Can't check it for you right now.

/Peter

 

Same stroke, smaller bore because of inserted liners.

Yes, the 208 is regrettably not as valuable as the 308 is - not only in italy but anywhere. I like them very much, but the market doesn't

But a 208 with a "not original" engine is worth nothing.

You may take a look for a "new" complete 208 GT4 engine in exchange ?

 

Here are some prices for GT4 in Europé. The difference used to be much larger between 208-308, much less now. If you like the design, they look the same. Less power of course but I love driving the screaming 208. People are amazed that it seems never stop reving. It is fun above 5000. Torque was not invented yet when it was built.
I renovated the cylinder head completely and that made a huge difference on my car. If you testdrive a 208 in poor condition, you will never know how good it actually is.

Ferrari Dino GT4 Angebote bei mobile.de

/Peter

 

If its a 'project car' (perhaps the beverly hills one?) then i'd find or build a 308 engine, put the 208 on a pallet and drive!

 

If you are talking about the one at BHCC it had the crank when they bought it for $10k last year. Not sure how they lost it or if they sold the crank but that car is way over priced at what they are asking. It's major money to rebuild it stock much less trying to change it to a 308. Btw, the carbs are smaller too.

 

No, the crankshaft is the same as 308. Differences are in bore, valves, inlet and exhaust ducts, combustion chamber, carbs. 208 GT4 costs much less (30-35%?) than the 308GT4, everywhere.

ciao

 

the 170 HP of the 208 GT4 are as fake as the 255 HP of 308 GT4 as they are all SAE: real power is 155 HP (DIN) hp for the 208 GT4 and 229 HP (DIN) for the 308 GT4. Since the 308 "i", all engine powers were measured with DIN rules. The 208 NA engine suffered the small bore and long stroke, that was not good for big power. On the contrary the very small bore helped a lot the head gasket to survive in the 208 turbo models, as there was a lot of gasket width among the liners.

Here you are the crankshaft, from Eurospare site: looks to be NLA, but it's a standard 308 one.

Ferrari Part #128794

Fits: Ferrari 208 GT4 Dino (1975), 208 GTB GTS, 208 Turbo (1982), 208 Turbo (1989), 288 GTO, 308 GT4 Dino (1976), 308 GT4 Dino (1979), 308 GTB (1976), 308 GTB (1980), 308 GTSi (1981), 308 Quattrovalvole (1985), Mondial 3.0 QV (1984), Mondial 8 (1981)

NEW
To Order
Subject to Availability
£2,389.85 Each

ciao

+1

 

Sorry, Alberto, but that is not correct.
Besides the fact, that we all know, the factory lied about all power-mesurements on any times...

There have been Motor-journalist-Tests that show the real power of a 308 2Vi with only about 180 HP and of a carb 308 with only 210 HP, but that have been dyno-Tests. Same Tests show a 308 QV with 210 HP and a 328 with 230 HP.

The official power rating of the 208 GT4 was 170 DIN HP and 255 DIN HP for the 308 GT4 (european 308 GT4 models only). The registration document of my 308 GT4 f.e. shows 255 DIN HP , "German Industial Norm" HP, (not only) because of a german delivery. In Europe the power was never shown in SAE.

 

Sorry Markus, but I have to agree with Alberto here; read Dirk-Michael Konradt's book ("Autos, die Geschichten machten: die Ferrari 308 / 328) with the results of the TUV tests: carbed engines gave between 226 and 229 ps DIN, no more; as indicated on the official file furnished by the factory for the homologation of the cars. No carbed engine ever gave 255 ps DIN, whatever the factory litterature might say.
Rgds

 

Russ,

Read the discussions on this forum about building better flowing 2V heads. The 208 heads can actually be made to flow better than the 308 heads. If you want a 308 crank and pistons I have both for sale as I'm putting a 348 crank and JE pistons into my 308. Depending on where you are I can lend you my torque plate to press in the sleeves while boring/honing.

 

I am not at all sure about this, but wasn't the gear ratios also different between 208-308? Perhaps only 5th gear?

/Peter

 

Bruno, I agree for sure, that the tests have the results you quote. I already posted that.
But the factory reports (claims the power) in DIN HP not in SAE HP.


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Factory wrote a lot of errors on official data sheet. Those are SAE, like most automakers did on the early seventies (like Alfa Romeo did).

Trust me

Ciao

 

Markus,

I’ve done my homework on these figures a few years ago, not because I’m interested to know the exact horsepower these engine were delivering, which doesn’t matter that much after all these years, but because I like small enigmas.
Like the weight figures for the “vetroresinas”, quoted by some factory publications as low as 1090kgs, by others at 1150, whereas the true figure is about 1230, as we all know today…which nevertheless doesn’t hinder auction houses, magazines, etc…to still quote the wrong figures today, and say that “vetros” are “150 kilos lighter than steel cars”, whereas the true figure is “between 15 and 20kgs…”

So I enclose here only a few observations, which may open a few other questions...

The first thing by which I would like to begin is a puzzle:
I found interesting that, as we all know, the V8 engine is eight cylinders identical to those from a Daytona V12: this is the reason why the V8 capacity is exactly 2.927 cm3, not 2.998 for instance as the famous Ford-cosworth DFV which is a “true 3 liter” engine. It means that Ferrari “left 70 cm3 on the table” for the sake of communality and economy of parts procurement.
The Daytona engine was given for 352hp; the V8 capacity being 2/3 exactly of a Daytona engine, if it was giving 2/3 of the power of the big engine (about the same period of time, same technology, etc&#8230 then its power would be: 235hp. But of course it would mean that the power of the V12 was given in DIN figures, isn’t it?
I find nevertheless interesting that the 255hp claimed in 1973 for the V8 supposed a better output per liter than the V12.

But back to published figures:
As for the carbed V8, another interesting opposition is the first test of the “Vetroresina” in 1976 by the French magazine of reference, “Sport-Auto”; in the list of the car’s characteristics given before the test, they say “255hp”, but in the test itself, they always say: “power is 230hp”.
The TÜV in Germany tested the different variant of the engine in the seventies as they appeared on the market and found that the wet-sump engine of the GT4 was good for 235hp (which were true german horses, then DIN); the dry-sump of the GTB gave 229, and the wet-sump of the GTS 226. (all these were on non-catalysed engines of course).
The official homologation papers filed by the Ferrari factory for the homologation of the GTB with the Italian department of transportation in 1975 said: power = 230hp.
We made a call for research among the French owners into their owner’s manuals for all the dry sump carbed GTBs: the result is that some editions of the owner’s manuals say “255hp”, some others say “230hp”.

This is what makes me agree with Alberto: my guess, only my guess, but I believe it could well be proven right, is that the carbed V8 was good for 230 DIN / 255 SAE, even if you might find written “255 DIN” here and there. Proof is that the GTB in “Quattrovalvole” version, officially given at 240hp by the factory, has very slightly better official acceleration and pick-up figures than the carbed GTB: if the carbed car car had indeed 255hp, then how come it would be slower than the same car with 15hp less?
Again: this is no “diplomatic state affair”, as the difference involved are minimal. But I do agree here with Alberto: I think the carbed engine is indeed 230 DIN, take or leave more or less 5hp per engine version.

The bottom line is that, on paper, a 308GTB Vetroresina looks better with 1090kgs and 255hp than with 1230kgs and 230hp, does it not?

Rgds

 

I'm at you both, Bruno and Alberto, about the real power outputof the 308.
We all know, that no 308 carb ever has had 255 HP DIN - nor at least SAE.

But the SAE declaration is only a non-european declaration. But Ferrari is an european company. That is why the official (not reality affirmated) declaration was DIN and not SAE.

We all know that SAE would fit better the reality than DIN.

 

Alfa Romeo, an Italian automaker, declared the power with SAE units at the beginning of the seventies. Later they were forced to change system due to UE rules so they switched to DIN. Famous was the Alfetta 1.8 that had 140 HP (SAE) and that was showed in the brochure and catalogues. When they switched to DIN, the figure become 122 HP. They are not different units, just a different way to measure the power: I was young at the time, but I remember something like that with SAE measure system you could disconnect the alternator and water pump, so the power output was bigger. So there isn't a way to transform the SAE in DIN, but just the DIN measure was with the engine like installed on the car with al the loads (alternator, water pump, air pump if fitted and so on) .

My Idea is that Ferrari kept the SAE figure but wrote "DIN" in the brochures. On the official Italian DOT papers there is the correct DIN figure (229), so Ferrari knew very well everything.

ciao.

Edit:

here in Italy at the beginning of the seventies we had three systems (testing procedures, not units) to measure an engine power: CUNA, SAE, DIN.
Also Lamborghini wrote a bigger figure on the brochures but a lower one on the official DOT papers: my Countach 5000S was 375 HP on the official brochures but just 352 HP on the DOT papers. I think that at the times there was a big fight between Lamborghini and Ferrari about the brochure powers...

 

My guess too...
Let's share a bottle of "Nero di Troia", or "Nero d'Avola" (I'm just out of an Italian restaurant at the minute).

Rgds

 

Congrats and "buon appetito"!

sometimes, with pasta, take a Lambrusco, Grasparossa quality: the production zone is Castelvetro, that is aside Maranello. It's perfect with the heavy Modena typical pasta like "tortelloni", "tortellini con la panna", "lasagne" and so on.

ciao

 

Cin cin !