Ferrari 308 GTB GR 4

Discussion in 'Car Classifieds' started by ajzahn, Oct 10, 2007.

  1. #1 ajzahn, Oct 10, 2007
    Last edited by a moderator: Apr 25, 2016
  2. #2 ajzahn, Oct 10, 2007
    Last edited by a moderator: Apr 25, 2016
  3. omg i want it.
  4. P.O.R.

    how much would you pay?
    what do you think is it worth?
  5. 500 Euro.
    Take it or leave it.
  6. if i had the money i would pay around 200-300.000
  7. isn�t 100k just enough?
  8. i don't know?
  9. No. Its probably worth a good 300k Euros .
  10. you can get a F40 for less nowadays
  11. buy this and you have 1 of 12, buy an F40 and you get 1 of 1200
  12. #13 ajzahn, Oct 11, 2007
    Last edited by a moderator: Apr 25, 2016

    Ferrari’s competition successes have included forays in many more types of motorsport than the average tifoso suspects, as exemplified by the factory commissioned Michelotto 308GTB Group 4 racers. These works authorised rally Ferraris followed in the tracks of the 250GTs, 275GTBs and Daytona Group 4s seen at the Tour de France and other rallies throughout Europe in the fifties and sixties; infact a 275GTB even entered the Monte Carlo rally.

    It came as something of a surprise that such a programme would be implemented in the Fiat era of Ferrari when the tendency was to concentrate quasi exclusively on Formula One, but nevertheless the Padova based firm of Giuliano Michelotto - vastly experienced in race preparation and tuning - turned out eleven Group 4 racing specification 308GTBs between 1977 and 1984. All of them were born out of used road car shells. Of these it should be noted that ‘08380’, the earliest chassis number in the series, was built from a 308GT4. ‘Our’ car, chassis ‘19051’, started life as an early production 308GTB with the desirable vetroresina (fibreglass) body.

    Michelotto is the closest Ferrari has ever had to their own racing preparation subcontractor, a close and long lasting relationship which has included construction of the now highly sought after F40LM and maintenance and development of the open 333SP racer.

    Michelotto’s preparation of these 308GTBs included direct mechanical injection by Kugelfischer, water cooling boosted by forced induction (holding no less than 15 litres of coolant), double circuit hydraulic brakes by Lockheed with 305mm ventilated discs and four piston calipers, rear wheel handbrake as favoured by rallymen and rack and pinion steering.

    The engine, rebaptized type ‘F106 A21’, featured dry sump lubrication with an 8 litre oil tank, light alloy heads and crankcase and a compression ratio of 10:5:1, and delivered 305hp at 8,000 rpm. The limited slip differential was set at 80% and a roll cage was fitted. A rigorous slimming programme resulted in a weight of only 940kg, which combined with the extensive modifications above to give the Michelotto prepared 308GTBs prodigious performance.

    ‘19051’s first public appearance in its new Group 4 guise was on 2nd March 1978, serving as a works test car for drivers Pinto and Penariol. It first saw action at the following year’s Monaco-Vienna-Budapest rally in which it retired, driven by Pescarin and Alessandrini. Its golden era, was about to begin.

    The 1980 Italian rally season was highlighted by the Rally Piancavallo, won outright by ‘19051’ driven by Nico-Barban. Later that year, still in the hands of Nico and Barban, it took 2nd overall in the Rally di Monza.

    For 1981 it traveled abroad to Spain, taking 2nd overall in the Costa Brava rally round of the European championship, this time driven by taciturn French rally veteran Jean-Claude Andruet, who boasted an impeccable track record with Ferrari: winner of three classes at Le Mans in a Group 4 Daytona, driver in ’74 of the last Ferrari prototype at Le Mans for 20 years, and a class winner there with the Pozzi entered BBLM...

    Small wonder therefore that when Andruet was announced as a driver for one of the Michelotto 308s, many Ferraristi with an eye for more than Formula One started following this very serious effort with great curiosity.

    They were not disappointed, for overall victory came in ‘19051’s next race, no less than the Targa Florio rally on 13th March, 1981, although no longer a world championship event surely as evocative as any. Andruet and co- driver Tilber had written a fine page of Ferrari history, and the waves and shouts of Sicilian tifosi harked back to the days of local hero Nino Vaccarella 15 years earlier.

    This growing rally success was generating quite a bit of coverage in Autosprint, la Gazzetta dello Sport and foreign racing magazines who had become unaccustomed to any sort of Ferrari participation outside of Formula One, let alone Ferrari victories. The ‘winningest’ of all in this series would be ‘19051’ and, yes, it had barely begun.

    In May of that year our car came 2nd overall in the Quattro Regioni rally in the hands of Pregliasco-Mannini before winning the Rally Gran Sasso overall that October driven by Venturato-Fiabon.

    March 1982 saw ‘19051’ back in Sicily for that year’s Targa Florio rally, now driven by 27 year old Tonino Tognana. Again the Michelotto prepared 308GTB came home first overall, repeating this performance on July 1st in the Rally del Ciocco. Three weeks later the same team brought ‘19051’ home 2nd overall in the Colline di Romagna rally in hills not far from Modena. After the August holidays their victorious ways were resumed on 2nd September in the Piancavallo rally. The car’s last feat of 1982 was not a victory but even more significant.

    ‘19051’, Tognana and de Antoni stunned observers when they led the first day of the San Remo Rally which was none other than Italy’s World Rally Championship round, and despite the might of the factory teams fielding the best drivers in the world with dedicated state of the art rally cars, the Ferrari was first overall at the end of the first day, in front of rally stars such as Walter Rohrl, Hannu Mikkola and Stig Blomquist! ‘19051’ and its crew ended the season as winners of the Italian International Rally Championship.

    After a year resting on its laurels the Ferrari returned to competition in 1984 at the Rally delle Palme on 16th March where it came second overall with Martinelli-Gorla before a final overall victory in its last competitive event: the Rally Spiga on 30th June with Mirri-Rancati.

    Chassis ‘19051’ was then retired from competition with no less than seven victories, six second places and one championship to its credit, and is very much likely to remain the only Ferrari ever to lead a world championship rally. Since its retirement the car has lived a peaceful existence, for many years owned by famed collector Massimo Ferragamo (of the eponymous fashion house) and, for the past decade, in the hands of its most successful original driver, Antonio ‘Tonino’ Tognana. Both car and driver have been frequently invited to historic events, including the Ferrari 60th anniversary celebrations at Maranello, and regular maintenance by original builder Michelotto and their associated workshop Autofficina Omega (Corrado Patella) ensures that the car is always ‘on the button’, ready to be demonstrated or, should a new owner desire, raced as its maker intended.

    Chassis ‘19051’ is one of the last bespoke customer racing Ferraris, welcomed in the Ferrari Historic Challenge, elegible for the Tour Auto, Tour de Espana and a great number of other historic events. Of the eleven such cars built and ten remaining, only six survivors have racing history, and ‘19051’ is the most successful of these. To suggest that the opportunity to own such a Ferrari will not likely arise in the forseeable future is probably not an overstatement.

    this one just has been sold:
  13. I want one .
  14. #15 ajzahn, Oct 11, 2007
    Last edited by a moderator: Apr 25, 2016
  15. #16 ajzahn, Oct 15, 2007
    Last edited by a moderator: Apr 25, 2016
    even more extreme:

    Although the much-loved Ferrari Dino 246 GT was replaced in 1973 by the all new Dino 308 GT4, Ferrari's first ever V8 engined production model, its Bertone styling and 2+2 seating received mixed reactions; it was not until 1975, when the 308 GTB was launched at the Paris Show, that aficionados of the marque felt the 246's true successor had arrived.

    The 308 GTB employed a tubular steel chassis with independent coil spring/wishbone suspension front and rear, complimented by anti-roll bars, adjustable dampers and powerful disc brakes. At is heart was the Formula One derived, all alloy, four camshaft and dry sump 3.0 litre V8 engine of the GT4, allied to a transversely mounted five-speed gearbox. Pininfarina's stunning two seat, glassfibre coachwork combined the best features of the 246 and the later 356GT4/BB and looked just right. Producing 255bhp at 7,700rpm and 201lb.ft of torque at 5,500rpm from 2,926cc, it was also very quick with 154mph top speed and 0-60mph acceleration in just 6.5 seconds.

    Alfa Romeo works driver Carlo Facetti was behind several interesting 308-based competition cars. Chassis 20457 was built on a glassfibre GTB for Felice Besenzoni and competed at several international endurance events between 1977 and '80, including at Vallelunga, the Mugello 6 Hours, Monza 1,000km and the Daytona 24 Hours. It had lightweight body panels, a stripped interior, Group 4 wheel arches and slick tyres on wide competition wheels. Facetti always carried out its preparation work to a very high standard, and accordingly developed the dry sump V8 in-house to produce over 300bhp thanks to high lift camshafts, larger carburettors and a special exhaust system.

    This Facetti 308, the Carma FF, was a much more developed machine built to Group 5 specification for the 1979 World Manufacturers Championship. It featured new chassis spaceframes front and rear that fixed to the original 308's tubular steel centre section while the 3.0 litre V8 engine was fitted with twin KKK turbochargers. Weight was reduced to 950kg, with output rising to 700bhp for races and 840bhp for qualifying. The bodywork was also restyled, only the cabin and doors remaining similar to Ferrari's production 308. A demonstration of just how fast this car was took place at the 1981 Daytona 24 Hours where it set the fastest lap of the race on lap two!

    A fascinating and superbly engineered piece of Ferrari racing history from the heady days when privateer development was often more advanced than that of the factories themselves. Well known, this is a highly regarded machine and, following a recent track test, this potential front runner in historic events is, according to the vendor, 'on the button'.

  16. #17 ajzahn, Nov 3, 2007
    Last edited by a moderator: Apr 25, 2016
    FERRARI 308 GR4

    Cars details and history: Beautiful prize winners for this superb 308 GR4! Winner of 1979 Swiss championship, first place at Dijon, Imola, Patnot and Endberg. It was delivered new to be MR Karl Foitek's personal car who was owner of Zurick Lamborghini dealership and also Enzo Ferrari's personal friend. He had it converted in 1978 into a race car for Ruf Ag 's garage of Oftringen in Switzerland. In 1979 Ferrari was testing 308 with different engines at Monza race track with Jacky Ickx and Clay Regazzoni. Foitek's car has always been much quicker than the Ferrari factory's cars. Enzo will than give money to Michelotto to make the famous 308 michelotto's cars.

    This 308 GR4 has participeted to the "Tour Auto". It has been serviced and it s ready to race. Ideal to participate to classic events. Racing circuit and rally eligible ( Le mans classic, le tour auto). Run extremely well. Reliable car with french registration document.Superb example! FIA papers
  17. Anyone got pics of the #39 Panasonic team 308?
  18. I would gladly buy it bf I could afford it.
  19. 'd run rally's with it <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/grin.gif"></A>

    I'd also love to have a 308 GTS and a magnum pi mustache and shorts <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/grin.gif"></A>
  20. Awesome machine
  21. #22 europerule, Jan 2, 2009
    Last edited by a moderator: Apr 25, 2016
    other one for sale here:

    looks great with the stratos wheels

    concerning the price: don't forget that these are eligible for tour of france, shell historic challenge and many others.
    thus competing with 250SWB's, P cars, ...
  22. #23 amenasce, Jan 5, 2009
    Last edited by a moderator: Apr 25, 2016
    I think this one is a road car , prepared as a GR4 , not an original . Could be wrong though..
  23. but you get an F40...
  24. And if you are lucky enough, you might even find a red one too !

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