1980 Ferrari 308i GTS

There are certain cars made notable by television. The Beverley Hillbillie’s truck, The Munster Mobile, Honey West’s Cobra. Then there was the one car that became an iconic ’80s machine, driven by a guy with a great mustache and a series of Hawian shirts. That was Tom Selleck as Thomas Sullivan Magnum IV. His borrowed ride was a 308 Ferrari GTS. The top was always off, not just for the beautiful Hawian weather, but because he wouldn’t fit otherwise.

It has been said that he drove a 308 Quatrovalvvole, but the series started two years before that model was introduced. So the hard-working P.I. had to make do with a 308 or 308i. I don’t think it was much of a hardship.

The Pininfarina-penned 308 GTB was debuted to the world at the 1978 Paris Motor Show. It was a stablemate to the Bertone-designed 308 GT4 2+2 and a replacement for the Dino 246. The V8 engine was equipped with four twin-choke Weber 40DCNF carburetors and a single coil ignition. European market cars made 252 hp at 6600 rpm, while America had a reduction in power due to emissions and had to make do with 237 hp. The European cars also got dry-sump lubrication. The U.S. and other market cars utilized the wet-sump from the GT4.

At the Frankfurt Motor Show in ’77, the GTS was shown. Then, three years later, Ferrari added Bosh K-jetronic mechanical fuel injection. The fuel injection was coupled to a Marelli MED 803A Digiplex electronic ignition using a coil, distributor, and an ignition module for each cylinder bank. However, emissions again raised its ugly head and lowered the horsepower to 211 in Europe and 202 on federalized ones. The 308i was down on power from when the model was first introduced, but is that really such a hindrance?

Like other Ferraris of the era, the 308i’s interior is textbook. Low-slung seats, a gated shifter, along with a canted steering wheel. The binnacle behind the wheel holds a brace of Veglia gauges. A large speedometer on the left, opposite a Tachometer with three smaller gauges in a triangular pattern in the center monitoring fuel, water temperature, and oil pressure. The 308i had the clock and oil temperature gauges moved to just forward of the shifter.

On the day I drove the 308i, I also drove a Ferrari 430. This one still had the gated shifter and over twice the horsepower. It was fast! REALLY FAST! It did all the right things, but it was missing something. I think what it was missing was soul. It had a prancing horse on its nose, but it just didn’t stir my emotions. I didn’t feel as connected to the driving experience. Put your foot down and you are instantaneously over the legal speed limit, it’s fun, but it does dare I say it… become boring after a while. Where are you going to use all that power and not forfeit your license?

Sitting in the 308 everything is in the right place and you don’t feel as claustrophobic as you do in the modern car. The dog-leg, 5-speed is ready to go when you are, and snicks into place with a solid mechanical feel. It doesn’t throw you toward the horizon like more highly powered cars but it does it with flair and style. The driving position, engine sound, and handling just put a smile on your face. The 308i and you work together to make a thrilling and enjoyable ride. So your rearward vision isn’t the best, the first rule of Italian driving is, “What’s behind you is unimportant!” This is a perfect machine for a Sunday drive to nowhere. Just a chance to take the top off, roll down the windows and listen to the siren song of the V8 behind your head.

I’m paraphrasing, but it’s better to drive an old Ferrari fast than a new Ferrari slow. You will understand when you are behind the wheel.

Specifications

Length	4230 mm / 166.5 in
Width	1720 mm / 67.7 in
Height	1120 mm / 44.1 in
Wheelbase	2340 mm / 92.1 in
Front track	1460 mm / 57.5 in
Rear track	1460 mm / 57.5 in
Cylinders alignment:	V-8
Displacement	2927 cm3 / 179 cui
Bore	81 mm / 3.19 in
Stroke	71 mm / 2.8 in
Compression ratio	8.8 : 1
Horsepower net	205 PS (151 kW; 202 bhp) @6600
Torque net	243 Nm / 179 ft-lb @ 4600