Even an Imperfect Ferrari Dino 308 GT4 Is a Driver’s Delight
Though editor-in-chief Larry Webster is still in the throes of his $25K Ferrari Dino 308 GT4 project, we couldn’t resist sharing this piece of someone (other than Cammisa) enjoying the hell out of one. -EW
On the day I was set to drive this 1975 Ferrari Dino 308 GT4, I was late. There was no hot water at my place, and I needed to discuss the issue with my landlord. That I had never before driven a classic Ferrari should not shock you, given the fact I have a landlord.
It’s a friend’s car. He bought it, in part, thanks to me. At the time it belonged to my boss, who walked past my desk with a “maybe I should sell the Ferrari” kind of vibe. I sent my friend a photo of the Dino, freshly detailed. “If I were you,” I texted him, “I’d come talk to my boss about this car. Other people have mentioned interest.” He was there within a half of an hour.
When the deal was done, my friend offered me two cases of any beer I wanted, no matter where it was in the world. I countered: one case, one drive in the Ferrari. He agreed, and today was that day. The cold shower was, in a way, a fitting primer.
When new, Ferrari positioned the Dino 308 GT4 as a Porsche 911 eliminator, joining the ranks of two other mid-engine Italians—the Maserati Merak and the Lamborghini Urraco. None of them did much to slow 911 sales, but the Dino performed marginally better in showrooms than the Merak and Urraco. Still, for a number of reasons the Dino was relegated to a particular status as the forgettable Ferrari. The one styled by Bertone and not Pininfarina. The one at which passersby shouted, “Nice Lotus!” And, as values long reflected, the Dino was known as the one deemed unfit to wear the Ferrari badge. (308 GT4 owner and Hagerty video host Jason Cammisa disputes these points.)
Despite that reputation, the GT4 has recently gained a devoted following. Its Gandini-penned design has aged nicely, but more importantly, the 308 is respected for its mechanical robustness, chassis balance, and driver-focused experience. If you’re a Ferrari enthusiast on a budget—relatively speaking—the company’s first production mid-engine V-8 sports car is a tempting choice.
Between 2019 and 2023, the best 1975 Ferrari Dino 308 GT4 would command just north of $80,000, on average, according to the Hagerty Price Guide. Several recent auctions over the last year or so pushed that figure to an average of $123,000 in July 2023 and $110,000 in January 2024. Most remaining examples are not in concours-quality condition, of course, but even the #3 (Good) condition cars are up 33 percent, to $63,800 from $48,000 in the last twelve months.
Lore suggests that many Dinos were left on dealership lots for months when new, after which they were repainted red to garner more interest. Some, as the stories go, even had Ferrari badges added in place of the Dino ones. It’s easy to imagine such examples were used hard and put away wet, or left to sit and decay for many years. My friend’s car is painted yellow with a brown interior, and it retains the original and highly sought-after magnesium wheels. On the other side of the ledger, it wears a homebrew, hacked-together Flowmaster exhaust. The steering wheel of this particular example is clocked about 20 degrees to the left when the wheels are pointed straight.
Of course, even being responsible for a cheap Ferrari is enough to make me financially wary. With all of that in mind, my friend handed me the keys, made sure I knew where the fire extinguisher was located, and let me set off.
This is a relatively intimidating car in a number of ways. The seating position—with your legs positioned off to the right and your head craned slightly to the left—makes ergonomic sense once you don’t think about it too much. The clutch is heavy enough to warrant a “you gotta be f***ing kidding me” from a first-time user. Taller drivers can practically kiss the top of the driver’s door without flinching a neck muscle. The interior is both charming and surprisingly unremarkable, with a smattering of leather, metal, and unlabeled plastic switches.
I was nervous. But within five minutes, I fell in love.
From the driver’s seat, a few things struck me first. The transmission was less than agreeable until about 15 minutes in when it was properly warmed. The dogleg five-speed transmission is as much fun to use as it is in need of careful operation; I ground into third more than once with the clutch pedal firmly on the floor. Throttle response is immediate, but there were multiple “sweet spots” in the rev range—damn near all the way to redline—where the carburetors felt like they were really singing. Each downshift at speed from fifth to fourth to third rewards the driver with cracks and pops as wasted fuel from the four sizable Webers ignites in the exhaust system.
The 308 GT4’s 3.0-liter V-8 was rated at 240 horsepower in U.S-spec when new, which feels about right. The torque rating, however, I doubt; despite the claimed 195 lb-ft, there is never a sense that so much force is pushing your head back into the beautiful, leather-piped driver’s seat. The engine needs revs to be taken seriously. To me, this V-8 sounds like the greatest four-cylinder you’ve ever heard, even with the homemade exhaust mangle. A bit like an Alfa Romeo of the same vintage. Devoted fans of guttural eight-cylinder noises will be disappointed. Jazz isn’t for everyone.
James, my photographer for the day, appreciated the sound more than I did. I was driving, and the intake barks from the passenger side.
“How are the brakes?” he asked.
“Absolutely fine,” I said, meaning that in a certain sense. The brake pedal is not the most communicative, but it’s consistent, and the box-fresh but vintage-look Pirelli tires effectively scrub speed when called upon. You sit very far forward in the car, which is strange when you notice how much weight and room for occupants there is behind you. Outward visibility is excellent. The car responds eagerly to inputs, feeling both light and sure-footed as it goes down the road. The unfortunate lack of switchbacks offered in Columbus, Ohio, meant I didn’t get to shimmy the car through complicated sections of road like I would have wanted, but I nevertheless could tell it would be a fine tool in that environment. Even one long, twisty highway on-ramp left my passenger and I giggling for minutes. This car has a unique ability to convince me that I am, indeed, Burt Reynolds.
To wit, in my short couple of hours with the car, good ol’ boys in trucks at stoplights, children on bicycles, and mothers pushing strollers hollered at me. I cannot overstate how cool this felt. I find it hilarious that this was, theoretically, the Ferrari you would drive daily. Sure, it’s not that difficult to drive, but considering this as an alternative to a 911 is like switching out Pedialyte for Long Island iced tea. A ’70s 911 is a sweet, balanced experience. By comparison, the 308 GT4 is an overload—a service provided for the spiritual enrichment of the public as much as it is a self-aggrandizing prize.
This is the point of this car as far as I’m concerned. It elicits joy, which is best shared with other people. A passenger seat session with a driver not afraid to rev it out through a few gears is sure to fill the cabin with glee. So infectious is this fun that, as a driver, you won’t even mind the tension in your shoulders from gripping the helm. Nor will you sweat much about the indicator stock falling off in your hand. How lucky you are to be making such a silly voyage, at all!
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This Ferraris only real issue was styling. It was not horrible but next to the Pininfarina car it paled. Mechanically it was much the same but for the wheel base.
Styling today is better accepted as it is not sitting next to its sister car at a dealer.
As for the Ferrari badges it was always under the impression that was on the V6 mid engine Dino. They were never considered a true Ferrari and it was targeted at the 911. Today they are very valuable like around $500k.
The fact is the best Ferraris were almost always Pininfarina designs. The styling and sound really played a role in these cars.
What gets left out even on modern models are the quirks and issues on these cars. Steering wheels at odd angles even in a F40. Maintenance that is expensive even on cars not worth the cost of repair.
Even on new cars you have to fold the power hop right or it will not work. Sticky buttons, other issues.
I still love the looks of a Ferrari. But if I had the money I really don’t think I would ever buy one.
I just saw a story on a guy trying to buy the SUV. He got help from a journalist to buy one but it will take 3 years. By then he has to buy a new or used V12 car. He owns two V8 cars and that is not hood enough.
I saw what Jay Leno said and everything he said is true.
I am glad these are better appreciated but it will remain a struggle to keep it worth investing in to keep it on the road then you can buy a new stingray C8 for about the same price or less used.
I am restoring one of these right now. It languished in a steel shed for 30 years. It’s all mechanically serviced and it’s very respectable in operation. Right now I have the car strip to bare metal, and on its way back to the original color, a lovely shade of copper metallic. This car too, suffered from a couple of resale red paint jobs many many years ago. It was originally delivered new from Griswold in Berkeley. I am refitting the original Euro spec bumpers in place of the ugly us ones
Very cool to hear. Euro bumpers are certainly preferable and make a big difference when it comes to sell one. I have a Fiat X1/9 with the big US bumpers and i street park it occasionally, so they will be staying. The owner of this car plans on “tucking” the US bumpers which should help the looks a good amount. Hope you enjoy yours once it’s finished!
Really nicely written piece: informative and engaging with an accomplished, casually believable voice. The photographs are even better. Great sense of composition and color in these, especially the shot of the car, kids, and bikes.
Thanks for the kind words Kelly 🙂 I’ll make sure James sees your comment as well. He’s very talented.
As the biggest 308 GT4 cheerleader and owner on the planet, and as someone who has owned a number of four-cylinder cars, I completely disagree that this car “sounds like the greatest four-cylinder you’ve ever heard,” — if that’s the case, perhaps there’s something wrong, perhaps the hacked-together exhaust? My stock 308 GT4 sounds like a V8 Ferrari, and nothing less. Also, all the switches are labeled, perhaps they’ve worn off on the yellow car. Other than that, great read, and I completely agree with everything else written! They are amazing cars and finally starting to get the recognition they deserve: historical significance, performance, and design.
I was in the Ferrari business in the 70s as a young sport. I was sent from SF to Reno to pick up cars such as the 308GT4. While not as pretty as the GTBs and GTSs it had certain handling qualities that were noticeable.
A mentor in my car journey had one which we promptly did the performance upgrades available at the time. New cams, reworked carbs and an upgraded exhaust coupled with then current BBS modular wheels and Pirelli P7s changed the cars demeanor noticeably. He went on to set a V8 Ferrari speed record on the Virginia Hill climb that stood for several years. He noted better weight distribution and driver position as a benefit evident.
It’s a cool car but I can’t recall seeing one in over 2 years.
Nice article, but I too disagree with the comment about the exhaust sound. We had a red/black boxer-style paint on ours, and we and the public loved it. Great to drive and we put almost 12000 miles on ours in three years. Sold it and almost broke even. Our garage was on a narrow alley, and at 79 the clutch weight and heavy steering were too much when putting it away. Replaced it with an Audi TT. Like switching from champagne to asti spumante.
The styling has not only aged well, it’s become attractive.
One could probably replace the mufflers with straight pipe and not upset too many people. Maybe.
The GT4 is an amazing drive, it is still fast, it is slightly discrete and at gas stations always draws a crowd as it is seen as exotic but hard to place. This is more so for non red versions. Is it a lambo? Is it a stratos?-
Make no mistake the GT4 is the most under valued non mass market hand made Ferrari made, and its star is rising fast. Finally time has shown the Bertone design to be very cool indeed and vogue. Its masterpiece engine is the grand daddy of the v8’s, in fact it is 3/4 Ferrari Daytona for goodness sake! and small numbers of good ones exits. Less were made than the 750k value 246.
Less than 600 RHD cars were made and only 2800 ever- and it is estimated 30-40% have been raced, parted, wrecked as they were not popular in the 90’s…
The dash of the GT4 is crazy cool, one of the best ever.
I own an immaculate 1979 Porsche 930, and a 1976 Dino GT4. The Porsche is ferocious on acceleration over 3500 rpm- and the breaks are just ridiculous in how they work, but…. the fact is, the click, clack gate shifting, screaming hand made Ferrari 308 engine is the more invigorating drive . At 120 mph it is the Dino that feels rock steady, unlike the Porsche that has boost to come, but I’m feeling like it wants to lift off as the front is so light. In the mountain roads the five clicking gears beat the long leg Porsche. I have had a Ferrari 355, a 360 and for a while drove my father’s 246, and the GT4 is the best of the lot on the road. 355 is soooo close.
Point is this is a masterpiece. It just never looked
Like a Ferrari so it was demonised, but due to this real drivers bought it and like us fell in love with it. If you are a real enthusiast and driver get looking, fast…
Tick tick tick…..
The GT4 is an amazing drive!
Is it a lambo? Is it a stratos?- people often ask as it is not easy to identify unless a F car enthusiast. More so if the car is not resale red.
The GT4 is the most under valued non mass market hand made Ferrari made, and its star is rising fast. Finally time has shown the Bertone design to be very cool indeed and vogue. Its masterpiece engine is the grand daddy of the v8’s, in fact it is 3/4 Ferrari Daytona for goodness sake! and small numbers of good ones exits. Less were made than the 750k value 246.
Less than 600 RHD cars were made and only 2800 ever- and it is estimated 30-40% have been raced, parted, wrecked as they were not popular in the 90’s…
The dash of the GT4 is crazy cool, one of the best ever.
I own an immaculate 1979 Porsche 930, and a 1976 Dino GT4. The Porsche is ferocious on acceleration over 3500 rpm- and the breaks are just ridiculous in how they work, but…. the fact is, the click, clack gate shifting, screaming hand made Ferrari 308 engine is the more invigorating drive . At 120 mph it is the Dino that feels rock steady, unlike the Porsche that has boost to come, but I’m feeling like it wants to lift off as the front is so light. In the mountain roads the five clicking gears beat the long leg Porsche. I have had a Ferrari 355, a 360 and for a while drove my father’s 246, and the GT4 is the best of the lot on the road. 355 is soooo close.
Point is this is a masterpiece. It just never looked
Like a Ferrari so it was demonised, but due to this real drivers bought it and like us fell in love with it. If you are a real enthusiast and driver get looking and fast…
Forgot to mention in my previous comment… this car looks amazing with the hideous US side markers removed. I did the same to my car and it’s so much more cleaner. I feel like Ferrari could have done a better job with those side markers, for example, they’re totally fine on the 308 GTB and GTS, but they’re just miserable on the 308 GT4 (and the many other cars that used them as well). The bumpers are point of contention amongst owners. I understand why anyone living outside of the America hates them, they didn’t grow up with them and I agree they’re not the most attractive. However, every car in America of that era had big bumpers, so it’s completely normal from my standpoint and doesn’t detract from the car at all. To each their own on that, I know a lot of people push them in, but I didn’t. My car wears its US bumpers proud. I think they’re an endearing element of the time period in which the car was built. It’s a ’70s car, and I love how it reminds everyone of that fact when they see it.