The similar 208 GTB and GTS were equipped with a smaller, initially naturally aspirated and later turbocharged, two-litre engine, and were sold mainly in Italy.

Suspension was all-independent, comprising double wishbones, coaxial coil springs and hydraulic dampers, and anti-roll bars on both axles; four wheel vented disc brakes were also fitted.

The 308's body was designed by Pininfarina's Leonardo Fioravanti, who had been responsible for some of Ferrari's most celebrated shapes to date such as the Daytona, the Dino and the Berlinetta Boxer.

GTS models featured a removable roof panel with grained satin black finish, which could be stowed in a vinyl cover behind the seats when not in use.

[3] A notable aspect of the early 308 GTB was that, although still built by Carrozzeria Scaglietti, its bodywork was originally entirely made of glass-reinforced plastic (GRP), allowing a very light weight of 1,050 kg (2,315 lb).

Inside, the clock and oil temperature gauge were moved to the centre console; there were also a new black steering wheel with three perforated spokes, and seats of a different pattern.

The new model could be recognized by the addition of a slim louvred panel in the front lid to aid radiator exhaust air exit, power operated mirrors carrying a small enamel Ferrari badge, a redesigned radiator grille with rectangular driving lights on each side, and rectangular (in place of round) side repeaters.

Available options included metallic paint, a deep front spoiler, air conditioning, wider, 16-inch Speedline wheels with Pirelli P7 tyres, and a satin black roof aerofoil (standard on Japanese market models).

The 288 borrowed much of the styling from the European 308 GTB QV of the previous year, 1983: it is also powered by a similar 2.8-litre V8 with a smaller bore and twin turbochargers, it retained the general bodywork lines with extended wheelarches, different side air vents, and bigger rear spoiler, longer (5 in (127 mm)) wheelbase, and the central tubular space frame chassis.

They were mainly for the domestic Italian market, where new cars with engines above 2 litres were subjected to a much higher value added tax, 38% instead of the standard 18%.

It is often regarded as the slowest Ferrari ever made but proved faster than the 208 GT4 Bertone in a 1980 test by American magazine Motor Trend.

[14][15] In 1982 the two-litre 208 was succeeded by a turbocharged and fuel injected version, the 208 GTB Turbo unveiled at the Turin Motor Show.

[17] The 208's engine was given a single KKK K26 turbocharger with wastegate valve, Bosch K-Jetronic fuel injection and Marelli electronic ignition.

It could be recognized by NACA ducts in front of the rear wheel well openings and "turbo" badging on the tail and shrouded exhaust pipes.

For example, a 308 destined for the American market would sport much larger heavier bumpers and a slightly sturdier frame (and many other smaller details) in order to meet more stringent US road safety standards.

American market cars also suffered a performance hit due to a compression ratio of 8.6:1 vs 9.2:1 for most of the rest of the world state emissions legislation which reduced horsepower.

Differences from the standard 308 GTB include a custom, unpainted aerodynamic body kit and the instrument panel from the Berlinetta Boxer.

These cars were raced with some success from the late 1970s through the mid-1980s, but development and officially sanctioned competition use of the type ceased in 1986 with the cancellation of the Group B class.

Ferrari supplied bare 308 GTB chassis and engines which Michelotto built into complete rally racing cars.

[22][23] Michelotto installed lightweight tubular framed chassis sections made of steel and titanium, including a roll cage and a modified engine bay designed to allow easier maintenance access.

They were equipped with 2-valve-per-cylinder (i.e. early type non-Quattrovalvole) engines using high-compression pistons, revised valves, cams, bearings, and spark plugs.

The suspension was tuned for the varied surfaces found in rally stages and had a visibly higher ride height than 308 road cars.

The bodywork was constructed from fiberglass and Kevlar and was equipped with larger fender flares and optional lights for night stages.

They temporarily held the lead in but did not win the Tour de Corse, the Rally Costa Brava, Hunsrück Rallye and the Rali Vinho da Madeira.

The Pozzi team continued to run the 308s in 1982, including a second-place overall finish for Andruet/Petit in the Tour de Corse, the best ever result for the 308 in an official calendar WRC event.

[24] The Gr.B cars were also equipped with a "quick-change" gearbox that allowed the final drive ratio to be replaced quickly and easily during racing or testing.

In 1985, Antonio Zanini drove this car to a third-place finish at the Targa Florio, followed by several other wins which led to his victory in the Spanish Rally Championship.

[26] At the 1984 Rally Della Lana, Luigi "Lucky" Battistolli and Claudio Berro drove chassis 18847 to a second-place finish.

Also in 1984, the same car was driven to a third-place finish at the Rally di Monza by Björn Waldegård and co-driver Claes Billstam.

Ferrari designed the car to reach a top speed of 270 kilometres per hour (170 mph) at a 8500 rpm redline in 5th gear.