Miguel Sánchez
In 1975 Ferrari inaugurated its successful saga of “berlinettas” with a V8 engine in a central-rear arrangement with the presentation of the 308 GTB. With lines signed by Pininfarina, this would not be assembled in the workshops of the coachbuilder but in those of Scaglietti; at the time, a former trusted coachbuilder for Enzo Ferrari and literally absorbed into the Maranello factory for a few years.
There was a powerful reason for this, though: it was going to be the first time that a production Ferrari was seen dressed with panels not made of steel or light alloy but of fibreglass. A material that was not very new for the time - coming from the naval sector - it had been used since the 1950s in cars such as the Glasspart G2 or the first Corvette - but relatively unknown when it comes to being applied in the production of a European GT focused on the high range.
So, at Ferrari they thought mainly about the benefits inherent in weight reduction. And even with its generous V8 engine, the 308 GTB Vetroresina -a qualifier alluding to that new material- left the scale in just 1.090 kilos thanks to the combination of its fibreglass body with a simple tubular chassis evolved from what was already seen in the Dino 206/246.
However, even though the old Scaglietti workshops were achieving very refined finishes, the truth is that many of the potential customers of the 308 GTB Vetroresina were wary of fibreglass; at least when it came to applying it to a Ferrari, since in the case of a vehicle of such quality they still preferred the use of traditional materials.
1977, A YEAR OF NEWS FOR THE 308 GTB
Under this scenario, in mid-1976 the 308 GTB units destined for the United States obtained pressed panels in aluminum and steel. Likewise, during the following year the same thing began to happen with those sold in Europe, which is why only a few were manufactured. 712 Vetroresina units which -paradoxically- are a rarity valued at an increasing rate today.
After this Ferrari has not used the fiberglass in its production models rather than in some specific elements, although, to tell the truth, already at the beginning of the eighties, fibre - but carbon fibre - began to be the key material in the manufacture of its monocoque chassis intended for F1.
Be that as it may, 1977 brought another novelty to the 308 GTB's career as Pininfarina He wanted to emulate the aerodynamic work carried out two years earlier by launching the Millechiodi prototype, a name given to its rivets, with which the couplings were assembled on its body.
FERRARI 308 GTB MILLECHIODI, IDEAS LABORATORY
What led Pininfarina to improve the already profiled design of the 308 GTB after less than two years since its launch? Well, in this sense there are Two reasons easily understandable. The first is that despite everything done in the wind tunnel - Pininfarina's was the most competent in the entire Italian industrial panorama - the wedge design seen in the new "berlinetta” revealed certain flaws.
At this point, in order to achieve greater support on the front axle, a deeper skirt was introduced under the simple grille. Also, as regards the downforce intended for the rear axle, this increased significantly thanks to two elements: the ingenious and discreet upper spoiler - which would be used on all 328s until the arrival of the 348 in 1989 - and above all the enlargement of the one already incorporated in 1975 as a finishing touch at the rear.
Without a doubt, a final evolution of everything seen at Pininfarina since Paolo martin began to study Kammback designs.
BETTER VENTILATION
On the other hand, also in relation to the rear, a new engine cover helped with proper ventilation of the engine, becoming a fairly common element in the "berlinetta” V8 of the moment as well as the new bass prepared for the quad exhaust outlet; in short, a series of elements without which the appearance of the 288 GTO in 1984 would not be understood.
On the other hand, the second reason underlying Pininfarina's work on the Millechiodi has to do with the advances in wheels and tires experienced during the seventies; a time when high-performance sports cars tended to fit wider tires - in the case of this prototype, wider ones were chosen Michelin TRX– thus having to enlarge the wheel arches.
MILLECHIODI, A LEGACY VISIBLE IN THE SMALL DETAILS
As we have seen, the 308 GTB Millechiodi influenced aerodynamic details not only decisive for the future 288 GTO and 328 but also for the very trajectory of the 308, since, with a simple glance, we can see how the new front apron became an extra, the rear apron became the norm on all units from 1978, the TRX tires came as standard in 1980 and the engine cover with improved ventilation became standard with the XNUMX version. Four valves of 1982.
There are plenty of reasons to make the Millechiodi -based on the chassis 23611– one of the most interesting aerodynamic studies in the shared history between Pininfarina and Ferrari. Fortunately, today is preserved in a private collection, but this does not prevent us from taking it out for a drive from time to time.
Images: Pininfarina
