Sales did not increase until 1983 with the launch of the Mondial QV Cabriolet. The absence of a roof was of great benefit to the overall shape, which was intended to be very similar to that of the coupé with the soft top in place. The tubular chassis limited the increase in weight to 55 kg. The Mondial Cabriolet was a huge success, especially in the United States, which absorbed 80% of production. The Mondial Cabriolet was the first convertible Ferrari since the Daytona Spider of the 1970s.

The problem of the Mondial’s lack of power was solved as early as August 1982 with the launch of the Mondial Quattrovalvole, equipped with the V8 that had been fitted to the recently launched 308 GTB Quattrovalvole to increase its performance. The name ‘Quattrovalvole’, sometimes abbreviated QV, refers to the engine’s 4 valves per cylinder. The corner line of the Mondial 8 is retained on this model, with a “Quattrovalvole” logo on the rear of the bodywork. A few changes were made to the interior of the Mondial QV, mainly a redesign of the centre console, and a few modifications to the door panels and steering wheel. The chassis and suspension of the Mondial QV are virtually unchanged from those of the Mondial 8.

On the Italian market, a little tax subtlety reduced VAT to 18% for cars with less than 2 litres of engine capacity. Any car with a larger engine capacity was taxed very heavily. With the Dino 208 GT4, Ferrari had already included a 2-litre atmo in its catalogue, which at the time only developed 170 bhp at 7,700 rpm. This formula met with some success, with 839 cars sold, and Ferrari initially extended the experiment as it stood from 1980 onwards, marketing a 208 GTB and GTS with the same two-litre V8 developing 155 bhp at 6,800 rpm.

In addition to the engine, a number of changes have been made to improve the 308’s handling. The gearbox control and clutch have been modified to make them easier to handle, while the dry sump and oil tank have been discreetly removed from the European GTB, which was the last 308 to retain this system. On the other hand, all 308s now feature the 4-tailpipe exhaust system. The cabin was slightly redesigned, with a new steering wheel by Enrico Nardi, new upholstery and floor mats, and a different centre console.

Until now, the Ferrari V8 was powered by 4 Weber 40 DCNF inverted twin-barrel carburettors. But increasingly draconian anti-pollution standards in the USA, Ferrari’s main market, forced Ferrari to modify its entire range. In the same year as the Mondial, the V8 in the 308 range was fitted with Bosch K-Jetronic indirect injection and Marelli Digiplex all-electronic ignition. While the environment benefits, the power output drops. Obviously, while the 308’s aesthetic and roadholding qualities do not suffer, it is pure performance that suffers at every level (top speed, acceleration, acceleration, etc.).

How do you fit four seats and a rear mid-engine into the same envelope, while maintaining a flattering and suggestive design in the tradition of Ferrari’s mid-engine Berlinettes? In a way, this was the question put to Pininfarina. The task was a delicate one, but the Italian coachbuilder came through with flying colours. Admittedly, the Ferrari Mondial 8 will never be the most adored Ferrari in the marque’s history. On the other hand, four-seater Ferraris will always lag behind the strict two-seater GTs and sedans in terms of image.

From 1977, all 308 bodies were made of steel with aluminium doors. In September, at the IAA Frankfurt Motor Show, the 308 GTS convertible was launched, filling the gap left 3 years earlier by the discontinuation of the 246 GTS. Pininfarina used the same principle of a removable roof that stows away behind the seats. The only difference with the GTBs was that the rear quarter windows were replaced by metal fins, which still provided side visibility. The abandonment of polyester shells is certainly justified in these new GTSs, whose rigidity would then have been insufficient. The men from Maranello certainly thought it more logical to standardise the hulls.

The new Ferrari berlinetta, christened the 308 (’30’ for 3.0 litres and ‘8’ for 8 cylinders), was thrust into the limelight at Paris in 1975. This new Ferrari had a polyester body, except for the bonnet, which was made of aluminium. Why polyester at Ferrari? On the one hand, the quality achieved had become irreproachable, and on the other, and this is the main reason, the design deadlines were so short given the urgency, that a polyester hull was quicker to work on. In addition, the overall weight of the car was reduced. Carrozzeria Scaglietti of Modena, controlled by Ferrari, was responsible for producing the hulls.

For Italian tax reasons, a less powerful version of the 308 GT4 was presented the same year in Turin: the Dino 208 GT4. It went on sale in 1975 on the Italian market alone. Displacement was increased to 1991 cm3 (Tipo F106 C engine with 66.8 mm bore) and with the use of smaller carburettors (Weber 34 DCNF) power fell to 170 bhp. This was the smallest V8 engine to be developed in series production, but performance took a step backwards to reflect the drop in power. Externally, the four tailpipes have been replaced by a single one, which is the only visible difference.