Ferrari 308 GT4/358RR

Model: 1978 Ferrari 308 GT4

Project Overview:  This GT4 was purchased by our customer in need of a restoration. Carobu was enlisted to rebuild the car mechanically. The V8 engine was rebuilt into one of our larger displacement 3.5-liter motors while retaining the original Weber 40 DCN downdraught carburetors. The handling of the Ferrari was improved with the addition of stiffer lowering springs and revalved Koni shocks. Euro 308 Quattrovalvole 16-inch wheels were also installed. This car was featured in Forza Magazine after its completion.

Engine Specs:

240.91 lb-ft of torque @5300-rpm, 279.73-hp @6600-rpm

Click here to see details and dyno sheet on this motor.

Type: V-8, DOHC 2v/cylinder
Bore: Razzo Rosso forged pistons/bigbore liners, 85mm
Stroke: Razzo Rosso stroker crank, 78mm
Compression ratio: 10:1
Cylinder heads: intaked ported and matched, new exhaust valves
Camshafts: special Razzo Rosso profiles
Induction: 4 Weber 40 DCN carbuetors
Exhaust: standard Ferrari headers, port matched, X-Ost Maranello sport muffler
(no cats).
Ignition: Ferrari points/coil type ignition

Suspension and Brakes:

Suspension: Heavier weight springs, revalved Koni shocks, lowered ride height. Larger rear swaybar to reduce understeer.
Brakes: Stock rebuilt

Wheels and Tires:

Wheels: 16x7-inch front and 16x8-inch rear 308 Quattrolvalve wheels
Tires: Bridgestone Potenza RE70 Sport


Ferrari 308 GTS/358RR

Model: 1981 Ferrari 308 GTSi

Project Overview:  This 308 GTSi was converted into a 358RR at the request of a Denver, CO customer. In addition to the larger 3.5-liter Razzo Rosso engine the customer had us upgrade the chassis for improved performance as well. Handling was greatly improved thanks to an adjustable coilover suspension, particularly when paired with the larger 17x8-inch front and 17x8-inch rear Compomotive alloys. The brakes were also upgraded with larger Girodisc rotors at the front and high performance Wilwood calipers at all four corners.

Engine Specs:

251 lb-ft of torque @5000-rpm, 280.29-hp @6500-rpm

Click here to see details and dyno sheet on this motor.

Type: V-8, DOHC 2v/cylinder
Bore: Razzo Rosso forged pistons/bigbore liners, 85mm
Stroke: Razzo Rosso stroker crank, 78mm
Compression ratio: 10:1
Cylinder heads: intaked ported and matched, new exhaust valves, intake plenum modifications
Camshafts: special Razzo Rosso profiles for CIS fuel injection
Induction: Bosch CIS fuel injection
Exhaust: standard Ferrari headers, port matched, X-Ost Maranello sport muffler
(no cats).
Ignition: Ferrari electronic ignition

Suspension and Brakes:

Suspension: Adjustable coilovers
Brakes: 310-mm Girodisc two-piece front rotors, Wilwood calipers. Stock size rear rotor and Wilwood calipers.

Wheels and Tires:

Wheels: 17x8-inch front and 17x9-inch rear Compomotive 288 GTO-style 3-piece alloys.
Tires: 235-17 front and 275-17 rear Bridgestone Potenza tires


Click here to read Classic Motorsports article on this upgraded Ferrari 308.

Ferrari 308 GTB/358 RR

Model: 1984 Ferrari 308 GTB Quattrovalvole

Project Overview:  This Euro-spec 1984 308 GTB Quattrovalvole was converted into a 358RR. The owner of the car thought that his 308 was a terrific driver's car, but that it could use more horsepower and, perhaps more importantly, more torque that would provide immediate perforamance.

Engine Specs:

260 lb-ft of torque @5000-rpm, 303-hp @7000-rpm

Click here to see details, dyno video and dyno sheet on this engine.

Type: V-8, DOHC 4-valve/cylinder 358RR
Bore: 85mm
Stroke: F355 crankshaft, 77mm
Compression ratio: 10:3:1
Cylinder heads: ported and matched manifolds
Camshafts: special Razzo Rosso profiles
Induction: Bosch CIS
Exhaust:
Larini headers, X-Ost Maranello sport muffler
Ignition: Ferrari Marelli ignition

Suspension and Brakes:

Suspension: Stock Koni shocks and stock springs
Brakes: Stock setup

Wheels and Tires:

Wheels: 16-inch Quattrovalve wheels


Click below to read Forza magazine's article on this upgraded 308.

Ferrari Mondial 358RR

Model: 1980 Ferrari Mondial 8 Coupe

Project Overview:  This Mondial 8 was converted into a 358RR as a Carobu development vehicle to show what great improvements could be made to the Mondial, which is one of Ferrari's most underappreciated models. In addition to enlarging the engine to 3.5-liter Razzo Rosso specification, we upgraded the wheels to larger diameter and wide 17-inch Razzo Rosso alloy wheels. The rest of the chassis was improved with adjustable Koni coilovers and larger Brembo brakes. The result was a fast, fun and vastly improved driving experience. Scroll down below the spec list to read a detailed story on building this Mondial.

Engine Specs:

251 lb-ft of torque @5000-rpm, 280.29-hp @6500-rpm

Click here to see details and dyno sheet on this motor.

Type: V-8, DOHC 2v/cylinder 358RR
Bore: 85mm Razzo Rosso forged pistons and special 360-style sleeves
Stroke:
78mm billet Razzo Rosso stroker crank
Compression ratio: 10.5:1
Cylinder heads: High performance valve job, 44-mm intake valves, port matching
Camshafts: Special Carobu/Razzo Rosso profile
Induction: Bosch CIS fuel injection, modified fuel curve, intake plenum modified for better flow, stock air filter.
Exhaust: standard Ferrari headers, 308 dyno muffler
Ignition: Marelli electronic ignition

Suspension and Brakes:

Suspension: Adjustable coilovers
Brakes: Brembo

Wheels and Tires:

Wheels: 17x8-inch front and 17x9-inch rear Razzo Rosso 3-piece alloys.

Scroll down for the whole story and more photos on our Mondial project.

THE STARTING POINT

This project was a complete Razzo Rosso 358RR conversion on a 1982 Mondial 8 coupe. In the process, we developed a set of larger 18-inch wheels, a big brake upgrade, an adjustable coilover suspension and a special 2-valve version of the famous Razzo Rosso 358RR engine. The target was to create a well developed tuner version of the Mondial 8. Some might say "why pick the slowest and heaviest of all the 308 derivative models?" The answer lies in the question. Because the Mondial 8 is known as one of the lesser of the 308 line, what better model to focus on for this conversion? More power and speed is usually better, and the Mondial's longer wheelbase compared to a 308 gives them more balanced handling.

When the Ferrari first arrived, it wasn't running very well and was smoking as it was driven off of the transporter, which was later traced to an oil leak. Other than being dirty though, it looked good. As this was a long distance transaction that had relied on other people's eyes, the overall result was good. There were a few problems, including a driver's side window stuck in the down position and a warm-up regulator stuck on full rich. The oil leak was traced to the valve covers and the distributors. These were not a big concern as the motor was going to be fully rebuilt into a 3.5-liter. The interior was relatively intact and all of the normal switches seemed to work. The red seats had evidence of some re-dying but were overall in good condition. Overall, this was a perfect base from which to begin building a faster, sharper Mondial. We limited the changes to mechanical, leaving the bodywork and interior as they left the factory.

ENGINE BLOCK,  BOTTOM AND HEADS

Once we removed the engine from the Mondial, we began the process of rebuilding the engine into a larger displacement 3.5-liter version. The block was machined to accept special 360 Modena style cylinder sleeves to allow room for the larger pistons. The stock crank was replaced with a custom Razzo Rosso billet stroker crank that actuates the stock connecting rods, the latter of which are considered robust enough for the additional power and torque the bigger motor would be making. The stock rods in turn are connected to special 85-mm Razzo Rosso forged pistons with a compression ratio of 10.5:1. The combination of the billet stroker crank and custom pistons yielded our desired displacement of 3.5-liters. The heads were rebuilt with a performance valve job for better breathing, including the installation of larger 44-mm intake valves. The heads were also port matched to the intake manifold and exhaust manifolds. A custom set of Razzo Rosso camshafts were installed as well.

IGNITION, INDUCTION AND EXHAUST SYSTEMS

Once the bottom end of the motor was completed, our engine builder Bert Wehr turned his attention to the top end of the engine. The stock CIS fuel injection was retained but was enhanced with a modified fuel curve to provide additional fuel. The intake plenum was also modified for better airflow. The stock air filter was retained.

BRAKES, SUSPENSION AND WHEELS

With considerably more power than the car left the factory with, we wanted to ensure that the driving experience remained balanced, controllable and fun. What that meant was better braking and handling to match the increased acceleration. The stock and worn out shocks were sent out to be rebuilt and converted to adjustable coilovers. We also installed stiffer springs for more precise handling. To improve the Mondial's braking, we replaced the stock front brakes with a big brake kit from Brembo. 17x8-inch front and 17x9-inch rear Razzo Rosso lightweight performance alloys were installed in place of the original 14-inch wheels that the Ferrari left the factory with.

 

 

Ferrari 308 GT4

Model: 1974 Ferrari 308GT4

Engine Specs:

240.91 lb-ft of torque @5300-rpm, 279.73-hp @6600-rpm

Click here to see details and dyno sheet on this motor.

Type: 3.0-liter V-8, DOHC 2V/cylinder
Bore: 81mm
Stroke: 71mm
Compression ratio: 8.8:1
Cylinder heads: stock
Camshafts: standard factory Euro grind,
233°/225°
Induction: 40mm Weber DCN on standard manifolds with factory air box and filter
Exhaust: stock Ferrari headers, port matched with Tubi muffler
Ignition: points/coil

Suspension and Brakes:

Suspension: Heavier weight springs, revalved Koni shocks, lowered ride height. Larger rear swaybar to reduce understeer.
Brakes: Stock rebuilt

Wheels and Tires:

Wheels: 16-inch

More info on this project:

The 1974 Ferrari Dino 308 GT/4 shown in these pictures was a Carobu Engineering project car. This was a rare European-spec Dino GT4 that was used as an emissions test car for a college in Texas. The car was later purchased by a doctor, rarely driven and placed in storage for several years with only 11,000 km on the clock. Carobu appreciated the value of this "diamond in the rough" and purchased the car in order to restore it and to display the company's capabilities.

The initial phase of the project entailed restoring the body and interior as well as refreshing the engine to original Ferrari specifications. After quantification of the cars performance, Carobu modified the car in order to enhance it's performance. Some of these modifications included the installation of a Tubi-Style exhaust, Brembo brake upgrades, suspension modifications and engine upgrades.