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Order number 4023 was placed by Maranello Concessionaires Ltd on the 3rd January 1984 on behalf of their Essex Ferrari agents, Lancaster of Colchester for February 1984 production. Entering production on Friday 20th January 1982 and was completed just short of three weeks later on the 7th February 1984 Invoiced to Maranello Concessioanires on the 13th February 1984, by the Ferrari factory for delivery to the UK by truck-one of the 230 if which 146 remain taxed or SORN’d with just 122 in red. Upon its arrival in the UK the car was invoiced to Lancaster Garages Ltd on the 7th March 1984.
First registered, A261 SVX, by the Ferrari main dealers, Lancasters of Colchester to a 36-year-old printer, Mr S B of Essex on the 11th May 1984, apparently part exchanging a Porsche 911 Turbo. The then list price (13th June 1983) of £29,732.00 plus delivery charges, number plates and road tax, was added to with factory air conditioning £946.83 and deep front spoiler £267.86.
Seven months later, on the 4th January 1985 the car passed to the second owner Mr G M initially also of Essex, then of North Yorkshire, presumably for a substantial premium over the then list price. It is understood that Lancasters of Colchester maintained the car during this period. With a waiting list building and prices rising, the car was sold by Ferrari agents Graypaul to Mr R C who registered to his construction company, H. H & Co of Leicestershire, on the 1st November 1985.The car was kept at Mr C's home and H. S and Co for ten years, apparently using it sparingly, as it was sold ,once again by Graypaul for £31,000 with 12,358 miles to Mr M B of B C Ltd of Hertfordshire on the 10th November 1995,following a pre purchase inspection .Maintenance passed to respected Ferrari and GT40 specialist ,the late John Etheridge of Watford, Hertfordshire. This included fitting a new speedometer on the 21st May 1997 at 37,421 miles, as the original item had seized-lack of use!
Purchased just under five years later on the 10th September 2000 by Mr C P of London and again just under two years later, on the 10th July 2002 with 2,000/39,421 miles now covered, the car passed into the ownership of Mrs D McA of Cheshire, it was then re-registered, three years later, to the now late Mr McA of Cheshire on the 17th June 2005, thus adding another registered keeper in the process.
The penultimate owner from Surrey, Mrs N S became the new owner six years later, on the 14th October 2011.Mr and Mrs S had Ferrari specialists Autofficina maintain the car during their ownership.
The last owner, Mr C E, an accountant also from Surrey, bought the car on the 21st May 2015 with 3,573/40,994 miles in a private purchase from Mr and Mrs S.
Complete with original handbook, replacement service book, past invoices and MOT's as well as copies of the original factory orders and invoices between Maranello Concessionaires Ltd and the factory.
308 GTS Quattrovalvole
As with the preceding 308 GTB and 308 GTBi models there was a targa roof version available, which was called the 308 GTS quattrovalvole. This version is easily identifiable by the removable black roof section and the satin black triangular shaped louvres covering the glass in the sail panels.
Both QV models can also be identified by a revised radiator grille and bumper, an air outlet louvre in the front lid and new door mirrors featuring a small enamel shield on the casing. The 308 GTS Quattrovalvole, with a removable targa roof, succeeded the 308 GTSi, and was presented at the 1982 Paris Salon concurrently with the 308 GTB Quattrovalvole model. The Quattrovalvole part of the model name referred to the four valves per cylinder heads on the engine, which provided increased power over the preceding model.
Visually the new model was very similar to the outgoing one, but could be recognised by the addition of a slim louvre panel in the front lid to aid radiator exhaust air exit, paired electrically operated door mirrors with a small enamel Ferrari badge on the shell, a revised radiator grille with rectangular driving lights at the extremities, and rectangular (instead of round) side repeater lights.
The interior also received some minor alterations, and cloth seat centres became available as an option to the standard full leather, whilst the leather rim satin black three spoke steering wheel featured a triangulated section around the horn push.
The removable grained satin black finished roof panel was stowed in a vinyl cover behind the seats when not in use. As with the preceding series’ of 308 models, USA market cars could be identified by heavier bumper assemblies, and rectangular side marker lights on the wings.
Options available were metallic paint, a deep front spoiler, air conditioning, wider wheels, 16″ Speedline wheels with Pirelli P7 tyres, and a rear of roof satin black finished aerofoil (standard on Japanese market models).
The V8 engine was essentially of the same design as that used in the 308 GTSi model, apart from the four valves per cylinder heads. It was of a 90 degree configuration, with belt driven twin overhead camshafts per bank, having a total capacity of 2926cc, with a bore and stroke of 81mm x 71mm, with wet sump lubrication, bearing factory type reference F 105 AB 000 for European market cars. The claimed power output for main market European cars was 240bhp at 7000rpm, and 235bhp at 6800rpm for US market variants. The engine was transversely mounted in unit with the all synchromesh five speed transmission assembly, which was below, and to the rear of the engine’s sump.
The gear and final drive ratios were altered to suit the revised characteristics of the four valves per cylinder engine. It was fitted with a Bosch K Jetronic fuel injection system, coupled to a Marelli MED 803A Digiplex electronic ignition system, incorporating a coil, distributor and ignition module to serve each bank of cylinders. All US market examples were fitted with catalytic convertors.
The main European market 308 GTS Quattrovalvole models had a tubular chassis with factory type reference F 105 GS 100, Disc brakes, with independent suspension via wishbones, coil springs, and hydraulic shock absorbers, were provided all round, with front and rear anti roll bars. All models were numbered in the Ferrari odd number road car chassis sequence of the time, with right and left hand drive available.
The model was produced in a total of 3042 examples, over four times as many as the concurrent fixed roof berlinetta, between 1982 and 1985 in the chassis number range 41701 to 59265.
Taken from Ferraris own website.
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