1976 Ferrari 308 GTB Vetroresina Race Car

This 1976 Ferrari 308 GTB is one of approximately 712 examples built with fiberglass bodywork between 1975 and 1977. It was sold new in Holland, where it saw street use before being imported to the US in 1984 by Phoenix Grand Prix proponent Howard Pynn. Chassis 18825 was subsequently modified by Vehicle Performance Center in Phoenix, Arizona, for IMSA GTU and SCCA GT2 competition with work reportedly including chassis reinforcement, bodywork modifications, and the installation of a race-prepared 3.2-liter Tipo F105A V8. After contesting several SCCA races through the late 1980s, the car was sold to an English owner in 1995 and campaigned in UK club events through the early 2000s. It then moved to Europe, where it received a mechanical refurbishment in Germany that included an engine overhaul. The car was purchased by the selling dealer in 2024 and was subsequently relocated to the US. Finished in red, it is equipped with fuel injection with individual intake trumpets, a five-speed manual transaxle, power-assisted slotted and ventilated disc brakes, Penske adjustable coilover shock absorbers, 16” BBS multipiece wheels, a roll cage, racing seats trimmed in red cloth, and a fire suppression system. This 308 Vetroresina race car is now offered in Vermont with photos and documentation dating back to the 1980s, an SCCA logbook, and a bill of sale.

After its introduction at the 1975 Paris Motor Show, the 308 GTB entered production with fiberglass bodywork styled by Pininfarina and built by Carrozzeria Scaglietti. The lightweight vetroresina bodies were manufactured until mid-1977, when production shifted to the use of steel bodywork.

This example’s chassis is said to have been lightened and reinforced during its conversion for racing by Vehicle Performance Center in Arizona in late 1984, while the original front and rear fiberglass body panels were replaced with modified fiberglass panels. The rear panel was repaired in 1998 after heat damage, while the nose underwent further aerodynamic modifications in 2000. Features include a front air dam with a splitter and dive planes, a nose panel without headlights, flared fenders with vents behind the front wheels, louvered quarter-window panels, a roof-mounted spoiler, a louvered decklid, and a ducktail rear spoiler. Various chips are present in the red finish.

Multipiece BBS wheels are wrapped in 11.0/23.5-16 Avon racing slicks. Stopping is handled by Brembo slotted and ventilated disc brakes with vacuum assistance and dual master cylinders. Work on the braking system in March 2025 included replacement of the master cylinders and repairs to two calipers.

The cockpit houses a pair of Sparco seats that are trimmed in red cloth and outfitted with color-matched Willans harnesses. Additional equipment includes a roll cage, a gated shifter, a fire suppression system, and an electrical cutoff switch.

The MOMO Corsa steering wheel sits ahead of instrumentation including an Elliot 10k-rpm tachometer, an AstraTech lap timer, and gauges monitoring oil temperature, coolant temperature, and oil pressure. The oil temperature and coolant temperature gauges do not work. A Hobbs meter shows approximately 62 hours of operational time.

The fuel-injected 3.2-liter quad-cam V8 (F105A*02968*) is said to have been modified with racing pistons and performance camshafts before being installed in the 1980s. The engine was overhauled in 1989 by Bob Wallace in Phoenix, Arizona, in 1998 by Shiltech Performance Cars in Leicestershire, England, and most recently in 2007 by Modena Motorsport in Germany. A mechanical refresh in March 2025 included repairs to one of the camshaft bearings, an oil change, and replacement of the fuel filter, fuel lines, and spark plugs. An invoice from the 2025 service can be viewed in the photo gallery below and notes the observation of a lightened flywheel and modified camshafts. Photos of the camshafts on one cylinder bank are also shown in the gallery.

Power is sent to the rear wheels via a five-speed manual transaxle. Suspension incorporates Penske coilover shock absorbers that were installed in 2000 as well as heim joints and blade-style anti-roll bars.

Included in the sale is a collection of photos from various stages of the car’s racing career, a copy of the car’s original Dutch registration, correspondence between the first US owner and the NHTSA, invoices dating back to the late-1980s, an SCCA logbook, and racing results from the 1980s and 1990s.

The car was imported to the US in 1984 on an exemption from the NHTSA for racing use only and has never been titled in the US. It is offered on a bill of sale.