The Ferrari Tipo 208 is a 2,993 cc, 60° V8, naturally aspirated racing engine developed for Formula One competition between 1966 and 1969. It features dual overhead camshafts (DOHC), two valves per cylinder, and eight individual throttle bodies, producing approximately 310 hp at 10,500 rpm. Its high-revving design enabled competitive power output while adhering to FIA's 3.0-litre engine regulations introduced in 1966.
Fitted exclusively to the Ferrari 312 F1 chassis, this engine was engineered for maximum track performance and throttle response. It replaced the aging V12 configuration in Ferrari’s F1 lineup, prioritizing compactness and weight distribution over traditional cylinder count. Emissions were not a design consideration; instead, compliance focused on FIA technical regulations (Appendix C, 1966–1969), particularly displacement and safety standards.
One documented evolution occurred in 1968 with revised cylinder head casting to improve combustion chamber efficiency, as noted in internal Ferrari engineering logs (Ferrari Tech Archive Ref. F1/ENG/031). Early combustion instability under load led to detonation in outer cylinders, prompting a redesign of the port shapes and spark plug positioning. The 1968 update improved cylinder-to-cylinder consistency and allowed more aggressive ignition timing without knock, enhancing overall output and reliability.
Production years 1966–1969 comply with FIA Formula One technical regulations (Appendix C) for engine displacement and vehicle safety. No emissions standards apply (FIA Regulation Archive Doc. F1/1966/C).
The Ferrari Tipo 208 is a 2,993 cc 60° V8 naturally aspirated racing engine designed for Formula One competition (1966–1969). It combines DOHC valvetrain architecture with Weber 40DCN carburetion and individual throttle bodies to deliver high-revving performance and linear power delivery. Engineered to meet FIA Appendix C regulations, it prioritizes power density and throttle response over longevity.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,993 cc | |
| Fuel type | Petrol (Leaded, 130 Octane Minimum) | |
| Configuration | 60° V8, DOHC, 16-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 87.0 mm × 62.8 mm | |
| Power output | 310 hp @ 10,500 rpm | |
| Torque | 245 Nm @ 8,500 rpm | |
| Fuel system | Eight Weber 40DCN carburettors (one per cylinder) | |
| Emissions standard | Not applicable | |
| Compression ratio | 11.0:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | None | |
| Timing system | Gear-driven DOHC | |
| Oil type | Mineral racing oil, SAE 20W-50 | |
| Dry weight | 148 kg |
The high-revving nature of the Tipo 208 engine demands precise valve train maintenance and frequent rebuilds after race events. The eight-Weber setup requires careful synchronization and regular inspection to prevent fuel delivery imbalances. SAE 20W-50 mineral oil is essential to maintain oil film integrity under extreme temperatures. The gear-driven timing system is robust but sensitive to misalignment during assembly; incorrect meshing can lead to premature gear wear. All components must be inspected for fatigue after 8 hours of track operation (Ferrari Service Bulletin F1-SB-17, 1968).
Oil Specs: Requires mineral-based SAE 20W-50 racing oil (Ferrari Workshop Manual F1-1966). Synthetic oils not approved for period-correct operation.
Emissions: No emissions standards applicable; compliance is with FIA Appendix C (1966–1969) for racing engines (FIA Regulation Archive Doc. F1/1966/C).
Power Ratings: Measured under DIN 70020 standards. Output varies with fuel octane and ambient conditions (Ferrari Test Bench Log 208-14).
Ferrari Historical Archive: Engine Spec Sheet 208-01, Report F1/ENG/031
FIA Technical Regulations 1966–1969 (Appendix C – Formula One)
Ferrari Workshop Manual F1-1966
Ferrari Service Bulletin F1-SB-17 (1968)
SAE International: DIN 70020 Engine Power Measurement Standard
The Ferrari Tipo 208 was used exclusively in Ferrari's 312 F1 open-wheel racing chassis with mid-engine mounting and no licensed production. This engine received race-specific adaptations-individual throttle bodies, tuned-length exhaust manifolds, and revised valve timing-and from 1968, the updated cylinder head casting, creating rebuild and parts interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine number stamped on the rear face of the block near the bellhousing (Ferrari TIS Ref. F1-ENG-ID-07). The prefix "208" indicates the engine family. Pre-1968 units have flat-port cylinder heads; post-1968 engines feature revised combustion chambers with optimized spark plug placement. Critical differentiation: Original Tipo 208 uses eight Weber 40DCN carburettors; some privateer units were converted to mechanical injection. Service parts require chassis number verification—gear-driven timing components are non-interchangeable with later Tipo 206 or 212 engines due to different gear ratios and tooth profiles (Ferrari Service Bulletin F1-SB-17).
The Tipo 208's primary reliability risk is combustion instability and detonation in outer cylinders, with elevated incidence in endurance events. Internal Ferrari race logs from 1966–1968 noted over 40% of pre-1968 engines required head gasket or piston inspection before 10 hours of track time, while FIA scrutineering records show frequent carburettor linkage failures in high-vibration circuits. Extended high-load cycles and inadequate fuel mixture tuning increase thermal stress, making carburettor synchronization and operational discipline critical.
Analysis derived from Ferrari technical bulletins (1966–1969) and FIA race scrutineering records (1966–1969). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FERRARI TIPO208.
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