Ferrari 328: Mechanical Updates Explained

The Enduring Appeal of the Ferrari 328

The Ferrari 328 GTB and GTS, produced from 1985 to 1989, holds a special place in the hearts of automotive enthusiasts. As the successor to the popular 308, the 328 represented a significant, albeit evolutionary, step forward for Ferrari's mid-engined V8 sports cars. While sharing much of its DNA with its predecessor, the 328 featured crucial modifications to its body, chassis, and, most notably, its engine. This increase in displacement to 3.2 litres brought with it enhanced power and torque, solidifying its reputation as a capable and engaging machine. What truly sets the 328 apart for many is its perceived reliability and usability, with much of its routine maintenance accessible without the need to drop the engine – a significant advantage in the world of exotic supercars.

Unpacking the '328' Nomenclature

The numbering in the model title, '328', is a direct reflection of its core mechanicals. The '32' signifies the approximate 3.2-litre engine displacement, while the '8' denotes the V8 cylinder configuration. This naming convention provided a clear indication of the car's updated powerplant. The 'GTB' designation refers to the Gran Turismo Berlinetta, signifying the fixed-roof coupé body style, whilst 'GTS' stands for Gran Turismo Spider, denoting the popular targa top version. The 328 was introduced to the world at the prestigious Frankfurt Salon in 1985, sharing the limelight with the updated Mondial 3.2 series, showcasing Ferrari's commitment to its V8 lineage.

Design Evolution: A Refined Silhouette

The exterior design of the 328, while carrying over the fundamental Pininfarina styling from the 308, received subtle yet impactful revisions. These changes were not merely aesthetic; they also contributed to improved aerodynamic characteristics. The signature wedge profile of its predecessor was softened, with a redesigned nose featuring a more rounded shape. This softer aesthetic was echoed at the rear with a similarly treated tail valance panel. Both the front and rear sections incorporated body-coloured bumpers, seamlessly integrated into the valance panels. This design language was harmonised with the concurrent Mondial 3.2 models, sharing a common radiator grille and front light assembly layout. This created a cohesive and unified family image across Ferrari's eight-cylinder offerings. The rather utilitarian exhaust air louvres behind the retractable headlights on the 308 were removed, compensated by a larger radiator exhaust air louvre on the front lid, a feature first seen on the 308 Quattrovalvole models. A new, more modern exterior door catch design also featured.

Interior Enhancements: A Modernised Cockpit

The interior of the 328 also benefited from a comprehensive overhaul, aiming to modernise the driver's environment. The seat panel upholstery and stitching received new designs, alongside revised door panels and pulls. The cockpit switches were completely updated, offering a more contemporary feel. Borrowing from Ferrari's own GTO supercar of 1984, the 328 featured a striking new back-lit orange-on-black dashboard instrumentation. Through the ergonomic Momo steering wheel, the driver was presented with clear information from the large tachometer and speedometer, essential for extracting the best from the V8 engine.

Optional Extras and a Notorious Quirk

A range of desirable optional equipment was available to personalise the 328 experience. These included air conditioning for enhanced comfort, a luxurious leather dashboard, and leather headlining for the removable roof panel and rear window surround. Customers could also opt for metallic paint finishes, high-performance Pirelli P7 tyres, and a rear aerofoil, which was standard on certain market models. However, the 328 was not without its minor engineering quirks. One such issue concerned the oil hose routing from the lower engine to the oil cooler. This particular hose was found to be slightly too short. Under the constant pressure and the engine's natural motion, the hose could eventually separate from the oil cooler, leading to potential leaks and, over time, a cracked oil cooler. A common and effective fix involved connecting the oil hoses to the oil cooler in an 'upside down' configuration, providing crucial extra slack to the lower hose.

The 1988.5 Mechanical Update: A Significant Evolution

The most significant mechanical update for the Ferrari 328 arrived late in the 1988 model year, often referred to as the '1988.5' update. This brought a notable shift towards a more 'digital' feel in an otherwise predominantly 'analogue' car, with the introduction of an anti-lock braking system (ABS). This new system worked in conjunction with the car's already effective ventilated disc brakes. The integration of ABS necessitated a redesign of the suspension geometry to achieve the required negative offset, ensuring optimal braking performance and stability. The visual cue for this update, whether equipped with ABS or not, was the adoption of convex 16-inch alloy wheels, replacing the earlier concave designs. These new wheels, featuring a convex 'star' spoke pattern, mirrored the style found on the Mondial 3.2 models. The suspension improvements, including the negative offset geometry, were implemented from chassis number 76626 (February 1988) onwards. In Europe, ABS was offered as an option on all mid-1988 and 1989 models. For the US market, mid-1988 cars did not feature ABS, but all 1989 models were equipped with it as standard. These 'half-year' models are a key point of differentiation for collectors and enthusiasts.

Visual Differentiators and Subtle Touches

Beyond the mechanicals, the 1988.5 update also brought subtle visual changes. The aforementioned convex wheels are the most obvious identifier of later models. Additionally, during 1988 and 1989, the side-view door mirrors were adorned with small, elegant Cavallino Rampante emblems, a subtle nod to Ferrari's racing heritage.

Production Figures: A Collector's Favourite

The Ferrari 328 remained in production for a relatively concise period, from 1985 to 1989. By the time it was succeeded by the 348 in the autumn of 1989, a total of 7,412 vehicles had been manufactured. The GTS (targa top) variant proved significantly more popular, with 6,068 units produced across chassis number ranges 59301 to 83136. The GTB (coupé) version accounted for 1,344 vehicles, produced within chassis number ranges 58735 to 83017. Early production cars typically followed Ferrari's traditional odd-number road car chassis sequence, while later examples, post chassis number 75000, adopted a continuous numbering sequence.

Historical Context: A Commercial Success

The 308/328 family, as a whole, was one of Ferrari's most commercially successful ventures, with nearly 20,000 examples produced across both generations. The very first developmental prototype for the 328 was built in the summer of 1984 (chassis number 49543). Intriguingly, this initial prototype was configured as a full soft-top convertible. However, Ferrari's marketing department feared that a convertible variant would directly compete with the Mondial Cabriolet. Consequently, the production models were exclusively offered in the Berlinetta (GTB – coupé) and removable hard-top Spider (GTS – targa) configurations, mirroring the successful approach of its predecessor. As of 2018, the unique convertible prototype chassis 49543 was still in existence and registered for road use in Italy.

The Final Chapter: Enzo's Legacy

The last production year for the 328 GTB/GTS spanned from September 1988 to September/October 1989, corresponding to the 1989 model year. A total of 1,338 vehicles were manufactured during this final year. With the passing of Enzo Ferrari in August 1988, many of these final production cars were acquired by collectors, either as a tribute to the legendary founder or with an eye towards future investment. Even decades later, it is not uncommon to find un-registered, 'as-new' examples of the final year 328s surfacing on the market.

Technical Specifications: The Heart of the 328

Engine: The 3.2 Litre V8

The 328 is powered by the venerable Ferrari Dino engine, a design that saw service from the late 1950s through to the early 2000s. The engine in the 328 is a direct evolution of the unit found in the 308 Quattrovalvole. It's a naturally aspirated, 3.2-litre (3185 cc) V8, featuring four valves per cylinder (quattro valvole). The engine is mounted transversely in a rear-midship configuration, driving the rear wheels. Its bore and stroke measure 83 mm (3.3 in) by 73.6 mm (2.9 in). While retaining the Bosch K-Jetronic fuel injection system from its predecessor, the 328 incorporated a Marelli MED 806 A electronic ignition system. This powerplant produced a healthy 270 PS (199 kW; 266 hp) and 304 N⋅m (224 lb⋅ft) of torque. Performance figures were impressive for its era, with a top speed of 166 mph (267 km/h) and a 0-60 mph (97 km/h) time of approximately 5.5 seconds. The engine is paired with an all-synchromesh five-speed manual transmission, mounted below and to the rear of the engine's wet sump, operated via Ferrari's signature gated shifter.

Chassis: Rigidity and Corrosion Resistance

The chassis designation for the 328 is F106 AS (or AB) for the Spider and Berlinetta respectively, with R indicating pre-mid-1988 models and PB indicating post-mid-1988 models. The primary European market chassis designation is F106 MS (or MB) 100. The frame itself is constructed from oval-shaped tubular steel, providing race-car levels of rigidity without a significant weight penalty. The bodywork is largely steel, complemented by an aluminium front hood and a fiberglass-sandwiched steel floorpan. A key improvement over previous models was the adoption of galvanized steel, which significantly retarded corrosion. The overall exterior and structural design also contributed to a noticeable reduction in weight compared to its predecessor.

Suspension and Brakes: Delivering the Handling

The 328 features independent front and rear suspension systems, both based on the traditional unequal-length double wishbone design. Coil springs and hydraulic telescopic Koni shock absorbers are employed, with front and rear anti-roll bars fitted for enhanced stability. The braking system comprises large ventilated discs with twin-piston calipers, operated by a redundant hydraulic system for maximum security. As mentioned, the ABS system was a late-model addition, accompanied by updated suspension geometry to further minimise squat and dive under braking. The steering is a direct, unassisted rack and pinion system, offering a slightly quicker ratio than its predecessor at 3.25 turns lock-to-lock.

Performance Comparison: GTB vs. GTS

While mechanically very similar, there were slight performance variations between the GTB and GTS models:

The GTB/GTS Turbo Variant: Italian Market Special

In 1986, Ferrari introduced a special variant for the Italian domestic market: the GTB Turbo and GTS Turbo. These models featured a two-litre, turbocharged, and intercooled engine, replacing the earlier 208 GTB/GTS Turbo. This was a strategic move to circumvent Italy's punitive tax laws on vehicles with engine displacements exceeding two litres. The turbocharged V8 (Tipo F106 N 000) was an evolution of the 208 Turbo's engine, enhanced with an intercooler and a new turbocharger. Developed by Nicola Materazzi, who had extensive experience with turbocharged engines, this unit displaced 1991 cc. The engine was fitted with a detonation sensor for improved reliability. Output was rated at 254 PS (187 kW; 251 bhp) and 328 N⋅m (242 lb⋅ft) of torque. Crucially, Ferrari deliberately kept the power output slightly below that of the naturally aspirated 328 for commercial reasons. Visually, the Turbo models featured a redesigned engine cover to accommodate the intercooler, along with NACA ducts ahead of the rear wheel arches for cooling. The rear bumper had five ventilation slots, and a black roof spoiler was standard. Inside, a boost pressure gauge was added to the instrument cluster, and the gear lever numerals were in red.

Frequently Asked Questions

When was the Ferrari 328 updated mechanically?

The most significant mechanical update occurred late in the 1988 model year, often referred to as the '1988.5' update. This introduced the anti-lock braking system (ABS) and revised suspension geometry, along with new convex wheels.

What is the difference between a 328 GTB and GTS?

The GTB is the fixed-roof Berlinetta (coupé) version, while the GTS is the Spider (targa top) version with a removable roof panel.

Is the Ferrari 328 considered reliable?

Compared to many exotic cars of its era, the 328 is generally considered one of the more reliable and user-friendly Ferraris, with easier access for routine maintenance.

What are the key visual differences between early and late 328 models?

The most notable visual difference is the wheel design. Early models have concave wheels, while the updated 1988.5 and later models feature convex wheels. Later models also have small Cavallino Rampante emblems on the door mirrors.

Where can I buy parts for a Ferrari 328?

Specialist Ferrari parts suppliers and online automotive parts retailers are the primary sources for 328 parts. It is advisable to consult with marque specialists for the best availability and advice.

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