The 308 and 328 are considered a family of Ferrari road cars as they share similar (but not identical) body designs and appearances, chassis, and engine designs. The 328 model was a revised and updated version of the 308, which had survived for eight years without any radical change to the overall shape, albeit with various changes to the 3-liter engine. The final evolution of the transversely mid-mounted, conventionally aspirated 90-degree V8 Dino engine, the transversely mounted engine is a popular way to save space on the rear-mid, rear-wheel-drive layout.
The 328 has been described as one of the most usable classic Ferraris because of its durable road record, history of appreciating value, and classical aesthetics. The original Pininfarina design was carried over from its predecessor but included subtle changes from the carrozzeria. The effect was both aesthetic and an improvement in overall aerodynamic characteristics. The car’s body was still largely built by hand coming from the coach builder Scaglietti works.
The revised body presented a softening of the wedge profile of its predecessor, with a redesigned nose that had a more rounded shape, which was complemented by a similar treatment to the tail valance panel. The revised nose and tail sections featured body-color bumpers integral with the valance panels, which reflected the work done concurrently with the Mondial 3.2 models, with which they also shared a similar radiator grille and front light assembly layout. Thus all the eight-cylinder cars in the range shared fairly unified front and rear aspects, providing a homogeneous family image. The exhaust air louvers behind the retractable headlight pods on the 308 series disappeared, coupled with an increase in the size of the front lid radiator exhaust air louver, which had been introduced on the 308 Quattrovalvole models. A new style and position of the exterior door catch were also provided.
The interior trim also received a thorough overhaul, with new designs for the seat panel upholstery and stitching along with revised door panels and pulls. Cockpit switches were completely updated and modernized. The new backlit orange-on-black dashboard gauges were borrowed from Ferrari’s 1984 GTO supercar. The main instrument panel, seen through the anatomical Momo (Morreti-Monza) steering wheel, presented the driver with information from the large tachometer and speedometer.
Optional equipment available was air conditioning, a leather dashboard, leather headlining to the removable roof panel plus rear window surround, metallic paint, Pirelli P7 tires, and a rear aerofoil (standard on some market models).
One minor problem was the design of the oil hose from the lower part of the engine to the oil cooler. This proved to be too short. The hose, being under constant pressure along with the motion of the running engine, would eventually separate from the oil cooler. The separation would in time cause the oil cooler to crack. One fix was to connect the oil hoses for the oil cooler (to and from the engine) “upside-down”. This configuration provided more slack for the lower hose (itself now connected to the top of the oil cooler).
The 328 models remained in production for four years (1985 to 1989). By the time it was replaced by the 348 in the Autumn of 1989, a total of 7,412 vehicles had been made. GTS production totaled 6,068 vehicles in the chassis number range of 59301 to 83136. GTS production outnumbered the GTB version almost five to one. GTB production totaled 1,344 vehicles in the chassis range of 58735 to 83017. The early part of each series was numbered in the Ferrari odd number road car chassis sequence, and later examples (post chassis number 75000) in the continuous number sequence.
History
The 308/328 family was, at the time, one of the most commercially successful for Ferrari with nearly 20,000 produced.
The very first developmental prototype for the 328 models was manufactured in the summer of 1984. Chassis number 49543 was certified, road-registered and extensively tested through the spring of 1985. Interestingly, the original prototype was manufactured as a full soft top cabriolet convertible.
The story is that while the technical departments were pleased with the performance of the prototype, the marketing influence feared that as a convertible, it would compete with the Mondial Cabriolet model. It was subsequently produced, like its predecessor, only in Berlinetta (GTB – coupe) and removable hard top Spider (GTS – Targa) variants. As of 2018, cabriolet chassis number 49543 was still in existence and registered for road use in Italy.
The last production year for the 328 GTB/GTS was September 1988 to Sept/Oct 1989 (the model year 1989). 1338 total vehicles were manufactured that year. With Enzo Ferrari’s death in August 1988, many of these last cars were purchased either as a tribute or with speculation in mind. Decades later, it is still not unheard of to occasionally find a 328 for sale from the last production year that was never registered for road use. 1,344 GTBs and 6,068 GTSs were produced in total.
Production
The 328 models remained in production for four years (1985 to 1989). By the time it was replaced by the 348 in the Autumn of 1989, a total of 7,412 vehicles had been made. GTS production totaled 6,068 vehicles in the chassis number range of 59301 to 83136. GTS production outnumbered the GTB version almost five to one. GTB production totaled 1,344 vehicles in the chassis range of 58735 to 83017. The early part of each series was numbered in the Ferrari odd number road car chassis sequence, and later examples (post chassis number 75000) in the continuous number sequence.
Engine
Ferrari 328 Transverse Engine F105CB
The 328 uses the Ferrari Dino engine produced from the late 1950s to the early 2000s. It is a very similar engine design to that used in the 308 Quattrovalvole models. It has a naturally aspirated 3.2-litre (3185 cc), 4-valve-per-cylinder (quattro valve), transverse-mounted, rear mid-engine V8 layout (Tipo F105 CB 000). It has a bore and stroke of 83 mm (3.3 in) x 73.6 mm (2.9 in). The engine retained the Bosch K-Jetronic fuel injection system of its predecessor but was fitted with a Marelli MED 806 A electronic ignition system. It produces 270 hp and 231 lb-ft of torque. Its top speed is 166 mph (267 km/h) and reaches 60 mph (97 km/h) in 5.5 seconds and 100 mph (160 km/h) in 13.0 seconds. As with the preceding 308 models, the engine was mounted in a unit with the all-synchromesh five-speed manual transmission assembly, which was below and to the rear of the engine’s wet sump. The manual gear shifter was the traditional Ferrari gated design. The transition from a cable-operated clutch to a hydraulically operated one was an upgrade in pedal actuation ease.
What Ferrari Did Magnum PI Drive?
Not a 328 as most people today often assume, America’s favorite private investigator instead drove a bright red 1984 Ferrari 308 GTS Quattrovalvole.
