Guide: Ferrari 328 GTB & 328 GTS
Background
After ten years of unprecedented commercial success, Ferrari unveiled a replacement for the much-loved 308 GTB and GTS.
Presented at the Frankfurt Motor Show in September 1985, the Ferrari 328 was essentially a face-lifted 308 with a bigger 3.2-litre engine and a few other mechanical updates.
Launched alongside the updated Mondial 3.2, these new models were the final act in a twelve month overhaul of Ferrari’s product line up.
In late 1984, the Testarossa had replaced the BB. Soon afterwards, the 412i superseded the outgoing 400i. Through careful use of body and interior detailing, Pininfarina created a homogeneous family look for the entire Prancing Horse range.
With its mid-mounted engine and two-seat layout, the 328 continued a lineage started with the first junior Ferrari: the Dino GT.
Exceptional chassis dynamics and superb styling had been a common theme of all these entry level two seaters, but such was the 328’s appeal, it went on to sell at an even faster rate than its predecessors.
Produced for four years from the autumn of 1985 until the autumn of 1989, just under 7500 were built compared to 12,000 308s over a ten year period.
Like the Pininfarina-designed Dino 246 and 308, the 328 was available as either a Berlinetta (GTB) or targa-topped Spider (GTS).
Those customers that wanted a mid-engined layout with the added practicality of two very small extra seats could go for the Mondial 3.2, which was available as a Coupe or Cabriolet. Ferrari offered a full four-seater in the shape of the front V12-engined 412i which was the most expensive series production model available from Maranello at the time. There was also the Testarossa, a flamboyant two-seat Berlinetta powered by Ferrari’s latest iteration of the Flat 12 engine.
In addition to these standard production models, from 1987, Ferrari also produced the F40 which was a limited edition model priced at around double the RRP of a 412i.
Chassis
The tubular steel chassis used by the outgoing 308 GTB and 308 GTS was retained but given new type numbers: F106 MB 100 for the 328 GTB and F106 MS 100 for the 328 GTS.
Suspension was fully independent via unequal length wishbones, coil springs and new Koni dampers. Camber adjustments were made while track was widened by 25mm at the front and 5mm at the rear. Anti-roll bars were installed at either end.
For improved responsiveness, a quicker steering rack was fitted.
Ventilated disc brakes were used all round with each axle running off its own circuit as per the 308.
Twin fuel tanks with an overall capacity of 74-litres were used. They were mounted either side of the engine, up against the rear bulkhead.
Handsome new 16-inch Speedline wheels were styled in Ferrari’s traditional five-spoke pattern. They measured 7-inches wide at the front, 8-inches wide at the back and came shod with the latest Goodyear tyres.
By the time of the 328’s launch, the experiment with Michelin TRX tyres that required metric-sized wheels had been abandoned.
Engine / Gearbox
As the 328’s name suggested, Ferrari had enlarged the outgoing 8 cylinder engine from three to 3.2-litres. Bore and stroke were both stretched by 2mm (to 83mm and 73mm respectively) which resulted in an overall displacement of 3185cc.
Ferrari’s all-alloy 90° V8 featured dual overhead camshafts per bank, four valve cylinder heads and wet-sump lubrication.
The 328 motor was further uprated with high lift camshafts, redesigned piston heads and aluminium rather than steel in-liners.
New Marelli Microplex electronic ignition was installed and the compression ratio was hiked from 9.2:1 to 9.8:1.
Bosch supplied their eponymous K-Jetronic fuel-injection.
All told, the new Tipo F105 CB 000 engine produced 270bhp at 7000rpm and 224lb-ft at 5500rpm. This compared favourably with 240bhp at 7000rpm and 191lb-ft at 5000rpm for the 308 Quattrovalvole.
Cosmetically the new power unit was instantly identifiable thanks to its red-topped intake box with Ferrari 3200 Quattrovalvole script.
Transmission was via a five-speed gearbox (with new ratios), a single-plate clutch and limited-slip differential. As usual, the engine and gearbox were mounted in unit.
Bodywork
Pininfarina updated the classic 308 bodywork by attending to almost every aspect of the by now ten-year old design.
Its sharp lines were gently softened; the most drastic alterations were made at the front where a less angular nose helped improve aerodynamic efficiency. The now body coloured bumper was more neatly integrated than before while the new auxiliary light clusters were copies of those found on the Testarossa and Mondial 3.2.
A matt black skirt wrapped around the entire vehicle and gave the 328 a lovely slender profile. It housed a full width intake at the front and at the rear acted as a louvred shroud for the exhausts.
The cooling vents behind each retractable headlight on the 308 were deleted. Instead, a larger bank of louvres were carved out from the front lid.
Pininfarina retained the trademark engine intakes down each flank but replaced the existing door catches with recessed body coloured handles.
Matt black electric driver and passenger wing mirrors were fitted as standard.
The rear bumper was more neatly integrated than before, but Pininfarina resisted the temptation for a Testarossa-esque slatted tail fascia in favour of traditional circular lenses.
Whereas the GTB variant came with a partial glass rear three quarter window, this was blanked off in favour of a fully slatted panel on the GTS.
Interior
Pininfarina gave the cockpit a subtle but complete overhaul as the original was starting to show its age.
This was particularly true of the switchgear; new touch-sensitive electronic controls replaced the 308's outdated levers.
The entire centre console was redesigned and the supplementary gauges previously found on an angled pod at the head of the transmission tunnel were moved to the centre of the dash.
The gauges themselves were changed from white-on-black to orange-on-black graphics.
Directly behind the three-spoke leather-rimmed steering wheel were large read outs for road and engine speed. In between were oil pressure and water temperature gauges stacked one above the other.
A clock, oil temperature gauge and fuel read out were located centrally above the audio system.
The seats were given new rectangular patterned centres.
The door panels came with redesigned storage bins, armrests and grab handles plus an elasticated pocket. The grab handles themselves were now home to the electric window switches (moved from the centre console).
The handbrake was relocated from the back of the centre console to the sill outside of the driver’s seat.
All told, these updates created a much tidier and more contemporary cabin.
Options
Options included metallic paint, air-conditioning, fitted luggage, Pirelli P7 tyres and a matt black basket handle rear spoiler (standard in Japan).
A full leather interior could also be specified that saw the dash, headlining and rear window surround upholstered with hide.
Weight / Performance
Ferrari quoted weight figures of 1263kg for the GTB and 1273kg for the GTS.
Top speed of both variants was 163mph and 0-62mph took 5.8 seconds.
USA Version
Owing to rapid progress in terms of safety and emissions technology, the gap between the standard 328 and those examples destined for the USA had shrunk dramatically.
Although still equipped with catalytic converters, output was now just 10bhp lower (260bhp at 7000rpm).
There were also the familiar big side marker lights plus different wing mirrors and gear ratios.
However, it was the reinforced rear bulkhead and other such behind-the-scenes safety upgrades that led to a 160kg weight gain.
Production Changes
The first specification changes began to appear a couple of years after the 328 was introduced.
During the course of 1987 and 1988, countries like Switzerland, Austria and Sweden all passed legislation that required new cars to come with catalytic converters.
The only universal upgrade applied to the entire 328 range occurred in mid 1988 when anti-lock brakes became available as an option. Soon afterwards, ABS was made standard.
Installation of the ABS system necessitated slightly reworked suspension geometry in order to provide a negative offset. Immediately noticeable on ABS-equipped 328s were new convex wheels that replaced the earlier concave type.
End of Production
Production of the 328 continued until late 1989. It was discontinued to make way for the 348 which visually more closely resembled the Testarossa.
By this time, 1344 GTBs had been completed (130 in right-hand drive).
6068 cars were built in GTS trim (542 of which were right-hand drive).
328 Cabriolet
A solitary 328 Cabriolet was also constructed during the development stage in 1984.
Tested extensively before production began, it wore an almost production-ready Pininfarina body but never got the go-ahead as Ferrari thought it would take too many sales away from the Mondial Cabriolet.
Painted yellow with a black interior, the body was fabricated at Ferrari's Scaglietti works and featured a canvas roof with distinctive rear three quarter windows.
The chassis number (49543) marked it out as a US market version.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
