1986 Ferrari 328

When the Type 308 was given a larger engine, its name was changed to the Ferrari 328. Introduced in 1985 at the Frankfurt Show, the Ferrari 328 (Type F106) was the third of the Italian manufacturer's family of highly successful V8-engined road cars that had begun with the 308 GT4 of 1973 and later, the 308 GTB and GTS of 1975. The 328 was largely based on the preceding 308, but incorporated modifications to the engine and body. The bore and stroke were both increased, resulting in a larger displacement of 3,186cc, which, together with a higher compression ratio, an improved Marelli engine management system, and revised pistons, brought maximum power to 270 bhp at 7,000 RPM. The top speed rose accordingly, reaching the 166 mph mark, while zero-to-sixty mph was accomplished in 5.5 seconds.

Stylistic updates incorporated the Testarossa-style molded bumpers, a deeper rear valance, and an unobtrusive roof spoiler. The wheelbase also increased to 92.5-inches, slightly higher than the 92.1-inch wheelbase of the 308. Its length measured 167.5 inches, a width of 68.1 inches, and its height was 44.4-inches. In comparison, the 308 measured 166.5-inches in length, had a width of 67.7-inches, and a height of 44.1-inches. Just like the 308, the 328 was offered in two body styles, including a fixed head coupe (GTB or Gran Turismo Berlinetta) and Targa convertible (GTS or Gran Turismo Spider).

The naturally aspirated 3.2-liter engine had four valves per cylinder (Quattro valve), a bore of 83 mm and a stroke of 73.6 mm, and used the Bosch K-Jetronic fuel injection system of its predecessor, but added a Marelli MED 806 A electronic ignition system. The transversely mounted, rear mid-engine V8 was installed in unit with the all-synchromesh five-speed manual transmission assembly, positioned below and to the rear of the engine's wet sump. The chassis was comprised of oval-shaped tubular steel that was both lightweight and rigid, and the body was formed mostly from steel with an aluminum front hood and a fiberglass sandwiched steel floorpan. The use of galvanized steel, a feature not used on previous models, dramatically reduced corrosion.

The suspension system used the traditional unequal length double wishbone setup, with coil springs and hydraulic telescopic Koni shock absorbers. The back also received anti-roll bars.

Steering was by an unassisted rack-and-pinion system with 3.25 turns, lock to lock, which was slightly quicker than its predecessor. The stopping power was provided by ventilated disc brakes with twin-piston calipers actuated (just like the 308) by a hydraulic system. Later models received an anti-lock braking system with additional updates to the suspension geometry which further reduced dive and squat.

Production of the 328 lasted from 1985 to 1989 when it was replaced by the 348 in the Autumn of 1989. During its production lifespan, Ferrari built 7,412 examples of the 328, with 6,068 of those being GTS (Targa) with a chassis number range of 59301 to 83136. The 1,344 examples of the GTB had the chassis range of 58735 to 83017. Additionally, Ferrari built 308 examples of the GTB Turbo and 328 of the GTS Turbo between 1986 and 1989.

The GTB and GTS Turbo were powered by a turbocharged (Tipo F106 N 000) V8 with a 1991cc displacement, a bore of 66.8 mm and a stroke of 71mm, with cylinders coated with Cermetal NC21 to lower the friction. It had Bosch K-Jetronic mechanical fuel injection, four overhead camshafts driving two valves per cylinder, and a water-cooled IHI turbocharger unit running at 1.05 bar (15.2 psi) of boost. A Behr air-to-air intercooler mounted on top of the engine cooled the 'charge air.' With the system in place, the engine delivered 251 horsepower at 6,500 RPM and 328 Nm of torque at 4,100 RPM.

The development of the GTB/GTS Turbo powertrain was handled by Nicola Materazzi whose resume included the Lancia Stratos GR5 and the Ferrari 126C. He had worked as Chief Engineer for the 288 GTO and GTO Evoluzione, and would later be part of the team that developed the Ferrari F40.

Exterior differences between the naturally aspirated and turbocharged versions of the GTS and GTB were minimal. The turbo versions had a redesigned engine cover to accommodate the top-mounted intercooler, as well additional ducting and NACA intakes to allow fresh air into the engine bay. In the back, the bumper gained five ventilation holes, and a black roof spoiler (optional on the 328) was standard. The interior gained a boost pressure gauge on the instrument panel.

by Daniel Vaughan | Oct 2013