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 Dan Vaughan

Targa Coupe
Chassis number: ZFSXA20A8G0061575

In 1975 at the Paris Auto Salon Ferrari introduced their Pininfarina designed 308 GTB. It featured a steel tube chassis and improved suspension and handling over the prior 246 Dino. The Ferrari 328 was built atop the same chassis and body as the 308 but was given louvers in the front hood, bumpers, and a roof spoiler. Mounted mid-ship was a 3.3-liter all alloy double overhead cam transverse mounted V8 that was rated at 270 bhp. The five-speed manual transaxle allowed the driver to send this power to the rear wheels.

The 1986 Ferrari 328 GTS finished in Gregio Gray metallic with a baseball sticking black leather interior was offered for sale at the 2006 worldwide Group Auction held on Hilton Head Island. It was expected to sell between $45,000-$55,000. All items of the car including accessories were reported to be in good working condition. It had been given modifications such as XM compatible wiring, front and rear radar detectors, and an alarm system. At the conclusion of the bidding the car had been sold for $41,800.

by Dan Vaughan

Targa Coupe
Chassis number: ZFFXA20AG0062781

The Pininfarina designed Ferrari 308 was angular and sharp, modern, and forward thinking. It was an instant hit and would come to define sports cars of the late 1970s and early 1980s.

Later, the Ferrari engineers were able to refine the design and mechanicals without losing the flair that defined the 308. The result of their work was the 328 which was produced at the same time as the Testarossa and 288 GTO.

The 328 featured much of its design styling from the 308 with several subtle differences between each, including molded bumpers, a slightly smaller front grille, and a roof spoiler. Pininfarina's designers smoothed out the design of the body's shape to make it appear slightly less agressive overall. Inside where more supportive seats and refined ergonomics with improved quality enhancing the car's driving experience. The engine displacement was raised to 3,186cc through increasing the bore and stroke, which helped to boost horsepower to 270 BHP. The 328 had a top speed of 160 MPH and could go from zero-to-sixty in just 5.5 seconds.

This 1986 Ferrari 328 GTS is finished in Azzuro Blue and was purchased new by James Khougaz from Hollywood Sports Cars in Hollywood, California. Mr. Khougaz used the car for several years before it was put into a climate-controlled garage where it would sit for nine years before his passing.

The car was purchased from Khougaz's estate and brought back to working order with a complete service.

by Dan Vaughan

Targa Coupe
Chassis number: ZFFXA20AXG0063781
Engine number: 584

The Ferrari 328 took much of its design cues from the 308, with subtle differences from its predecessor, including body-color bumpers, a slightly smaller front grille, and a roof spoiler. The body was smoothed out making it slightly less aggressive and more sophisticated. Inside, the designers gave the seats refined ergonomics and improved the quality which made the car's driving experience more intuitive. The engine capacity rose to 3185 cubic-centimeters by increasing the bore and stroke and boosting horsepower to 270 HP. The 328 GTS had a top speed of 163 mph and could race from zero-to-sixty in just 5.9 seconds.

The original owner of this example was Mark Neiberg, of Valley Alternator. Mr. Neiberg ordered this GTS in late 1986 from Hollywood Sports Cars. This is one of approximately twenty-nine produced in the black-on-black color combination with identical options for that year. Mr. Neiberg kept this car in a climate-controlled garage in Encino, California. During his ownership, he only drove it 7,233 miles.

The car has its original handbook, promotional literature, sale documents, an original Ferrari tool kit, and silk red seat covers with prancing horses.

This car was special-ordered and delivered as a United States model with California emissions control, and it is legal in all 50 states.

by Dan Vaughan

Targa Coupe
Chassis number: ZFFXA20A6G0061039

This Ferrari 328 GTS has been driven just 2,918 miles since new. It has been well cared for and stored in a climate-controlled environment. It was given a major service in January of 2016. It has its original handbooks, tool roll, jack, and spare tire.

by Dan Vaughan

Coupe
Chassis number: ZFFXA19A3G0065529

In 1985, the Ferrari 308 GTB and GTS models were given a larger V8 engine, and the introduction of a number of styling improvements. The radiator grille was redesigned, the bumpers were painted in the body color, and the five-star alloy wheels were redesigned. Ferrari would continue to produce the car through the end of the decade, and the 328 became the epitome of Ferrari road cars of the era.

Chassis no. ZFFXA19A3G0065529

This is a US-delivery example that was completed at Maranello in July of 1986. It was subsequently shipped to New York City based dealer, Steven Kessler Motorcar Inc. for delivery to its first owner, Mr. Robert Yaw of Pipersville, Pennsylvania. The Ferrari remained in the Northeast until the late 1990s, when it relocated to California. n 2003, the black 328 was displayed at the Concorso Italiano by Brea, California resident Chuck Lamb. That same year it was purchased by the current owner.

The car has just over 21,000 miles from new. It is fitted with performance exhaust and alloy wheels painted black.

by Dan Vaughan

Ferrari's removable roof 328 GTS (along with the fixed roof 328 GTB) debuted at the 1985 Frankfurt Auto Show. While often considered the final evolution of the 308 series, the 328 was a substantially new car. Extremely high performance, incredible 308-derived Pininfarina styling, improved road holding, and greater comfort, ensured the 328's desirability. Ferrari's challenge was to consolidate market share gained through 1970s and early 80s by improving an icon without alienating its acolytes. The 328 easily became the most successful model in Ferrari's history to that time. It remains a highly sought after sports car almost two decades after its introduction.

Design

Without hampering the magnificent balance of the 308 design, Pininfarina made significant though subtle changes to modernize the looks of the 328 and improve its aerodynamics. The designers smoothed out the 308's sharpness and produced in the 328 a lighter crispness of flatter planes and more integrated shapes. Though it appears slightly flatter and longer, giving the car an even lower appearance, the roof line of the 328 is basically the same as that of its ancestor and the 328 is almost half an inch taller than the 308qv. Contributing to the illusion is an optional body-color rear spoiler to guide air over the rear of the cabin.

The windshield, curved rear glass and rear quarter windows (featuring full louvered covers on the GTS versions) were unchanged from the 308. The GTS version also kept its vinyl-covered fiberglass roof section. The buttressed C-pillars connected the roof to the rear deck in a unifying sweep. The rear deck itself was given a cleaner look by combining all the vents into a single, large, slightly raised wraparound unit.

Behind the engine bay, the luggage compartment provided adequate space for light touring or shopping. Protected by a thick canvas and vinyl zippered cover, the luggage was accessed through the single rear deck lid.

Structure

The 328 body was formed mostly from steel. The front hood was aluminum, the floorpan was fiberglass-sandwiched steel. Fiberglass was employed for the inner wheel arches, while strong ABS plastic was used for some louvers and valance panels. The adoption of galvanized steel to drastically retard corrosion was a key improvement.

Under its skin, the 328 chassis was an oval-section tube frame construction, offering race-car construction and rigidity, without a weight penalty. The exterior and structural design actually reduced the car's weight to an impressive 3165lbs for the GTS, substantially lower than their predecessors.

Drivetrain

The 328 was designated a new model primarily because of changes to its engine. This second major development of the venerable 90° Ferrari V8, was the first to increase displacement, accomplished through increased bore and stroke.

Other changes included the replacement of shrunk-in cast iron and nikasil cylinder liners with shrunk-in aluminum/nikasil cylinder liners. A larger, redesigned oil cooler system was added to the larger, hotter engine and new spark plugs were also assigned. The Marelli Microplex single module ignition system was adopted. Intake camshafts were revised to complement throttle body and intake manifold changes. The piston casting was also new, helping to produce a compression ratio of 9.2:1. Efficiency and reliability were increased along with power and torque.

Much was retained from the three liter V8. Along with the block casting, the 308qv's four-valve per cylinder dual overhead camshafts and five main bearing crankshaft were kept. All engine components were balanced and matched. The free-flowing exhaust system of large diameter tubing was altered only by further changes to emission control requirements. The Bosch K-Jetronic fuel injection and metering system, the best then available, continued from the 308. This helped ensure that the 328 had Ferrari's most trouble-free engine to that point.

Power was produced with full emission controls in place, a testament to Ferrari's development prowess. Even with its larger wheels and tires, the greater power and lower weight of the 328 rocketed it to 60 mph in well under six seconds, with a terminal speed of 150mph. The 328 was something of a rarity in being able to hit its redline in fifth gear, a further testament to its design and ability. The 328's driver knows the car's full potential is always available.

The close ratio, 5 speed transmission of the 328 was similar to that of the last 308, except for a shorter first gear. This helped to provide neck-snapping acceleration off the line, and more than made up for the torque lost to increased wheel diameter. The gears were connected to the shifter by rods, providing precise gear changes with the tactile 'click' Ferrari owners have long enjoyed. The unit was all synchromesh and received power from the engine via an unassisted single plate clutch. From the transmission, power was fed to the rear wheels through a limited slip differential and solid driveshafts with constant velocity joints.

Suspension

The 328 suspension was the time-tested unequal-length dual wishbone design with coil springs over Koni shock absorbers. It featured standard front and rear anti-roll bars. In calibrating the suspension and making use of improved technology, Ferrari improved both ride and road holding. In high speed and track conditions especially, the 328 adhered to the asphalt noticeably better than its predecessor, particularly at the rear. A revision that evened front to rear weight balance helped with the road holding.

The brakes were large vented discs with twin piston calipers, actuated as in the 308 by a hydraulic system offered security through redundancy. Anti-Lock Braking, an option before 1988, became standard on the 328 and the suspension geometry was revised to further reduce squat and dive. Steering was by unassisted rack and pinion giving purity of feeling.

Changes to the wheels and tires contributed to the improved performance and subtle change in exterior appearance. The 308qv's wheels were of proprietary metric size. The 328 gained standard sized wheels with slightly greater dimensions of 16X7' in front and 16X8' at the rear. The stock tires were Goodyear NCT's, 205/55VR 16 in front and 225/50VR 16 at the rear. The size revision, combined with softer rubber compounds, helped achieve the overall improvements which benefit the car. The wheels were traditional Ferrari five-spoked stars shaped from cast alloy, tinted a dull brass color and, in cars with ABS, given convex centers.

Interior

The interior of the 328 owed as much to Ferrari's 1984 GTO supercar as it did to the 308. The GTO was a homologated racing car derived from the 308 series. The GTO's interior was significantly different from the 308's, maintaining a hint of luxury mixed with the purposeful simplicity of a racing cockpit. The 328 benefited significantly from the development of the GTO's interior, gaining a simple modernity without sacrificing style.

The back-lit orange on black gauges of the GTO were installed into the 328 almost unchanged. The main instrument binnacle, seen through the anatomical Momo steering wheel, presented the driver with information from the large tachometer and speedometer with odometer and trip counter. Between these large round gauges were two smaller ones for coolant temperature and oil pressure. The binnacle facia was flat black. In the center of the broad dashboard, angled towards the driver, a rectangular pod held auxiliary gauges, above the center console dominated by the hallmark Ferrari steel shifter and polished gate. The 328 seats and doors were upholstered in leather. The inner doorskins were substantially redesigned to integrate a generous map pocket and arm rests.

by Ferrari

Considered the most reliable Ferrari by some enthusiasts, the Ferrari 328 GTB and 328 GTS were a subtle update to the previous 308 GTB QV and GTS QV. Incredibly popular, the Ferrari 328 was well received by the public and considered 'as close to a work of art as any modern car can be' according to England's Motor during a 1986 test. The GTB stood for Gran Turismo Berlinetta (coupe) body, and the GTS stood for Gran Turismo Spider (targa top). The final developments of the normally aspirated transverse V8 engine 2-seat series, the 328 stood for the total cubic capacity of the engine, 3.2 liters and 8 for the amount of cylinders. The 328 debuted at the 1985 Frankfurt Salon beside the Mondial 3.2 series. The previous 308 GTS had run for over eight years without any radical changes to the overall shape.

The 328 was a much softer version of its predecessor, especially in the profile. Now rounder, the 328 had a redesigned nose that was complemented by redesigned tail valance panel. Both the nose and the tail sections now had body color bumpers that were connected with the valance panels. The most obvious updates from the 308 was a new grill was added in the front and the rear. Creating a homogeneous family image, now all of the eight-cylinder cars in the range shared moderately unified front and rear aspects.

The front lid radiator exhaust air louvre was made larger while the exhaust air louvres behind the retractable headlight pods from the 308 series disappeared. Newly standard were new five spoke wheels with a concave shape. On the inside the trim had gone through a total overhaul that included new designs being added to the seat panel upholstery and stitching, updated door panels and pull and more modern switchgear. Optional on the 328 was air conditioning, a rear aerofoil, Pirelli P7 tires, metallic paint and leather headlining to the removable roof panel plus rear window surround.

The engine was mounted in unit with the all-synchromesh five-speed manual transmission assembly, like the 308 model, and to the rear of the engine's sump. The engine kept the Bosch K-Jetronic fuel injection system, which achieved claimed power output of 270 bhp at 7000 rpm. The V8 engine increased in cc from 200cc to 3185cc. Horsepower jumped substantially to 260 hp in U.S. cars and 270 hp for European versions and performance was reflected in this update. The 328 GTS could achieve 0-60mph in just 5.6 seconds according to Car and Driver. A record 1.8 seconds faster than its GTS QV. Top speed was 153 mph.

Halfway through 1988 ABS was available as an option. To provide negative offset this necessitated a redesign, which meant that the road wheel design was updated to accommodate this change. A convex design replaced the original flat spoke 'stat' wheel in a style like 3.2 Mondial models.

European market 328 GTS models featured a tubular framework with a factory type reference F 106 MS 100. With front and rear anti roll bars, disc brakes were provided all round with independent suspension through wishbones, coil springs and hydraulic shock absorbers. Right and left hand drive was available in the numerous world market models produced.

A total of 7,400 Ferrari 328's were produced during its four-year lifespan before being replaced by the Ferrari 348 ts in 1989. The GTS production far outnumbered the GTB version nearly five to one. Unlike some models, most engine maintenance on the 328 can be performed without lowering the engine from the car. The 328 retailed from $58,400 to $62,500 in the U.S. and this price included a gas-guzzler tax.

Ferrari produced a unique home market 328 model from 1986 until 1989. Dubbed GTB Turbo and GTS Turbo the model could negate the tax concessions levied on cars with a displacement of more than 2-liters. The biggest changes were centered on a new engine. With displacement at 1991 cc with a bore and stroke of 66.8 mm x 71 mm, output peaked at 254 bhp at 6500 rpm. These new models used a IHI unit running at 15.2 psi of boost. The 328 Turbo's were capable of a top speed of 157 mph, and could achieve 0-60mph in less than 6 seconds. The NACA ducts found just in front of each rear wheelarch, redesigned engine covers and a ventilated rear bumper were the only obvious changes setting these turbo models from regular 328's.

Sources:

http://en.wikipedia.org/wiki/Ferrari_328

http://www.supercarworld.com/cgi-bin/showgeneral.cgi?128

http://auto.howstuffworks.com/ferrari-308.htm

http://www.dkeng.co.uk/ferrari-sales/323/Prestige_Cars/Ferrari_328_GTS.html

by Jessican Donaldson