Ferrari 328

1984 Ferrari 308 GTB qv

Ferrari 328 GTS

Ferrari 208/308/328
Ferrari 328 GTB & GTS
Ferrari 328 GTS - Flickr - Alexandre Prévot (4) (cropped).jpg
Ferrari
1986-1989
1985-1989
Maranello, Italy
Ferrari 308 QV
Ferrari 348
Sports car (S)
Berlinetta Targa
Transverse, rear mid-engine, rear-wheel-drive
3.2 L Tipo F105CB V8
5-speed manual
2,350 millimetres (92.5 in)Template:Convert/test/A
4,255 millimetres (167.5 in)Template:Convert/test/A
1,730 millimetres (68.1 in)Template:Convert/test/A
1,128 millimetres (44.4 in)Template:Convert/test/A
1,263 kilograms (2,784 lb)Template:Convert/test/A
Ferrari 3.2 Mondial Ferrari 208 GTB & GTS
Leonardo Fioravanti at Pininfarina
us

The Ferrari 328 GTB and GTS (Type F106) was the successor to the Ferrari 308 GTB and GTS. While mechanically still based on the 308 GTB and GTS respectively, small modifications were made to the body style and engine, most notably an increase in engine displacement to 3.2 L (3185 cc) for increased power and torque output. 7,400 Ferrari 328s were produced by the time the model was replaced by the new 348 in 1989, bringing the total for the 308/328 generation to nearly 20,000. The 328 is considered by some Ferrari enthusiasts to be one of the most reliable Ferraris, unlike some models, most engine maintenance can be performed without lowering the engine from the vehicle.

The GTB referred to the Gran Turismo Berlinetta (coupé) body while the GTS was a Gran Turismo Spider (targa top). In 1985, the 328 retailed from $58,400-$62,500 ($130,388 - $139,542 in 2016 dollars) in the United States.

The 328 GTS model, together with the fixed roof 328 GTB, were the final developments of the normally aspirated transverse V8 engine 2-seat series. The 328 figures in the model title referred to the total cubic capacity of the engine, 3.2 litres, and 8 for the number of cylinders. The new model was introduced at the 1985 Frankfurt Salon alongside the Mondial 3.2 series.

Overview

Essentially the new model was a revised and updated version of the 308 GTS, which had survived for eight years without any radical change to the overall shape, albeit with various changes to the 3-litre engine. The 328 model presented a softening of the wedge profile of its predecessor, with a redesigned nose that had a more rounded shape, which was complemented by 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 to present 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, whilst a new style and position of exterior door catch was also provided. The interior trim also had a thorough overhaul, with new designs for the seat panel upholstery and stitching, revised door panels and pulls, together with more modern switchgear, which complemented the external updating details. Optional equipment available was air conditioning, metallic paint, Pirelli P7 tyres, a leather dashboard, leather headlining to the removable roof panel plus rear window surround, and a rear aerofoil (standard on Japanese market models).

In the middle of 1988 ABS brakes were made available as an option, which necessitated a redesign of the suspension geometry to provide negative offset. This in turn meant that the road wheel design was changed to accommodate this feature. The original flat spoke "star" wheels became a convex design, in the style as fitted to the 3.2 Mondial models, whether ABS was fitted or not.

The main European market 328 GTS models had a tubular chassis with a factory type reference F 106 MS 100. Disc brakes, with independent suspension via wishbones, coil springs, and hydraulic shock absorbers, were provided all round, with front and rear anti roll bars. There were various world market models, each having slight differences, with right and left hand drive available.

The V8 engine was essentially of the same design as that used in the 308 Quattrovalvole model, with an increase in capacity to 3185 cc, with a bore and stroke of 83 mm (3.3 in)Template:Convert/test/Aon x 73.6 mm (2.9 in)Template:Convert/test/Aon, and a type reference number F 105 CB 000. 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, to produce a claimed power output of 270 bhp (Template:Convert/kW PS)Template:Convert/test/Aon at 7000 rpm. As with the preceding 308 models the engine was mounted in unit with the all synchromesh five-speed manual transmission assembly, which was below, and to the rear of the engine's sump.

A minor problem was the oil hose from the lower part of the engine to the oil cooler. This was too short since a running engine was moving separate from the oil cooler. This hose was almost solid being under pressure and in time the oil cooler would crack. This was solved by connecting the oil hoses for the oil cooler to and from the engine "up side down" to make the lower hose, now connecting to the top of the oil cooler, longer and movable.

The 328 GTS continued in production for four years, until replaced by the 348 ts model in the autumn of 1989, during which time 6068 examples were produced in the chassis number range of 59301 to 83136, the GTS production outnumbering the GTB (1344 produced) version almost five to one. The early part of the series was numbered in the Ferrari odd number road car chassis sequence, and later examples (post chassis number 75000) in the continuous number sequence.

Specifications

Engine

The Ferrari 328 uses a 3.2-litre V8, 4-valve-per-cylinder layout. It has Template:Convert/hpTemplate:Convert/test/Aon and Template:Convert/lbftTemplate:Convert/test/Aon of torque. Its top speed is Template:Convert/mi/hTemplate:Convert/test/Aon and reaches Template:Convert/mi/hTemplate:Convert/test/Aon in 5.5 seconds and Template:Convert/mi/hTemplate:Convert/test/Aon in 13.0 seconds.

Chassis

The front and rear suspension are independent, double wishbones, with coil springs, telescopic dampers, and anti-roll bars. The steering is rack and pinion. The transmission is a 5-speed manual.

Performance

For the 328 GTB

• 0-60 mph 5.5 seconds approx.
• Top speed Template:Convert/mi/hTemplate:Convert/test/Aon

For the 328 GTS

• 0-60 mph 5.9 Seconds
• Top speed Template:Convert/mi/hTemplate:Convert/test/Aon

GTB/GTS Turbo

In 1986 Ferrari launched a two-liter, turbocharged and intercooled variant of the 328, designated simply GTB Turbo and GTS Turbo—replacing the previous 308-based, non-intercooled, Ferrari 208 GTB/GTS Turbo. This version was developed specifically for the domestic Italian market, where cars with a displacement of over 2-litre like the 328 were subject to a 38% value added tax, up from the normal 18%.

The turbocharged Tipo F106 N 000 V8 was evolved from the 208 Turbo's engine, chiefly by adding an intercooler and adopting a new turbocharger. Displacement was unchanged, at 1991 cc with a bore and stroke of 66.8 mm (2.6 in)Template:Convert/test/Aon × 71 mm (2.8 in)Template:Convert/test/Aon; there were four overhead camshafts driving two valves per cylinder; Bosch K-jetronic mechanical fuel injection was carried over from the 208. Whereas 208 Turbos had used a KKK turbocharger, these new 328-based cars used a water-cooled IHI unit running at Template:Convert/barTemplate:Convert/test/A of boost. Charge air was cooled by a Behr air-to-air intercooler mounted on top of the engine. Output was 254 PS (Template:Convert/kW bhp)Template:Convert/test/Aon at 6,500 rpm and 328 N·m (Template:Convert/lbft)Template:Convert/test/Aon at 4,100 rpm; maximum torque was reached at engine speeds 700 rpm lower than on the 208 Turbo, making the engine more flexible.

Other than the engine, differences between the two-liter Turbo and the regular 328 were minimal. Accommodating the top-mounted intercooler required a redesigned engine cover, as well as ducting and NACA intakes (positioned just forwards of each rear wheel arch) to feed it with fresh air The rear bumper sported five ventilation holes. A black roof spoiler, optional on the 328, was standard; inside a boost pressure gauge was added to the instrument cluster.

According to the manufacturer top speed was 253 km/h (Template:Convert/mi/h)Template:Convert/test/Aon and Template:Convert/–Template:Convert/test/Aon took 6.3 seconds. In June 1986 Italian automobile magazine Quattroruote published a comparison test between a 328 GTS and a GTS Turbo. Despite the differences between the former's more powerful 32-valve atmospheric engine and the latter's torquier but peakier turbocharged 16-valve engine, performance was found to be quite similar in both acceleration and top speed. The Turbo sprinted from 0 to 100 km/h in 6.6 seconds (a tenth of a second behind the 328) and covered the standing kilometer in 24.6 seconds, two tenths behind the 328. Quattroruote recorded a top speed of 251 km/h (Template:Convert/mi/h)Template:Convert/test/Aon.

During the production period between 1986 and 1989 Ferrari made 308 GTB Turbos and 828 GTS Turbos.