Design
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 coachbuilder Scaglietti works.[3]
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 similar treatment to the tail valance panel. The revised nose and tail sections featured body colour 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 louvres behind the retractable headlight pods on the 308 series disappeared, coupled with an increase in the size of the front lid radiator exhaust air louvre, which had been introduced on the 308 Quattrovalvole models. A new style and position of exterior door catch was also provided.[2]
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 back lit 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.[5]
Optional equipment available was air conditioning, a leather dashboard, leather headlining to the removable roof panel plus rear window surround, metallic paint, Pirelli P7 tyres, and a rear aerofoil (standard on some market models).[2][6]
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) "up side down". This configuration provided more slack for the lower hose (itself now connected to the top of the oil cooler).
1988 Update
Ferrari gave the 328 its only major mechanical update late in the 1988 model year, an anti-lock braking system (ABS).[3] This necessitated a redesign of the suspension geometry to provide negative offset. The overall upgrade required the incorporation of convex hub 16-inch alloy wheels replacing the previous concave versions. Thus the original flat spoke "star" wheels became a convex design, in the style as fitted to the 3.2 Mondial models. The update began with chassis number 76626 (February 1988) and the improved suspension and convex wheels were used whether the car was fitted with ABS or not. In Europe, ABS was an option for all mid-1988 and 1989 models. In the US, mid-1988 models did not have ABS while all MY 1989's did.[7] The mid-1988 models are often referred to as MY 1988 1/2. The wheel changes are a visual differentiator for the later models. In 1988 and 1989, the side view door mirrors also wore small Cavallino Rampante emblems.[3]
Production
The 328 model 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.[2] GTS production outnumbered the GTB version almost five to one. GTB production totaled 1,344 vehicles in the chassis range of 58735 to 83017.[6] The early part of each series were numbered in the Ferrari odd number road car chassis sequence, and later examples (post chassis number 75000) in the continuous number sequence.[2][6]
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 model 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.[8]
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.[8]
The last production year for the 328 GTB/GTS was September 1988 to Sept/Oct 1989 (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.[8]
