Ferrari 328 GTB
The Ferrari 328 GTB is arguably the most popular Ferrari of the 1980s and one of the most accessible entry points into classic Ferrari ownership. Introduced in 1985 as the successor to the 308 GTB Quattrovalvole, the 328 combined Pininfarina's refined styling with improved performance and greater everyday usability.
The '328' designation followed Ferrari convention: 3.2 liters, 8 cylinders. The engine was an evolution of the Tipo F105 transverse V8 that had powered the 308 series since 1975, bored and stroked to 3,186 cc from the 308's 2,927 cc. With Bosch K-Jetronic fuel injection, the engine produced 270 horsepower (European specification) at 7,000 rpm, a worthwhile improvement over the 308 QV's 240 hp. More importantly, torque increased to 304 Nm, providing better mid-range response.
The bodywork was an evolution of the 308's Pininfarina design rather than a clean-sheet redesign. The changes were subtle but effective: a slightly raised bumper line with body-color bumpers, revised air intakes, and minor trim differences. The overall silhouette remained the same classic mid-engine V8 proportions that had defined Ferrari's entry-level model since 1975. Available in fixed-head Berlinetta (GTB) and targa-top Spider (GTS) configurations, the GTS significantly outsold the GTB.
Mechanically, the 328 shared its basic architecture with the 308: a tubular steel chassis with an all-independent suspension using double wishbones and coil springs at all four corners. Ventilated disc brakes provided excellent stopping power. Power steering was not available, preserving the direct, communicative steering feel that enthusiasts treasured.
The driving experience was everything a Ferrari should be. The V8 engine revved eagerly to its 7,700 rpm redline with a wonderful mechanical snarl. The five-speed manual gearbox had the classic open-gate shifter, requiring deliberate, precise inputs. The chassis was agile and communicative, with excellent balance and moderate limits that a skilled driver could explore with confidence. At 1,263 kg, the 328 was light enough to feel genuinely athletic.
The 328 GTB was produced from 1985 to 1989, with 1,344 Berlinettas built alongside 6,068 GTS models (the open car's popularity was overwhelming). The 328 era represented a golden period for Ferrari's V8 sports car — reliable enough for regular use, simple enough for owner maintenance, and charismatic enough to embody the Ferrari dream.
Today, the 328 enjoys a strong following among Ferrari enthusiasts. It is widely considered the best-balanced of the 308/328 series — more powerful and refined than the 308, yet still analog and characterful. Values have risen from a low point around 2010-2012, and good examples now command $200,000-$350,000. The GTB (closed) is rarer and commands a premium over the more common GTS, though both offer an authentic, rewarding Ferrari experience that punches well above its price point in the classic car world.
The 328 GTB is one of the most accessible classic Ferraris. Timing belt service (every 5 years or 30,000 miles) is critical — interference engine. The engine is generally robust but expensive to rebuild ($15,000-$25,000). Chassis rust is less common than on earlier 308s but check sills and underbody. The Bosch K-Jetronic fuel injection is reliable but components are aging. Open-gate gearbox can develop synchro wear — test all gears. Air conditioning requires R12-to-R134a conversion. GTB (closed) models are rarer and command 10-20% premiums over GTS. Matching numbers matter — check Classiche certification. Annual service costs run $3,000-$5,000 with specialists. The 328 is mechanically simpler than later Ferraris, making it a good choice for enthusiast ownership.
1,344 GTB (Berlinetta) and 6,068 GTS (Spider/targa) produced from 1985 to 1989. Total 328 production: 7,412 units. The GTS outsold the GTB by nearly 5:1. US-specification cars had slightly lower power (260 hp) due to emissions equipment. European cars made 270 hp. The 328 was the last Ferrari to use the Tipo F105 transverse V8 — it was succeeded by the longitudinally-mounted V8 in the 348.