In the continuum of Ferraris across the ages, certain models stand out. We favor some for their rarity, some for their beauty, some for their performance. But spend time around the marque, and you’ll learn to appreciate Ferrari’s 328 not because it’s perfectly beautiful, not because it’s a rocket on wheels, but because it’s usable. Driveable. Grocery-gettable. The 328 was a refinement of the popular 308, offering more power in a similarly lithe package. Produced from 1985 through 1989 in coupe (GTB) and targa versions (GTS), about 7412 examples were sold – a resounding success by Ferrari standards. Here on eBay is a 1988 328 GTS bid to $50,100 with reserve not met. This car comes with its Classiche certification, and it is located in Charlotte, North Carolina.
The 328 is powered by the last mid-rear, transversely mounted variation of the Dino’s V8 engine, constructed with two overhead cams per bank and four valves per cylinder. Displacement measures 3.2 liters, compression comes in at 9.8:1, and output is 270 hp. Fuel is managed via Bosch K-Jetronic mechanical injection. A five-speed gated-shift manual handles gear changes, and of course, disc brakes sit at all four corners. This car is serial number 74583, which means it was produced pre-ABS. After S/N 76626, ABS came standard on the 328, necessitating a different suspension and wheel arrangement. ABS cars wear convex five-star wheels, while today’s example has flat wheels, pre-dating the switch. That, plus the lack of an engine management system – introduced on the 348 in 1989 – puts this Ferrari GTS firmly in the “analog” camp.
The interior is classy, clothed in parchment leather, with only slight wear on the driver’s bolster and a few nicks affecting other interior surfaces. The carpet is ill-fitting in the driver’s footwell, and minor pedal wear is evident. The odometer reads 47,535 miles, so none of this is out of character, given the car’s age and use. The trunk still contains the jack and a few spares.
The selling dealer mentions extensive service history – the first thing I would check is the date of the last timing belt/tensioner service. The replacement period is not mileage-dependent; these should be changed every five years. Don’t let your mechanic skip the tensioners, either. In the marketplace, the GTB is preferred – not necessarily for its looks but for the chassis rigidity and stability. If you’re not tracking the car, though, who cares. The GTS is perfectly acceptable. This model has appreciated over the last few years; as usual, Ferraristi pay a large premium for low mileage examples, while driver-quality cars can still be had for about $80k. This ’88 has a ways to go before the seller should part with it.
Bellissima!
Nice write-up Michelle
This is the Ferrari I would choose, or a good 308. I prefer the GTS and have been serious a few times when the prices were reasonable but never pulled the trigger due to the ridiculous maintenance costs. The two I was interested in had the “big service looming” in a few miles but the price did not account for that. Like the 911, this is a stretch purchase, and the 911 wins hands down when the pencil is used vs the emotion. Bummer.
Mark – all is not lost!
When you factor in the appreciation generated by a well-bought and well-maintained Ferrari, you may find that the 328 beats the 911. Yes, a good 911 will also appreciate, but not like a Ferrari.
I owned a 348 and a 355. Both needed belt (etc.) service – $7k for the 348, $11k (incl. new exhaust system) for the 355. Drove them both for about 2 years and made money on both thanks to steep appreciation curves.
At least the 308/328 don’t require “engine out” service to replace belts including the timing belt, thanks to the transverse engine orientation and a shroud in the right rear wheel well that can be removed for belt access.
Went to $70,100, reserve not met with 9 bids. And re-listed.