The 328 is still considered by some enthusiasts to be one of the most reliable and functional Ferraris; unlike other models, much of its maintenance can be performed without lowering the engine from the vehicle.

[3] The transversely mounted engine is a popular way to save space on the rear-mid, rear wheel drive layout.

[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 main instrument panel, seen through the anatomical Momo (Morreti-Monza) steering wheel, presented the driver with information from the large tachometer and speedometer.

The overall upgrade required the incorporation of convex hub 16-inch alloy wheels replacing the previous concave versions.

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.

[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.

It has a naturally aspirated 3.2-litre (3185 cc), 4-valve-per-cylinder (quattro valvole), transverse mounted, rear mid-engine V8 layout (Tipo F105 CB 000).

[2][6] The 328's frame is constructed of oval-shaped tubular steel giving it race car rigidity without significant weight penalty.

[2][5] The front and rear independent suspension is based on the traditional unequal length double wishbone design.

The brakes were large vented discs with twin-piston calipers actuated, as on the 308, by a hydraulic system offering security through redundancy.

The anti-lock braking system was a late model addition with updated suspension geometry to further reduce squat and dive.

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%.

[12] There were four overhead camshafts driving two valves per cylinder; Bosch K-jetronic mechanical fuel injection was carried over from the 208.

The water-cooling of the turbocharger as well as the lower combustion temperatures afforded by the cooler intake air allow the car to be used harder and more reliably.

The car could have produced significantly more power but for commercial reasons Ferrari management decided to keep it below the 270 PS of the naturally aspirated 328.

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.

A black roof spoiler, optional on the 328, was standard; inside a boost pressure gauge was added to the instrument cluster.