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Ordered new by Maranello Concessionaires Ltd on the 15th April 1988 -order number S/941 for September 1988 production. The car actually entered production on Wednesday the 12th October and was completed 16 days later on the 28th October, being invoiced to Maranello Concessionaires Ltd on the 4th November 1989 for delivery to the Ferrari UK/Maranello Concessionaires Ltd by truck. Upon its arrival in the UK it was invoiced to Maranello Sales Ltd on the 30th November 1988.First registered F610 OPA on the 1st January 1989,-although the twelve month factory warranty started on the 12th December 1988 -to 33-year-old director Mr J.J. Mahony of Surrey, who part exchanged a 328 GTS. The then list price (1st January 1989) was £46,500.73, plus air conditioning at £1,681.87, anti-lock braking £1,557.30. Plus, delivery number plates and road tax.
The third registered owner Mr Paris Jacovides of London registered the car on the 4th April 1993 with 6,700 miles. Purchased by the fourth and penultimate owner Mr J. Varanayas of London on the 22nd June 1993 with 6,854 miles for £43,950 from Ferrari agents Graypaul. It would seem that the car was not registered in the UK to Mr Varanayas as four months later Mr Varanayas imported the car into Cyprus where it remained until 2014 when it returned to the UK into the hands of Nick Cartwright ,who set about a major service and detailing the engine bay and "all four " corners of the suspension to concours standard.
The fourth and last owner Mr Mark A of Hampshire bought the car from Nick with 21,790 miles on the 24th September 2014 where it joined his private collection of cars including a 246 GT and 512BB.
Complete with its original service book, hand books leather wallet, tools and roof cover. A rear aerofoil has also been fitted.
Pininfarina paid particular attention to styling details that influenced the car’s CD and aerodynamic lift characteristics – with impressive results. Cabin ergonomics were improved and the shape of the seats revised to better suit the sporty driving style this type of car deserved. On all versions, low profile tyres and 16″ alloy wheels were available as an option.
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.
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 complimented 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 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 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, 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 complimented 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.
Chassis and Engine
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 3185cc, with a bore and stroke of 83mm x 73mm, 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 270bhp at 7000rpm. As with the preceding 308 models the engine was mounted in unit with the all synchromesh five speed transmission assembly, which was below, and to the rear of the engine’s sump.
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 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.
Taken from Ferrari's own website.
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