Ferrari 328 Drivetrain

Other changes included the replacement of shrunk-in cast iron and nikasil cylinder liners with shrunk-in aluminum/nikasil cylinder liners. A larger, redesigned oil cooler system was added to the larger, hotter engine and new spark plugs were also assigned. The Marelli Microplex single module ignition system was adopted. Intake camshafts were revised to complement throttle body and intake manifold changes. The piston casting was also new, helping to produce a compression ratio of 9.2:1. Efficiency and reliability were increased along with power and torque.

Much was retained from the three liter V8. Along with the block casting, the 308qv's four-valve per cylinder dual overhead camshafts and five main bearing crankshaft were kept. All engine components were balanced and matched. The free-flowing exhaust system of large diameter tubing was altered only by further changes to emission control requirements. The Bosch K-Jetronic fuel injection and metering system, the best then available, continued from the 308. This helped ensure that the 328 had Ferrari's most trouble-free engine to that point.

Power was produced with full emission controls in place, a testament to Ferrari's development prowess. Even with its larger wheels and tires, the greater power and lower weight of the 328 rocketed it to 60 mph in well under six seconds, with a terminal speed of 150mph. The 328 was something of a rarity in being able to hit its redline in fifth gear, a further testament to its design and ability. The 328's driver knows the car's full potential is always available.

The close ratio, 5 speed transmission of the 328 was similar to that of the last 308, except for a shorter first gear. This helped to provide neck-snapping acceleration off the line, and more than made up for the torque lost to increased wheel diameter. The gears were connected to the shifter by rods, providing precise gear changes with the tactile "click" Ferrari owners have long enjoyed. The unit was all synchromesh and received power from the engine via an unassisted single plate clutch. From the transmission, power was fed to the rear wheels through a limited slip differential and solid driveshafts with constant velocity joints.