The Italian market is also changing. Although the car is now called just GTB and GTS Turbo, the Italian technicians are now relying on a Japanese IHI turbo. No less than 254 bhp at 6,500 rpm are available, as well as 33.5 mkg of torque at 4,100 rpm, i.e. more torque available lower down than on a 328 GTS!

The Italian market is also changing. Although the car is now called just GTB and GTS Turbo, the Italian technicians are now relying on a Japanese IHI turbo. No less than 254 bhp at 6,500 rpm are available, as well as 33.5 mkg of torque at 4,100 rpm, i.e. more torque available lower down than on a 328 GTB!

In September 1985, the 328 took over from the 308. The 308 line was to fade away on the back of a success that Maranello had never before enjoyed. In ten years, the Ferrari 308s had tripled Maranello’s annual production. The 328 was to confirm this mastery… Once again, this success was mainly due to the market on the other side of the Atlantic, mainly California, which appreciated the GTSs, an American market that digested 2/3 of production…

The 328 is more an evolution of the 308 than a new car. However, the technical and stylistic changes are very interesting and convincing. A new name means a new look. The front and rear bumpers of the 328 are more wraparound than those of the Ferrari 308. In particular, the front bumpers are modelled on those of the Ferrari Testarossa, which appeared in 1984. When the Mondial received its new 3.2-litre V8 engine, it also got this new front bumper. The roof spoiler has become more widespread, and the wheels are still 5-spoke with a lighter design. The engine bonnet is the same as that of the U.S. versions, with a more airy design. The cabin has also been redesigned. Only the instrument cluster behind the steering wheel remains unchanged. The upholstery has been completely redesigned, and the centre console divided into 2 parts.

In 1985, the Mondial Coupé and Cabriolet evolved both aesthetically and mechanically, to follow closely the evolution of the brand’s line of 2-seater V8 saloons dictated by the 328. The changes to the bodywork were more extensive than in the transition from the Mondial 8 to the QV, and mainly concerned the front end, with perfectly integrated bumpers in the same colour as the bodywork, in imitation of the 328. On the mechanical side, the engine was increased to 3,185 cm³ and 270 bhp, giving the car performance worthy of a real Ferrari in the eyes of buyers.

While the first Ferrari Mondial 8s were a pale shadow with their three-litre V8 producing just 214 bhp, the Mondial saga was significantly improved to reach 270 bhp with the 3.2 litres and the increase in cubic capacity. Power that’s finally ‘respectable’ enough to keep the Porsche 911 Carrera 3.2 and the 964 C2 in check. Let’s not forget that its German rival had (and still has) a solid and enviable image, a 2+2 concept, equally good performance and, above all, a more affordable price. Granted, not everyone is a Ferrari, but such a prestigious name has to compete with the best.

In the spring of 1982, Ferrari produced a 208 GTB and GTS Turbo. To the two-litre V8, the Maranello technicians added a KKK turbo blowing at 0.6 bar. The engine now produced 220 bhp, and performance was once again at the forefront. All models combined, almost 3,100 Ferrari 208s were sold between 1980 and 1986.

In the spring of 1982, Ferrari produced a 208 GTB and GTS Turbo. To the two-litre V8, the Maranello technicians grafted a KKK turbo blowing at 0.6 bar. The engine now produced 220 bhp, and performance was once again at the forefront. All models combined, almost 3,100 Ferrari 208s were sold between 1980 and 1986.

Performance levels, although still slightly lower than those of the first 308 GTB polyester cars, have returned to acceptable levels for GTs bearing the Cavallino Rampante. It’s not just the powertrain that has changed on the 308 QV. The radiator grille has been redesigned to match the new bumper and features two integrated indicator lights and a chrome ‘Cavallino’ in a central position. The Nardi steering wheel is replaced by a new Momo steering wheel with T-shaped spokes, and the original TRX wheels are polished and buffed. The front bonnet grille comes from the ‘Mille Chiodi’ prototype, as does the optional roof spoiler (similar to the one on the BBs) and the front spoiler mated to the sports suspension.

The 308 range continued to be a real commercial success for Ferrari, since by the end of 1981, production of the 308 after 8 years had exceeded production of all the V12s produced in 38 years! However, a sizeable rival, albeit a little less prestigious, came to tease the Ferrari 308 in terms of performance and power: Porsche and its 911, whose forthcoming Carrera 3.2 was to become the culmination of a lineage. Ferrari took over and reinvigorated its V8 engines powering the 308 and Mondial. In October 1982, at the Paris Motor Show, Ferrari proudly displayed the latest evolution of its 3-litre V8. Two new cylinder heads, each with 16 valves, topped the V8, giving it the name ‘Quatrovalvolve’.