Ferrari 348 Vs Testarossa | Top Gear Jeremy Clarkson Ferrari 348 최근 답변 58개

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Top Gear Jeremy Clarkson, Ferrari 348, F40, testarossa

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348 Vs…. Testarossa! | FerrariChat

The 348 is much more twitchy at very high speeds, but much easier to drive around town. Also, I believe the maintenance and repair on a 348 …

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Source: www.ferrarichat.com

Date Published: 9/12/2021

View: 2767

Compare Ferrari 348 TS 1989 vs Ferrari Testarossa Europe …

Compare Ferrari 348 TS 1989 vs Ferrari Testarossa Europe-market 1984. … V 8. V 12. Engine Code. F113 A000. Fuel type. Petrol. Petrol. Fuel System.

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Source: www.ultimatespecs.com

Date Published: 3/2/2022

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Testarossa vs. 348 | Page 3 – Ferrari Life Forum

The TR and 348 are cars with different strengths. The TR can go at high speed for what seems like weeks at a time without a sweat. The 348 is nimble, quick, and …

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Source: www.ferrarilife.com

Date Published: 6/22/2021

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Duel: Ferrari 348 GTB vs Ferrari Testarossa – ZePerfs

Duel: Ferrari 348 GTB vs Ferrari Testarossa ; Torque ; 324 Nm @ 5000 ; Weight claimed / verified EU ; 1395 kg / 1575 kg ; Weight/Power ratio.

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Source: zeperfs.com

Date Published: 1/19/2021

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Ferrari Testarossa vs Ferrari 348 – CarGurus

Ferrari Testarossa vs Ferrari 348: compare price, expert/user reviews, mpg, engines, safety, cargo capacity and other specs. Compare against other cars.

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Source: www.cargurus.com

Date Published: 11/8/2022

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주제와 관련된 이미지 ferrari 348 vs testarossa

주제와 관련된 더 많은 사진을 참조하십시오 Top Gear Jeremy Clarkson Ferrari 348. 댓글에서 더 많은 관련 이미지를 보거나 필요한 경우 더 많은 관련 기사를 볼 수 있습니다.

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주제에 대한 기사 평가 ferrari 348 vs testarossa

• Author: PATARABONA
• Views: 조회수 171,953회
• Likes: 좋아요 786개
• Date Published: 2013. 11. 16.
• Video Url link: https://www.youtube.com/watch?v=ChXBS3mxbQo

Is a Ferrari 348 a Testarossa?

They kept updating the Testarossa deep into the 1990s, and they translated the same design to Ferrari’s smaller, more practical sports car: the 348. The overall look of the 348 is a clear reinterpretation of the Testarossa, but it’s also clearly molded by the new decade it was born into.

How much is a Ferrari 348 worth?

A: The lowest recorded sale price was $38,500 for a 1994 Ferrari 348 Spider on March 17 2020. Q: What is the average sale price of a 348? A: The average price of a 348 is $61,798.

How fast can a Ferrari 348 go?

Is Ferrari Testarossa a good investment?

Once an accessible supercar of the 1980s, the Ferrari Testarossa has now become an appreciating asset making it extremely desirable to investors. Data supplied by Glenmarch. The Ferrari Testarossa is, above all else, an automotive icon of the 1980s.

What replaced the Ferrari 348?

What Ferrari did Magnum PI?

Magnum, P.I. was an action-packed TV series airing on CBS for eight seasons from 1980 to 1988. Mustached star Tom Selleck portrayed Thomas Magnum, a private investigator who drove his Ferrari to local crime scenes. America’s favorite private investigator drove a bright red 1984 Ferrari 308 GTS Quattrovalvole.

What’s the cheapest Ferrari?

Least Expensive: No Ferrari can be called entry-level, but the Portofino is the least expensive Ferrari on sale. This elegant roadster starts at about $215,000 before options—and, like any Ferrari, options are plentiful. Most Expensive: Ferrari’s performance acumen is showcased in the SF90 Stradale.

How much was a Ferrari 348 new?

It should be noted, the price of a 348 when new was approximately $131,000. Although this Ferrari didn’t hold its value too well, the flipside was it benefited exotic car collectors.

How much does a Testarossa cost?

A Ferrari Testarossa for sale in 2022 can range pretty significantly depending on condition and year release. On average, a Ferrari Testarossa will run a car enthusiast between $150,000 and $250,000.

What is wrong with the Ferrari 348?

Ferrari 348 common problems

Engines: early 348 V8s could suffer from extensive chain tensioner wear in the lower drive system, along with failure of the inner support bearing for the cam-drive jack shaft. Both designs were updated but if buying an early car it’s worth investing in a professional inspection.

Does a Ferrari 348 need engine out service?

Part 3 of the Ferrari 348 DIY Major Engine Out Service. The Ferrari 348 requires the engine to be pulled every 3-5 years or 25,000 miles to replace the timing belts. Usually this also entails replacing many other components such as the tensioners, water pump, bearings, and pulleys.

How much was a Ferrari in the 90s?

The only major change came in the pricing department, as the cost of entry soared from about $85,000 in 1985 to nearly $150,000 by 1990. After more than 7,000 cars had been built, production concluded at the end of 1991, and the Testarossa gave way to the 512 TR.

Which Ferrari will appreciate the most?

How much is a 2021 Testarossa?

Despite the Testarossa being one of the most mass produced sports cars from Ferrari’s Maranello factory with around 10,000 units sold, it still holds a premium ranging between $90,000 and $200,000 (I could think of 10 other cars off the top of my head that I’d rather buy with that kind of money, but I digress).

What Ferrari to buy now?

How much is a Ferrari Testarossa?

A Ferrari Testarossa for sale in 2022 can range pretty significantly depending on condition and year release. On average, a Ferrari Testarossa will run a car enthusiast between $150,000 and $250,000.

What’s the cheapest Ferrari?

Least Expensive: No Ferrari can be called entry-level, but the Portofino is the least expensive Ferrari on sale. This elegant roadster starts at about $215,000 before options—and, like any Ferrari, options are plentiful. Most Expensive: Ferrari’s performance acumen is showcased in the SF90 Stradale.

The Ferrari 348 GTB Brings Tropical, Testarossa-Inspired Imagination To Life In London

Photography by Virgiliu Andone

It’s not even sunny. Granted, we are not about to be submerged by torrential rain, but we are in no danger of being swamped by flamingos either. It’s far from T-shirt weather, but the piercing cold is powerless against the sensation that we were Florida. We’re far from gator country here, but the presence of this fun-size Ferrari is enough to conjure a bit of Miami in London.

The tune of the 3405cc V8 is beautifully exotic, refreshingly free of today’s dual-clutch interruptions; no lightning fast shifts that sound like high-performance flatulence here, a gated five-speed is infinitely more fun, and much better at conducting the eight-cylinder symphony. The bodywork recalls the even-more-Miami Testarossa this car takes its cues from, and the 348’s sound and its strakes bring us on a journey to more a hedonistically defined time.

Instead of the grey sky and brisk end of the thermometer that make up our reality, we’re imagining a pristine beach underneath a high sun beating on us from a cloudless blue dome, our icy margaritas sweating in the sand next to us in the shadow of a lazily rocking palm. Some cars seem to carry around their own weather systems, and despite its less than universe warping power figure, this Blu Sera Ferrari has innate latitude-shifting capabilities.

The 348 can easily be dismissed as just a smaller, cheaper version of the Testarossa, and that’s not an unfounded opinion. The aesthetics of both cars are clearly from the same sketchbook. The parallel strakes covering the side intakes, pop-up headlights, square nose, and the slatted grille that runs over the taillights are clear evidence of the shared genetics. What’s not to like? It’s like a list of top singles distilled from a discography into a greatest hits album—nothing new, but all good.

It’s no surprise that the Testarossa had a substantial impact on the vision of an ideal supercar in the 1980s. Almost every tuner felt obliged to create a Testarossa-aping wide body offering graced by their cadged version of the Pininfarina paradigm-shifter. I can’t think of any third parties that pulled off the look as cleanly as the original, although the monstrous Mercedes-Benzes or the over the top Porsches certainly tried, perhaps much harder than they ever should have—looking at you, Gemballa. Even the Countach eventually received some slatted augmentations, which were no doubt influenced by their rivals in Maranello. In a world simply obsessed by the look, you can’t blame Ferrari for not jumping off the bandwagon. They kept updating the Testarossa deep into the 1990s, and they translated the same design to Ferrari’s smaller, more practical sports car: the 348.

The overall look of the 348 is a clear reinterpretation of the Testarossa, but it’s also clearly molded by the new decade it was born into. While the Testarossa was a quintessential early ’80s car, the 348 announced the advent of the ’90s with an update of the older design—tense, taut, with the corners chamfered more, so that the intersecting major planes connect better and the eyes playfully slide from one side to the other rather than bounce off of hard angles. It’s no surprise that its successor, the 355, continued to look fresh for another decade, by essentially just ditching the by then out of fashion side strakes. And I have a strong suspicion that it was not the aging of the Testarossa design that made those strakes less desirable, but more so the myriad wannabes tainting the look that created Ferrari’s desire to finally move on. And even when the derivative design of a Testarossa-inspired kit was relatively successful, the exclusivity was quickly lost. The world had seen enough metallic purple wide bodied Dimma-kitted Peugeot 205s, and Ferrari would have been silly to continue down that road.

The car shown here is a 348 GTB, the last iteration of the 348 formula. Out of the 252 ever made of this variant, just 14 were UK-market RHD cars. This one is believed to be the only Blu Sera example in the UK, making it that much rarer. If they would have made more, perhaps the weather patterns here would have started to change, oh well. The Crema leather interior is the color that every grain of sand dreams to become one day, and it helps create your very own seaside landscape from the driver seat; just look up from the dash to the blue horizon on the bonnet. Further back, under the louvered metal canopy, the business end of the car provides its own spectacle. Built in 1994, this mid-engined car has a classically Ferrari manual gearbox with a gated shifter. Power was also up compared to the launch versions of the 348, reaching 316hp in the GTB by way of increasing the engine’s compression ratio and revising the camshaft profiles.

Seeing the car in blue, not in the typical Rosso Corsa, is a refreshing detachment from today’s abundance of “synthwave” album covers featuring neon-soaked red Ferraris. It’s a chance to appreciate the design from a different perspective, at least. The 348 was never going to be as wild as the Countach, as trendsetting as the Testarossa, or as easy to use as the NSX, but the people who made it never tried to do any of that. What the car did achieve, though, was conveying a sense of exoticism in a more entry-level package. While the tuners tried to overdo the excesses of the Testarossa, Pininfarina went the other way when Leonardo Fioravanti and his team designed the 348.

They created a car that somehow feels appropriate even in the most inappropriate of circumstances. It’s not that it feels at home on any street, so much so as every street seems to be trying hard to become a suitable backdrop for it. And most really achieve that. Maybe it’s because those design-defining strakes never really fell out of fashion in architecture, and for good reason. It’s a classic look that predates any automobile. As an entry-level Ferrari, the 348 had to keep a low profile in the presence of its bigger siblings. It did that, in its day, but that didn’t stop it from keeping a connection to them. In a sense, all of the usual criticisms that get thrown at this car are also what makes it uniquely enjoyable. Is it a slower, cheaper, less-wild version of a big brother defined by being hyperbolic? It surely is, but the result of watering down the Testarossa’s overly stiff drink is pretty delicious in its own right.

Ferrari 348 Market

We empower classic and exotic car buyers, sellers, and enthusiasts with insights for the collector car industry – including market values, price comparisons, listing alerts and more.

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Ferrari 348: History, Photos, Generations, Specifications

Ferrari 348 Essential History

Designed and launched as the replacement for the tremendously popular Ferrari 308/328 lineage, the Ferrari 348 first hit the streets in 1989, remaining on sale through the 1994 model year. With deep side strakes and square taillights, the 348 is often paired stylistically with the contemporary Ferrari Testarossa. In place of the Testarossa’s flat-12, however, the 348 packs a 3.4-liter quad-cam 32-valve, dry-sump, mid-mounted V-8 spinning out 296 hp and 238 lb-ft of torque through a five-speed manual transmission. Performance for the 348 was roughly on par with other entry-level super-sports cars of the era; 0-60 mph took 5.6 seconds, on its way to a top speed of 171 mph.

Ferrari 348 Serie Speciale

At launch, buyers could configure the 348 in both coupe TB (Transversale Berlinetta) and targa TS (Transversale Spider). For 1992 and 1993, a 100-unit run of the 348 Serie Speciale was offered, adding upgraded exhaust and engine management that pushed power output to 312 hp. Along with the extra juice, a shorter final drive ratio, stickier tires, and a wider rear track dropped the 0-60 mph run to a more impressive 5.3 seconds. Visually, the Serie Speciale incorporated an F40-esque front splitter and body-colored bumpers and rocker panels. New grilles and taillights, F40-style leather seats, and leather door panels were also added, along with special interior plaques denoting the car as a Serie Speciale.

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Ferrari Updates the 348

In 1993, Ferrari tweaked the 348 lineup, adding the power and handling upgrades from the Serie Speciale to the TS and TB, renaming both to the GTS (targa) and GTB (coupe). For the first time in the history of Ferrari mid-engine V-8 two-seaters, the 348 incorporated a full drop-top variant called the 348 Spider, replacing the mid-engine 2 + 2 Ferrari Mondial cabriolet.

Aside from a handful of ultra-low-production offshoots like the Zagato Elaborazione, Ferrari set the precedent for track-focused hardcore variants like the Ferrari 360 Challenge Stradale, F430 Scuderia, and 458 Speciale with the 348 GT Competizione. Designed as a homologation special for the GT Championship, the 348 GTC incorporated a crate of motorsports goodies for use on the street—or circuit. Ferrari pulled the brakes off the F40 Competizione, complementing a full race-spec suspension and exhaust system, though the 3.4-liter V-8 was left mostly untouched, so power remains the same as the Euro-spec 348 with 316 hp. The key to the GTC was weight, or a lack thereof; thanks to extensive use of Kevlar and carbon fiber, the GTC shed 440 pounds compared to the regular car, tipping the scales at just over 2,900 pounds.

Ferrari 348 Highlights

Ever since Ferrari established the winning hierarchy of mid-engine V-8, front-engine V-12 in the late 1970s, things have been mostly dreamy for the storied Italian supercar peddler. Corporate politics, manufactured scarcity, and a touchy relationship with the press aside, modern cars wearing the Cavallino Rampante have rarely had to defend themselves against more than surface-level criticism regarding ergonomics and exorbitant maintenance schedules. In other words, Ferrari is and was in the business of building absolute winners, no matter the cylinder count.

Then, Ferrari replaced the tremendously popular 308/328 series with the Ferrari 348, and suddenly found itself the target of criticism and ridicule it had never before experienced. The 348 had the misfortune of landing shortly before the incredible Honda/Acura NSX; compared to the quiet, composed, and generally livable Japanese super-sports car, the 348 was labeled as bit of a dinosaur. According to most contemporary reports, the 348 was harsher, balkier, more finicky, and was an underwhelming experience compared to the NSX, especially since the two mid-engine coupes were matched for performance. Then, as part of its September 1991 issue, Car and Driver ran a 348 down the quarter mile next to the then-new GMC Syclone. Spoiler alert—the end result wasn’t pretty for the Ferrari.

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Cheap Thrills

As a result, the Ferrari 348 has languished as a bit of the middle-child modern Ferrari. The preceding 308 and 328s developed into icons in their own right, while the later NSX-ified Ferrari 355 cemented itself as one of the finest driving sports cars—ever. A good portion of enthusiasts look down on the poor 348, judging it as a “lesser than” supercar, and deem the only reason to buy a 348 is because you can’t afford a 355.

As a result, regular non-limited 348s are absurdly inexpensive relative to other Ferraris. Short of the Mondial or 308 GT/4, the 348 is the most budget-friendly way to park a genuine mid-engined Ferrari in your driveway, with prices ranging from the low-$40,000s to low-$60,000s.

Despite all of the foibles, the Ferrari 348 doesn’t get enough credit as one of the final “raw” sports cars from Maranello. Its unassisted steering and lack of anything digital results in an elemental driving experience. If you’re seeking a car from the “old world” version of Ferrari, the 348 is one of the prettiest and most affordable ways to get your foot in the door.

Ferrari 348 Buying Tips

Head over to any of our content hubs, and you’ll find we often suggest investing in a pre-purchase inspection, no matter how complex or reliable the car in question is. In the case of the Ferrari 348, we cannot stress how important getting a twice-over from a marque expert is. These are complex, maintenance intensive cars, and owing to their rather egalitarian pricing, a large portion of the 348 pool are in dire need of mechanical and aesthetic overhauls. If the car comes with a large backlog of deferred maintenance, be prepared to pay close to half (or more) of the car’s purchase price to bring it back up to snuff.

Indeed—for a large portion of enthusiasts on a moderate budget, the 348 might not be worth it. Clutches need replacing every 10,000-15,000 miles, and for the most part, every major service requires dropping the engine, turning what might seem like a minor job into a job that can easily spiral past the $20,000 threshold. Couple this to reasonably underwhelming performance, and it’s no wonder the 348 remains a bit of a punching bag.

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If you’re not scared off quite yet, use these prohibitively expensive buy-ins to your advantage. Be patient and try to buy a car fresh from a major service, and drive and enjoy it right until the halfway mark when the next major service could be a year or two away. Since these are toward the bottom end of their market curve, rinse and repeat. You won’t make any money, but large service investments should come much more infrequently if you play the market.

Ferrari 348 Recent Auctions

Surprisingly, it doesn’t seem like major auction houses want to deal in 348s as much as you might expect. Still, there are enough sales to get a decent snapshot of what the Ferrari 348 market looks like.

Ferrari 348 Quick Facts

First year of production: 1989

Last year of production: 1993 for 1994 model year

Original price: ~$95,000 (1989)

The relatively unloved middle child of the mid-engine V-8 Ferraris

Killer looks, killer sound

Cheap buy-in, but buyer beware.

Ferrari 348 FAQ

You have questions about the Ferrari 348. Automobile has answers. Here are the answers to some of the most frequently asked Ferrari 348 queries

Is the Ferrari 348 a good car?

That’s quite the loaded question. As Ferraris go, the 348 is average to below average in terms of value for money, even with bargain-basement prices. It’s just not as well polished a vehicle as even the 308 and 328 that preceded it. However, if you’re willing to weather the eye-watering maintenance costs and just want to drive something with a Ferrari badge up front…hey, at least it isn’t a Mondial.

Is the Ferrari 348 a good investment?

If by 348 you mean the regular bog-standard 348 without any of the special editions, we’d say your money is better spent investing in the financial markets. If you have more capital to play around with, the Serie Speciale, Challenge, and GT Competizione cars have already accelerated past the regular 348s, so get those while you can.

How fast is a Ferrari 348?

With a reported top speed of 171 mph, it’s more than fast enough to get you in some serious trouble.

See all 23 photos See all 23 photos

The Ferrari Testarossa is now a great investment

The Ferrari Testarossa is, above all else, an automotive icon of the 1980s. Posters of this revolutionary supercar adorned the bedroom walls of many a childhood car enthusiast during that era. Those individuals are now old enough and, some of whom are affluent enough to be able to buy and experience the real thing.

The popularity of said 80s icons is seemingly increasing exponentially, making the Testarossa currently listed for auction on PaddlUp’s website the ideal investment opportunity for those looking to own a piece of history, whilst also enjoying the benefits of an appreciating asset.

Having been made famous by the American crime drama TV series Miami Vice from 1984 to 1990 – and more recently in Martin Scorsese’s The Wolf of Wall Street – the Testarossa became an instant hit. Billed at the time as the most accessible Ferrari on the market, the five-speed, rear-wheel drive GT was a car that many aspired to own one day and now, that is a very real possibility with PaddlUp.

With the vision of producing the best GT ever conceived at Maranello, the Testarossa was born. From that point on, however, the Italian marque came to the consensus that it wasn’t possible to retain a focus on GT elements in a mid-engined supercar and subsequently switched focus to front-engine GT examples, returning to their tried and tested design.

The blend of its now-signature, side-mounted radiator accommodating ‘cheese grater’ strakes, retro-feel pop-up headlights and roaring flat-12 390bhp engine ensure this supercar is a true icon of the era, boasting what are arguably some of the most recognisable and memorable automotive features of the decade.

That being said, since the classic and retro car resurgence of the 2010s and the emergence of online auction platforms like PaddlUp, the value of Ferrari Testarossas have skyrocketed.

Its final iteration – the F512 M – ceased production in the late nineties, therefore, the Testarossa was not considered a classic car until the last decade or so, bolstering its value of late even further.

Taking all of this into consideration, PaddlUp estimates that the perceived market value of this example is a low of £100,000 and a high of £120,000. Values are projected to continue to rise further still, owing to the unprecedented desirability for ‘poster cars’ such as this, making now the perfect time to make your next great investment.

348 Vs…. Testarossa!

Exactly, that is correct, I’ve owned both and the TR was a much heavier feeling car than the 348, except at higher speeds. The TR is made to go 180 MPH on a long stretch while the 348 is more of a short track car. I also thought my 348 was louder (with a Tubi) than my TR (with a Steebro), but that’s probably because the 348 was an open top. All in all, both cars are amazing, and the TR is such a presence on the road, who cares if it’s heavy!!!!

Click to expand…

The Ferrari 348 GTB Brings Tropical, Testarossa-Inspired Imagination To Life In London

Photography by Virgiliu Andone

It’s not even sunny. Granted, we are not about to be submerged by torrential rain, but we are in no danger of being swamped by flamingos either. It’s far from T-shirt weather, but the piercing cold is powerless against the sensation that we were Florida. We’re far from gator country here, but the presence of this fun-size Ferrari is enough to conjure a bit of Miami in London.

The tune of the 3405cc V8 is beautifully exotic, refreshingly free of today’s dual-clutch interruptions; no lightning fast shifts that sound like high-performance flatulence here, a gated five-speed is infinitely more fun, and much better at conducting the eight-cylinder symphony. The bodywork recalls the even-more-Miami Testarossa this car takes its cues from, and the 348’s sound and its strakes bring us on a journey to more a hedonistically defined time.

Instead of the grey sky and brisk end of the thermometer that make up our reality, we’re imagining a pristine beach underneath a high sun beating on us from a cloudless blue dome, our icy margaritas sweating in the sand next to us in the shadow of a lazily rocking palm. Some cars seem to carry around their own weather systems, and despite its less than universe warping power figure, this Blu Sera Ferrari has innate latitude-shifting capabilities.

The 348 can easily be dismissed as just a smaller, cheaper version of the Testarossa, and that’s not an unfounded opinion. The aesthetics of both cars are clearly from the same sketchbook. The parallel strakes covering the side intakes, pop-up headlights, square nose, and the slatted grille that runs over the taillights are clear evidence of the shared genetics. What’s not to like? It’s like a list of top singles distilled from a discography into a greatest hits album—nothing new, but all good.

It’s no surprise that the Testarossa had a substantial impact on the vision of an ideal supercar in the 1980s. Almost every tuner felt obliged to create a Testarossa-aping wide body offering graced by their cadged version of the Pininfarina paradigm-shifter. I can’t think of any third parties that pulled off the look as cleanly as the original, although the monstrous Mercedes-Benzes or the over the top Porsches certainly tried, perhaps much harder than they ever should have—looking at you, Gemballa. Even the Countach eventually received some slatted augmentations, which were no doubt influenced by their rivals in Maranello. In a world simply obsessed by the look, you can’t blame Ferrari for not jumping off the bandwagon. They kept updating the Testarossa deep into the 1990s, and they translated the same design to Ferrari’s smaller, more practical sports car: the 348.

The overall look of the 348 is a clear reinterpretation of the Testarossa, but it’s also clearly molded by the new decade it was born into. While the Testarossa was a quintessential early ’80s car, the 348 announced the advent of the ’90s with an update of the older design—tense, taut, with the corners chamfered more, so that the intersecting major planes connect better and the eyes playfully slide from one side to the other rather than bounce off of hard angles. It’s no surprise that its successor, the 355, continued to look fresh for another decade, by essentially just ditching the by then out of fashion side strakes. And I have a strong suspicion that it was not the aging of the Testarossa design that made those strakes less desirable, but more so the myriad wannabes tainting the look that created Ferrari’s desire to finally move on. And even when the derivative design of a Testarossa-inspired kit was relatively successful, the exclusivity was quickly lost. The world had seen enough metallic purple wide bodied Dimma-kitted Peugeot 205s, and Ferrari would have been silly to continue down that road.

The car shown here is a 348 GTB, the last iteration of the 348 formula. Out of the 252 ever made of this variant, just 14 were UK-market RHD cars. This one is believed to be the only Blu Sera example in the UK, making it that much rarer. If they would have made more, perhaps the weather patterns here would have started to change, oh well. The Crema leather interior is the color that every grain of sand dreams to become one day, and it helps create your very own seaside landscape from the driver seat; just look up from the dash to the blue horizon on the bonnet. Further back, under the louvered metal canopy, the business end of the car provides its own spectacle. Built in 1994, this mid-engined car has a classically Ferrari manual gearbox with a gated shifter. Power was also up compared to the launch versions of the 348, reaching 316hp in the GTB by way of increasing the engine’s compression ratio and revising the camshaft profiles.

Seeing the car in blue, not in the typical Rosso Corsa, is a refreshing detachment from today’s abundance of “synthwave” album covers featuring neon-soaked red Ferraris. It’s a chance to appreciate the design from a different perspective, at least. The 348 was never going to be as wild as the Countach, as trendsetting as the Testarossa, or as easy to use as the NSX, but the people who made it never tried to do any of that. What the car did achieve, though, was conveying a sense of exoticism in a more entry-level package. While the tuners tried to overdo the excesses of the Testarossa, Pininfarina went the other way when Leonardo Fioravanti and his team designed the 348.

They created a car that somehow feels appropriate even in the most inappropriate of circumstances. It’s not that it feels at home on any street, so much so as every street seems to be trying hard to become a suitable backdrop for it. And most really achieve that. Maybe it’s because those design-defining strakes never really fell out of fashion in architecture, and for good reason. It’s a classic look that predates any automobile. As an entry-level Ferrari, the 348 had to keep a low profile in the presence of its bigger siblings. It did that, in its day, but that didn’t stop it from keeping a connection to them. In a sense, all of the usual criticisms that get thrown at this car are also what makes it uniquely enjoyable. Is it a slower, cheaper, less-wild version of a big brother defined by being hyperbolic? It surely is, but the result of watering down the Testarossa’s overly stiff drink is pretty delicious in its own right.

Ferrari Testarossa vs Ferrari 348

Ferrari Testarossa vs Ferrari 348 Compare price, expert/user reviews, mpg, engines, safety, cargo capacity and other specs at a glance.

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Specs

RWD 1988 Ferrari Testarossa Coupe 1991 Ferrari 348 Powertrain 5-Speed Manual 5-Speed Manual Drivetrain RWD RWD Fuel Economy, City — — Fuel Economy, Highway — — Fuel Tank Volume — — Engine Fuel Type Gasoline Gasoline

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RWD 1988 Ferrari Testarossa Coupe 1991 Ferrari 348

Ferrari 348

V8 super car manufactured by Italian automobile manufacturer Ferrari as a successor to the 328

Motor vehicle

The Ferrari 348 (Type F119) is a mid-engine V8-powered 2-seat sports car produced by Italian automaker Ferrari, replacing the 328 in 1989 and remaining in production until 1995.[4][5] It was the final V8 model developed under the direction of Enzo Ferrari before his death, commissioned to production posthumously.

Variants [ edit ]

348 tb, ts [ edit ]

Tipo F119 V8 engine The 3.4LV8 engine

The 348, badged 348 tb for the coupé (Trasversale Berlinetta) and 348 ts for the targa (Trasversale Spider), featured a naturally aspirated 3.4-litre version of the quad-cam, four-valve-per-cylinder V8 engine. As with its predecessors, the model number was derived from this configuration, with the first two digits being the displacement of the engine and the third being the number of cylinders. The engine, which had a power output of 300 PS (221 kW; 296 hp), was mounted longitudinally and coupled to a transverse manual gearbox, like the Mondial t with which the 348 shared many components. The “t” in the model tb and ts designations refers to the transverse position of the gearbox. Overall, 2,894 examples of the 348 tb and 4,228 of the 348 ts were produced.

Ferrari 348 ts (pre-facelift model)

The 348’s styling differed from previous models with straked side air intakes and rectangular taillights resembling the Testarossa, stylistic themes reminiscent of the F40, the world’s fastest production car at the time, and other prestigious Ferrari models of the past.[6] The model was also the final design overseen by chief stylist Leonardo Fioravanti, known for such designs as the F40, Daytona, 512 Berlinetta Boxer, 288 GTO P5, P6 and others. The F355 that succeeded the 348 returned to the styling cues of the 328 with round tail lights and rounded side air scoops.

The 348 was fitted with dual-computer engine management using twin Bosch Motronic ECUs, double-redundant anti-lock brakes, and self-diagnosing air conditioning and heating systems. Late versions (1993 and beyond) have Japanese starter motors and Nippondenso power generators to improve reliability, as well as the battery located within the front left fender for better weight distribution.

All 348s have OBD-I engine management systems, though European and general market variants do not come with the self-test push button installed, which is needed to activate this troubleshooting feature.

Similar to the Testarossa but departing from the 512 BB and 308/328, the oil and coolant radiators were relocated from the nose to the sides, widening the side of the car substantially, but making the cabin much easier to cool since hoses routing warm water no longer ran underneath the cabin as in the older front-radiator cars. This also had the side effect of making the doors very wide.

The 348 was equipped with a dry-sump oil system to prevent oil starvation at high speeds and during hard cornering. The oil level could only be accurately checked on the dipstick when the engine was running due to this setup. The 348 was fitted with adjustable ride-height suspension and a removable rear sub-frame to speed up the removal of the engine for maintenance.

348 Serie Speciale [ edit ]

Between 1992 and 1993, Ferrari made 100 limited edition units of the 348 Serie Speciale of its tb and ts versions. It was only made for the US market.

The main technical modifications consisted in a revised engine which produced 316 PS (232 kW; 312 hp) at 7,200 rpm, a wider rear track (50mm), a free-flow exhaust system, a shorter ratio final drive and Pirelli P Zero tyres. Ferrari indicated a 0–97 km/h acceleration time of 5.3 seconds and a standing ¼ mile of 13.75 seconds.

Several modifications were made to the exterior as well: new front spoiler to optimize aerodynamics similar to the F40, new front grille with the chrome prancing horse, bumpers and rocker panels in body colour, engine cover in body colour, modified taillight assembly and new rear grille with the chrome prancing horse.

The cars were offered with F40 style sport seats in Connolly leather with the regular seats included as an option. The door panels were also modified and made of leather. Each car was numbered (1 to 100), with a 348 Serie Speciale plaque on the passenger’s side door-post.[7]

348 Challenge [ edit ]

Ferrari 348 Challenge

Interior

The Ferrari Challenge was initiated by Ferrari Club Nederland founder and President Hans Hugenholtz and designated for the Ferrari 348; the series debuted in 1993 and included the Italian and European series. The engine used in the participating cars was similar to the road going GT models introduced in the same year with the only noticeable changes being the slick tyres, new body kit, better brake-pads, roll-bar, smaller battery in a different position and seat belts. In 1994 the G-spec engined cars had to be modified with the H-spec cylinder heads and injection system. The cars were mostly modified by dealers by installing factory supplied Challenge kits.[8] The car’s final season was in 1995 and was replaced subsequently by the F355 Challenge.[9][10]

348 GTB, GTS, Spider [ edit ]

Ferrari 348 Spider

In late 1993, the 348 was revised, featuring subtle styling changes (front grille, rear chrome Cavallino and removable seat cushions) and more power, this time 312 hp (233 kW; 316 PS) and 320 PS (235 kW; 316 hp) (Europe) from the same 3.4-litre engine, with an improved engine management system – Bosch Motronic 2.7 and a new exhaust system (single muffler).

The revised cars are called 348 GTB (252 made) and GTS (137 made) and were presented to the public as the 348 GT versions, equipped with the F119H engine (as opposed to the original F119D and US F119G). The F119H engine had an increased 10.8:1 compression ratio as compared to the F119D & F119G’s 10.4:1 compression ratio, taller intake plenums, a larger intake compensation valve, fuel pressure raised from 3.4 bar to 3.8 bar, and different camshaft timing.

For these models, both the engine cover and lower body skirts were body-coloured instead of black, and the rear track was one inch wider due to the mounting area, on the inside, of the rear wheels being thicker. The suspension geometry was revised which greatly enhanced its handling, ride and body control. The fuel tank was made smaller in order to reduce overall weight and provide space to improve chassis rigidity; it now held 88 L (23 US gal; 19 imp gal).

A convertible variant called the Spider was introduced in 1993 and was Ferrari’s first series production convertible model since the Daytona Spider. Visual changes for the spider included body coloured lower cladding pieces, a specially designed engine cover and a manual folding soft top. The rear track was increased by 50 mm (2.0 in) compared to the 348 tb. The Spider used the same engine as the 348 GT models and hence benefitted from the increased power output. A new transverse mounted gearbox with modified gear ratios was installed to ensure better acceleration times and shift response.[11]

348 GT Competizione [ edit ]

In 1993, Ferrari presented a light weight 348 GT Competizione variant as a homologation version for competing in the GT Championship. Safety equipment such as a tool kit was carried over from the 348 Challenge. The braking system was derived from the F40 Evoluzione model. The cars also had modified racing suspension and exhaust system. The engine had a power output of 320 PS (235 kW; 316 hp) at 7,000 rpm and 324 N⋅m (239 lb⋅ft) of torque at 5,000 rpm, consistent to standard late 348 production with the F119H engine. Only 50 were made, including 8 Right Hand Drive models. Special features included a specially trimmed steering wheel indicating the number sequence in the production of the 50 cars, 5-spoke 18-inch Speedline competizione wheels and cloth trim seats with kevlar structure for weight reduction. Aiding further in the weight reduction was the carbon kevlar composite material used for the front and rear bumpers as well as the doors and a light weight polycarbonate rear window. Additional interior trim pieces such as door sills featured carbon kevlar and creature comforts such as air conditioning and sound proofing materials were removed. These changes resulted in a dry weight of 1,180 kg (2,601 lb). The final drive in the gear box was changed to 25/27 ratio for improved performance.[12][13]

Specifications [ edit ]

348 tb and ts [ edit ]

Engine: (F119D, F119G) DOHC, 32 Valve V8, 3405 cc / 207.77 cid

Bore/Stroke: 85mm x 75mm

Compression ratio: 10.4:1

Dual 54mm throttle bodies

30.5mm intake valves, 27.5mm exhaust valves

Intake cam: .362″ lift with 227° of duration @ 0.50″ of lift

Exhaust cam: .324″ lift with 219° of duration @ 0.50″ of lift

Firing order: 1-5-3-7-4-8-2-6

Power: 300 PS (221 kW; 296 hp) at 7,200 rpm

Maximum Torque: 238 lb/ft, 324 Nm at 4,200 rpm

Transmission: 5-speed manual

Chassis: Steel platform & sub-frame

Suspension: Independent all round

Brakes: 4-wheel Disc ABS

Max. Speed: 267 km/h (166 mph) [3]

Acceleration: 0–97 km/h (60 mph): 6.0 s [3] 0–161 km/h (100 mph): 15.3 s [3]

1/4 mile : 14.5 s[3]

348 GTB, GTS and Spider [ edit ]

Engine:(F119H) DOHC, 32 Valve V8, 3405 cc

Bore/Stroke: 85mm x 75mm

Compression ratio: 10.8:1

Power: 320 PS (235 kW; 316 hp) @ 7,200 rpm

Maximum Torque: 238 lb/ft, 324 Nm @ 5,000 rpm

Transmission: 5-speed manual

Chassis: Steel platform & sub-frame

Suspension: Independent all round

Brakes: 4-wheel Disc ABS

Max. Speed: over 280 km/h (over 174 mph) [14]

Acceleration 0–100 km/h (62 mph): 5.4 s 0–161 km/h (100 mph): 12.0 s

1/4 mile : 13.6 s (As rated)

Custom made specials [ edit ]

Zagato Elaborazione [ edit ]

Between 1991 and 1992, Italian coach builder Zagato announced the Zagato Elaborazione package for the Ferrari 348 TB. The changes were all cosmetic and the engine and other mechanical components remained identical to the donor car.

At the front of the car a new bumper removed the original’s fake central grille and also replaced the Ferrari prancing horse emblem. The side intake cooling ducts were enlarged with the strakes removed and the engine cover was replaced with a glass engine cover showing off the V8 engine. A new round triple tail-light arrangement and an electronically controlled rear spoiler were added. A double bubble roof replaced the original, the idea being that Zagato could lower the roofline of a car, but retain enough headroom for each occupant. Other modifications included custom OZ Racing alloy wheels, external fuel filler caps and a completely reworked interior including a three-inch rear view screen and suede upholstery. Zagato initially announced a production run of 22 examples, but only 10 cars were made.[15][16]

348 Barchetta Competizione [ edit ]

Ferrari 348 Barchetta Competizione

Ferrari 348 Barchetta Competizione on a track

The Ferrari 348 Barchetta Competizione is a one-off special created for car collector Guy Audebert from his crashed Ferrari 348. The car, which has a true open top barchetta body style features heavily modified body work that includes a deeper chin spoiler, removal of the pop-up headlamps with the headlamps integrated in the fog light assembly, quick release bonnet, minimalist racing interior; featuring a detachable steering wheel, Sparco racing bucket seats with six-point harness and a roll bar for the driver’s safety, a large air scoop reminiscent to that used in Ferrari F1 cars, racing wing mirrors, replacement of the straked side air intakes with larger air intakes along with two additional vents, tail lights from the Ferrari 328, perforated rear grille, 18-inch BBS racing alloy wheels and a large rear wing inspired by the Ferrari F40 LM. Details of the coach builder that carried out this conversion, the materials used for the body work and the car’s technical specifications remain unknown due to the car being mostly kept private but the weight was revealed to be 1,100 kg (2,425 lb).[17]

Motorsports [ edit ]

In 1991, 348 chassis number 82881 was delivered to Ecurie Francorchamps for the purposes of evaluating the 348’s suitability for competition use, and its development set the stage for the 348 GT Competizione production models to come near the end of the model run. Outfitted with composite doors, polycarbonate competition windows, and experimental exterior and underbody aerodynamic treatments, the development mule was designated as 348 tb/f, with the f designating the car’s creator, Francorchamps, and weighed a total of 1,165 kg (2,569 lbs). The car was frequently run at Spa Ferrari race events, but did not campaign formally within any major series.[18]

For 1993, Michelotto, then known as Ferrari’s unofficial race preparation specialist based upon their work in developing the 288 GTO Evoluzione, F40 LM, and 333SP, was commissioned to prepare 11 examples of the 348 CSAI-GT model for competition in such prestigious events as the 24 Hours of Le Mans and Daytona races. Sold with the intention of being campaigned by privateer teams, only 2 of the cars ever saw true competition use, with the remaining 9 disappearing into private collections. Italian race team Jolly Club campaigned one of the 348s alongside their Michelotto-prepared F40 LM, achieving significant success in the Super Car GT series, with the 348 winning sequential outright titles in 1993 and 1994, along with 3 category titles.[18]

Michelotto built a further 2 cars in 1994, designated as 348 GTC-LM for competition within the GT2 class, campaigned by Team Repsol and Ferrari Club Italia. Team Repsol placed 4th in the GT2 class for the 1994 24 Hours of Le Mans, following a trio of Porsche 911 GTs, and 11th overall. The 348 GTC-LMs also placed 2nd and 6th at Vallelunga 6hr and 4hr races, and 5th at Spa 4 hours for the season, along with another Michelotto 348 taking 7th in the GT2 class for the Daytona 24 hours.[18]

Other uses [ edit ]

Use as a Test Mule [ edit ]

Two Ferrari 348s were used as two of the three test mules for the Ferrari Enzo namely M1 and M3 respectively. Details about the M1 remain unknown but some images surfaced online show that it was painted black and had stretched body work [19] while the M3 featured heavily modified body work to accommodate the V12 engine and gearbox which were intended to be used in the production car along with many components from its successors, the F355 and the F430 respectively. The engine in the test mule produced 679 PS (499 kW; 670 hp), 20 PS (15 kW; 20 hp) more than that of the production car. The car was not kept by Ferrari and was auctioned off in 2005 to a private collector at a price of €190,000; making its presence known to the public. The car was famous as “the Frankenstein Ferrari” due to it being a by product of many Ferrari models. Due to this fact and a lack of model name and safety features, it was deemed not road legal.[20]

Reception [ edit ]

The Ferrari 348 made its debut in September 1989 at the Frankfurt Auto Show to positive review, cited as “Best in Show” by Road & Track and AutoWeek coverage. In a later 1991 comparison against the NSX, Road & Track inquired, “Has Honda bettered Ferrari?” The magazine concluded the Ferrari 348 was “the better exotic” and would later name it “one of the ten best cars in the world.” Auto journalists described the 348 as, “something quite special,” and the engine being the formative element in defining the car’s character, rising in an, “operatic crescendo,” having the, “power to raise goose bumps as Pavarotti climbing to that note in Nessun Dorma.”[21]

Gavin Green reviewed the 348 against contemporaries in Car Magazine, Oct 1990: “There is nothing like it. It communicates so richly, involves you so completely. And, when you have finished driving it – cocooned in that exquisite cockpit – you can get out and feast your eyes on one of the loveliest cars ever designed.”[22]

LA Times staff writer Paul Dean described the car in July 1990: “Ferrari builds motor cars in much the same way Claude Monet painted landscapes—not to please the populace, but more to satisfy self, a technique and a coterie,” with the 348 as a “better looking, stronger, faster” successor to the “enormously successful” 308/328 series, and “thoroughly irresistible.” Revising the longitudinal V8 layout in the way of the 288 GTO and F40, with a dry sump and transversely mounted “new gearbox and transmission (actually a carry-over from a Ferrari Formula 1 racing car),” the center of gravity is lower “by about 2 inches. Ergo flatter handling, and better steering response.”[23]

Autocar Magazine featured a comparison of the 348tb, Honda NSX, Porsche 911 Turbo, and Lotus Esprit in the July 1993 article, “Lord of the Fliers,” by Stephen Sutcliffe. Through the road test that extended from Paris to Le Mans, the 348 was lauded for its styling and presence, “Crawling out of Paris in the thick of the densest French traffic jam any of us can ever recall, three things about our convoy were already becoming apparent. The First – how much more attention and affection the French public had in reserve for the Ferrari – was perhaps predictable, especially since the 348 had already blown the others into the water at Dover when it came to impressing the locals. Even so, the crowds that gathered like bees to honey wherever and whenever we parked it, and the comparative lack of enthusiasm for the other three, still came as something of a shock.”[24] On the Le Mans race circuit, the 348s control and steering garnered praise over the NSX, “It’s the Honda’s body control and its meaty yet beautifully positive steering that allows it to feel so natural through the Esses of Le Mans; both seem peerless. Until you try the Ferrari. In the 348 you’ve got the same degree of body control, the same iron tautness through the corners, but the steering – lighter than the Honda’s but with much more feedback – lifts it clear of even the mighty NSX at La Sarthe.”[24] Critique found the 348 difficult in traffic due to heavy steering and controls, though transformative on open road, “the further we traveled and the harder we drove in France, the more special, the more unique the Ferrari felt. We argued long and hard over which of the two made the best noise under full throttle, although no one disputed the fact that the NSX was more refined overall and had vastly superior gearchange. But ultimately this is as much the Honda’s problem as it is its strength. Because it is so well honed as an all-rounder, so easy to live with, it misses out on that last 10 per cent of pure, raw thoroughbred sports car appeal that makes the Ferrari such a deliciously rich experience. Partly it is the steering; the NSX’s is very good, the 348’s exquisite. And partly it is the extra sharpness of the Ferrari’s chassis, which is that crucial fraction more responsive to your inputs than not only the NSX but also any other supercar this side of £100,000 we can think of.”[24]

Peter Dron of Motor Trend gave the car a negative review, criticising its acceleration by saying “For some manufacturers, it might be hard to go to market when competitors are offering cars with demonstrably better performance for tens of thousands of dollars less. Ferrari, however, seems blessed with such cache that the numbers gleaned from mere fifth wheels don’t seem to make much of a difference. Take the Ferrari 348, for example. Its 0-60-mph time of about 6 seconds can be bested by such lesser-priced machinery as an L98 Corvette. Its slalom speed of a little over 63 mph is flat blown away by the humbly priced Nissan 300ZX Turbo.” The engine note was criticised as well with the publication noting “It doesn’t sound like a V-8; in fact, the noise it makes is more like a high-pitched turbine than anything else, the characteristic whine of the flat-plane crank. It doesn’t have the hard edge of Lamborghini’s V-8 (similar to the old Cosworth DFV) or the deep, throaty rumble of the high-performance domestic engines. It isn’t an unpleasant noise, but it won’t make the hairs on the back of your neck stand on edge. It’s simply an efficient device, to be used to the fullest.” The exterior design, especially the fake front grille received a negative reception as well, with the publication remarking “Least flattering is the full frontal view, and that dummy grille is a copout: If you don’t need a grille, why have one? An innovative aerodynamic approach would have made more sense. In the press handout (referring to the Testarossa-style side strakes) is the following remark: ‘On a Ferrari a technical requirement becomes a stylistic theme and nothing is simply there for decoration.’ Oh, really?”[11]

In a 2015 retrospective, EVO Magazine compared the 458 Italia against its 308, 348, F355, 360 and F430 ancestors, where Henry Catchpole noted the primary highlight of the day being the 348’s steering, describing it as, “instantly obvious this car has some of the best steering, possibly the best, that I have ever sat behind.” He expounded on the car’s analog character, describing the steering as, “coming alive in my hands. It literally starts wriggling around, talking excitedly about all the bumps in the road and sometimes making a bigger gesture as a camber attracts its attention. Despite the lack of assistance and the wheel’s relatively small diameter, it’s not heavy in any way, there’s just perfect weight and no slack to add to the constant communication.”[25]

Some areas of critique focused around the long-established topic of Ferrari gearboxes, typically stiff and balky when cold. The 348 did not break from tradition in this area, requiring careful adjustment and lubricating considerations, as well as full warm up, and was found to perform best with quick and aggressive driving. “It’s only when you allow the engine full voice that the 348’s drivetrain really works,” mentioned Mike McCarthy of May 1994’s Wheels Magazine.[21] “Only then does this drivetrain achieve harmony,” with the gear lever “moving fast and fluidly,” leaving “no surprise to anyone who knows why Ferrari has the reputation it does,” summarizing it to be, “very much like what you imagine a Ferrari might be.” Paul Dean described, “Gears are given up smoothly only when the moment, the engine, the clutch and shift are in concert. But finding that moment, being the conductor of a coordinated downshift, earning some respect from a benchmark machine that rises above the best of our abilities . . . ah, there’s the defiance but also the satisfaction of Ferrari.”[23] Though lauded for its capability on a race circuit, oversteer characteristics at the limit in early 348s became a point of concern for the buying public due to the sensitive nature of the chassis setup, leading to updated mounting points in the rear combined with revised alignment specifications in later cars.

References [ edit ]

Bibliography [ edit ]

Buckley, Martin; Rees, Chris (1998). World Encyclopedia of Cars . London: Anness Publishing. ISBN 1-84038-083-7 .

Foskett, Robert (2015). Ferrari 308, 328 and 348 The Complete Story. Ramsbury: The Crowood Press. ISBN 978-1-84797-396-2 .

http://media.caranddriver.com/files/porsche-911-carrera-4-cabriolet-vs-acura-nsx-chevrolet-corvette-zr-1-ferrari-348ts-lotus-esprit-turbo-sethe-eroticars-specs-sep-1990.pdf

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