348: Insist on a Stack of Receipts
“Magnum, P.I.“ made the Ferrari 308/328 instantly recognizable, but by 1989, the design was aging. Its replacement, the 348, boasts modern electronics, adequate a/c and world-class performance, but initially electronics were a nightmare, with defective ECUs, over-taxed alternators, and recalcitrant starters. Early cars had a weak transaxle, requiring three major gearbox updates.
1989 Ferrari 348
The 348 flywheel has 30 parts, including springs and washers packed in grease to dampen the engine’s harmonic vibrations, a nightmare to disassemble.
Early targa-tops had leaky front top seals that improved marginally through continual factory updates while all 1989–93 348s had rear suspension geometry that would go into snap oversteer, a problem cured in 1994.
While the engine is sound, the 348 is the only Ferrari with a single serpentine cam timing belt, further complicated by a weak (or overworked) water pump and a belt tensioner bearing. The long belt also makes degreeing the cams complicated. Major service is an engine-out operation, starting at $7,000.
The 348 Spyder introduced in 1994 had more leg room, an improved 2.7 Motronic engine system, thicker castings on the rear wheels—giving two inches of rear track offset—and improved high speed stability. An after-market computer chip and Tubi exhaust will give 340 hp, offering cheap performance —at least in the Ferrari world. When 348 shopping, run fast from any car which hints at deferred maintenance.
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