Ferrari Mondial

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Ferrari Mondial
Ferrari Mondial 8 in Vlaams-Brabant.JPG
Manufacturer Ferrari
Production 1980–1982
703 (8) produced
1,145 (qv coupe) produced
629 (qv cab) produced
987 (3.2 coupe) produced
810 (3.2 cab) produced
858 (t coupe) produced
1,017 (t cab) produced
Assembly Modena, Italy
Designer Pininfarina
Body and chassis
Class Mid-engined sports car (S)
Body style 2+2 coupe
2+2 cabriolet
Related Ferrari 208/308 GTB & GTS
Ferrari 328
Ferrari 348
Predecessor Ferrari 208/308 GT4

The Ferrari Mondial is an automobile that was produced by Ferrari from 1980 through 1993. It replaced the 208/308 GT4. The "Mondial" name came from Ferrari's history — the 500 Mondial race car of the early 1950s. Despite its predecessor being Bertone styled, the Mondial saw Ferrari return to Pininfarina for styling. Sold as a mid-sized coupe and, eventually a cabriolet. Conceived as a 'usable' model, offering the practicality of four seats and the performance of a Ferrari. The car had a slightly higher roofline than its stablemates, with a single long door either side, offering easy access and good interior space, reasonable rear legroom while all-round visibility was excellent. The cabriolets also hold the distinction of being the only production automobile in history that has four seats, is rear mid-engined, and is a full convertible.


The Mondial, was one of Ferrari's most commercially successful models, with over 6,000 examples produced over its 13-year run. The car body was not built as a monocoque in the same way as a conventional car. The steel outer body produced by the famous Italian coachbuilder Carrozzeria Scaglietti, in nearby Modena, built over a lightweight steel box-section space frame. The engine cover and rear luggage compartment lids are in light alloy. The seats and interior were trimmed in Connolly hide, contrasting with the body color. Most cars were painted rosso red, but some were black or silver, and a few were dark blue.

The Mondial was the first Ferrari car where the entire engine/gearbox/rear suspension assembly is on a detachable steel subframe. This design made engine removal for a major rebuild or cylinder head removal much easier than it was on previous models. Unusually, the handbrake is situated between the driver's seat and the inner sill. Once the handbrake is set it drops down so as, not to impede egress and ingress. Instead of the conventional "H" shift pattern, the gearbox has 1st gear situated in a "dog leg" to the left and back, behind reverse. This pattern, otherwise known as a "reverse h-gate", allows quicker gear shifts between 2nd and 3rd gear, and also between 4th and 5th.

The Mondial underwent many updates throughout production. There were four distinct iterations (8, QV, 3.2, and t), with the latter 3 having two variations each. (coupe and cabriolet)

Starting with the 1980-1982 Mondial 8, what was intended to serve as the touring car vehicle within the Ferrari lineup, proved to be a disappointment to some Ferrari enthusiasts. Safety requirements also forced Ferrari to install large black colored bumpers that some felt was awkward in design. The automotive press at release was not unanimously critical of the Mondial 8, although retrospective articles have often relegated the Mondial 8 as being overrated. Time magazine went on to include the Mondial 8 as one of the 50 worst cars of all time. Some of the stigmas bestowed upon the Mondial line trace to a few negative articles.[1]

A common view of the Mondial 8 is it was a modest performer. The three top US automotive publications (MotorTrend, Car & Driver, and Road & Track) all published reviews in the fall of 1981. Road & Track and Car & Driver yielded disappointing performance results. Road & Track's reported a faulty shifter which may have contributed to the poor showing.[2] Car & Driver received a pre-production model which may have contributed to poor performance.[3] MotorTrend's review was much more favorable and had performance on par with the 308 GTBi/GTSi and Porsche 928. There was never any definitive conclusion on the performance disparity; Automobile magazine had suggested not being broken in as being the culprit of their observed 0-60 time.[4] (as the MotorTrend review had a fully broken in sample.)

The Mondial is substantially more expensive than the capable Ferrari 308/328 when new. The performance vs. value proposition the Mondial offered further strained professional reviews.

The automotive press was unanimous in their accolades of the Mondial 8's road manners.

" must be icing on the cake for the Mondial owner to know that he has bought not just the most rational Ferrari design, but certainly the best handling one. And if that's a surprise to you, it certainly was to us."

-MotorSport 1981[5]

"..every component in its make-up standing at alert ready to play its part in ensuring a balance and grip which mark this down as easily the best handling Ferrari."

-Wheels 1982[6]

"Like other Ferraris, its road manners are impressive..In our skidpad evaluation, the car worked its way up to a delicate oversteering stance, one in which either power or liftoff would swing the rear end out gently. Maximum lateral acceleration was 0.812g, essentially identical to that of our last 308's. We had no opportunity slalom the Mondial, but we'd estimate its performance be in the sam range as the 308's 60.6 mph."

-Road & Track 1981[7]

Ferrari quickly removed any doubt in straight line performance by upgrading the engine just two years later (in 1982) with a new four-valve head. This model is known as the Mondial Quattrovalvole or QV and shared its engine with the contemporary 308 GTB/GTS QV. A new cabriolet version introduced which would be carried forward to the two subsequent models. These models produced between 1982 and 1985. The Quattrovalvole was better received by the automotive press and the public, although some of the previous poor reviews for the Mondial 8 caused negative perceptions that would follow the Mondial line.

The 4-valve engine gives vastly improved performance off the line, as Americans want to enjoy, much stronger acceleration all the way up...We now feel that the Ferrari has a Mondial with real raison d'être; faster, better looking, with wind-in-the-hair driving and all the attention from the sidelines you can handle. The Cabriolet was genuinely admired by most observers; drive it, and you will be not be ignored

-Road and Track 1984[8]

The next evolution would be the Mondial 3.2, which saw the engine grow in power again, and the styling refreshed. This car enjoys much popularity due to being one of the last Ferraris to have a relatively reliable and approachable maintenance, from a drivetrain common with the 328 and with additional power. Enthusiasts consider the Mondial 3.2 as the best "all around" iteration considering the cost of maintenance. Reviews once again were positive, but mostly ignored by the damage done from the Mondial 8 reviews.

It is a car with few rivals, perhaps the closest being the Porsche 928S...once you have experienced the wonderful noise produced by the V8 engine in full cry, and sat behind that steering wheel, with the power surging in, you can forgive the car for the few detractions it may have. They seem to pale into insignificance as the rev counter needle sweeps past the 7000rpm mark and you slam that gear lever through the gate. It is a different world of motoring.

-Autocar 1986[9]

The final model (1989-1993) was the Mondial t. The last and biggest change for the model, with a larger 300-hp engine, a substantial update to the styling and interior ergonomics, and with an entirely different powertrain layout. Some consider the Mondial t the best[10] iteration, although at the cost of higher upkeep costs.

(the) duality of the practical and the exotic sums up the Mondial very well. Despite their quirks, Ferraris have earned enviable reputations as durable machines when maintained properly. And because of their quirks, these cars offer added satisfaction to those learning how to drive them properly...Driven fast or slow the Mondial (t) is exhilarating.

-Road and Track 1991[11]

Mondial 8[edit]

Mondial 8
Ferrari Mondial 8 RB.jpg
Production 1980–1982
Body and chassis
Body style 2+2 coupe
Layout Transverse, mid-engine, rear-wheel drive
Engine 3.0 L Tipo F106B FI V8
Transmission 5-speed manual
Wheelbase 2,650 mm (104 in)
Length 4,580 mm (180 in)
Width 1,790 mm (70 in)
Height 1,250 mm (49 in)
Curb weight 1,569 kg (3,459 lb)

The first Mondial iteration introduced as the Mondial 8 at the 1980 Geneva Auto Salon.[12] It was the first Ferrari to depart from the company's simple 3-digit naming scheme, and some reviews found it relatively mild, compared to other Ferraris, regarding performance, drawing criticism from some in the motoring press.[12] It used a mid/rear-mounted Bosch K-Jetronic fuel injection V8, shared with the 308 GTBi/GTSi, mounted transversely. The engine used in the 1973 Dino 308 GT4. The K-Jetronic system is mechanical, with a high-pressure pump which streams fuel continuously to the injectors; it does not have a computer, just a few relays to handle the cold start sequence etc. The chassis was also based on the 308 GT4, but with a 100-millimetre-longer (3.9 in) wheelbase at 2,650 mm (104.3 in). The suspension was the classic layout of unequal-length double wishbones and Koni dampers all around.

Today, the Mondial 8 is considered one of the marque's most "practical" vehicles, due to its 214 hp (160 kW), proven drivetrain, four seats, and relatively low cost of maintenance (major services performed without removing the entire engine/transmission subframe). 703 examples made. At the time of release, the base price was $64,000 (1981) (or $167,530 in 2015 dollars.)

The Mondial 8 is often the target of negative perceptions due to what many considered unworthy performance for the marque. Two of the three major US automotive publications (Road & Track, Car and Driver) yielded negative performance results that found the Mondial much slower than the 308 GTBi/GTSi

Road and Track November 1981[2]*(Reported faulty shifter) 0-60: 9.4s 1/4 Mile: 17.1s

Car and Driver November 1981[3]*(Pre=production model) 0-60: 9.3s 1/4 Mile: 16.9s

In contradistinction, Motortrend yielded better performance numbers nearing the 308 GTBi/GTSi:

MotorTrend's reported "The Mondial is a wink or two slower than the 308...1/4 mile in the low 16s terminal speeds favor the 308 by 2 MPH", and concluded "The Mondial is not the greatest Ferrari ever issued by Maranello, but it is by no means the least".

Motortrend November 1981[13] 0-60: 8.2 1/4 Mile: 16.2

Also rarely known was the handling superiority of the Mondial compared to its other stablemates.

"When it comes to getting around corners, the Mondial inspires confidence. the extra foot of wheelbase makes the car feel a good deal more stable than the shorter 308 in practically any operating situation-straight head at high speed, caning it around fast sweeper or scrambling in decreasing-radius sphincter-thighteners."

-MotorTrend 1981[14]

"The long wheelbase gives the Mondial a decisive advantage over the 308 in straight-ahead stability; turns with the poise of a dancer but only when you turn the wheel."

-Car 1981[15]

Mondial 8 Production started: 1980. Production ended: 1982. Total production: 703 (145 Right Hand Drive) - 147 Imported to US/CA First serial number: 31075. Last serial number: 41727.

Comparative Statistics
Model Horsepower Torque 0-60 1/4 Mile Skidpad MSRP Produced Source
1980 Ferrari Mondial 8* 205 @ 6,600 RPM 180 @ 5,000 RPM 8.2 seconds 16.2 seconds .81 $64,000 (1981) $167,530 (2015 Inf Adj) 703 MotorTrend Nov 1981[13]
1975 Ferrari 308 GT4 240 @ 6,600 RPM 195 @ 5,000 RPM 8.0 seconds 16.1 seconds .80 $24,104 (1975) $106,606 (2015 Inf Adj) 2,826 Road & Track 1975[16]
1980 Ferrari 308 GTSi 205 @ 6,600 RPM 180 @ 5,000 RPM 7.9 seconds 16.1 seconds .81 $55,040 (1981) $144,076 (2015 Inf Adj) 494 Road & Track 1981[17]
1975 Lamborghini Urraco P111 (US Spec) 175 @ 7,500 RPM 139 @ 3,750 RPM 10.1 seconds 17.9 seconds .79 $22,750 (1975) $100,618 (2015 Inf Adj) 21 Road & Track 1975[16]
1975 Maserati Merak (US Spec) 180 @ 6,000 RPM 185 @ 3,500 RPM 9.2 seconds 17.1 seconds .79 $22,064 (1975) $97,584 (2015 Inf Adj) 1,830 Road & Track 1975[16]
1981 Porsche 928 229 @ 5,250 RPM 268 @ 3,600 RPM 8.1 seconds 16.2 seconds .81 $24,104 (1975) $106,606 (2015 Inf Adj) 17,669 Road & Track 1981[2]
1980 Chevrolet Corvette 190 @ 4,400 RPM 280 @ 2,400 RPM 7.6 seconds 15.9 seconds .80 $14,447 (1980) $37,817 (2015 Inf Adj) 472,275 (Coupe) Car and Driver 1980[18]
1980 Aston Martin V8 (Series 4) 245 @ 5,000 RPM 350 @ 3,400 RPM 7.8 seconds 15.9 seconds .80 £55,000 (1986) £145,300.00 (2016 Inf Adj) 352 Car and Driver 2008[19]

*US Spec have lower HP/TQ listed due to emission regulations

Mondial Quattrovalvole[edit]

Mondial QV (Quattrovalvole)
Lancia Motor Club Goodwood Track Day 2010 IMG 9907 - Flickr - tonylanciabeta.jpg
Production 1982–1985
Body and chassis
Body style 2+2 coupe
2+2 cabriolet
Layout Transverse, mid-engine, rear-wheel drive
Engine 3.0 L Tipo F105A 32V V8
Transmission 5-speed manual
Wheelbase 2,650 mm (104 in)
Length 4,580 mm (180 in)
Width 1,790 mm (70 in)
Height 1,260 mm (50 in)
Curb weight 1,555 kg (3,428 lb)
1,607 kg (3,543 lb) (Cabriolet)

The first Mondial engine, although a DOHC design, used just two valves per cylinder. The 1982 Quattrovalvole or QV introduced a new four-valve head; the combustion chamber design purportedly based on the early eighties Formula 1 engine. Again, the engine was shared with the contemporary 308 GTB/GTS QV, and produced a much more respectable 240 hp (179 kW). Appearance was largely as per the Mondial 8, although with red engine heads and prominent "quattrovalvole" script at the rear. 1,145 coupés built between 1982 and 1985.

Rear view of Mondial Quattrovalvole

Mondial QV Production started: 1982. Production ended: 1984. Total production: 1,145, (152 Right Hand Drive) - 69 Imported to US/CA First serial number: 48037. Last serial number: 55343.

Mondial QV Cabriolet[edit]

A new Cabriolet body style added for 1983. Body styling remained the same as the coupé variant, with the roof maintaining the 'buttress' design of the roof, though the Cabriolet required the rear seats to be mounted closer together laterally. The introduction of the Cabriolet saw the popularity of the Mondial rise, particularly in the American market, where the convertible body style was highly desirable. The Cabriolet has the added distinction of being the only four-seat, mid-rear engine, convertible automobile ever manufactured in regular production. 629 units were produced between 1983 and 1985, making this the rarest version of the Mondial.

When you're in the mood, it's as exciting to drive as any Ferrari should be - as Ferraris always have been. The difference with this Ferrari, though, is that if your mood changes, if traffic or road conditions force a change of tempo, the Mondial is still a friendly car in which to drive and to ride.

-Motor 1982[20]

The Quattrovalvole engine is a turning point in the Mondial's fortunes. Before the acquisition of the extra power, the Mondial's performance was pleasant but not supercar-ish enough to please those who can be - and were - easily won over to other camps. Now it has the urge to please a wider area of buyers, coupled the refinement of suspension, ride quality noise suppression and drivetrain smoothness that makes it uncompromisingly modern. Plus a very high build quality and enough promise of real durability to set the sale on longevity...

-Car 1983[21]

...the Mondial Quattrovalvole does a splendid job keeping the Ferrari magic alive, combining it with the performance that one takes for granted from a car carrying the Prancing Horse emblem and offering high levels of trim and refinement to satisfy the discerning buyer.

-Motorsport 1983[22]

Mondial QV Cabriolet Production started: 1983. Production ended: 1985. Total production: 629 (27 Right Hand Drive) - 282 Imported to US/CA First serial number: 47247. Last serial number: 59163.

Comparative Statistics Coupes
Model Horsepower Torque 0-60 1/4 Mile Skidpad MSRP Produced Source
1982 Mondial QV Coupe 240 @ 7,000 RPM 192 @ 5,000 RPM 6.4 seconds 14.5 seconds .81 $66,180 (1984) $151,561 (2015 Inf Adj) 1,145 Motor 1982[23]
Aston Martin Volante 306 @ 5,000rpm 350 l@ 3,000 rpm 8.9 seconds 16.8 seconds .68 $120,000 (1984) $274,816 (2015 Inf Adj) 4,021 Road and Track 1984[24]
1984 Ferrari 308 Quattrovalvole 230 @ 7,000 RPM 188 @ 5,000 RPM 7.3 seconds 15.4 seconds .91 $50,000 (1984) $114,506 (2015 Inf Adj) 748 Edmunds 2007[25]
1982 Ferrari 400i 310 @ 6,400 RPM 289 @ 4,200 RPM 7.1 seconds 15.4 seconds .77 $77,100 (1982) $190,109 (2015 Inf Adj) 502 Road and Track 1982[26]
1984 Chevrolet Corvette 205 @ 4,300 RPM 290 @ 2,800 RPM 6.7 seconds 15.2 seconds .90 $28,000 (1984) $64,124 (2015 Inf Adj) 119,070 (84-86) Coupe Car and Driver 1984[27]
Comparative Statistics Convertibles
Model Horsepower Torque 0-60 1/4 Mile Skidpad MSRP Produced Source
1984 Mondial QV Cabriolet* 230 @ 6,800 RPM 188 @ 5,500 RPM 7.6 seconds 16.0 seconds .81 $68,000 (1982) $167,671 (2015 Inf Adj) 629 Road and Track 1984[28]
1984 911SC Cabriolet 172 @ 5,500 RPM 189 @ 4,200 RPM 7.0 seconds 15.5 seconds .81 $37,010 (1984) $84,758 (2015 Inf Adj) 19,987 Road and Track 1984[28]
  • US versions had EPA mandated catalytic converters and emissions equipment

Mondial 3.2[edit]

Mondial 3.2
Ferrari 3.2 Mondial (7895224878).jpg
Production 1985–1988
Body and chassis
Body style 2+2 coupe
2+2 cabriolet
Layout Transverse, mid-engine, rear-wheel drive
Engine 3.2 L Tipo F105C 4v V8
Transmission 5-speed manual
Wheelbase 2,650 mm (104 in)
Length 4,535 mm (179 in)
Width 1,795 mm (71 in)
Height 1,235 mm (49 in)
1,265 mm (50 in) (Cabriolet)
Curb weight 1,540 kg (3,395 lb)
1,607 kg (3,543 lb) (Cabriolet)

Like the new Ferrari 328, the Mondial's engine grew in both bore and stroke to 3.2 L (3,185 cc) in 1985. Output was now 270 PS (199 kW; 266 hp). The Mondial 3.2 was first presented at the 1985 Frankfurt Auto Show in September that year.[29]

Ferrari Mondial 3.2 Cabriolet

Available in both Coupé and Cabriolet forms, styling refreshed with restyled and body-coloured bumpers, similar to the 328 with more integrated indicators and driving lamps, and new alloy wheels with a more rounded face. The 3.2 also boasted a major interior update, with a more ergonomic layout and a more rounded instrument binnacle. Later cars, from 1987 onwards, also sported ABS brakes. Fuel injection remained the primarily mechanical Bosch K-Jetronic (CIS) with an O2 sensor in the exhaust providing feedback to a simple computer for mixture trimming via a pulse modulated frequency valve that regulated control fuel pressure. The ignition system was Marelli Microplex, with electronic advance control and one distributor per bank of the V8. The 1988 Mondial 3.2 would be the final model year that retained the relatively low maintenance costs of the 308/328 drivetrain, allowing major service items like timing belt and clutch replacement performed with the engine/transmission package still in the car.

We racked up 600 or 700 miles during our Memorial Day weekend and became quite attached to this Ferrari...It won us 1001 compliments about our fine taste in automobiles...All things considered, our trip by Ferrari was more entertaining than the race we went to see.

-Car and Driver 1987[30]

3.2 Mondial Coupe Production started: 1985. Production ended: 1988. Total production: 987 (91 Right Hand Drive) - 449 Imported to US/CA First serial number: 59165. Last serial number: 79671.

3.2 Mondial Cabriolet Production started: 1985. Production ended: 1988. Total production: 810, (57 Right Hand Drive) - 87 Imported to US/CA First serial number: 59393. Last serial number: 78895.

Comparative Statistics Coupes
Model Horsepower Torque 0-60 1/4 Mile Skidpad MSRP Produced Source
1987 Mondial 3.2 Coupe 260 @ 7,000 RPM 213 @ 5,500 RPM 6.3 seconds 14.6 seconds .82 $73,200 (1987) $153,323 (2015 Inf Adj) 987 Car and Driver 1987[31]
1987 Ferrari 328 GTS 260 @ 7,000 RPM 213 @ 5,500 RPM 6.5 seconds 14.9 seconds .86 $62,500 (1986) $135,160.24 (2015 Inf Adj) 6,068 Motortrend Sep 1986[32]
1987 Ferrari 412 340 @ 6,000 RPM 333 @ 4200 RPM 6.7 seconds 14.9 seconds .82 $125,000 (1987) $$260,802 (207 Inf Adj) 576 Road and Track 1987[33]
1986 Lamborghini Jalpa 256 @ 7,00 RPM 243 @ 3,250 RPM 6.2 seconds 14.7 seconds .85 n/a 410 1986 Road Test[34]
1987 BMW M6 256 @ 6,500 RPM 243 @ 4,500 RPM 6.1 seconds 14.7 seconds .77 $58,720 (1987) $122,994 (2015 Inf Adj) 5,859 Car and Driver 1987[35]
1985 Chevrolet Corvette 230 @ 6,500 RPM 330 @ 4,500 RPM 6.0 seconds 14.5 seconds .90 n/a 35,389 (87-88) Coupe Car and Driver 1984[36]
1988 Porsche 928 320 @ 6,000 RPM 317 @ 3,000 RPM 6.4 seconds 15.0 seconds .82 $63,500 (1988) $127,722 (2015 Inf Adj) 61,000 Motor 1988[37]
Comparative Statistics Convertibles
Model Horsepower Torque 0-60 1/4 Mile Skidpad MSRP Produced Source
1987 Mondial 3.2 Cabriolet 260 @ 7,000 RPM 213 @ 5,500 RPM 7.6 seconds 15.2 seconds .84 $78,100 (1987) $163,587 (2015 Inf Adj) 810 Road and Track 1987[38]
1987 Porsche 911 Cabriolet 200 @ 5,900 RPM 185 @ 5,500 RPM 6.6 seconds 15.0 seconds .89 $53,711 (1987) $112,063 (2015 Inf Adj) 19,987 Motortrend Sep 1986[32]
1987 Corvette Convertible 230 @ 4,000 RPM 330 @ 3,200 RPM 6.7 seconds 15.2 seconds .90 $35,226 (1987) $73,496 (2015 Inf Adj) 18,032 (87-88) Convertible Motortrend Sep 1986[32]
1987 Mercedes Benz 560 SL 227 @ 4,750 RPM 279 @ 3,250 RPM 6.8 seconds 15.4 seconds .80 $54,600 (1987) $113,918 (2015 Inf Adj) 49,347 Motortrend Sep 1986[32]

Mondial t[edit]

Mondial t
Mondial t 1.jpg
Production 1989–1993
Body and chassis
Body style 2+2 coupe
2+2 cabriolet
Layout Longitudinal, mid-engine, rear-wheel drive
Engine 3.4 L Tipo F119D V8
3.4 L Tipo F119G V8
Transmission 5-speed manual
Valeo auto-manual
Wheelbase 2,650 mm (104 in)
Length 4,535 mm (179 in)
Width 1,810 mm (71 in)
Height 1,235 mm (49 in)
Curb weight 1,560 kg (3,439 lb)
1,570 kg (3,461 lb) (Cabriolet)

The final Mondial evolution was 1989's Mondial t (Coupe and Cabriolet). It was a substantially changed model, "spearhead of a new generation of V8 Ferraris", according to Road & Track magazine. It was visually different from preceding Mondial models, the most recognizable being the redesign of the air intakes to a smaller rectangular shape. Additionally, the door-handles were of a visually different design, as were the front and rear bumpers which became body colored. New front and rear wings cover wider tracks and are re-profiled to a fuller shape compared to previous models, which feature a rolled lip.

Mondial t coupe.

The 't' called attention to the car's new engine/transmission layout: the previously-transverse engine mounted longitudinally while the gearbox remained transverse, thus forming a 't'. By adopting this layout, a longer engine could be mounted lower in the chassis, improving handling dramatically. The 't' configuration was used by Ferrari's Formula One cars of the 1980s, and would be the standard for the marque's future mid-engined V8 cars, beginning with the 348, introduced later in the year. The transverse manual gearbox fitted with a Limited Slip Differential with a twin-plate clutch design with bevel gears driving the wheels. Later in production, a Semi-automatic transmission termed "Valeo" was available as an option; while shifting was using a traditional gear lever, the clutch was actuated automatically without a clutch pedal. The engine was up to 3.4 L (3405 cc) and 300 hp (224 kW). The engine controlled by Bosch Motronic DME 2.5 (later DME 2.7) electronic engine management that integrated EFI and ignition control into a single computer unit. Two of these used in the car: one for each bank of the engine. Engine lubrication upgraded to a dry-sump system.

The Mondial's chassis would underpin a new generation of 2-seat Ferraris, right up to the 360, but the 2+2 Mondial would end production just four and a half years later in 1993. However, the "t" layout of the engine and transaxle, adapted from Ferrari's Formula One cars, continues to be used in mid-engined V8 model Ferraris to date, albeit with a more sophisticated chassis. The new layout saw the engine and transmission mounted on a removable subframe; the assembly removed from the underside of the vehicle for maintenance. This process is necessary for timing belt replacement, making this a costly procedure for the owner who does not have a lift. On the other hand, the clutch was now located at the very rear of the drive train. This arrangement makes clutch replacement and service a simple, inexpensive, and readily owner-doable proposition.

The "t" was home to other Ferrari firsts: It used power assisted steering for the first time and had a 3-position electronically controlled suspension for a variable tradeoff between ride quality and road holding. It also had standard ABS.

The Mondial t represented the most substantial upgrade to the Mondial model line in performance and handling since its introduction in 1980. The "t" offered greater performance while retaining a mid-engined layout and a practical packaging layout, and was once again, favorably received.

Not only does the Mondial t Cabriolet offer all the right pieces, but it also tingles your soul with all the right sensations...Admittedly, the Mondial t Cabriolet provides only a taste of the Grand Prix experience. But it's a stronger flavor than almost any other car can provide. Plus, the Mondial t is easily the most comfortable and practical of the high-priced Italian exotics.

-Car and Driver 1991[39]

The old Mondial was much better than its reputation, and the new Mondial t is better still. To me, it is the most desirable Ferrari this side of an F40, and for about $82,000, it certainly is one of the few remaining buys in the exotic league. If you are ready for the challenge, grab one now before the word gets around and the line grows long.

-Automobile 1989[40]

That the Mondial is fun to drive, fast and practical should make it Ferrari's most popular car. After all, it does much of what a Porsche 911 does for much the same sort of money - and adds extra style, greater handling competence, and an even finer engine. Now that it has been so intelligently worked-over, and so discreetly yet effectively improved, its appeal is stronger than ever. Yet sales are unlikely to improve. Why is this wonderful car so unfairly ignored?

-Car 1989[41]

The Mondial emerged as that motoring contradiction: a practical Ferrari. The Mondial t has enough performance to be enthralling, ride comfort enough to teach some mid-range saloon car manufacturers a thing or two and a mild whiff of the Prancing Horse mystique. This becomes positively rampant when the V8 is busking in the higher rpm ranges and the plump tyres are being asked to do some work. Maranello Concessionaires candidly admits that it is not easy to persuade customers to try the charms of the Mondial, "but once we got them into one, they swear by them and are quite likely buy another."

-Motorsport 1992[42]

It may not provide the fun and exhilaration of an F40, but the Mondial t is a jolly fine, very fast car..

-Road and Track 1990[43]'s a glorious chariot. It tends to get a bit ignored because it looks a little gawky alongside the gorgeous 348, whose engine it shares...But it's more fun. Its chassis is emphatically more friendly and more communicative. The 348 might have might have bigger tyres and a higher ultimate level of sheer grip. But making use of it is a real task. In the Mondial, you can explore the limit, because the chassis and steering work more progressively and provide better feedback.

-Car 1993[44]

The Mondial exhibited more predictable behavior than its two-seat relatives pushing gently into a corner and announcing its intention to oversteer in advance...the Mondial t does not have the nervous feel of the 348...raw speed is not the essence of a car like the Mondial, plenty of other cars can go as fast, but none with the sound and feel of the prancing horse.[45]

John Davis


The company has not produced a mid-engined 2+2 car since then, leaving the 2+2 configuration to the more classic front-engined design starting with the 456 in 1992. As of 2016, the V12 GTC4Lusso along with the V8 California are the company's only 4-seat vehicle offerings, but both of these are front engined, leaving the Mondial t as the most modern 4-seat, mid-engined, Ferrari yet produced.

Mondial t Coupe Production started: 1988. Production ended: 1993. Total production: 858 (45 Right Hand Drive) - 43 Imported to US/CA First serial number: 79596. Last serial number: 97698.

Mondial t Cabriolet Production started: 1989. Production ended: 1993. Total production: 1,017 (51 Right Hand Drive) - 379 Imported to US/CA First serial number: 80399. Last serial number: 97733.

Comparative Statistics Coupes
Model Horsepower Torque 0-60 1/4 Mile Skidpad MSRP Produced Source
1989 Ferrari Mondial t Coupe (Euro) 300 @ 7,000 RPM 238 @ 4,000 RPM 5.6 seconds 14.2 seconds .89 $94,000 (1991) $164,220 (2015 Inf Adj) 858 Autocar June 1992[46]
1991 Honda NSX 270 @ 7,100 RPM 210 @ 5,300 RPM 5.7 seconds 14.0 seconds .93 $60,000 (1991) $104,412(2015 Inf Adj) 18,685 Road and Track 1990[47]
1991 BMW 850i 296 @ 5,200 RPM 332 @ 4,100 RPM 6.3 seconds 14.9 seconds .82 $98,000 (1991) $158,816 (2015 Inf Adj) 31,062 Car and Driver 1991[48]
1989 Chevrolet Covette Z51 244 @ 4,300 RPM 345 @ 3,800 RPM 6.0 seconds 14.2 seconds .89 $32,420 (1989) $61,968 (2015 Inf Adj) 122,131 (89-96) Coupe Car and Driver 1988[49]
1990 Ferrari 348ts 296 @ 7,000 RPM 224 @ 4,000 RPM 6.0 seconds 14.4 seconds .90 $103,400 (1991) $180,642 (2015 Inf Adj) 4,228 Car and Driver 1991[50]
1989 Aston Martin Virage 330 @ 6,000 RPM 350 @ 4,000 RPM 6.7 seconds 14.7 seconds N/A $150,000 (1991) $262,054(2015 Inf Adj) 1,050 Autocar Aug 1990[51]
1991 Porsche 928 GT 326 @ 6,000 rpm 317 @ 4,100 rpm 5.6 seconds 14.2 seconds N/A $77,500 (1991) $134,866.50 (2015 Inf Adj) 2,078 2005 Hemmings[52]
Comparative Statistics Convertibles
Model Horsepower Torque 0-60 1/4 Mile Skidpad MSRP Produced Source
1989 Ferrari Mondial t Cabriolet* 296 @ 7,000 RPM 234 @ 4,000 RPM 6.2 seconds 14.5 seconds .85 $97,000 (1991) $170,000 (2015 Inf Adj) 1,017 Car and Driver July 1990[53]
1990 Jaguar XJ-S Convertible 296 @ 5,200 RPM 332 @ 4,100 RPM 7.5 seconds 16.0 seconds N/A $70,000 (1991) $122,292(2015 Inf Adj) 12,372 Automobile Catalog[54]
1989 Mercedes Benz SL500 322 @ 5,500 RPM 354 @ 3,200 RPM 6.3 seconds 14.7 seconds .82 $82,000 (1991) $143,256 (2015 Inf Adj) 213,089[better source needed][55]
1990 Porsche 911 Carrera 4 Cabriolet 247 @ 6,100 RPM 228 @ 4,800 RPM 5.3 seconds 14.3 seconds .86 $80,257 (1991) $140,211 (2015 Inf Adj) 4,802 Car and Driver 1991[56]
1989 Chevrolet Corvette Convertible 245 @ 4,300 RPM 345 @ 3,800 RPM 5.8 seconds 14.4 seconds .88 $41,331 (1991) $72,206 (2015 Inf Adj) 49,304 (89-96) Convertible Car and Driver 1989[57]

*US Spec Requires catalytic converters

PPG Pace Car[edit]

The Mondial-based Ferrari PPG Pace Car was built exclusively for PPG Industries to use as a safety car for the PPG Indy Car World Series as part of its pace car program. Built by Ferrari under the design of I.DE.A Institute at a cost of approximately $1 million, it was introduced at the 1989 Champion Spark Plugs 300 in Laguna Seca.[58]

In 2004, one of its examples was offered at a Christie's auction held during the 2004 24 Hours of Le Mans, where it sold for €70,500.[58]

In notable film (United States)[edit]

Mondial QV Cabriolet
Weird Science, 1985
Madonna: Material Girl Music Video, 1985
Lionel Richie: Dancing On the Ceiling Music Video, 1985
Mondial 3.2 Cabriolet
Into the Night, 1985
Dirty Rotten Scoundrels, 1988
Only You, 1994
Mondial T Cabriolet
Scent of a Woman, 1992
Vegas Vacation, 1997


With its one-of-a-kind Pininfarina derived design; everyday versatility, the Mondial has amassed a cult following of enthusiasts. It historically has not received widespread admiration however and is sometimes the target of derision due to what many consider the compromises (4 seats and heavier weight) Ferrari undertook creating the car in both form and function. Some early negative reviews for the first model, the Mondial 8, has often been repeated by derivative articles that further tarnished the Mondial image across the subsequent six iterations.[59]

Many current enthusiasts have welcomed the contrary views, as it has allowed the price of the model to remain relatively stable and Ferrari ownership and parts manageable, many speculate (and some lament) that it will inevitably rise significantly in value.[60][61][62][63][64]

The Mondial has also garnered more positive press in recent media.

In my car collection, I have a Mondial QV... I love my Mondial with a passion. My car guy pals think I'm just a little bit strange, why you got a Mondial QV? Because it's just a cool car. What they don't understand is that I need cars to communicate with me....and it puts a smile on me face. This really is a cool car.

-John Pogson - The Drive May 2016

6 Time British Championship Winner for Ferrari

15 Years Ferrari Engineer in Maranello

25 Years Ferrari Specialist in Italia Autosport

"The Mondial has been the perennial underdog Ferrari along with the V-12 400i/412. Both are having the last laugh, but Mondial prices in particular have been climbing. Offered in 2+2 coupe and convertible body styles, the Mondial shares the revvy 308/328/348 flat-plane crank V-8 with all of the visceral thrills that entails. Striking Pininfarina looks, decent reliability, Ferrari sounds and room in back for the kids? What’s not to like?" -Hagerty - August 2015

"..the V8 sings and the chassis is a delight, with many thinking it sweeter in the ride and handling than the equivalent two-seat models...Find a good one and you’ll get one of Ferrari’s most reliable and inexpensive cars." -Mark Pearson "Autocar" May 2015

"The Mondial might be a four-seat GT car on paper, but it's still a mid-engined screaming Ferrari at Heart." -Terry Shea "Hemmings Sports & Exotic Car" August 2014

"The Mondial is a highly usable, underrated Ferrari with good parts availability..." -Malcom McKay - "Classic Sports Car" June 2013

"Ferrari Mondial makes an excellent practical classic Ferrari. With four seats, a comfortable ride, that quintessential Ferrari sound track and in later forms - impressive handling and performance, the Mondial represents excellent value for the money." -"Italia" July 2012

In 2012, Top Gear reviewed a 1980 Mondial 8, nominating the Mondial and the F50 as the two Ferrari contenders for "the worst car in the history of the world." James May compared it to "Lennon & McCartney's Eggman - rubbish," criticized the performance, handling, and interior space, and stated that anybody who bought one would be "bitterly disappointed." Jeremy Clarkson decided that the F50 was a "worse catastrophe in Ferrari's history."[65]

In 2015, a pristine 1991 Mondial t coupe sold for €95,200 + 12% buyers premium + 19% VAT = €126,884, or approximately $142,000 US Dollars[66]

The Ferrari Mondial has many misconceptions and urban myths. Historical negative commentary fall under four categories:

1. Performance 2. Reliability 3. Price 4. Aesthetics

In regards to performance, there was a question of the straight line speed for only the first model, the Mondial 8 (80-82). There were only three formal road tests for the Mondial 8 in 1980. Two trials (Car and Driver/Road & Track) lamented straight line speed, one (MotorTrend) test applauded it. Handling is universally praised by the press at the time for all models (including the Mondial 8) and straight line performance on par with other exotics for all subsequent iterations.

Reliability is another common critique. The Mondial line shares the exact powertrain as the 308/328, both regarded as the more reliable Ferrari.[67]

The Mondial is often described as the 'entry-level' Ferrari. The reality is the Mondial was substantially more expensive than the 308/328 when new.

The view of the Mondial's aesthetics has always been a matter of debate. Given the subjective nature of visual design, it is the one criticism that has merit based only on personal judgment.

I think it's Ferrari's most elegant car...the Mondial's shape is perfect...In short, the Mondial is the one Ferrari that causes heads to turn in appreciation rather than shock.

-John Phillips III of Automobile 1987[68]

The styling of the Ferrari Mondial Coupe indeed of most Ferraris is best described as timeless; the Pininfarina penned lines still look fresh after eleven years and have influenced the design of sports cars from Detroit to Tokyo.[45]

John Davis



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