The Ferrari Mondial (Type F108) is a mid-engined, V8, grand tourer manufactured and marketed by Ferrari between 1980 and 1993 – with styling by Pininfarina and bodywork by Carrozzeria Scaglietti.
Offered as either a 2+2 coupé or cabriolet, the Mondial has the slightly higher roofline, greater dimensions and increased weight to accommodate occasional rear seating for children or small adults.
The Mondial replaced the Ferrari 308/208 GT4 coupé and remains the last V8, rear mid-engined, 2+2 Ferrari.
The name Mondial, French for global, reflected its worldwide conformance with 1980 safety and emission standards — as well as the company's prominent motor racing victories. Ferrari had used the nameplate in the 1950s to celebrate Formula 1 World Championships and again in the 1970s to mark its Formula 1 World Constructors Championships.
Design
The Mondial uses a rear mid-engine, in 2+2 2-door coupé or 2+2 convertible bodystyles. It was marketed concurrently with Ferrari's two-seater 308 GTB/GTS, 328, and 348 sports cars, sharing the major mechanical systems with the two-seater model Ferrari marketed concurrently.
Unlike its 308 GT4 predecessor which was styled by the Italian Gruppo Bertone, the original Mondial 8 was designed by Pierangelo Andreani who just started working at Pininfarina with subsequent iterations redesigned by Leonardo Fioravanti, the designer with whom Ferrari had worked closely since 1951.
|-
|style="text-align: left;" |F105A
|
|
|
| at 6800 rpm
| at 5500 rpm
|8.6:1
|7700
|1982–85
|style="text-align: left;" |Mondial QV
|6.4 sec
|Motor 1982
|-
|style="text-align: left;" |F105C
|
|
|
| at 7000 rpm
| at 5500 rpm
|9.8:1
|7700
|1985–89
|style="text-align: left;" |Mondial 3.2
|6.3 sec
|Car and Driver 1987
|-
|style="text-align: left;" |F119D or G
|
|
|
| at 7200 rpm
| at 4200 rpm
|10.4:1
|7500
|1989–93
|style="text-align: left;" |Mondial t
|5.6 sec
|Autocar June 1992
|-
|}
- Power and torque figures quoted are for European versions
Transmission
In the Mondial 8, QV, and 3.2 models, the transmission housing is integral with the engine sump casting, albeit with its own oil supply, sitting below and slightly to one side of the main block.
Suspension and running gear
thumb|Mondial 8 and QV wheel (left)<br/>Mondial 3.2 and t wheel (right)
Although based on the two-seater vehicle designs, Mondials are slightly larger overall including having appreciably wider front and rear track dimensions. 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.
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 O<sub>2</sub> 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.
<gallery widths="200" heights="150">
File:1988 Ferrari Mondial interior.jpg|1988 Mondial 3.2 Coupe interior
File:1988 Ferrari Mondial 3.2 Cabriolet in Red, rear right.jpg|Ferrari Mondial 3.2 Cabriolet, rear view
</gallery>
Mondial t
The final Mondial evolution was 1989's Mondial t (Coupé 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.
thumb|left|Mondial t
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'. The 't' suffix was also homage to the first use of a transverse transmission by Ferrari in the highly successful Ferrari 312T, driven by F1 World Champion Niki Lauda. 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-engine 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, an electromechanical-actuated clutchless manual transmission, termed Valeo, was available as an option; where the driver would change gear using a traditional H-pattern gearshift, but the clutch was automatically actuated through electronic equipment, eliminating the need for a manually operated clutch pedal.
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 engine was up to 3.4 L (3405 cc) and . The engine was 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 were used in the car: one for each bank of the engine. Engine lubrication upgraded to a dry-sump system.
thumb|left|Interior
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 a standard anti-lock braking system.
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-engine layout and a practical packaging layout, and was once again, favorably received.
The Mondial's chassis would underpin a new generation of two-seater Ferraris, right up to the Ferrari 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-engine V8 model Ferraris to date, albeit with a more sophisticated chassis.
The company has not produced a mid-engine 2+2 car since then, leaving the 2+2 configuration to the more classic front-engine design starting with the 456 in 1992. Since then, the GTC4Lusso, Portofino, Roma have been additional four-seat vehicle offerings – but all of these are front-engined, leaving the Mondial t as the most recent four-seat, mid-engine, Ferrari produced.
PPG Indy Pace Car
thumb|left|1987 Ferrari Mondial t Pace car s/n 76390
A Mondial t was manufactured exclusively by Ferrari for PPG Industries to use as a pace car for the PPG Indy Car World Series. Built under the design of Ercole Spada at I.DE.A Institute at a cost of approximately $1 million, it was introduced at the 1989 Champion Spark Plugs 300 in Laguna Seca.
Legacy
The Mondial has historically been a target of derision from Ferrari enthusiasts, with many calling it one of the worst Ferraris ever made due its styling, performance and weight. Some enthusiasts, however, consider the car a future classic due to its low price relative to other classic Ferraris.
Production numbers
{| class="wikitable"
|-
! colspan = 2 rowspan = 2 | Model/body !! rowspan = 2 | Production<br>(total) !! colspan = 2 | subtotals !! rowspan = 2 | Years built
|-
! RHD !! US/CDN
|-
! Mondial 8
| Coupé || align=right | 703 || 145 || 147 || 1980–1982
|-
! rowspan = "2" | Mondial QV
| Coupé || align=right | 1145 || 152 || 69 || 1982–1985
|-
| Cabriolet || align=right | 629 || 27 || 282 || 1983–1985
|-
! rowspan = "2" | Mondial 3.2
| Coupé || align=right | 987 || 91 || 87 || rowspan = "2" | 1985–1988
|-
| Cabriolet || align=right | 810 || 57 || 449
|-
! rowspan = "2" | Mondial t
| Coupé || align=right | 858 || 45 || 43 || 1988–1993
|-
| Cabriolet || align=right | 1017 || 51 || 379 || 1989–1993
|-
| colspan = 6 |
|-
| Coupé: 3,693 || Cabrio: 2,456 || align=right | 6,149 || 568 || 1,456 ||
|}