Jun 7

Jun 7 Guide: Ferrari Mondial 8

Ferrari - Ferrari Mondial - 1980s Italian Cars - 1980s Supercars - Pininfarina

Background

In 1973, Ferrari launched a new type of model that combined a 2+2 seating layout with a mid-engined configuration. Known as the Dino 308 GT4, it was powered by Ferrari’s first production V8 engine.

Ferrari hoped that adding a pair of rear seats to a junior model would drive much higher sales; Porsche’s 911 was the benchmark at around 10,000 deliveries per year.

However, while Ferrari’s new V8 engine proved an absolute gem, the 308 GT4's flawed packaging and a downturn in the global economy massively restricted sales. The rear seats were only suitable for very small children and Bertone’s wedge design did not meet with universal approval.

Nevertheless, the 308 GT4 remained in production for seven years and over 3600 were delivered (a figure that included a two-litre tax break version for the Italian market).

In light of the criticism aimed at the 308 GT4, its replacement, the Mondial 8, was longer, wider and taller in order to provide customers with a more spacious cockpit. Ferrari also returned to Pininfarina for the styling. Maranello’s brief affair with the fashionable Bertone studio yielded just one model plus a unique 1976 show car known as the 308 GT Rainbow.

Unveiled at the Geneva Motor Show in March 1980, Ferrari named the Mondial after their famous line of four-cylinder sports racing cars cars from the 1950s.

The new Mondial stayed in production until 1993. It evolved through four key derivatives: Mondial 8, Mondial Quattrovalvole, Mondial 3.2 and Mondial t.

The Mondial 8 was only available as a Coupe, but all three subsequent iterations could be ordered as Cabriolets as well.

The Mondial 8 joined a Ferrari line up that comprised the front V12-engined 400i four seater, the mid-Flat 12-powered 512 BB and the two-seat 308 GTB / GTS which, like the Mondial, also came with a mid-mounted V8.

Chassis

Compared to the 308 GT4, the Mondial’s new Tipo F108 AL 100 tubular steel chassis had a wheelbase extended by 100mm to 2650mm. Track was widened by 35mm at the front and 57mm at the rear. Steel was used instead of fibreglass for the floor, inner arches and front bulkhead.

Twin fuel tanks had a combined capacity of 84-litres (up from 80). They were again mounted underneath the rear seats.

Aside from new spring and damper rates (to counter extra weight), the Mondial's independent suspension layout was practically identical to the other 308 models. It consisted of unequal length wishbones with coil springs and telescopic Koni dampers. Anti-roll bars were fitted at either end.

Four-wheel ventilated disc brakes ran off separate hydraulic systems for each axle.

The five spoke Cromodora light alloy wheels were designed for Michelin's new metric TRX low profile tyres. Special metric-sized wheels were created for the 240/55 VR 390 tyres.

Engine / Gearbox

In the engine bay was the first fuel-injected version of Ferrari's all-alloy 90° V8. Later in 1980, this same power unit would be fitted to the new 308 GTBi and 308 GTSi.

Ferrari had already switched their V12 engine over to fuel-injection in 1979 (with the 400i) and the Flat 12-powered BB followed in 1981 (with the 512i BB). However, neither of these models was US compliant which meant American dealers only had V8-engined Ferraris to offer.

As before, the engine and five-speed gearbox were mounted in unit. This assembly (together with the rear suspension) was bolted to a subframe that could be dropped out out of the car for easy maintenance.

The transversely mounted Tipo F106 B 000 engine featured belt-driven dual overhead camshafts, two valves per cylinder and wet-sump lubrication.

It displaced an unchanged 2926cc thanks to a bore and stroke of 81mm and 71mm respectively. The compression ratio was also the same at 8.8:1.

New equipment included Bosch K-Jetronic fuel-injection and Marelli Digiplex electronic ignition.

Peak output was 214bhp at 6600rpm and 179lb-ft at 4600rpm.

Bodywork

Ferrari returned to regular design partner Pininfarina for a body and interior, but the mid-engined 2+2 layout was no easier to work with today than it had been when the 308 GT4 was conceived; if the outside proportions were correctly balanced, the rear seat area was always too small.

Body panels were fabricated from steel with aluminium used for the front lid and engine cover.

The Mondial continued the trend for less brightwork as black body trim took over. Black finish was used for the window frames, wing mirror, windscreen wipers, side sills, lower rear apron and the plastic bumper mouldings. Unusually, black finish was also applied to the trailing edge of the roof and rear buttresses.

Each pop-up headlight housed two lights. Further up the nose was a full width bank of body coloured radiator cooling vents.

Another full width grille (this time left in natural alloy) was shrouded by the lower nose panel which had an integrated chin spoiler. Supplementary front lights were housed in the chunky Ferrari Cr 25-inspired bumper.

Distinctive engine cooling ducts with body coloured grilles were added behind each door. Pininfarina had used a simple scalloped intake on the Dino GT and 308 GTB / GTS. The more elaborate Mondial type was followed by even greater styling trickery on the subsequent Testarossa and 348.

The louvred engine cover and boot lid were separate lift up panels.

The tail fascia incorporated 308 lights, a thick black bumper and dual exhausts per side.

Interior

Everything in the brand new cockpit was a big improvement. Better quality materials were used, the specification was higher and the design was more elegant.

Importantly, the Mondial’s larger dimensions meant there was significantly more space on offer, especially in the rear.

Leather upholstery, air-conditioning, tinted glass, a heated rear windscreen, electric windows, a driver’s electric door mirror and a stereo with electric antenna were all fitted as standard.

The upper dash was upholstered in black vinyl and incorporated a boxy modern instrument binnacle that housed all the major instrumentation.

A large speedometer and rev counter were located directly behind the leather-rimmed steering which came with three louvred black spokes to match the dash fascia. Smaller read outs for oil pressure, oil temperature, water temperature and fuel were located on the inner corner of the binnacle. An array of warning lights were scattered in between. A bank of touch-sensitive switches were housed in the outer corner of the binnacle.

Options

As the standard specification was so high, the options list was fairly limited.

It included metallic paint, an electric sunroof, a passenger side wing mirror and fitted luggage.

USA Version

Mondials bound for the USA came with a range of modifications, many of which also appeared on cars destined for Australia and Japan.

Cosmetic differences were limited to rectangular side markers, an extra rear bumper insert and a matt black exhaust shroud.

Under the skin, several safety features were added to include a reinforced rear bulkhead and bigger bumper structures.

The engine was fitted with catalytic converters and different Marelli Digiplex electronic ignition. Power output dropped to 205bhp at an unchanged 6600rpm. The torque rating was unchanged.

Some extra dash warning lights were also fitted.

Overall, the US Mondial 8 weighed in 80kg heavier than standard.