Guide: Ferrari Mondial Quattrovalvole
Background
Between 1979 and 1981, Ferrari switched all of its production engines from carburettors to fuel-injection. This initially led to a slight drop in power, but the trade off was reduced emissions, improved reliability, easier maintenance and much-improved cold starting.
By 1982, the power deficit of Ferrari’s early fuel-injected V8 engines was practically eradicated thanks to a new Quattrovalvole four valve cylinder head.
As the priciest V8 available from Maranello, the Mondial was the first V8 Ferrari to come equipped with the four valve engine. The 308 followed a few months later.
The Mondial was originally expected to outsell Ferrari's two-seat models by virtue of its more practical 2+2 layout. However, the Mondial ultimately proved less popular than anticipated for several reasons.
In addition to costing about 10% more than a 308 GTB, the Mondial was dynamically inferior and nothing like as pretty. Significantly, the rear seats were only spacious enough for small children which meant, in the real world, the Mondial was only a fraction more practical than a 308.
Nevertheless, the Mondial undeniably brought some customers to Ferrari that would otherwise have chosen a Porsche 911, Mercedes SL, Jaguar XJS or BMW 6-series.
The first Mondial derivative, the Mondial 8, was launched at the Geneva Motor Show in March 1980. It replaced the Bertone-designed 308 GT4 which had been the first mid-engined Ferrari 2+2.
As Bertone’s wedge design for the 308 GT4 was not terribly well received, Ferrari returned to Pininfarina for its successor.
The Mondial Quattrovalvole was unveiled at the Geneva Motor Show in March 1982.
Engine / Gearbox
This latest iteration’s most significant new feature was the Tipo F105 A 000 four valve engine which was identifiable by a bright red intake casing with Ferrari Quattrovalvole script.
In addition, the revised motor featured flat-top pistons and Nikasil-lined cylinder heads (instead of cast iron).
Displacement remained unchanged at 2926cc thanks to a bore and stroke of 81mm and 71mm respectively.
Ferrari’s all-alloy 90° V8 employed wet =-sump lubrication, belt-driven dual overhead camshafts, Bosch K-Jetronic fuel-injection and Marelli Digiplex electronic ignition with a separate coil, distributor and ignition module for each bank of cylinders.
Compression was raised from 8.8:1 to 9.2:1 and power jumped from 214bhp to 240bhp at an unchanged 7000rpm. The torque rating was improved from 179lb-ft at 4600rpm to 192lb-ft at 5000rpm.
Like all Ferrari's normally aspirated V8 production models of the era, the Mondial's engine was mounted transversely in unit with the five-speed gearbox which was located below and to the rear of the sump.
Together with the rear suspension, the engine and gearbox were bolted to a removable subframe for easy maintenance.
Chassis
The Mondial’s tubular steel chassis was given a new designation (Tipo F108 BL 100). The only update concerned the fuel tank (mounted underneath the rear seats) the capacity of which was enlarged from 84-litres to 87-litres.
Suspension was fully independent with unequal length wishbones, coil springs, Koni dampers and anti-roll bars at either end.
Ventilated disc brakes were fitted all round and ran off a separate hydraulic system for each axle.
Wheels were the same Cromodora 18TR 390 five spoke rims designed for Michelin's metric TRX tyres.
Bodywork
Externally, the Mondial 8 and Quattrovalvole were identical except for the tail script; the original natural alloy rectangular badge was exchanged for black lettering with a white inset as used on the 308. This meant the door handles were the solitary area of brightwork left on the car.
Otherwise, the only change saw the previously optional electric passenger-side wing mirror added to the list of standard equipment.
Two years after its original launch, the Mondial still looked good. Ironically though, its biggest commercial problem was perhaps the older 308. Stood alongside one another, the Mondial was definitely the ugly sister, but this was more to do with the impossible task of elegantly packaging a mid-engined 2+2 as opposed to Pininfarina losing their touch.
Interior
Although the bodywork was practically unchanged, a few subtle improvements were made to the interior.
The centre console was redesigned, the switchgear was updated and the stereo was moved from behind the gear lever to in front of it.
The centre console was also home to those controls that were originally located in a separate now deleted panel underneath the lower dash.
A Quattrovalvole script was added to the glovebox and the new steering wheel had solid rather than louvred spokes.
The seats were unchanged, but each door panel was modified to accommodate a bigger elasticated pocket.
Wing mirror controls were moved from the centre console to the driver’s door.
Mondials were always very highly equipped. As standard they came with air-conditioning, tinted glass, a heated rear windscreen, electric windows, electric mirrors, a stereo with electric aerial and full leather upholstery.
As before, instrumentation comprised a large speedometer and rev counter located directly behind the leather-rimmed steering wheel. 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
Optional extras included metallic paint, an electric sunroof and fitted luggage.
Weight / Performance
Weight was reduced by 15kg over its predecessor (now 1430kg).
Top speed rose from 143mph to 150mph and the 0-62mph time dropped by seven tenths to 6.3 seconds.
USA Version
Mondial Quattrovalvoles exported to the USA came with a variety of additional safety and emissions equipment.
Engines were fitted with catalytic converters, revised Marelli Digiplex ignition and lower compression ratios (down to 8.6:1 from 9.2:1).
As a result, output dropped to 230bhp at 6800rpm but the torque rating was unchanged.
Externally, US versions could be identified by way of rectangular side marker lights, an extra rear bumper insert and a deep exhaust shroud.
Inside, several additional warning lights were added.
Owing to a reinforced rear bulkhead and bigger bumpers, weight was up by 80kg.
The US specification was also adopted by some other markets to include Japan and Australia.
Mondial Quattrovalvole Cabriolet
18 months after the Mondial Quattrovalvole was launched, Ferrari unveiled a Cabriolet during an international owners club meet in September 1983. It was the first full convertible Ferrari had offered since the 365 GTS/4 went out of production in 1973.
The Cabriolet featured a manually operated canvas hood that mimicked the Coupe's cabin profile.
Rear seat space was reduced in order to accommodate the roof mechanism. The rear quarter windows (fixed on the Coupe) could now be electrically raised and lowered.
To reduce chassis flex, strengthening gussets were inserted by the door hinges and shut posts. The side sills were also beefed up.
The Cabriolet’s chassis was designated Tipo F108 BS 100. Surprisingly, it weighed exactly the same as the Coupe.
Although there were no mechanical differences between the two body styles, Cabriolets came with engines that bore type number F105 AS 000.
The only new option was a leather instead of canvas cover for when the roof was lowered.
End of Production
Production of both variants continued until late 1985. By this time 1145 Coupes and 629 Cabriolets had been completed. Of these, 152 Coupes and 24 Cabriolets were right-hand drive.
The Mondial Quattrovalvole was replaced when the facelifted Mondial 3.2 was launched at the Frankfurt Motor Show in September 1985.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
