1980-1988 Ferrari Mondial 8/3.2

Everyone seemed to be talking of "world cars" in 1980. But though its name means "world," the new Mondial 8, bowing at that year's Geneva show in March (a departure for Ferrari new-model announcements), was anything but a mass-market multinational design. That name, as Ferraristi know, had been used in the early fifties on various sports racing cars with 2.0-litre dohc four-cylinder power and Pinin Farina bodywork. Name and coachbuilder aside, this new Mondial was altogether different: a full production model of mid-engine 2+2 configuration. It was, in fact, the replacement for the Bertone-designed 308 GT4, using the same transversely mounted quad-cam V-8.

Its concept was much the same too, albeit with updated appearance and a higher level of luxury. In apparent response to owner complaints of limited rear-seat space in the GT4, the Mondial was given a wheelbase nearly four inches longer, 104.2 inches. It also strode wider tracks than its predecessor: up from 57.5 inches front and rear to 58.9 inches fore and 59.8 inches aft. Inside, full instrumentation was expected for a high-performance GT, but not Detroit-style electronic monitors for fluid levels, doors ajar, and lights. Seats were upholstered in British Connolly leather, there was a leather-rimmed steering wheel adjustable for reach and rake, and standard equipment ran to air conditioning, central locking, remote-control door mirrors, and electric ariel. A power sunroof soon became optional.

As essentially a stretched 308, the Mondial followed the two-seaters' mechanical changes (Bosch K-Jetronic injechon in 1981, 32-valve Quattrovalvole engine in late 1982). A mild surprise was a cabriolet derivative announced in 1983, the first fully open roadgoing Ferrari since the 1969 Daytona Spider. Unlike the 308 GTS, where opening up the roof left a "basket handle" rear section, this was a true convertible, with a folding soft top and no fixed roll bar. Come 1985, both Mondials received the larger and more powerful 328 engine and a new designation-3.2 Mondial-plus Marelli's more comprehensive Multiplex electronic ignition (actually more of an engine management system) in place of the previous Digiplex setup. Mondial styling has always been somewhat controversial. But if not the best looking Ferrari in history, it's at least more interesting than the 308 GT4. The main problems are a relatively short nose and a long rear body, proportions we don't associate with Ferraris, even 2+2s. Not that it's hurt sales much.- With 1980-85 production of a bit over 2500 units, the Mondial has enjoyed tremendous buyer acceptance, magazine critics not withstanding.

In fact, the Mondial seems to have carved out a market niche quite apart from that of the big 12-cylinder front-engine 400/412. The goal for both is rapid, luxurious transport for two or, when necessary, four. But the means to that end couldn't be more different, remarkable for products of the same illustrious company. Moreover, the Mondial is one of the more technically innovative cars to come from Ferrari/Pininfarina. Yet in view of continuing strong demand and despite its mid-engine 2+2 configuration, it's hardly been a passing novelty. Comfort features expected by American buyers-or Ferrari owners in general, come to that-have been part of the Mondial formula from the start. And with the 3.2-litre engine's extra power and flexibility, it's become a better car for U.S. driving conditions, able to meander about town without much regard for what gear it's in, or go like blazes on the open road as a true GT should. Fuel economy has never been a prime consideration for Ferrari owners, thoughthe Mondial will do considerably better in this respect than other current Ferraris, especially the big V-12 cars. Unfortunately, what it gains in economy it loses in absolute performance, which continues to be a main measure of desirability among thoroughbreds, especially the prancing horses from Maranello.