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Order number entered production on 17th July 1992 and completed 13 days later 30th July this is one of the last examples made, finished in nero Fer 1240 with crema hide VM 3997 with nero 152 carpets. Due to the August closure of the factory ,the car was invoiced to Maranello Concessionaires Ltd on 15th September 1992 and transported to the UK by truck-weight noted as 1413KG,one of 54 -plus two Valeo clutch less cars-of with just 38 remaining taxed or SORN’d as of May 2019, with only two being finished in black-and in turn invoiced to the then Scottish Ferrari agents, Glenvarigill on 30th November 1992 ,where it was sold to the first owner, 43-year-old businessman-confectioner and baker- Mr J D of Perthshire and registered JDL 444 on 5th March 1993.The then this list price being £67,151.25 plus delivery charges, number plates and road tax.
Subsequently bought by businessman-45-year-old Mr H F of Perthshire on 1st June 1994 with 6,000 miles
After an exhausted search for a suitable example-a PPI was carried out in March 1996 on another Mondial 3.4 t (#82430), by Surrey Ferrari specialists, Talacrest Ltd, which was rejected. This car was spotted seven months later in an advert in the Sunday Times-still in the car’s history-with former Ferrari dealer Ron Stratton & Co Ltd of Wilmslow, Cheshire. Once again, a road test and report were carried by Surrey Ferrari specialists, Talacrest Ltd and a deal was struck with the third and last owners Mr E W-a management consultant- of Surrey, bought the car on 20th October 1995 with 11,920 miles. The car continued to be maintained by Talacrest which is where I first came across it and Mr and Mrs W. A move to the North East of England in 2006. E’s passing meant the car was re-registered to L his wife on 19th June 2019, thus technically adding a fourth owner.
We have just recommissioned the car for the road, carrying out a full service-valve clearances, camshaft oil seals, new cam belt, new clutch and release bearing, water pump and four new Pirelli tyres
Unusually complete with factory original service book, handbooks, wallet tools, both sets of keys, every-25- MOT. There are also past invoices, as well as the original Sunday Times advert for the car.
The Mondial T represented a further step forward in the evolution of this most singular Ferrari: a truly high-performance car with a mid-mounted engine and room for four. The letter ‘T’ was inspired by the F1 312 T single-seater, which had just won the Formula 1 World Championship and also used the longitudinal engine/transverse gearbox layout.
This new configuration allowed the whole drive-train of the Mondial T to be lowered by 13 cm, with significant benefits in terms of road-holding and handling. The final development of the Mondial series was the Mondial t model, which was announced in 1989, and was the most radical overhaul of the model during its production run.
The engine capacity increased to 3.4 litres and it became longitudinally mounted, instead of transversely on the previous models. It was coupled to a transverse gearbox, hence the letter “t” in the model designation, and had an ABS braking system as standard equipment, whilst the front and rear tracks increased by 2mm and 50mm respectively.
At the front, the paired retractable headlight units of the previous models were replaced by neater retractable rectangular homofocal units. The large trapezoidal rear wing air intakes disappeared, being replaced by smaller neat rectangular louvres on the rear wings, which were of a more bulbous profile, providing a more muscular stance to the car.
As on the Mondial 3.2, the tail badge did not differentiate between the coupé or the cabriolet, simply stating Mondial t. As with the previous model changes, the interior was once again modified, this time comprehensively, including a revised instrument nacelle, centre console, upholstery pattern and the facility for the rear seat backrests to fold flat to create a luggage platform. A leather dashboard and headlining was available as an option.
The main European market Mondial t coupé models had a tubular chassis with a factory type reference F 108 AL/D. As with the earlier models in the series it featured a bolted rear sub-frame section, so that the complete engine, transmission and rear suspension assembly could be removed as a single unit, for ease of maintenance.
The longitudinally mid mounted V8 engine of 3405cc capacity, was mated to a transverse five speed all synchromesh gearbox. The enlarged engine was provided with dry sump lubrication, and had factory type reference number F 119 DL and later F 119 G.
It was initially fitted with a Bosch M2.5 and then later an M2.7 Motronic combined injection/ignition system, to produce a claimed power output of 300bhp at 7200rpm for the first main European market series, and 295bhp for the later series with the M2.7 Motronic ignition unit and catalytic convertors in the exhaust system. As with other models in the Mondial series, the Mondial t was provided with independent suspension via wishbones, coil springs and hydraulic shock absorbers all round, with front and rear anti roll bars.
In addition it was fitted with power steering plus electronically controlled shock absorbers, that gave either hard, medium or soft settings, from a driver actuated switch. Towards the end of the production run a Valeo electronically actuated clutch became available as an option, which gave the facility of normal manual gear changes without using a clutch pedal.
As with the concurrent 2 seat models right and left hand drive was available, together with various world market specification models. From chassis number 75000, both odd and even numbers were used for the road production cars, thus, as all Mondial t coupés were produced post this number they have both odd and even chassis numbers. The model was produced between 1989 and 1993, with a total of 858 examples made in the chassis number range 79596 to 97698.
Taken from Ferrari’s own website.
The Mondial 8, a replacement for the 308 GT4, made its debut at Geneva in the spring of 1980. Ferrari had used the name 'Mondial' before but that had been back in the early fifties and then, as previously noted, for a 2-litre, in-line 4-cylinder engined sports racing car. The 308GT4 had been more in the nature of an occasional 2+2 with its back seats more suited to the carrying of children or hand luggage rather than adults over any long distance. The Mondial 8 was to be a serious attempt at seating 4 adults in a relatively small mid-engined high performance car. Pininfarina's designers had been set a difficult task. After evaluating the project, they asked Ferrari if it would be detrimental to the excellent roadholding of the 308GT4 to increase the wheelbase by 100mm. Ferrari engineers had no objection to an increase, which would allow the development of improved passenger-carrying capacity. When the final solution (cont’d) was unveiled at Geneva it was at once apparent that Pininfarina had achieved their objectives within the obvious limitation that the comfort of the rear passengers would still depend to a large extent on just how much leg room those at the front needed. An increase in height by 3 or 4 cm gave improved headroom.
Under the skin, the Mondial was very close in specification to the fuel-injected 308s but with an innovation in the chassis, which had a separate sub-frame at the rear carrying the engine and transmission. The idea was that it could be unbolted and the whole power transmission pack removed for easier servicing.
The styling, with its subtle rounding of all the outer surfaces, had taken away some of the sharpness which characterised the 308GT4. It suggested the importance of comfort as opposed to out-and-out performance. Apart from the slotted air intakes, which raised a few hackles, the designer. According to one account there was a lot of discussion over whether to provide digital or analogue instrumentation before it was decided that the characteristics of the car demanded the traditional approach. Electronic gadgetry found its way on to the central console in the form of a questions and light up answers panel covering a number of essential functions such as engine and gearbox oil levels, closure of bonnet and boot lids, efficiency of brakes, etc. Warning lights were also incorporated covering maintenance mileages. As the car used the same fuel-injected engine as the 308 GTBi/GTSi models, there was a reminder that increased weight and frontal area had to be paid for with lower performance. But as a family car extreme of performance were unlikely to be either sought or endured.
"Quattrovalvole" means 4 valves, and by introducing 4 valves per cylinder head to the Mondial in August 1982 Ferrari initiated a change that was to embrace all of the road-going GT's in due course. The problem to be solved was the general loss of power which had affected the V8 engined 308 series cars as they had been progressively toned down to meet the seemingly endless legislation that seeks to specify just how automobile engines are to behave in order to be socially acceptable. The "taxation specials" in the form of the 208 series were really up against it and then the solution had been officially to accept turbocharging as an answer. For the 308s Ferrari sought what was considered to be a more elegant and practical solution - 32 little valves per engine instead of 16 large ones. During its time as a '2 valver', the 308 engines had dropped - in the European market - from an unlikely 255bhp down to an almost certain 214bhp. With a doubling up of the valves, 240bhp was on tap. It is interesting to note that Ferrari engineers were content with the gains that came from deeper in the theory of multiple valves rather than the more obvious ones of higher revs and increased valve area. For the legislators there was the attraction of a much cleaner exhaust.
Some other engine changes were made at the time. The compression ratio was increased - through new pistons - from 8.8:1 to 9.2:1; the cylinder liners were made from aluminium electrostatically coated with Nikasil (nickel-silicon carbide); a special cast iron was used for the valve seats, tellurium copper for the valve guides and a nimonic alloy for the exhaust valves. Outwardly there was nothing to distinguish the latest Mondial from the earlier versions beyond dropping the '8' from the designation and the addition of 'quattrovalvole' in lower-case script to 'Mondial' as the model designator at the rear of the car. With the bore and stroke dimensions increased to 83mm and 73.6mm respectively, capacity has been raised to 3185cc. Power has gone up to 270bhp at 7000rpm - an increase of some 12.5% - and torque to 224.2lbs/ft at
5500rpm - an increase of some 17%. A number of internal design modifications, including raising the compression ratio from 8.8 to 9.8:1, have been incorporated.
Although in general outward appearance the new cars are very similar to the previous models, the opportunity has been taken to improve those items that affect drag and stability. The front air intake for the radiator, brakes and air conditioning has been redesigned. The bumpers have been integrated into the under-faring and are now painted to match the colour of the car. The radiator air discharge has been ducted into what is referred to as a 'defined area' under the bonnet in the interests of efficiency.
New lights which incorporate parking turn and flashing as on the Testarossa have been fitted. At the rear the bumper is painted to match the body and has also been integrated into the underfaring along with the exhaust tailpipes and rear foglights. Within the interiors the dashboard has been completely redesigned and new style door handles which incorporate the controls for the electric windows, exterior door mirrors and courtesy lights are used. They were also given a more powerful radio than was previously supplied; modified temperature controls and smaller front wheels which is said to have been introduced in order to lighten the steering at low speeds and when parking. The 3.4 announced at the 1989 Geneva Motor Show was a radical change, with a totally new interior the car is built on the classic tubular frame system, the rear part of which can be dismantled and which serves as the cradle for the engine. The body is made of steel panels, while the bonnets are in aluminium. The rearmost part of the chassis is removable and serves as mount for the power-train, which is bolted on, and the whole assembly is then placed into the car.
Compared to the previous model (the 3.2 Mondial) the body of the Mondial t has been practically redesigned, the sides having been softened by the new lines while the characteristic style bearing the Pininfarina hallmark has been retained. The shape of the air vents on the sides (smaller and rectangular, whereas they were trapezoidal) is immediately evident, as is the anatomically designed handle which comes in the same colour as the body, thus providing a certain chromatic continuity. It is immediately noticeable the different shape of the air intakes on both sides (smaller and rectangular whereas it used to be trapeze) as well as the new door handle, with an anatomical shape and painted in the body colour to avoid any chromatic disturbance.
The whole of the front part, from the wings to the bonnet, as well as the rear wings, has been redesigned; all that remains of the old model is the front gate the shape of the engine cover. The nose of the car has been improved thanks to the adoption of homofocal anti-glare headlights, which are smaller than the traditional type and thus require lower "eyelids", so giving the driver improved vision when the headlights are in use. At the same time these headlights have better optical qualities: they are more powerful and they cover a wider area of road. When the headlights are not being used, the indicators can be found built into the front gate, just below the sidelights.
The inside of the car is completely new in design, in materials and in passenger arrangement so as to improve the ergonomics, comfort and the aesthetic aspect. There has been an increase in room for both front and rear passengers, there is more leg room around the pedals and the positioning of the steering wheel, whose height is adjustable, has also been improved. The various parts of the facia (instrument panel, dome and console) have all been redesigned, as have the instruments themselves and the controls, while the classic "gate" for the gear selection remains unchanged. And finally, just to mention that the cars destined for export to the USA will be fitted with passive safety belts, which come into operation regardless of the will of the passenger. The new version of the Mondial, characterised by the letter "t" is in fact model F118 AL/AD (respectively, for the hard and the soft top).
The technical characteristics of the two cars are identical, except for a few differences regarding weight and the capacities of the fuel tank. There is independent suspension on all four wheels, utilising the concept of the deformable transverse parallelogram with trapezoidal support arms, helicoil springs and hydraulic gas-pressurised telescopic shock absorbers. There is also an anti-roll bar serving the front and rear suspension. The design of the front suspension has been studied to offer anti-dive characteristics.
An important innovation is the possibility of adjusting the shock absorbers to three different settings by means of an electronic control centre, which regulates the shock-absorbers according to certain conditions. There are disc brakes on all four wheels, with ventilated discs and floating callipers. The hydraulic braking system has a split circuit and a pressurised power-assisted braking system integrated with the ATE anti-skid device. The mechanical handbrake works on the rear wheels. The rack and pinion steering is power-assisted and the diameter of the turn is 11.9m with a reduced number of steering wheel turns lock to lock, lighter control and better handling. The light alloy wheels are fitted with 205/55 ZR 16 tyres in the front and 225/55 ZR 16 tyres for the rear. The performance, exceptional for a four-seater, is clearly evident from the following figures: max speed of 255kph; acceleration 0-100kph in 6.3 seconds; from a standing start, it takes 25.8 seconds to cover a kilometre (these times increase on average by a tenth of a second on the American version). Still more interesting from the point of view of technological progress is the fact the petrol consumption is lower than 200 gr per Cv when the engine is running at speeds of maximum efficiency.
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