According to their VIN records, the MY 1983 coupe featured 3-point seatbelts for the front and back seats, while the cabriolet featured 2-point seatbelts for the rear occupants. Of the 1,145 coupes and 629 cabriolets made, only 152 and 24 respectively were made in RHD! The MY 1984 cabriolet, which is also the rarest out of all Mondial models, is most likely the only one in Singapore and there should be around 4 coupes that still exist here. Production of the Mondial ended in 1993, where it was not replaced by any new models. It was 4580 mm long the coupe weighed 1490 kg while the cabriolet weighed 1500 kg due to the added reinforcements required in the open-top system. The Mondial QV was powered by a 2927 cc Tipo F105 32V V8 engine, allowing it to reach a top speed of 240 km/h with an acceleration of 7.4 seconds. Later on, the Mondial 3.2 and Mondial t also appeared. A rare convertible variant was also introduced, leading to increased market demand for consumers in the US. The Mondial 8 was followed by the QV, where it featured a more powerful engine. It also featured pop-up headlights and a black plastic bumper as seen above. Surprisingly, it featured ample boot space to fit in a few large bags the Mondial was intended to be a practical 4-seater Ferrari and as such it was quite spacious. The body panels were fitted onto a unique space-frame chassis and additional louvers at the side provided crucial air flow to the engine and oil cooler, which were near the back of the car. Its name, which is French for 'global' or 'world', originated from Ferrari's racing history in the 500 Mondial Monza, and also to commemorate winning the F1 World Constructors Championship multiple times in the past 5 years. The Mondial was designed by Pininfarina and unveiled to the public in 1980, firstly as the Mondial 8. Although the Testarossa is the most recognizable model, there are also a couple that fly below the radar, such as these Ferrari Mondial Quattrovalvoles! Even so, the 296 GTB makes better use of its hybrid system as a tool for fun, where the SF90 reaches for ultimate performance.Out of the 600+ Ferraris here, I estimate about 150 are the older models. We’ve previously struggled to unravel the web of electronic trickery that makes the SF90 feel slightly disjointed on the road, but later examples – particularly those equipped with the Assetto Fiorano package – have been extraordinary to drive on track. If there’s one issue, it’s that opportunities to meaningfully enjoy its performance on the road are so few and far between that it gives us that same sense of existential confusion as Chirons and Sennas. Its styling isn’t as wild as the LaFerrari it technically, if not spiritually, succeeds (it’s a series production model, rather than a limited-production special), but with 987bhp, could it be anything but a hypercar? Ferrari 812 CompetizioneĪ recent influx of models to the market (and an even greater number said to be on the way) has blurred the line between supercar and hypercar almost beyond definition, but we’ll draw a line in the sand and say the SF90 is very much a hypercar. It feels laser-guided without being nervous, and the fiendishly clever chassis electronics freely serve up rewards to drivers of all skill levels. The electric motor seamlessly augments the 3-litre twin-turbo V6 to give the impression of a much larger engine, and the instant response allows you to drive with real precision. The 819bhp 296 trumps the F8 Tributo in terms of raw output, but it's the nature of the delivery that sears into your mind. If this is the future of supercars, we’re in for a treat. The car’s weight seems to evaporate at the first turn of the wheel, too, with a fluidity and lightness of touch that defines the best modern Ferraris. Squeeze the throttle in the 296 GTB and the acceleration is furious, overlaid by a wailing V6 note that’s actually more tuneful than the F8 Tributo’s twin-turbo V8. A downsized engine and a heavy plug-in hybrid system weren’t high on our wishlist for Ferrari’s latest mid-engined berlinetta, but perhaps they should’ve been.
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