Mondial t
The final Mondial evolution was 1989's Mondial t (Coupé and Cabriolet). It was a substantially changed model, "spearhead of a new generation of V8 Ferraris", according to Road & Track magazine. It was visually different from preceding Mondial models, the most recognizable being the redesign of the air intakes to a smaller rectangular shape. Additionally, the door handles were of a visually different design, as were the front and rear bumpers which became body-colored. New front and rear wings cover wider tracks and are re-profiled to a fuller shape compared to previous models, which feature a rolled lip.
The 't' called attention to the car's new engine/transmission layout: the previously transverse engine mounted longitudinally while the gearbox remained transverse, thus forming a 't'. The 't' suffix was also homage to the first use of a transverse transmission by Ferrari in the highly successful Ferrari 312T,[15] driven by F1 World Champion Niki Lauda. By adopting this layout, a longer engine could be mounted lower in the chassis, improving handling dramatically. The 't' configuration was used by Ferrari's Formula One cars of the 1980s, and would be the standard for the marque's future mid-engine V8 cars, beginning with the 348, introduced later in the year. The transverse manual gearbox fitted with a limited-slip differential with a twin-plate clutch design with bevel gears driving the wheels. Later in production, an electromechanical-actuated clutchless manual transmission, termed Valeo, was available as an option; where the driver would change gear using a traditional H-pattern gearshift, but the clutch was automatically actuated through electronic equipment, eliminating the need for a manually operated clutch pedal.
The new layout saw the engine and transmission mounted on a removable subframe; the assembly removed from the underside of the vehicle for maintenance. This process is necessary for timing belt replacement, making this a costly procedure for the owner who does not have a lift. On the other hand, the clutch was now located at the very rear of the drive train. This arrangement makes clutch replacement and service a simple, inexpensive, and readily owner-doable proposition.
The engine was up to 3.4 L (3405 cc) and 300 hp-metric. The engine was controlled by Bosch Motronic DME 2.5 (later DME 2.7) electronic engine management that integrated EFI and ignition control into a single computer unit. Two of these were used in the car: one for each bank of the engine. Engine lubrication upgraded to a dry-sump system.
The "t" was home to other Ferrari firsts: It used power-assisted steering for the first time and had a 3-position electronically controlled suspension for a variable tradeoff between ride quality and road holding. It also had a standard anti-lock braking system.
The Mondial t represented the most substantial upgrade to the Mondial model line in performance and handling since its introduction in 1980. The "t" offered greater performance while retaining a mid-engine layout and a practical packaging layout, and was once again, favorably received.
The Mondial's chassis would underpin a new generation of two-seater Ferraris, right up to the Ferrari 360,[16] but the 2+2 Mondial would end production just four and a half years later in 1993. However, the "t" layout of the engine and transaxle, adapted from Ferrari's Formula One cars, continues to be used in mid-engine V8 model Ferraris to date, albeit with a more sophisticated chassis.
The company has not produced a mid-engine 2+2 car since then, leaving the 2+2 configuration to the more classic front-engine design starting with the 456 in 1992. Since then, the GTC4Lusso, Portofino, Roma have been additional four-seat vehicle offerings – but all of these are front-engined, leaving the Mondial t as the most recent four-seat, mid-engine, Ferrari produced.
PPG Indy Pace Car
A Mondial t was manufactured exclusively by Ferrari for PPG Industries to use as a pace car for the PPG Indy Car World Series. Built under the design of Ercole Spada at I.DE.A Institute at a cost of approximately $1 million, it was introduced at the 1989 Champion Spark Plugs 300 in Laguna Seca.
