M o n d i a l B u y e r ’ s G u i d e

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Ferrari Mondial Buyer’s Guide

ContentsFerrari Mondial Buyerʼs Guide

Introduction & Model Information 2Driving Impressions 4Model Information 6Maintenance & Reliability 7Pros & Cons 8General Buying Rules 8Expectations 9Purchasing Options 10

FFFerrariforumTM

First Published April2005 by Ferrari Forum.

Revised & Updated May 2005

Phone (415) 216-8716Email: guides@ferrariforum.com

Copyright 2005 ALL RIGHTS RESERVED.

Author: William Taylor and John Cameron

Editor: Andrew Naber

Photos by: Bob Hagendijk, Dirk de Jager, & the Ferrari Forum Team

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Introduction & Model Information Ferrari’s “World” car made its entrance at the 1980 Geneva Auto Show. The Mondial 8 re-placed the Dino 308 GT4 in the Ferrari lineup and represented a switch from Bertone to Pininfarina as the design studio responsible for the mid-range four-seat model. This was the second Ferrari to bear the Mondial name, the first be-ing the Mondial 500 produced in the mid 50’s. The original carried a in-line 4 cylinder 2 liter engine and was bodied in both coupe and spider form. Other than the pranc-ing horse badge, the two Mondi-als bear li�le in common. The first was a successful sports racer, the second a compact 2+2 which underwent significant evolution during its 12 year production run. The Mondial design was a challenge for Pininfarina. They had to fit four passengers, the en-gine/transaxle and a trunk into an area which normally held 2 out of the 3 items. The solution created by Pininfarina has a rather inter-esting visual appearance which grows on you over time. To allow for both the mid engine layout and adequate luggage room in the rear of the car, the passenger cabin is pushed forward and sits on a significantly longer wheel base than the then-current two-seat 308. The rear seats are set high enough to allow the twin fuel tanks to be located ahead of the engine, giv-ing the car a higher rear roof line which the designers blended back to the engine deck with tapering side bu�resses. On all Mondials the rear edge of these bu�resses consists of a thick black rubber insert, making the Mondial one of the more instantly recognizable of recent Ferrari models. The basic mechanicals of the Mondial evolved in paral-lel with the 308/328/348 line. A mid-engine configuration using a quad cam 90 degree V8 mated

to a 5-speed manual gearbox sat partly under and partly adjacent to the block. Camsha�s were belt-driven, and power was taken by a diaphragm clutch mounted on the flywheel and delivered through a series of drop-gears down into the gearbox. Twin front-mounted radiators vented engine cooling air though the bonnet louvres while side intakes just rear of the doors provided for engine and oil-cooler airflows. Fuel injection was fi�ed to all models. A box-tubular steel-frame chassis with integral welded steel monocoque created a stiff and robust vehicle. Suspension is fully independent twin-wishbones in-corporating coil-over-damper units and anti-roll bars at each corner. Steering was via direct rack-and-pinion and brakes were all-wheel disks with power assistance. Between 1980 and 1994 four models of the Mondial were pro-duced, each representing a distinct stage of ongoing development. The original car was the Mondial 8 in coupe form with a 3 litre engine si�ing transversly behind the cab-in. Aesthetically the car borrowed much from the then-current 308 series, with front and rear black bumpers, a steeply raking louvred nose, retractable headlights, side air intakes and a handsome cut-off tail with four flush exhausts. In comparison to the 308 the Mondial is of chunkier proportions, not helped by the dominance of the bumpers. The Mondial 8 was clearly developed with one eye on the Porsche 911. The 2+2 seating configuration in a 3 liter 214 bhp @ 6600 rpm (205 bhp US) mid engine car resulted in a long stable car able to eat up highway mileage at high speed with a great degree of comfort. However the extra length did result in significant extra weight which resulted in “off the

line” performance not quite up to the normal Ferrari expectations. In common with the con-current two-seater models, vehicle performance under emission constraints was clearly an issue recognized by Ferrari and signifi-cant advancements were made to address this through the model series. The first major power boost was made through the introduc-tion of the “qua�rovalvole” 4-valve per cylinder engine of the Mondial QV, released in 1982. This model retained the 3 litre capacity of the Mondial 8 but increased output to 240 bhp @ 7000 rpm (230 bhp @ 6800 rpm US), a noticeable li�. A useful reduction in gross weight was also made, a trend which continued throughout the model’s life. Although in appearance the QV resembled the pervious model, Ferrari incorporated numerous improvements to systems and in-terior. These included a reworked console with be�er switch layout, relocation of the air-conditioning and heater controls to the con-sole, and a solid-spoked steering wheel design. Apart from the badging, the model is identified by the prominent red-finished alloy intake plenum with emblazoned “Quatrovalvole”. One of the most exciting development steps happened early in the Mondial life with the intro-duction of a convertible version in September 1983. This was the first open top Ferrari since the Daytona went out of production in 1973. The convertible top maintained the roof profile of the coupe when raised. The so� top did reduce the rear seating space and was manually operated. A very large percentage of the Mondial convert-ibles were sold in the US market. In 1985 the QV was re-placed by the Mondial 3.2 pack-aged with a larger 3.2 liter engine, also 4 valves per cylinder. Power

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jumped to 270 bhp @ 7000 rpm (260 bhp US), and the overall weight was trimmed further. New features with this model extended to significant aesthetic changes, mirroring the sibling change-over from the 308 to the 328 model. The front bumper became a co-lour-coded item nicely integrated into the body and valance, with a similar treatment at the rear. The lower rear valance was black with full-width air slots and four inte-gral flush exhausts. A new road wheel design was introduced, with a larger, convex 5-pointed star. The interior was again revised, with a new-look angular binnacle and orange-on-black instrumentation. The centre console now extended back to the rear seats and incorpo-rated air conditioning outlets for the rear passengers. Changes to the major systems included a wel-come reduction in turning circle and a raised final drive ratio. Anti-lock ABS brakes were available as an option through 1987, becoming standard fitment during 1988. The most comprehensive changes to the Mondial line were released in late 1989 with the 3.4 liter Mondial t. As well as having increased capacity, this engine in common with the new 348 model was of longitudinal and not trans-verse orientation. Power output was again significantly boosted, this time to 300 bhp @ 7200 rpm (295 bhpUS). Weight of the ‘t’ remained essentially the same as the 3.2, which is admirable con-sidering the extra items fi�ed. Power steering finally made it to the Mondial range, along with electronic rate-control of the shock absorbers, a further raising of the final-drive ratio to reduce rpm at cruising speeds and the replace-ment of the twin fuel tanks with a large single unit. The metric wheel system pioneered by Michelin with its TRX series was finally dropped with the Mondial ‘t’, and all cars

came equipped with conventional 17-inch rims and tyres. Aesthetically the car re-mained close to the 3.2, the big-gest giveaway being revised side intakes. These were reshaped to be rectangular in side-view rather than the distinctive trapezoidal shape used on all earlier models. The front and rear guards lost the flared “lip” and adopted a fuller, more bulbous profile. Quad rect-angular headlights replaced the earlier round ones, giving a very purposelike look to the front end when raised. The cabin was also given a complete make-over with a nicely rounded and more compact binnacle, smaller profiled steering wheel and much revised centre console. The open “elegance” ap-pearance of the previous models was replaced with a more sporting and “hands-on” look. Very late in the Mondial ‘t’ production run, a small number of cars were produced with an electronic Valeo clutch. Devel-oped in conjunction with Valeo of France, this was a two-pedal system (no clutch) which mated an electronically-activated clutch with a conventional 5-speed gearbox. Incorporating numerous sensors feeding into a computer-ised controller, the driver just had to move the gear lever from one gear position to the other. Initial movement triggered instant clutch disengagement, allowing clashless gear changes. Road tests of cars with the system showed that accel-eration and top-speed performance were li�le different to the standard car. As the model run was very small, the Valeo ‘t’ remains a rare car and li�le is known about the long-term reliability of the system. Production of the Mondial series ended in late 1993. Throughout its run the Ferrari Mondial epitomised the traditional 2+2 high-speed tourer. Long-legged, robust and very well

appointed, it combined increas-ingly serious performance with a smooth easy personality. With a slightly longer wheelbase than the sibling 308, 328 and 348 models, the Mondial was able to provide reasonable 2+2 seating space. Two adults and two children can easily fit for longer journeys and the Mondial is quite capable of carrying four adults in acceptable comfort on shorter trips. The cabin is roomy and has a feeling of airiness. The long wheelbase provides a great degree of stability and the Mondial handles bumps with authority. All seats are bucket with adjustable head rests (only front in the con-vertible), moveable fore/a� and the backrests recline. All convertibles and the Mondial t coupe featured a rear seat back which could be pulled forward to form a luggage platform. The Mondial t can also be identified from the earlier ver-sions as the fluted side air intakes are rectangular vs. the original trapezoid shaped, and the quad headlights (when raised) are rect-angular and not round. Power windows (fronts only on coupe models) and air-conditioning were standard on all Mondials. Unlike several earlier models, the air-conditioning is effective if well maintained. All the controls are within easy reach of the driver and the dials easily readable. Dial colors did change during the 14 years, moving from white on black to orange on black from the 3.2 onwards. The center console also changed during the model run, becoming narrower over time. The steering wheel is classic 3 spoke Ferrari wheel fully adjustable for height and reach, with the dog leg 5 speed gear shi� located next to the driver. The steering is unassisted and heavy at first. It lightens quickly with speed and provides excellent feedback. There is a reasonable amount of

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luggage space in the trunk located behind the engine. The only nega-tive is the proximity to the engine can create a significant amount of heat so care needs to be taken when packing.

Driving Impressions From first acqaintance, the Mondial is an easy car to live with. The large doors open wide onto an inviting cabin of leather, dials and that eye-catching chrome-gated gearchange. The feeling is of space and elegance, especially in the earlier models with their wider and lower instrument binnacle and slimmer, larger-diameter steering wheel. Entry is smooth and easy, even on the coupe - no embarras-ing moments here. Se�ling into the driver’s seat the first impres-sions are of spaciousness and great vision. Rarely do mid-engine cars offer such excellent all-round vis-ibility. For most drivers the nose will drop almost completely out of view giving terrific front vi-sion, while rear three-quarter blind spots are negligible thanks to the rear pillar design. Negotiating se-rious traffic is quite easy by Ferrari standards.. Clutch in and push to neutral. The gearbox pa�ern uses a dogleg first and gears second to fi�h in a standard ‘H’ pa�ern. An ideal arrangement for high-speed open road use where first is rarely used, but in city driving the more conventional arrangement would be superior. With such long legs (first gear runs to 70km/hr and second to almost 100) you can find yourself looking for first more o�en than you would think. The clutch is a genuine surprise. Ex-pecting a real thigh-shaker it is light but strong. All V8s should be like this. Key in and turn. From down under the rear seating comes

the high-speed gear whine of the starter. Almost turbine-like, it lasts only a second before being overtaken by a rumbling of eight cylinders and what sounds like the muted voices of a thousand belts, cams and gears. A full orchestra is tuning up just a few feet behind, and there’s no ignoring it! Surveying the panel and controls, all seems logical enough. On all models up to the 3.2 a�en-tion needs to be paid to the centre console where a systems warning panel highlights any abnormalities. Minor problems such as blown bulbs or unlatched doors trigger are noted along with a yellow warning strip, while serious issues such as low oil and coolant levels trigger a red warning strip. We are showing green, so all is OK to proceed. Push the gear lever down hard and then forward gets reverse gear, directly in front of first. It’s a solid-feeling piece, albeit rather long and slim. The handbrake is beside the driver’s door and works like a cross between the normal and “fly-off” types. Pull-on in the normal manner, the lever can then be lightly pushed to the floor to as-sist entry and exit without disen-gaging. To release, the lever needs to be upright again where the but-ton is simply pressed and the lever lowered. Clutch take-off is nice and progressive and the ample en-gine torque means that negotiating the steep ramp from the carpark in reverse is no big deal. Moving off, the words of caution in the Owner’s Handbook come to mind. No full thro�le until the oil temp is above 65 deg C and revs kept below 4000 until coolant temp above 70 deg C. In normal conditions this will take at least ten minutes, possibly a lot longer in a North American mid-winter, so diligence is required here. Time enough to get to know the controls.

From the beginning the steering wheel feels slightly too large, a ma�er that was addressed on the ‘T’ model. Possibly it is just because they are all fairly slim. No ma�er though, the steering effort once moving at any speed is easy enough. Without power steering, the 8, QV and 3.2 models need some effort and many turns during tight manoeuvering, but it’s noth-ing excessive. Many Mondials are owned and/or driven by female drivers - it’s just something to live with. Don’t pull on the wheel when stationery however - it puts horrible stresses on the column joints and will promote their rapid wear. On the road, the gearbox has a reluctance to mesh quietly with second until well warmed-up. Either live with the small “clonk” or go straight to third, the car doesn’t seem to mind at all. Gear throw is fairly long and it takes some learning ge�ing around the gate. As temps rise however the true nature of the transaxle be-comes apparent. It is strong and very positive and surprisingly fast. And it rewards good technique in spades. Practice your double-clutching as this car makes you feel like a pro. We’re up to temps now and the backroad is calling us on. Approaching a corner, the turn-in force is nicely light and lots of road feel comes to your palms. Too easy - the car seems low and wide and flat and the corner’s gone. With it’s tall gearing the Mondial eats the road effortlessly but with a redline of almost 8000 there are almost always lots of gears “on-tap”. We drop down two and grab third. The bitumen stretches into the foothills as the engine winds out. There seems no perceptible “on-cam” power band, it pulls hard everywhere. Pressing the thro�le above 3000 produces that eerie tell-tale Ferrari whistle from

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the four exhausts. Above about 5000 and the world knows you mean business - this is a Ferrari ac-celerating hard. The redline comes up fast and your feet and hands need to be quick. The ratios are good and the next gear picks up just as hard, or so it seems. The road ahead dips and then turns. Brakes on hard and heel & toe back across the gate to third. The annoying brake squeal in traffic is now gone as the pads bite and the nose lowers, but doesn’t dive. A stable, flat plat-form for the corner. Turn in takes time to master as the steering is quite light and doesn’t get loaded up with understeer - the ten-dency at first is to turn too much. Through the apex and ge�ing back on the thro�le, again the Mondial doesn’t show noticeable change in pitch. No nose up running wide, just a slight se�ling on its haunch-es as the rear tyres get down to the business of . Despite being mid-engined, the Mondial doesn’t show any will-ingness for the rear to step grossly

out of line should the thro�le be snapped-off or brakes applied mid corner. Rather it changes its stance from essentially neutral to a more nose-in, tighter line. Through linked, tight corners the low CG and all-round wishbone suspen-sion of the car give it great grip and composure, although you can sense the significant weight that the chassis is controlling. Driving a Mondial at night shows off the excellent high-beam headlights, and also the almost imposssible to read central console switches. While the lights will allow you to cover long distances very quickly and safely, you may well run off the road trying to put the windows up! Most models use a bunch of fibre-optic leads from a single bulb source to light the vari-ous console symbols, but their out-put is meagre. Possibly a simple bulb-upgrade would fix things. Generally the controls fall easily to hand, although the central radio unit is a long stretch. The pedals are offset somewhat to-wards the car centreline, but they

are well sized and weighted and permit easy heel-toe action. Access to the rear seats is also surpris-ingly good for a 2+2 due to the front seats sliding forward when their backrests are unlatched. All seats are firm. The rears are set high with great forward vision and give each occupant their own snug space. The fronts give good lateral restraint but need extra lumbar support for some people. Head-room is very generous all round in the coupe. Overall, the Mondial range impresses with its versatility and hassle-free nature. Here is a car that can easily accomodate 3 adults (or 2 adults and 2 children), has reasonable luggage space, is comfortable for long distances and is genuinely easy to drive in traf-fic. It is stocked with a bulletproof mid-engined V8 with a gorgeous soundtrack and has a great chassis. It is an exceptional road-eating GT car in the established Ferrari tradi-tion.

Above: A Mondial on the track shows that while it is a 2+2 it is still a Ferrari and meant for driving hard. Top-right: The intake here helps feed air to the engine bay. Bo�om-right: The wheels have been changed to F355 wheels.

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Model Information

Units8 QV 3.2 T703 1774 1797 1850

8Engine Rear-mounted 90° V8Timing gear 2 valves per cylinder, twin overhead camsha�s per cylinder bank Bore and Stroke 81 x 71 mm Displacement 2927 cc Compression ratio 8. 8:1 Engine Lubrication Wet SumpMaximum power 214 bhp (205 US) at 6,600 rpmMax engine speed 7700 rpmTransmission Single dry-plate clutch, 5-speed gearbox + reverse, limited-slip differential Chassis Tubular SteelFront suspension Independent, double wishbones, coil springs Rear suspension Independent, double wishbones, coil springs Wheelbase, front and rear track 2,650/1,513/1,535 mm Kerb weight 1,586 kg (coupe)Top Speed 220 km/h

QV (Were different from 8)Compression ratio 9.2:1 Timing gear 4 valves per cylinder, twin overhead camsha�s per cylinder bank Maximum power 240 bhp (230 US) at 7,000 rpmKerb weight 1,550 kg (coupe) Top Speed 230 km/h

3.2 (Changes from the 8 and QV)Bore and Stroke 83 x 73.6 mm Displacement 3185 cc Compression ratio 9.8:1 Maximum power 270 bhp (260 US) at 7,000 rpmWheelbase, front and rear track 2,650/1,520/1,572 mm Kerb weight 1,540 kg (coupe)Top Speed 240 km/h

T (Changes from 8, QV, & 3.2)Engine longitudinal mountedBore and Stroke 85 x 75 mm Displacement 3405 cc Compression ratio 10. 4:1 Maximum power 300 bhp (295 US) at 7,200 rpmMax engine speed 7500 rpmTransmission Twin disc dry-plate clutch, 5-speed gearbox + reverse Wheelbase, front and rear track 2,650/1,522/1,560 mm Kerb weight 1,560 kg (coupe) Top Speed 255 km/h

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Maintenance & Reliability Common issues are few for the Mondials as most of the early “new car” problems would have been sorted out long ago. Several areas of weakness that seem to be fairly widespread are:

Clutches can tend to wear rapidly, due to weight and tall gearing.Second gear engagement obstructive when cold (typi-cal all Ferraris of this era)Air conditioning systems need regular a�entionCamsha� oil seals leak - seal housing modification can helpPaint work is o�en fragile and can fadeElectrical fuse box / relay problems on early modelsCoolant expansion tank corrosionFragile ignition-key/turn-indicator assembly

Other potential issues:

Wheels on many earlier models will only accept Michelin TRX tyres which are now rare and expensive.to replaceExhaust systems can suffer corrosion if doing mainly short trips Coolant system hoses can become frayed on fi�ings, etc. Oil Pressure/Temp sender failures Electrical switch problems (boot/bonnet/en-gine/glovebox/windows/aerial/etc)Headlights are prone to freezing if not used regularlyLeather on front dash tray susceptible to shrinkageCold start smoke, piston sealing problems Accident damage and improper repair

Average Parts and Service CostFluid QuantityOil (5w30) 11 liters (12 quarts)Gearbox 4 litersBrake Fluid 1.6 litersAntifreeze 20 liters

Details of Service PriceAnnual Service (6,000 miles) $1,500Major Service (18,000 miles) $3,500Cambelts (3 years) $1,600Valve Guides $800Clutches $1,600

Above le�: The dash is easy to read with large dials.Above: The center console is perfect for holding coins and has the classic gated shi�er.Below: Just enough from for a golf bag.

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Pros and Cons

Pros

Probably the best value in the Ferrari worldEarlier models well depreciated and fairly price-stableCan actually carry four peopleA real useable Ferrari, very easy in trafficGreat visibility for all driving conditionsStability at speed and under brakesUseable luggage spaceA great driver’s touring carUnmistakably a Ferrari

Cons

Off-line performance on early modelsNo power steering except on Mondial ‘t’Large glass area requires good aircond perfor-manceUnlikely to appreciate in valuePolarizing design elements

Buying Tips

1. Demand to see the Service book and Main-tenance History file. Make sure you have solid answers to any major holes in the history. If not, move on.2. Get the car inspected by a Ferrari trained me-chanic. He will find things you miss. Given the age of all Mondials this is absolutely critical.3. If the asking price is very low, there is a reason for it. Major work on Mondials can easily exceed the purchase price of the car.4. Never buy the first car you see, look and test drive several. If possible drive at least two dif-ferent versions of the Mondial (recommendation either an 8/QV then a 3.2/t). Preference among the four variants is highly subjective.5. Make sure the car has all the original Books, Tools, and Records. These are very expensive to replace later.6. Talk to other owners, join the Ferrari Forum.7. Talk to the Mechanics that have historically serviced the car.

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Expectations

When you purchase a Ferrari, you are not buying a car but rather a work of engineering art and a piece of history. A Ferrari has a soul and character unique in the automo-tive world. A Ferrari comes filled with Italian passion, for both be�er and occasionally worse. Driving a Ferrari is never boring. It is engag-ing. You are always involved and interacting with the car across a multitude of senses. While driv-ing, this includes the constantly changing sound track as the engine moves through the rpm range, the heavy but exact clutch, and the metallic click with every gear change. There really is nothing else on the road that sounds like a Ferrari. Until you have driven one,

it is impossible to appreciate the totality of the experience. It is this emotional link between car and owner that sets Ferrari’s apart from other sports cars

Two other cars that many first time Ferrari owners consider are Lam-borghini and Porsche. Lamborghi-ni has similar roots in the Modena area . It however does not have the racing heritage or, for the majority of its life, the single minded guid-ance of a brilliant owner. Lambo-rghini’s ownership history has in-cluded everyone from Chrysler, an Indonesian Conglomerate, to Audi. This is reflected in the history of the models. Lamborghinis tend to be overly flamboyant, difficult to drive, and highly temperamen-tal. Porsche, on the other hand, is

efficient, reliable, and an engineer-ing masterpiece. It is also highly predictable and a�er a time, can be construed as boring. A Porsche does everything with extreme competence, to the extent that you begin to wonder if you, the driver, are really needed.

The fact is Ferrari’s are expensive to maintain and less reliable than many other cars. This is simply a small part of the deal that comes with being a member of the small and special club of Ferrari own-ers. The Porsche is a cold rationale machine, a Lamborghini is pure emotion, and a Ferrari gives you both.

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Purchasing Options In general most Ferrari Buyers purchase their cars at one of four channels:- Official Ferrari Dealers- Independent Specialist Dealers- Private Sellers- AuctionsEach has it’s own strengthens and weaknesses. In summary:

Official Ferrari DealersPurchasing through an official dealer will provide the most piece of mind when making the rather considerable investment in a Prancing Horse badged automo-bile. In almost all cases the car will come with some sort of warranty, a comprehensive service history, and a clean bill of health. All of this comes with a cost and you will likely pay a 10-20% premium vs. other options. One other limitation is that dealers normally only stock the current, plus 1-2 generations of prior models. As a result, dealers are really only an option for the modern (1990’s -) model enthusi-ast.

Independent SpecialistIndependent Specialist can pro-vide both outstanding service and a wide range of models to choose from, covering all price ranges. Reputation is critical and so is do-ing your research on an Indepen-dent Specialist before writing out a check. Information and insights on different Specialists can be obtained both through your local Ferrari Owners Club members and via posts on the Ferrari Forum. Like official dealers, many special-ist can provide warranties (via 3rd parties) and on-going maintenance facilities. The quality of the main-tenance for modern models can be on par with the official dealers as many independents employee Ferrari trained mechanics. For modern models though it is critical to confirm that the service center

has the necessary diagnostic equip-ment and so�ware (SD1 or SD2) for your model. For Classic and Vintage Ferrari’s, independents many be your only, or best (for more recent models) option. Prices at Independent’s should be 5-20% less than Official Dealers. In most countries, purchas-ing from either an Official Ferrari Dealer or an Independent Special-ist will provide you with the stron-gest legal rights should anything go wrong.

Private SellersCaveat Emptor. Buying from a private seller is both the lowest cost and highest risk option. In all Ferrari purchases, a Pre Purchase Inspection (PPI) by a specialist is recommended, in the case of a private purchase, it is critical. Purchasing well privately is both a ma�er of form and substance. First the form which is mostly related to general appearance and presentation:- check the condition of the inte-rior, is the leather conditioned and cleaned- pull up the mats, check the condi-tion of the under carpet- spray water on the car, make sure it beads up immediately- look in the engine bay- is the owner a member of the lo-cal Ferrari Owner’s Club Positives on the above are an initial indication of a careful owner, but could also be the result of a pre-sale clean up. Then move onto the substance:- review the service records, a com-prehensive file is always a good sign- check the history of the car, make sure it has always been well cared for- always check that the mileage on the odometer matches the other records- confirm that the seller is the car’s owner and that the title is clear

- spend time both test driving the car and talking to the owner. No car is perfect, does the owner point out both the good points of the car and the issues needing a�ention ? Buying from a private seller will provide both the lowest cost of acquisition and the highest risk should any major undisclosed is-sue emerge post purchase. Doing your homework properly is critical and in many cases it is a rewarding and enjoyable experience for both parties.

AuctionsAs a very broad guideline, cars that appear at auction are either very high value recent models (example – Enzo) or models no longer carried in the Official Dealer network. As per purchasing from a private seller, it is critical to do you homework ahead of time. All auction houses provide for pre-sale viewing but it is very unlikely that a PPI or test drive will be permit-ted. Both need to be included in the buyers purchase risk con-sideration. Auction Houses act as agents on behalf of the sellers so your legal protection in many countries is not much greater than in the case of a private sale. On the positive side, auctions provide both the opportunity to acquire very rare, unique cars with impor-tant histories and other models at a potentially outstanding value. Many Independent Specialist at-tend auctions, it is critical that a private buyer understand the en-vironment that he is competing in. Fee schedules differ significantly between the auction houses, so it is strongly advised that these be reviewed ahead of time. Currently the most famous Ferrari Auction is Bonhams December Auction in Gstaad, Swtizerland. Other well know auction houses include: Christies, R&M (North America), Bar-le� Jackson (North America), Barons (UK), H&H (UK), Coys (UK), and Artcurial (France).

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Ferrari Forum’s Buyer’s Guides are available for the following models:

Dino 246 365/512 Boxer 348 Testarossa 550/575 Coming Soon !F355 360 456 GT Mondial 308/328 Coming Soon !