This latest version is an evolution of the 348, and is more geared towards competition, with Speedline wheels, two bucket seats, and many parts (such as the bumpers) are made of Kevlar or carbon fibre to lighten its weight. But this version was homologated for road use…

When the 348 range was redesigned in 1993, it became a full convertible. The first sign of the car’s compactness is that getting behind the wheel of this beauty requires a contortionist’s effort, especially if you’re a tall person. The interior is more spacious than that of the 328, the seats hug the body well and the steering wheel can be adjusted in height, but the seats lack a sense of recline. The pedals are well positioned, but very compact due to the wheel arch close to the forward cockpit. As for the finish, we still appreciate the generous presence of high-quality leather and the few details specific to the brand, such as the superb aluminium gearbox grille.

With this new model, the maximum revs have been increased and the level of driving pleasure has been enhanced by the increase in power to 320bhp. At the same time, a weight reduction of 50 kg has resulted in a measured power-to-weight ratio of 4.5 kg/hp, compared with 5.1 for the 348 tb (the weight announced by Ferrari was very optimistic). Unlike the tb/ts, the Ferrari 348 GTB/GTS can really be driven quickly without the risk of having to counter-steer suddenly in fast corners.

Aware and alerted to the 348’s relatively sharp handling, the Ferrari factory revised its berlinetta at the end of 1993. The new models were renamed 348 GTB and 348 GTS. The changes concerned the anchoring points for the rear wishbones and steering tie-rods on the front hub carriers. The weight distribution has also been optimised to achieve a ratio of 43-57 in favour of the front on the GTS. Body rigidity has been improved and Ferrari has taken advantage of the restyling to offer a more refined finish in the cabin and equipment that now includes power steering.

Intended exclusively for the American market, this version features a more prominent front spoiler, a visible rear light unit (without protective grille) and bucket seats…

The profile of the Ferrari 348 is reminiscent of the 328 it replaces, but also of the Testarosa, with its flanks pierced by long side stripes and its rear lights covered by a grille. The latter, moreover, are a break with tradition, as their design is rectangular rather than round. As for the front, with its retractable headlights, it seems to be imitating both the F40 and the Testarossa. A patchwork of the brand’s strong design elements, the Ferrari 348 nonetheless has a personality all its own, and one that is always seductive. Its compact, streamlined berlinette silhouette inspires strength. Available as a strict coupé (TB) or with a targa roof (TS) as always!

In 1990, a year after the death of Enzo Ferrari, the brand’s management offered the public a replacement for the Ferrari 328 berlinetta, the entry-level model from Maranello. A link between past and present, the bodywork of the Ferrari 348, once again designed by Pininfarina, combines tradition and homogeneity. While the technical contribution of the Fiat group is more present than ever, the 348 cannot hide the sporting genes that are characteristic of Maranello productions. But its hasty development and premature launch meant that it was unable to hold its own against increasingly aggressive competition, such as the fabulous Honda NSX and the Porsche 911 type 964.

The Mondial T represents a revolution under the bonnet. Whereas the old V8 engine was transverse, it is now longitudinal. On the other hand, it’s the gearbox that becomes transverse, giving the Mondial its ‘T’ shape. It’s a nod to the Ferrari F1 cars of the 1970s, the 312 T, which scored many successes in the hands of Niki Lauda and Clay Reggazonni. Since the engine capacity has been increased, the all-aluminium block is new, with 3,405 cm3 and 32 valves. The mechanical layout has made it possible to lower the centre of gravity as much as possible (the new gearbox layout has made it possible to lower the engine by 13 cm).

Still designed by Pininfarina, the Mondial’s design has evolved over time in a series of small changes. The biggest change came with the Mondial 3.2, which inherited squarer front and rear fascias. This brings them into line with the Ferrari Testarossa in terms of styling. Gone are the big black plastic bumpers of questionable elegance. While the aluminium wheels remain identical in design (still 5-spoke with 5 studs), they are no longer fitted with Michelin TRX tyres. The exterior door handles are now partially painted in body colour, and the side air intakes are smaller and squarer. At the rear, the small ‘Mondia t’ monogram identifies a ‘T’ from the other models in the Mondial saga for the uninitiated.

Already the author of a fine commercial career, the 456 GT became the 456 MGT (M for Modificata) and what appeared from a distance to be a minor touch-up was in fact a major evolution… Aesthetically, the rear of the 456 M hardly changed at all, since the only modification was to the spoiler, which became fixed and integrated into the rear bumper. The front end has been reworked and the air intakes enlarged to provide better cooling for the V12. Extensive work in the wind tunnel resulted in improved aerodynamics. These modifications were the subject of some criticism, as the basic version was considered to be perfect.