DKW car and motorcycles

DKW

DKW (Dampf-Kraft-Wagen, English: steam-driven car) is a German car and motorcycle marque. The company and brand is one of the ancestor companies of the modern day Audi company as one of the four companies that formed Auto-Union.

In 1916, Danish engineer Jørgen Skafte Rasmussen founded a factory in Zschopau, Saxony, Germany, to produce steam fittings. That year he attempted to produce a steam-driven car, called the DKW. Although unsuccessful, he made a two-stroke toy engine in 1919, called Des Knaben Wunsch – “the boy’s wish”. He put a slightly modified version of this engine into a motorcycle and called it Das Kleine Wunder – “the little wonder” the initials from this becoming the DKW brand: by the late 1920s, DKW was the world’s largest motorcycle manufacturer.

In 1932, DKW merged with Audi, Horch and Wanderer to form Auto Union. After World War II, DKW moved to West Germany, with the original factory becoming MZ. Auto Union came under Daimler-Benz ownership in 1957 and was purchased by the Volkswagen Group in 1964. The last German-built DKW car was the F102, which ceased production in 1966. Its successor, the four-stroke F103, was marketed under the Audi brand, another Auto Union marque.

DKW-badged cars continued to be built under license in Brazil and Argentina until 1967 and 1969 respectively. The DKW trademark is currently owned by Auto Union GmbH, a wholly owned subsidiary of Audi AG which also owns the rights to other historical trademarks and intellectual property of the Auto Union combine.

Automobiles made between 1928 and 1942

 1931 DKW F1

DKW cars were made from 1928 until 1966, apart from an interruption caused by the Second World War. DKWs always used two-stroke engines, reflecting the company’s position by the end of the 1920s as the world’s largest producer of motorcycles. The first DKW car, the small and rather crude Typ P, emerged on 7 May 1928 and the model continued to be built at the company’s Spandau (Berlin) plant, first as a roadster and later as a stylish if basic sports car, until 1931.

More significant was a series of inexpensive cars built 300 km (185 miles) to the south in Zwickau in the plant acquired by the company’s owner in 1928 when he had become the majority owner in Audi Werke AG. Models F1 to F8 (F for Front) were built between 1931 and 1942, with successor models reappearing after the end of the war in 1945. They were the first volume production cars in Europe with front wheel drive, and were powered by transversely mounted two-cylinder two-stroke engines. Displacement was 584 or 692 cc: claimed maximum power was initially 15 PS, and from 1931 a choice between 18 or 20 hp (15 kW). These models had a generator that doubled as a starter, mounted directly on the crankshaft, known as a Dynastart. DKWs from Zwickau notched up approximately 218,000 units between 1931 and 1942. Most cars were sold on the home market and over 85% of DKWs produced in the 1930s were the little F series cars: DKW reached second place in German sales by 1934 and stayed there, accounting for 189,369 of the cars sold between 1931 and 1938, more than 16% of the market.

Between 1929 and 1940, DKW produced a less well remembered but technically intriguing series of rear-wheel drive cars called (among other names) Schwebeklasse and Sonderklasse with two-stroke V4 engines. Engine displacement was 1,000 cc, later 1,100 cc. The engines had two extra cylinders for forced induction, so they appeared like V6 engines but without spark plugs on the front cylinder pair.

In 1939, DKW made a prototype with the first three-cylinder engine, with a displacement of 900 cc and producing 30 hp (22 kW). With a streamlined body, the car could run at 115 km/h (71 mph). It was put into production after World War II, first as an Industrieverband Fahrzeugbau (IFA) F9 (later Wartburg) in Zwickau, East Germany, and shortly afterwards in DKW-form from Düsseldorf as the 3=6 or F91.

DKW engines were used by Saab as a model for the Saab two-stroke in its Saab 92 car manufacturing venture, in 1947.

Automobiles made after 1945

 Osmo Kalpala servicing his DKW during the 1956 Rally Finland.

As Auto Union was based in Saxony in what became the German Democratic Republic, it took some time for it to regroup after the war. The company was registered in West Germany as Auto Union GmbH in 1949, first as a spare-part provider, but soon to take up production of the RT 125 motorcycle and a new delivery van, called a Schnellaster F800. Their first line of production took place in Düsseldorf. This van used the same engine as the last F8 made before the war.

Their first car was the F89 using the body from the prototype F9 made before the war and the two-cylinder two-stroke engine from the last F8. Production went on until it was replaced by the successful three-cylinder engine that came with the F91. The F91 was in production 1953–1955, and was replaced by the larger F93 in 1956. The F91 and F93 had 900 cc three-cylinder two-stroke engines, the first ones delivering 34 hp (25 kW), the last 38 hp (28 kW). The ignition system comprised three independent sets of points and coils, one for each cylinder, with the points mounted in a cluster around a single lobed cam at the front end of the crankshaft. The cooling system was of the free convection type assisted by a fan driven from a pulley mounted at the front end of the crankshaft.

The F93 was produced until 1959, and was replaced by the Auto-Union 1000. These models where produced with a 1,000 cc two-stroke engine, with a choice between 44 hp (33 kW) or 50 hp (37 kW) S versions until 1963. During this transition, production was moved from Düsseldorf to Ingolstadt, where Audi still has its production. From 1957, the cars could be fitted with a saxomat, an automatic clutch, the only small car then offering this feature. The last versions of the Auto-Union 1000S had disc brakes as option, an early development for this technology. A sporting 2+2 seater version was available as the Auto-Union 1000 SP from 1957 to 1964, the first years only as a coupé and from 1962 also as a convertible.

In 1956, the very rare DKW Monza was put into small-scale production on a private initiative, with a sporting two-seater body of glassfiber on a standard F93 frame. It was first called Solitude, but got its final name from the long-distance speed records it made on the Autodromo Nazionale Monza in Italy in November 1956. Running in Fédération Internationale de l’Automobile (FIA) class G, it set records including 48 hours at an average speed of 140.961 km/h (87.589 mph), 10,000 km at 139.453 km/h (86.652 mph) and 72 hours at 139.459 km/h (86.656 mph). The car was first produced by de: Dannenhauer & Straussin Stuttgart, then by Massholder in Heidelberg and lastly by Robert Schenk in Stuttgart. The number produced is said to be around 230 and production finished by the end of 1958.

 DKW Junior (1962)

A more successful range of cars was sold from 1959, the Junior/F12 series based on a modern concept from the late 1950s. The range consist of Junior (basic model) made from 1959 to 1961, Junior de Luxe (a little enhanced) from 1961 to 1963, F11 (a little larger) and F12 (larger and bigger engine) from 1963 to 1965, and F12 Roadster from 1964 to 1965. The Junior/F12 series became quite popular, and many cars were produced. An assembly plant was licensed in Ireland between 1952 and c.1964 and roughly 4,000 vehicles were assembled, ranging from saloons, vans and motorbikes to commercial combine harvesters. This was the only DKW factory outside Germany in Europe.

All the three-cylinder two-stroke post-war cars had some sporting potential and formed the basis for many rally victories in the 1950s and early 1960s. This made DKW the most winning car brand in the European rally league for several years during the fifties.

In 1960, DKW developed a V6 engine by combining two three-cylinder two-stroke engines, with a capacity of 1,000 cc. The capacity was increased and the final V6 in 1966 had a capacity of 1,300 cc, which developed 83 hp (62 kW) at 5,000 rpm using the standard configuration with two carburettors. A four-carburettor version produced 100 hp (75 kW), a six-carburettor one 130 hp (97 kW). It weighed only 84 kg (185 lb). The V6 was planned to be used in the DKW Munga and the F102. About 100 engines were built for testing purposes and 13 DKW F102 and some Mungas were fitted with the V6 engine in the 1960s.

The last DKW was the F102, coming into production in 1964 as a replacement for the old-looking AU1000. However, the F102 sold poorly – largely due to its two-stroke engine technology which was at the limit of its development, resulting in Auto Union’s parent – Daimler-Benz, to offload the company to Volkswagen. The car was re-engineered with a four-stroke engine and relaunched under the resurrected Audi brand as the F103. The transition to four-stroke engines marked the end of the DKW marque for cars, and the rebirth of the Audi name.

From 1956 to 1961, Dutch importer Hart, Nibbrig & Greve assembled cars in an abandoned asphalt factory in Sassenheim, where they employed about 120 workers, two transporter, that collected SKD kits from Duesseldorf and build about 13.500 cars. When the DKW plant moved the import of SKD kits stopped, as it became too expensive.

DKW in South America

From 1956 to 1967, DKW cars were made in Brazil by the local company Vemag (Veículos e Máquinas Agrícolas S.A., “Vehicles and Agricultural Machinery Inc.”). Vemag was assembling Scania-Vabis trucks, but Scania Vabis became an independent company in July 1960. The original plans were to build the Candango off-roader (Munga), a utility vehicle and a four-door sedan, called Vemaguet and Belcar respectively. The first model built was the 900 cc F91 Universal but the Belcar and Vemaguet names were applied later.

 A second series 1967 DKW-Vemag Belcar in front of a first series 1964 DKW-Vemag Belcar

In 1958, the F94 four-door sedan and station wagon were launched, in the early 1960s renamed Belcar and Vemaguet. The company also produced a luxury coupe (the DKW Fissore) and the off-road Munga (locally called Candango). In 1960 Vemag cars received the larger one-litre, 50 PS (37 kW) engine from the Auto Union 1000.

Vemag had a successful official racing team, with the coupe GT Malzoni, with fiberglass body. This project was the foundation of the long-lasting Brazilian sports car brand Puma. The Brazilian F94 line has been improved with several cosmetic changes and became more and more different from the German and Argentine models. Vemag had no capital to invest in new products and came under governmental pressure to merge. In 1964-1965 Volkswagen gradually took over Auto Union, a minority holder in Vemag, and in 1967 Volkswagen bought the remainder of the stock. VW quickly began phasing out DKW-Vemag production and introduced the Volkswagen 1600 sedan to the old Vemag plant, after a total of 109,343 DKW-Vemag cars had been built.

DKW vehicles were made in Argentina from 1960 to 1969 by IASF S.A. (Industria Automotriz Santa Fe Sociedad Anónima) in Sauce Viejo, Santa Fe. The most beautiful were the Cupé Fissore, which had many famous owners (Julio Sosa, César Luis Menotti, and others). Other models are the Auto Union 1000 S Sedán (21,797 made until 1969) and the Auto Union 1000 Universal S (6,396 made until 1969). and the Auto Union Combi/Pick-up. The last version of the Auto Union Combi/Pick-up (DKW F1000 L), launched in 1969, survived a few months and was bought out by IME, which continued production until 1979.

1967 DKW-Vemag Fissore

DKW GT Malzoni

Vans and utility vehicles

DKW Munga

The DKW Munga was built by Auto Union in Ingolstadt. Production began in October 1956 and ended in December 1968, with 46,750 cars built.

From 1949 to 1962, DKW produced the Schnellaster with a trailing-arm rear suspension system with springs in the cross bar assembly. Spanish subsidiary IMOSA produced a modern successor introduced in 1963, the DKW F 1000 L. This van started with the three-cylinder 1,000 cc engine, but later received a Mercedes-Benz Diesel engine and was renamed a Mercedes-Benz in 1975.

Motorcycles

DKW

During the late 1920s and until WWII broke out, DKW was the world’s largest motorcycle manufacturer and the pioneer of front wheel drive automobiles with their DKW Front, along with the Citroen Traction Avant. In 1931, Ing Zoller started building split-singles and this concept made DKW the dominant racing motorcycle in the Lightweight and Junior classes between the wars. This included off-road events like the International Six Days Trial where the marque scored some considerable inter-war year successes alongside Bavarian Motor Works At the same time, the company also had some success with super-charged racing motorcycles which because of their light weight were particularly successful in the ISDT

The motorcycle branch produced famous models such as the RT 125 pre- and post-World War II, and after the war with production at the original factory in GDR becoming MZ it made 175, 250 and 350 (cc) models. As war reparations, the design drawings of the RT125 were given to Harley-Davidson in the US and BSA in the UK. The Harley-Davidson version was known loosely as the Hummer ( Hummer is really just a few specific years, but generally people call the Harley lightweights Hummers ), while BSA used them for the Bantam. IFA and later MZ models continued in production until the 1990s, when economics brought production of the two stroke to an end. Other manufacturers copied the DKW design, officially or otherwise. This can be seen in the similarity of many small two-stroke motorcycles from the 1950s, including from Yamaha, Voskhod, Maserati, and Polish WSK.

Cars

Pre-war production

DKW F8 Meisterklasse (1939–1942)

1928 DKW P15 Roadster DKW Typ P (1928–1931)

1929 dkw 4=8

DKW Typ 4=8      1932 Schwebeklasse DKW Typ 4=8 (1929–1940)

1931 DKW F1 DKW F1 (1931–1932)

DKW F2 (1932–1935)

1934-35 DKW F4 Meisterklasse DKW F4 (1934–1935)

 1935 DKW F5 700 Sedan-Limousine Meisterklasse DKW F5 (1935–1937)

1937 DKW F7 Reichsklasse

1938 DKW F7 Sedan-Limousine DKW F7 Reichsklasse Meisterklasse DKW F7 (1937–1938)

DKW F8 Meisterklasse-Reichsklasse

1940 DKW F8 Cabrio 20PS

DKW F8 Kastenwagen, a sedan delivery variant DKW F8 (1939–1942)

1941 DKW F9 prototype DKW F9 prototype (1939)

Post-war

 DKW F12 Saloon (1963-1965)

1954 DKW Schnellaster F 89 L minibus

1956 DKW 3=6 F800-3 Schnellaster DKW Schnellaster van (1949–1962)

DKW F10 (1950)

1950-54 DKW F89 2-door saloon DKW F89 (1950–1954)

1955-56 DKW 3=6 (F93)

DKW Sonderklasse 3=6 F91 Karmann bodied cabriolet

1957 DKW 3=6, der Große DKW (DKW F93)

1957 grosser-dkw-3=6-4door-sedan F94 DKW 3=6 (F91/F93/F94) (1953–1959)

DKW Monza Schenk #12  DKW Monza (1956–1958)

DKW Munga off-road (1956–1968)

DKW Junior (F11/F12) (1959–1965)

DKW F102 (1963–1966)

Motorcycles and scooters

 DKW Super Sport 500

DKW ARE 175 DKW Golem (Sesselmotorrad) DKW Hobby-Roller DKW Hummel DKW KM 200 DKW KS 200 DKW NZ 250 DKW NZ 350 DKW NZ 500 DKW ORE 250

DKW RT 100 DKW RT 125 DKW RT 175 DKW RT 200 DKW RT 200H DKW RT 250/2 DKW RT 250 H DKW RT 350 S DKW SB 200 DKW SB 350

DKW SB 500 DKW Sport 250 DKW SS 500 (water-cooled) DKW SS 600 (water-cooled) DKW ZS 500 DKW ZSW 500 (water-cooled) DKW Hercules (Wankel)

• 

  DKW 97 cc (1939)

  1940 DKW 198ccm

  

• DKW RT 125 W (1950)

  1952 DKW RT200 9,2PS

  

• 1955 DKW RT175-1 174ccm

  

• 1965 DKW Hummel standard

  

  DKW Hummel

  

  Express T. Sport (DKW-Motor)

  1954 DKW Motorroller Hobby

  

  

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  DKW –  VEMAG  and Auto-Union

  DKW Ambulances and Hearses

  DKW Autos Argentinos IASF S.A. (Industria Automotriz Santa Fe Sociedad Anónima) in Sauce Viejo, Santa Fe

  DKW Ireland

  

  

  

  CA RIO DE JANEIRO (RJ) 06/11/2009 CARROS CLÁSSICOS – DKW. FOTO / DIVULGAÇAO

  DKW VEMAG Veículos e Máquinas Agrícolas S.A. Brasil

See also

• Eucort
• List of automobile manufacturers of Germany

Notes

1. ^ Jump up to:^a b c Motor Cycle 27 August 1964 DKW man dies . Added 2014-06-16
2. Jump up^ “History of the Four Rings–Part 1–Audi Auto Union”. http://www.seriouswheels.com. Archived from the original on 10 December 2016. Retrieved 8 May 2018.
3. ^ Jump up to:^a b c Odin, L.C. World in Motion 1939 – The whole of the year’s automobile production. Belvedere Publishing, 2015. ASIN: B00ZLN91ZG.
4. ^ Jump up to:^a b Oswald, p 86
5. Jump up^ Oswald, p 85
6. Jump up^ Oswald, p 94 – 103
7. Jump up^ Oswald, p 531
8. Jump up^ Oswald, p 87
9. Jump up^ “DKW Specifications”. Dyna.co.za. 2008-11-13. Archived from the original on 2010-06-05. Retrieved 2010-10-02.
10. Jump up^ Autokampioen 25/26 2007 “Made in Holland” by Yop Segers
11. Jump up^ “Vemag”. Automobile Quarterly. Automobile Quarterly. 11 (4). 1973. the Vemag company that had been manufacturing two-stroke DKW models under license in Brazil.
12. Jump up^ Shapiro, Helen (Winter 1991). “Determinants of Firm Entry into the Brazilian Automobile Manufacturing Industry, 1956-1968”. The Business History Review. 65 (4, The Automobile Industry): 897.
13. ^ Jump up to:^a b Vogel, Jason; Gomes, Flavio. “DKWs in Brazil”. KTUD Online Automotive Archive. Archived from the original on 2013-05-15.
14. Jump up^ Shapiro, p. 935
15. Jump up^ Sandler, Paulo César; de Simone, Rogério, DKW – A grande história da Pequena Maravilha [DKW: The great history of the little wonder] (in Portuguese), São Paulo, Brazil: Editora Alaúde, ISBN 978-85-7881-037-5
16. Jump up^ “Auto Union”. Coche Argentino. 2009-05-18. Archived from the original on 2011-11-05. Retrieved 2011-10-30.
17. Jump up^ “Auto Union”. Coche Argentino. 2009-05-18. Archived from the original on 2011-11-05. Retrieved 2011-10-30.
18. Jump up^http://bikelinks.com/directory/Classic_Motorcycles/A_to_Z/D/DKW/http://www.audi.com/corporate/en/company/history/models/^{[permanent dead link]}
19. Jump up^ “DKW Front F 1 roadster, 1931”. audi.com. Archived from the original on 15 January 2018. Retrieved 8 May 2018.
20. Jump up^ “DKW Supercharged Two-Strokes – Force-Fed Deeks”. http://www.odd-bike.com. Archived from the original on 4 October 2017. Retrieved 8 May 2018.
21. Jump up^ ISDT award winning DKW 246cc 1935 Archived 2014-02-05 at the Wayback Machine..
22. Jump up^ Michael Sedgwick & Mark Gillies, A-Z of Cars 1945-1970, page 54

References

• Oswald, Werner (2001). Deutsche Autos 1920-1945, Band (vol) 2 (in German). Motorbuch Verlag. ISBN 3-613-02170-6.
• Uhlmann, Claus (2005). RT 125 Das Kleine Wunder Aus Zschopau. Verlagsgesellschaft Bergstraße mbH.
• Siegfried Rauch Hrsg. von Frank Rönicke: DKW – Geschichte einer Weltmarke. Motorbuch-Verlag, Stuttgart 2007, ISBN 978-3-613-02815-9.
• Thomas Erdmann: Vom Dampfkraftwagen zur Meisterklasse – Die Geschichte der DKW Automobile 1907–1945. autovision, Hamburg 2003, ISBN 3-9805832-7-9.
• Peter Kurze: DKW Meisterklasse – Ein Wagen für die ganze Welt. Delius Klasing, Bielefeld 2005, ISBN 3-7688-1646-X.
• Steffen Ottinger (2009), DKW Motorradsport 1920–1939 : Von den ersten Siegen des Zschopauer Zweitakters bei Bahnrennen bis zu den Europameisterschafts-Erfolgen (in German) (1. ed.), Chemnitz: HB-Werbung und Verlag GmbH & Co. KG, ISBN 978-3-00-028611-7
• Woldemar Lange; Jörg Buschmann (2009), Die große Zeit des DKW-Motorradrennsports : 1920–1941 (Zschopau) (in German) (1. ed.), Witzschdorf: Bildverlag Böttger GbR, ISBN 978-3-937496-29-0
• Woldemar Lange; Jörg Buschmann (2012), DKW Zschopau und der Motorradgeländesport : 1920–1941 (in German) (1. ed.), Witzschdorf: Bildverlag Böttger GbR, ISBN 978-3-937496-50-4
• Harald Linz, Halwart Schrader: Die Internationale Automobil-Enzyklopädie. United Soft Media Verlag, München 2008, ISBN 978-3-8032-9876-8.

External links

Wikimedia Commons has media related to DKW.

• UK-based official Wartburg, Trabant and IFA owners’ club^{[permanent dead link]}
• AUTO UNION Sales Brochures 1939
• DKW Owners’ Club
• DKW Motorcycle Club
• Die Meisterdinger von Nürnberg – DKW webpages
• DKW & Auto Union History
• The Long History of Reverse-Cylinder Engine Designs – motocrossactionmag.com

VOLVO Cars

Volvo Cars

This article is about the Volvo Car Corporation. For commercial vehicles otherwise known as the Volvo Group, see Volvo. For other uses of “Volvo”, see Volvo (disambiguation).

Volvo Personvagnar AB
Volvo Car Corporation

Type	Subsidiary, AB
Industry	Automotive
Founded	14 April 1927
Headquarters	Gothenburg, Sweden
Key people	Li Shufu (Chairman) Håkan Samuelsson(President and CEO), Hans-Olov Olsson (Vice-Chairman)
Products	Luxury vehicles
Revenue	SEK 103.9 billion (2014)
Operating income	SEK −3.38 billion (2014)
Net income	SEK −2.76 billion (2014)
Owner	Geely Sweden AB
Number of employees	15,768 (2014)
Parent	Zhejiang Geely Holding Group
Website	VolvoCars.com

 Volvo Car Corporation headquarters

Volvo Car Corporation, or Volvo Personvagnar AB, is a Swedish premium automobile manufacturer established in 1927 and headquartered in Gothenburg, Sweden, where it operates out of the VAK building. It is a wholly owned subsidiary of Zhejiang Geely Holding Group of China.

Volvo Car Corporation was originally founded as a subsidiary of the ball bearing maker SKF. When Volvo AB was introduced on the Swedish stock exchange in 1935, SKF sold most of the shares in the company. Volvo Cars was owned by AB Volvo until 1999, when it was acquired by the Ford Motor Company as part of its Premier Automotive Group. Geely Holding Group then acquired Volvo Cars from Ford in 2010.

Volvo Cars manufactures and markets sport utility vehicles, station wagons, sedans, compact executive sedans, and coupes. With approximately 2,300 local dealers from around 100 national sales companies worldwide, Volvo Cars’ largest markets are the United States, Sweden, China and Belgium. In 2011, Volvo Cars sold 449,255 cars globally, an increase of 20.3% compared to 2010.

History

1927–99

Gustav Larson and Assar Gabrielsson

Volvo company was founded in 1927, in Gothenburg, Sweden, The company was created as a subsidiary company 100% owned by SKF. Assar Gabrielsson was appointed the managing director and Gustav Larson as the technical manager.

Cars are driven by people. The guiding principle behind everything we make at Volvo, therefore, is and must remain, safety

— Assar Gabrielsson and Gustav Larson 1927

Volvo logotype (PRV-registr.) 1927

The trademark Volvo (which is Latin for I roll) was first registered by SKF the 11 May 1915 with the intention to use it for a special series of ball bearing for the American market (however in the application for the trademark, it was also designated for the purpose of automobiles), but it was never used for this purpose. SKF trademark as it looks today was used instead for all the SKF-products. Some pre-series of Volvo-bearings stamped with the brand name ‘Volvo’ were manufactured but was never released to the market and it was not until 1927 that the trademark was used again, now as a trademark and company name for an automobile.

The first Volvo car left the assembly line on 14 April 1927, and was called Volvo ÖV 4. After this the young company produced closed top and cabriolet vehicles, which were designed to hold strong in the Swedish climate and terrain. In the registration application for Volvo logotype in 1927, they simply made a copy of the entire radiator for ÖV4, viewed from the front.

Presented in 1944, the Volvo PV444 passenger car only entered production in 1947. It was the smallest Volvo yet and was to take the lion’s share of Volvo production, a well as spearheading their move into the profitable American market. The first Volvos arrived in the United States in 1955, after hardware wholesaler Leo Hirsh began distributing cars in California. Later, Texas was added, and in 1956, Volvo themselves began importing cars to the US. North America has consistently provided Volvo with their main outlet since.

In 1964, Volvo opened its Torslanda plant in Sweden, which currently is one of its largest production sites (chiefly large cars and SUVs). Then in 1965, the Gent, Belgium plant was opened, which is the company’s second largest production site. In 1989, the Uddevalla plant in Sweden was opened, which was jointly operated by Volvo Car Corporation and Pininfarina Sverige AB from 2005 to 2013.

Volvo ÖV4 touring 1927

Volvo PV4 4-door saloon 1927

Volvo 144 saloon 1972

1997 Volvo 850 estate

2002 Volvo S80

A collection of Volvo’s most important historical vehicles are now housed in the Volvo Museum, which opened in a permanent location in Arendal at Hisingen on 30 May 1995. For several years, the collection had been housed at the Blue Hangar, at the then closed Torslanda Airport.

In the early 1970s, Volvo acquired the passenger car division of the Dutch company DAF, and marketed their small cars as Volvos before releasing the Dutch-built Volvo 340, which went on to be one of the biggest-selling cars in the UK market in the 1980s. Nineteen eighty-six marked a record year for Volvo in the US, with 113,267 cars sold. The appearance of Japanese luxury brands like Acura and Lexus in subsequent years meant the loss of a significant market share for Volvo, one which they have never regained.

In 1999, Volvo Group decided to sell its automobile manufacturing business and concentrate on commercial vehicles. Ford saw advantages in acquiring a profitable prestige mid-size European automobile manufacturer, well renowned for its safety aspects, as an addition to its Premier Automotive Group. The buyout of Volvo Cars was announced on 28 January 1999, and in the following year the acquisition was completed at a price ofUS$6.45 (equivalent to $9.16 in 2015) billion. As a result of the divestiture, the Volvo trademark is now utilized by two separate companies:

• Volvo Group – a manufacturer of commercial vehicles, etc. owned by Swedish interests
• Volvo Car Corporation or Volvo Cars – a manufacturer of automobiles owned by Zhejiang Geely Holding Group and formerly owned by Ford Motor Company

Ford era

Volvo Car Corporation was part of Ford Motor Company’s Premier Automotive Group (PAG), along with Jaguar, Aston Martin and Land Rover. While part of the PAG, the company grew in its range of vehicles significantly.

After Ford sold Jaguar Land Rover to Tata Motors of India in 2008, the company initially decided to keep Volvo Cars despite mounting losses and gross economic downturns. Ford decided to restructure plans for Volvo Cars, pushing it further upmarket alongside the lower end of Mercedes and BMW sedans, wagons, and SUV crossovers. The outcome was the luxurious second generation Volvo S80 and the new small premium crossover Volvo XC60.

When the global economic crisis of 2008, threatened the US automakers, Swedish authorities became concerned about the fate of Volvo if Ford would file for bankruptcy. These concerns mounted after repeated mass-layoffs at Volvo. Ford announced in December 2008 that it was considering selling Volvo Cars. Initially, a sale price of US$6 billion was reported, Ford reported it was also looking into the possibility of spinning off Volvo as an independent company. The Swedish government was asked to look into a possible state ownership of Volvo, or a financial bailout for Volvo Cars and SAAB of GM. Former parent AB Volvo agreed to help Volvo cut costs through partnerships, and suggested taking part in a shared ownership of Volvo Cars amongst a larger consortium. Other rumored candidates to purchase Volvo Cars included BMW AG of Germany, Investor AB of Sweden, Chinese investors, or Russian investors.

Although it was rumoured that Volkswagen would buy Volvo Cars, and despite initial denials, Chinese company Geely Holding Group was ultimately selected to take over the Swedish automaker. Geely Group Holdings Co. allegedly bid about US$-1.5 billion to take over Volvo, with Goldman Sachs investing HK$2.59 billion (334 million USD) in the holding company.

Geely era

Ford Motor Company offered Volvo Cars for sale in December 2008, after suffering losses that year. On 28 October 2009, Ford confirmed that, after considering several offers, the preferred buyer of Volvo Cars was Zhejiang Geely Holding Group, the parent of Chinese motor manufacturer Geely Automobile. On 23 December 2009, Ford confirmed the terms of the sale to Geely had been settled. A definitive agreement was signed on 28 March 2010, for $1.8 billion. The European Commission and China’s Ministry of Commerce approved the deal on 6 and 29 July 2010, respectively. The deal closed on 2 August 2010 with Geely paying $1.3 billion cash and a $200 million note. Further payments are expected with a later price “true-up”. It is the largest overseas acquisition by a Chinese automaker.

Stefan Jacoby, formerly chief executive of Volkswagen of America, became Volvo Car Corporation’s president and chief executive on 16 August 2010, replacing Stephen Odell, who became chief executive of Ford Europe. Li Shufu became Volvo Cars’ chairman of the board. His board members include vice-chairman Hans-Olov Olsson, a former president and chief executive of Volvo Cars, and Håkan Samuelsson, formerly chief executive of MAN.

Safety

Volvo cars have long been marketed and stressed their historic reputation for solidity and reliability. Prior to strong government safety regulation Volvo had been at the forefront of safety engineering.

In 1944, laminated glass was introduced in the PV model. After Vattenfall engineers presented their pioneering work to Volvo in the 1950s, Volvo engineer Nils Bohlin invented and patented the modern three-point safety belt, which became standard on all Volvo cars in 1959, and then made this design patent open in the interest of safety and made it available to other car manufacturers for free. Additionally, Volvo developed the first rear-facing child seat in 1964 and introduced its own booster seat in 1978.

In 1991, the 960 introduced the first three-point seat belt for the middle of the rear seat and a child safety cushion integrated in the middle armrest. Also in 1991, it introduced the Side Impact Protection System (SIPS) on the700, 940/960 and 850 models, which channels the force of a side impact away from the doors and into the safety cage.

In 1994, to add to its SIPS, Volvo was the first to introduce side airbags and installed them as standard equipment in all models from 1995. At the start of the 1995 model year, side impact protection airbags were standard on high trim-level Volvo 850s, and optional on other 850s. By the middle of the production year, they were standard on all 850s. In model year 1995, SIPS airbags became standard on all Volvo models.

In 1995, the Volvo 745 was recalled as the front seatbelt mounts could break in a collision.

In 1998, Volvo installed a head-protecting airbag, which was made standard in all new models as well as some existing models. The IC head-protecting airbag was not available on the 1997 C70 since the initial design deployed the airbag from the roof, and the C70, being a convertible, could not accommodate such an airbag. A later version of the C70 featured a head-protecting airbag deploying upwards from the door, avoiding this problem. It has been stated by many testing authorities that side head protecting curtain airbags can reduce the risk of death in a side impact by up to 40% and brain injury by up to 55%, as well as protecting during a rollover. In 1998, Volvo introduced its Whiplash Protection System (WHIPS), a safety device to prevent injury to front seat users during collisions.

In 2004, Volvo introduced the Blind Spot Information System (BLIS), which detects vehicles entering the vehicle’s blind spot with a side-view-mirror-mounted camera, and alerts the driver with a light. That year also saw Volvos sold in all markets equipped with side-marker lights and daytime running lights. Also, since 2004 all Volvo models except for the coupes (C70 and C30) are available with an all-wheel drive system developed by Haldex Traction of Sweden.

In 2005, Volvo presented the second generation of Volvo C70, which came with extra stiff door-mounted inflatable side curtains (the first of its kind in a convertible) dubbed ‘DMIC’.

Even though Volvo Car Corporation was owned by Ford Motor Company, Volvo’s safety systems were still standard on all Volvo vehicles. Volvo has patented all its safety innovations, including SIPS, WHIPS, ROPS, DSTC, and body structures. Some of these systems were fitted to other Ford vehicles in forms similar to those of Volvo systems, but only because Volvo licensed the FOMOCO and other PAG members to utilize these features.

A 2005 Folksam report, put the 740/940 (from 1982 on) in the 15% better than average category, the second from the top category.

In 2005, when the American non-profit, non-governmental Insurance Institute for Highway Safety (IIHS) released its first annual “Top Safety Picks” vehicles list, none of Volvo’s offered vehicles in the US were included on the list. According to Russ Rader, a spokesman for IIHS, Volvo lagged behind its competitors. Dan Johnston, a Volvo spokesman, denied that the company’s vehicles were any less safe than the institute’s top-rated vehicles, adding that

It’s just a philosophy on safety that is different from building cars to pass these kinds of tests.

In 2006, Volvo’s Personal Car Communicator (PCC) remote control was launched as an optional feature with the all-new Volvo S80. Before a driver enters their car, they can review the security level and know whether they had set the alarm and if the car is locked. Additionally, a heartbeat sensor warns if someone is hiding inside the car. The S80 was also the first Volvo model to feature adaptive cruise control (ACC) with Collision Warning and Brake Support (CWBS).

In 2008, a French court found Volvo partially responsible for causing the death of two children and serious injuries of another in Wasselonne on 17 June 1999, when the brakes of a 1996 Volvo 850 failed. The court subjected Volvo to a €200,000 fine.

According to the Insurance Institute for Highway Safety (IIHS), Volvo’s S80 became one of the 2009 Top Safety Picks Award winners. The previous versions of the S40 and S60 models (2005–09 models with standard side airbags) failed to attain the highest rating in their side impact test. However, according to the IIHS, in recent years Volvo cars have still managed to maintain their high class safety ratings as seen in test results. The Volvo XC90, S80, C70, XC60, S60 and C30 are all rated Top Safety Picks in these crash tests. The 2014 models of the XC60, XC90, S60 and S80 have even received the Top Safety Pick+ rating.

Volvo has also scored high in EuroNCAP tests. Since 2009, all the Volvo models that EuroNCAP have tested have received five-star safety ratings: Volvo C30, V40, V60, V60 plug-in hybrid, XC60 and V70. The new Volvo V40 (model year 2013–) got the best test result of any car model ever tested in EuroNCAP.

Safety milestones

The Amazon was noted for its safety features, with a padded dashboard, front and rear seat belts and a laminated windshield.

(This list is not necessarily Volvo innovations, but dates when Volvo incorporated the technology into its cars)

• 1944 – safety cage
• 1944 – laminated windscreen
• 1957 – anchor points for two-point safety belts, front
• 1958 – anchor points for two-point safety belts, rear
• 1959 – three-point safety belt, standard in front seats
• 1964 – rearward-facing child safety seat, first prototype tested
• 1966 – crumple zones front and rear
• 1966 – safety door-locks
• 1969 – inertia-reel safety belts
• 1971 – reminder safety belt
• 1972 – three-point safety belt, outer rear seats
• 1972 – rearward-facing child safety seat
• 1974 – multistage impact absorbing steering column
• 1974 – bulb integrity sensor
• 1975 – braking system with stepped bore master cylinder
• 1978 – child safety booster cushion
• 1982 – “anti-submarining” protection
• 1986 – three-point safety belt in centre rear seat (740/760)
• 1990 – integrated child safety cushion in centre rear seat (940/960)
• 1991 – Side Impact Protection System (850 and 940/960)
• 1991 – automatic height adjusting safety belt
• 1992 – reinforced rear seats, estate models
• 1995 – front side airbags (seat-mounted) for torso (850), integrated child safety cushion, outer rear seats
• 1997 – Roll Over Protection System (C70)
• 1998 – Whiplash Protection System (S80)
• 1998 – roof-mounted inflatable curtain side airbags (S80)
• 2001 – SCC : Volvo Safety Concept Car
• 2002 – Roll Stability Control (XC90)
• 2003 – Volvo Intelligent Vehicle Architecture, new front structure (S40, V50)
• 2003 – rear seat belt reminders (S40, V50)
• 2003 – Intelligent Driver Information System, a system that selectively blocks information to the driver in complex traffic situations and lets the information through once the situation has calmed down (S40, V50)
• 2003 – Volvo’s Traffic Accident Research Team, inaugurated in Bangkok
• 2004 – Blind Spot Information System, informs the driver of vehicles in the blind spots, using a yellow LED in the A-pillars (S40, V50)
• 2005 – door-mounted inflatable curtain airbags (C70)
• 2006 – Personal Car Communicator (S80)
• 2006 – Collision Warning Brake Support, a system that warns the driver and gives brake support when a collision with another vehicle in front of the car is imminent (S80)
• 2006 – Electrical Parking Brake (S80)
• 2007 – Driver Alert Control, a driver drowsiness detection system that alerts the driver when the system detects that they are becoming tired (S80, V70, XC70)
• 2007 – Lane Departure Warning, a system that warns the driver for unintended lane departures (S80, V70, XC70)
• 2007 – Collision Warning with Auto Brake, a system that automatically brakes the car when a collision with another vehicle in front of the car is imminent (S80, V70, XC70)
• 2007 – Distance Alert, a system that helps the driver keeping a safe distance to the vehicle ahead, by continuously measuring the distance and lighting up the vehicle’s head up display if the time gap becomes shorter than what the driver has specified (S80, V70, XC70)
• 2007 – Alcoguard, a hand-held device that the driver blows into before they can start the car, mainly aimed for the company-car sector, taxi operators, state authorities and municipalities (S80, V70, XC70)
• 2008 – City Safety, a system that automatically brakes the car at speeds below 30 km/h (19 mph) if an obstruction is detected in front of the car (new XC60)
• 2010 – Pedestrian Detection with Auto Brake, a system that warns the driver and automatically brakes the car when a collision with a pedestrian in front of the car is imminent (S60)
• 2012 – pedestrian airbag, covering the A-pillars and the lower part of the windscreen in case of collision with a pedestrian (Volvo V40)
• 2012 – knee airbag, for the driver (V40)
• 2012 – Upgraded City Safety, now working up to 50 km/h (31 mph) (S80, V70, XC70, XC60, S60, V60, new V40)
• 2012 – Lane Keeping Aid, a system that steers the car back into the lane again if it is about to unintentionally drift out of the lane (V40)
• 2012 – Road Sign Information, a system that reads road signs and displays them in the information display, thereby helping the driver to remember speed limits, no-overtaking stretches, low-speed areas, etc. (S80, V70, XC70, XC60, S60, V60, V40)
• 2012 – Enhanced Blind Spot Information System, now able to detect approaching vehicles up to 70 meters behind the car (V40)
• 2012 – Cross Traffic Alert, alerting the driver of crossing traffic approaching from the sides (up to 30 meters away) when reversing out of a parking space (V40)
• 2013 – Cyclist Detection with Auto Brake, a system that warns the driver and automatically brakes the car when a collision with a cyclist travelling in the same direction as the car in front of the car is imminent (S80, V70, XC70, XC60, XC90, S60, V60, V40)

Car models

1927 Volvo ÖV 4

Volvo PV544

1987 Volvo 740, one of the few European passenger cars that can harbour a Europallet in its luggage compartment.

Early years

Volvo ÖV 4, a.k.a. Jakob1929 Volvo PV651 Sedan1933 Volvo PV654 4-Door Sedan1933 Volvo PV654 4-Door Sedan with flag1933 Volvo PV655 Cabriolet1934 Volvo PV655 Ambulance1935 Volvo PV659 Sedan Volvo PV650 Series1937 Volvo TR704 4-door Sedan Volvo TR670 SeriesVolvo PV36 Carioca Volvo PV 36 Carioca1938 Volvo PV52 4-Door Sedan1937 Volvo PV51 Sedan1937 Volvo PV51 Cabriolet1938 Volvo PV51 TV Pickup1939 Volvo PV56 4-Door Sedan Volvo PV51 1936-19451950 Volvo PV832 4-Door Sedan1938 Volvo TR802 Taxi1954 Volvo PV831 4-Door SedanVolvo TP21 all-terrain military style vehicle1952 Volvo PV 833 Pickup1951 Volvo PV834 AmbulanceVolvo TP21 Military1954 Volvo TP21 M90 Camouflage Volvo PV800 Series (civilian (PV801, PV802, PV810, PV821, PV822 and PV831) and military (TP21/P2104, P2104))1946 Volvo PV60 Sedan Taxi Volvo PV 60 1946-50

1957 Volvo PV4441954 Volvo PV 444 HS, showing the new full-sized rear windshieldVolvo PV 5441960 Volvo pv544 Volvo PV444/544 1953-1969Volvo Duett 1953-69 (Volvo PV445, P210) 1953-1969Volvo P1900 1956-1957 concept 1954

Volvo Amazon/Volvo 122 1956-1970

1968 Volvo P 1800 ES Rocket

Volvo P1800 1957 concept 1961-1973

Volvo 66 1975-1980Volvo L3314-5 in Pritschenausführung mit Planenverdeck later Volvo C202

1981 Volvo C202 Volvo-Valp-front 

Volvo C202 1961-74

1974-80 Volvo C303 LapplanderVolvo C3-series (C303, C304 and C306) 1974-84

Tri-digit nomenclature

Starting with the 140 series in 1966, Volvo used a tri-digit system for their cars. The first number was the series, the second number the number of cylinders and the third number the number of doors; so a 164 was a 1-series with a six-cylinder engine and four doors. However, there were exceptions to this rule – the 780 for example, came with turbocharged I4 and naturally aspirated V6 petrol engines and I6 diesel engines, but never an eight-cylinder, as the “eight” would suggest. Similarly, the 760 often was equipped with a turbocharged I4 engine, and the Volvo 360 only had four cylinders. Some 240GLT had a V6 engine. The company dropped the meaning of the final digit for later cars like the 740, but the digit continued to identify cars underhood on the identification plate.

Volvo 140 (Volvo 142, Volvo 144, Volvo 145) 1966-73

1973 Volvo 162 Coupé Prototype

Volvo 164 1968-75

Volvo 240 (Volvo 242, 244, 245) 1974-93

Volvo 260  1974-83 (, 264, 265)Volvo 262C 1977-81Volvo 340Volvo 343                                     Volvo 345 1976–91Volvo 360 1976–91          Volvo 440Volvo 440/460 1987–97

Volvo 480 1986–95

Volvo 700 series 1982–92         Volvo 740   1984–92

Volvo 760 1982–90

          Volvo 780 1986–90Volvo 850 1992–97

 

Volvo 940 1990-98

Volvo 960 1990–98

Post tri-digit models

Released in 1995

Volvo S40 1995–12
X40: 1996–04 (1st generation)
P1: 2004–12 (2nd generation)Volvo V40 1996–04

Released in 1996

          Volvo S70 replaced the 850 saloon 1997–00Volvo V70 replaced the 850 estate  1997–00

Volvo S90 replaced the 960 saloon 1990–98

Volvo V90 replaced the 960 estate 1990–98

Released in 1997

Volvo C70 coupé 1997–04 (approx. 70,000 units)
1996-02 C70 coupé
1998-04 C70 convertible

VolvoV70 XC

1996–00 (373,689 units)

1995 Volvo V70

1996–00 V70 (319,832 units)

1999 Volvo V70 2.4 XC AWD

1997–00 V70 XC (53,857 units)

Released in 1998Volvo C70 convertible 1997–04 (approx. 70,000 units)
1996-02 C70 coupé
1998-04 C70 convertibleVolvo S80 replaced the Volvo S90 1998–06

Released in 2000Volvo S60 replaced the Volvo S70 2001–09Volvo V70 II                                        2000–2007 V70

2002 Volvo V70 XC Polis Gen.2 2000–2003 V70 XC2003–2007 V70 R

         2003–2007 XC70Volvo V70 XC II

Released in 2002Volvo XC902002–2014 (XC90)

2016 Volvo XC90-front-three-quarters 2014–present (XC Classic)

Released in 2004Volvo S40 II replaced the Volvo S40Volvo V50 replaced the Volvo V40

Released in 2006Volvo C30 2006–13Volvo C70 II 2006–13Volvo S80 II 2006–16

Released in 2007

2009 Volvo V70 III Volvo V70 III

1996–16

Volvo XC70 p2-p80-p3  P80: 1996–00 (1st generation)

2004 Volvo XC70 II P2: 2000–07 (2nd generation)P3: 2007–16 (3rd generation) Volvo XC70 II

Released in 2008Volvo XC60 2008–present

Released in 2010Volvo S60 II 2000–presentP2: 2000–09 (1st generation)P3: 2010–present (2nd generation)Volvo V60 2010–present

Released in 2012Volvo V40 II replaced both the Volvo S40 II and Volvo V50 2012–present

Released in 2014

2015 Volvo XC90 Inscription fl

Volvo XC90 II replaced the Volvo XC90 2014–present

Released in 2016Volvo S90 II replaced the S80 II 2016–present

Current models

Today, the company uses a system of letters denoting body style followed by the series number. “S” stands for “sedan“, “C” stands for “coupé” or “convertible” (including three-door hatchback AKA “shooting brake“) and “V” stands for “versatile” (station wagon). “XC” stands for “cross country” originally added to a more rugged V70 model as the V70XC and indicates all wheel drive paired with a raised suspension to give it an SUV look. Volvo would later change the name to the “XC70” in keeping with its car naming consistent with the XC90. So a V50 is an estate (“V”) that is smaller than the V70.

Originally, Volvo was planning a different naming scheme. S and C were to be the same, but “F”, standing for “flexibility”, was to be used on station wagons. When Volvo introduced the first generation S40 and V40 in 1995, they were announced as the S4 and F4. However, Audi complained that it had inherent rights to the S4 name, since it names its sporty vehicles “S”, and the yet to be introduced sport version of the Audi A4 would have the S4 name. Volvo agreed to add a second digit, so the vehicles became the S40 and F40. However, that led to a complaint from Ferrari, who used the Ferrari F40 name on their legendary sports car. This led to Volvo switching the “F” to “V”, for versatile.

• Small cars (Ford Global C platform)
  • Volvo V40 2012–present (M/Y 2013–)
• Large cars (Volvo P2 platform)
  • Volvo XC90 Classic 2014–present (M/Y 2014–)
• Large cars (Volvo P3 platform)
  • Volvo S60 2010–present (M/Y 2011–)
  • Volvo V60 2010–present (M/Y 2011–)
  • Volvo V60 Cross Country 2014–present (M/Y 2015–)
  • Volvo S60 Cross Country 2014–present (M/Y 2015–)
  • Volvo S80 2006–2016 (M/Y 2007–2016)
  • Volvo V70 2007–2016 (M/Y 2008–2016)
  • Volvo XC60 2008–present (M/Y 2009–)
  • Volvo XC70 2007–present (M/Y 2008–)
• Large cars (Scalable Product Architecture) (SPA)
  • Volvo XC90 2014–present (M/Y 2015–)
  • Volvo S90 2016–present (M/Y 2017–)
  • Volvo V90 2016–present (M/Y 2017–)

Volvo V40

Volvo S60

Volvo V60

Volvo S80

Volvo S90

Volvo V70

Volvo XC70

Volvo XC60

Volvo XC90

Concept cars

Volvo Venus Bilo (1933)

Volvo Philip (1952)Volvo Margarete Rose (1953)1953 Vignale Volvo Elisabeth-I-02 Giovanni Michelotti

Volvo Elisabeth I (1953)

1955 Vignale Volvo Elisabeth II-01

Volvo VESC (1972)

Volvo 1800 ESC (1971)

Volvo EC (1977)

Volvo City Taxi concept (1977)

Volvo Tundra (1979) concept

Volvo VCC – Volvo Concept Car (1980)Volvo LCP2000 (1983)Volvo ECC – Environment Concept Car (1992)

Volvo ACC – Adventure Concept Car (1997)

Volvo SCC – Safety Concept Car (2001)

Volvo PCC – Performance Concept Car (2001)

Volvo PCC2 (2002)

Volvo ACC2 (2002)

Volvo VCC – Versatility Concept Car (2003)Volvo YCC – Your Concept Car (2004)

Volvo T6 (2005)

Volvo 3CC (2005)Volvo C30 Design Concept (2006)Volvo XC60 Concept (2006)Volvo ReCharge Concept (2007)Volvo S60 Concept (2008)C30 DRIVe Electric (2010)Volvo Universe Concept (2011)Volvo Concept You (2011)Volvo Concept Coupe (2013)Volvo Concept Estate (2014)Volvo Concept XC Coupe (2014)

Alternative propulsion

The 2005 Volvo FlexiFuel S40 was one of the first E85flex cars launched in the Swedish market by a domestic automaker. The Volvo FlexiFuel is now offered on the European market.

The Volvo C30 DRIVe Electricconcept car was exhibited at the 2010 Paris Motor Show.

Flexible-fuel vehicles

Further information: flexible-fuel vehicle

In 2005, Volvo introduced to the Sweden market the company’s first E85flexifuel models. Volvo introduced its S40 and V50 with flexible-fuel engines, joined in late 2006 by the then new C30. All Volvo models were initially restricted to the Sweden market, until 2007, when these three models were launched in eight new European markets. In 2008, Volvo launched the V70 with a 2.5-litre turbocharged flexifuel engine.

Plug-in hybrids

Further information: Volvo ReCharge and Volvo V70 Plug-in Hybrid

The Volvo ReCharge is a plug-in hybridconcept car with an all-electric range (AER) of 60 miles (97 km). It was officially unveiled at the 2007 Frankfurt Auto Show.

On 1 June 2009, Volvo announced the launching of series productiondiesel-electric plug-in hybrids by 2012. The company plans to sell a series hybrid with the goal of achieving emissions of less than 50 grams of CO₂per kilometer. As part of a joint venture with Vattenfall, a Swedish energy company, Volvo converted two Volvo V70 to plug-in hybrid demonstrators that have been in field testing in Göteborg, Sweden since December 2009. Vattenfall offered customers participating in this trial the supply of renewable electricity generated from wind power or hydropower. Among other challenges, this test has allowed to experience the all-electric range at low temperatures, which has been a disadvantage of plug-in vehicles.

Electric car

Further information: Volvo C30 DRIVe Electric

The Volvo C30 DRIVe Electricconcept car was exhibited at the 2010 Paris Motor Show and Volvo announced that field testing will begin in 2011, in the US, Europe, and China. The C30 DRIVe electric car has a lithium-ion battery, a top speed of 130 km/h (81 mph), and an all-electric range of up to 150 kilometres (93 mi). Field testing began in 2010 with 10 units in Göteborg, Sweden.

Gas-turbine Hybrid

Further information: Volvo ECC

The Volvo ECC (Environmental Concept Car) was exhibited at the 1992 Paris Motor Show. The vehicles range on batteries alone was 90 miles (140 km), and when combined with a full tank of fuel for the turbine, about 415 miles (668 km).

Drive-E engines

Starting in the 2015 model year (Volvo S60, V60, and XC60), Volvo introduced a line of forced-induction four-cylinder engines, dubbed “Drive-E”, to increase the efficiency of their models without sacrificing performance. These engines also debuted throughout the lineup that year, and also appeared in the second-generation Volvo XC90. Hybridized versions of these engines would, in theory, have enough power to match eight-cylinder engines.

Production locations around the world

• Gothenburg, Sweden (Volvo Cars Headquarters, R&D and Safety Center)
• Hällered, Sweden Volvo Test Track

Assembly plants

• Torslanda, Sweden (Volvo Cars Torslanda – Torslandaverken) 1964–present
  • Volvo S60, Volvo V60, Volvo V70, Volvo XC70, Volvo S80, Volvo XC90
• Ghent, Belgium (Volvo Cars Ghent) 1965–present
  • Volvo V40, Volvo S60, Volvo XC60
• Chongqing, China (Chang’an-Volvo) 2009–present
  • Volvo S80L
• Chengdu, China (Zhejiang Geely-Volvo) 2013–present
  • Volvo S60L, Volvo XC60
• Daqing, China (Zhejiang Geely-Volvo) 2014–present
  • Volvo XC Classic
• Kuala Lumpur, Malaysia (Swedish Motor Assemblies) 1967–present For left hand drive
  • Volvo S60, Volvo S80, Volvo V40, Volvo V60, Volvo XC60, Volvo XC90

Future assembly plants

• Charleston, South Carolina, United States (Volvo Cars) Estimated Completion: 2018

Component plants

• Skövde, Sweden (engines)
• Floby, Sweden (engine components, brake discs)
• Zhangjiakou, Hebei, China (engines)
• Olofström, Sweden (body components)

Bridgend South Wales D2 1.6 diesel engine used in the V40 and Crosscountry (Ford Motor company)

Engine types

See also: List of Volvo engines

Volvo uses in-line, or straight engines in their production vehicles. Volvo is also known for the application of the in-line 5-cylinder engine to its vehicle line up since its introduction in 1993 in the Volvo 850.

• Side valve six – fitted into the PV651/2, TR671/4, PV653/4, TR676/9, PV658/9, PV36, PV51/2, PV53/6, PV801/2, PV821/2, PV831/2 and PV60 from 1929 to 1958
• B4B and B14A – fitted into the Volvo PV and Volvo Duett from 1947 to 1956
• B16 (A and B) – fitted into the PV, Duett and Volvo Amazon from 1957 to 1960
• B18 and B20 – 1.8 L/2.0 L OHV 8v fitted into all Volvo models from 1961 to 1974 except 164 (and 1975 US spec 240 models).
• B19,   B21,   and B23 – fitted from 1975
• B200 and B230 – 2.0 L and 2.3 L, respectively, SOHC 8v fitted to 240, 360, 700, 940 series cars from 1985
• B204 and B234 – 2.0 L and 2.3 L DOHC 16 valve engines
• B27/B28 and B280 – 2.7 and 2.8 L SOHC 12v developed together with Renault and Peugeot
• B30 – fitted to all 164 models

Transmissions

Volvo automatic transmissions in the past were made by the ZF Friedrichshafen company, but now the transmissions are co-developed with Aisin of Japan. Geartronic is Volvo Cars’ name for its manumatic transmission.

Automatic transmissions

• Borg-Warner 35 transmission
• Borg-Warner 55 transmission
• Volvo AW70 series transmissions
  • Volvo AW70 transmission
  • Volvo AW71 transmission
  • Volvo AW72 transmission
• AW50-42 (4-speed automatic, FWD/AWD)
• AW55-50/51 (5-speed automatic, FWD/AWD)
• GM4T65EV/GT (4-speed GM automatic, FWD/AWD)
• AWTF-80 SC (6-speed automatic, FWD/AWD)
• ZF 4HP22 transmission

Manual transmissions

• Volvo M30 transmission
• Volvo M40 transmission
• Volvo M400 & M410 transmission
• Volvo M41 transmission
• Volvo M45 transmission
• Volvo M46 transmission
• Volvo M47 transmission
• Volvo M50 transmission
• Volvo M51 transmission
• Volvo M56 transmission
• Volvo M58 transmission
• Volvo M59 transmission
• Volvo M65 transmission
• Volvo M66 transmission
• Volvo M90 transmission
• IB5
• MTX-75
• MMT6
• MPS6 (6-speed dual clutch Powershift, FWD)

Motorsport

In 1959, Volvo had set up its own motorsport department. This led to Volvo enjoying worldwide success in the motorsport arena throughout the early 1960s. In 1961, Gran Premio de Argentina Gunnar Andersson was appointed Volvo’s competition department manager, signing a number of drivers, including Carl-Magnus Skogh, Tom Trana and Ewy Rosqvist, though he himself still continued to compete in rallies. In 1964, Volvo made heavy investments in the Safari Rally, entering four Volvo PV544s in the 1964 competition. A PV544 driven by Joginder and Jaswant Singh won the Safari Rally in 1965.

Volvo entered the European Touring Car Championship with the Volvo 240 Turbo in the 1980s. In the 1984 European Touring Car Championship, the Swedish team Sportpromotion won the EG Trophy at Zolder circuit, followed by placing second in the Mugello. In 1985, Volvo signed Swiss engine guru Reudi Eggenberger to run its works team through Eggenberger Motorsport. Team drivers Gianfranco Brancatelli and Thomas Lindström led the 240T to victory in the 1985 ETCC.

Also in 1985, New Zealander Mark Petch had purchased a 240T from the Magnum team in Sweden (and claimed to run the only privateer Volvo 240T outside of Europe), and drivers Robbie Francevic and Michel Delcourt had also won the Wellington 500 street race in New Zealand in January. Francevic went on to finish 5th in the 1985 Australian Touring Car Championship, taking wins at Symmons Plains and Oran Park. The factory-supported Petch team also participated in the 1985 Bathurst 1000. Thomas Lindström later joined Francevic to win the 1986 Wellington 500. The Petch team become the Volvo Dealer Team in 1986, and expanded to two cars, with the other being for John Bowe, who had driven the Volvo with Francevic at the 1985 Bathurst 1000.

Volvo contracted Belgian based team RAS Sport to be its works team in the ETCC in 1986, following Eggengerger moving to race Ford Sierra’s. This team included defending champion Lindström, joined by ex-Formula One and Grand Prix motorcycle racer Johnny Cecotto, as well as Ulf Granberg and Anders Olofsson. The team took wins at wins at Hockenheim, Anderstorp, Brno, Österreichring and Zolder, though the wins at Anderstorp and the Österreichring were disqualified due to the use of illegal fuel.

The 240T also entered the Guia Race, part of the Macau Grand Prix in 1985, 1986 and 1987, winning in both 1985 and 1986.

Volvo also saw success in the Deutsche Tourenwagen Meisterschaft (German Touring Car Championship), with a 240 Turbo driven by Per Stureson winning the 1985 DTM.

Volvo also entered the British Touring Car Championship in the 1990s with Tom Walkinshaw Racing. This partnership was responsible for the controversial 850 Estate racing cars, driven by Rickard Rydell and Jan Lammers and with a best qualifying placing of third and a best race finish of fifth, which was only rendered uncompetitive when the FIA allowed the use of aerodynamic aids in 1995. TWR then built and ran the works 850 Saloon, with six wins in 1995, and five wins in 1996, and a S40, with one win in 1997 in the BTCC, as well as Volvo placing third in the Manufacturers Championship, both in 1995 and 1996. In 1998, TWR Volvo won the British Touring Car Championship with Rickard Rydell driving the S40R.

Volvo also competed in the Super Touring category with the 850 across Europe and in Australia. Australian race car driver Peter Brock drove an 850 T5 with Tony Scott in the 1994 James Hardie 12 Hour production car race at Bathurst, finishing 25th. He also drove an 850 saloon in the 1996 Australian Super Touring Championship, placing sixth in the Drivers’ Championship.

Volvo regularly entered the S60 in the Swedish Touring Car Championship, where it finished 2nd in the drivers’ championship twice and won the manufacturers’ title once. The S60 continued to be raced after the formation of the Scandinavian Touring Car Championship, a merger of the Swedish and Danish touring car championships. Thed Björk won three consecutive titles from 2013 to 2015, driving an S60 prepared by Polestar Racing.

From 2002 to 2007, there was an S60 one-make racing series as a support series to the Swedish Touring Car Championship known as the S60 Challenge Cup, using 26 factory-modified S60s.

An S60 was driven by Robert Dahlgren in the Swedish round of the 2007 World Touring Car Championship.

The first generation S60 made its competitive debut in 2006, racing in the Speed World Challenge GT class. The second-generation model was introduced for the 2009 season. In 2010, its programme was expanded to include the SCAA Pro Racing World Challenge, where it won both the drivers’ and manufacturers’ championships in the GT class. The programme was expanded again in 2011, to include the Pirelli World Challenge.

In 2008, Volvo entered the Swedish Touring Car Championship with a C30 powered by bioethanol E85 fuel. Robert Dahlgreen and Tommy Rustad were the drivers, finishing 5th and 10th respectively in the championship. Volvo had also signalled their intentions to enter the 2009 British Touring Car Championship with the same car.

Volvo entered the V8 Supercars Championship with two S60s in 2014 with Garry Rogers Motorsport, and were immediately competitive. Following ten pole positions and four race wins, Scott McLaughlin finished fifth in the championship and was awarded the Barry Sheene Medal.

Marketing

The symbol for Mars has been used since ancient times to represent iron.

The name Volvo is Latin for “I roll”.

Logo

The Volvo symbol is an ancient chemistry sign for iron. The iron sign is used to symbolize the strength of iron used in the car as Sweden is known for its quality iron. The diagonal line (a strip of metal) across the grille came about to hold the actual symbol, a circle with an arrow, in front of the radiator.

A model of a Volvo XC90 constructed from Lego bricks on display at Volvo Ocean Race – 2006 in Baltimore Inner Harbor

Sponsorship

Volvo has since the 1950s, had special international sales programs for customers assigned abroad, for example Diplomat Sales, Military Sales and Expat Sales.

The Volvo trademark is now jointly owned (50/50) by Volvo Group and Volvo Car Corporation. One of the main promotional activities for the brand is the sailing Race Volvo Ocean Race, formerly known as the Whitbread Around the World Race. There is also a Volvo Baltic Race and Volvo Pacific Race, and Volvo likes to encourage its affluent image by sponsoring golf tournaments all over the world including major championship events called the Volvo Masters and Volvo China Open.

Volvo sponsored the Volvo Ocean Race, the world’s leading round-the-world yacht race for the first time in 2001–02. The next edition was to take place between 2011 and 2012. Volvo has also had a long-standing commitment to the International Sailing Federation (ISAF) and is involved in the Volvo/ISAF World Youth Sailing Championships since 1997.

In 2011, Volvo Cars is the main sponsor of the winter sports and music festival Snowbombing in Austria.

In 2012, Volvo signed NBA star Jeremy Lin to an endorsement agreement for two years to participate in Volvo’s corporate and marketing activities as a “brand ambassador” for Volvo Car Corp.

In 2015, Volvo signed a deal with Chennaiyin FC, a football franchise team of the Indian Super League as a side shirt sponsor.

Volvo trademark lawsuit

In 1990, Volvo Cars filed a lawsuit against Hong Kong-based Club Volvo night club for infringement in Hong Kong High Court. The lawsuit ended with settlement where the night club paid 1 dollar to Volvo Cars. Since then, Club Volvo had been renamed to Club Borubo (which pronounced like Volvo in Japanese), and then Club Bboss (reference to Big Boss).

That’s all what I could find about Volvo Cars till now.

ELVA Automobiles

Elva (car manufacturer) Bexhill, Hastings and Rye, East Sussex, England, UK

Elva Engineering Co Ltd

Type	British Sports and racing car manufacturer
Industry	Automobiles
Founded	1955
Founder	Frank G. Nichols
Headquarters	Bexhill, Sussex, England, UK
Products	Elva racing cars Elva Courier

Elva was a sports and racing car manufacturing company based in Bexhill, then Hastings and Rye, East Sussex, United Kingdom. The company was founded in 1955 by Frank G. Nichols. The name comes from the French phrase elle va (“she goes”).

Racing cars

 Late Elva Mk IIa (#100/49, 1957), a transition model which shares much of the Mk III’s design

Frank Nichols’s intention was to build a low-cost sports/racing car, and a series of models were produced between 1954 and 1959. The original model, based on the CSM car built nearby in Hastings by Mike Chapman, used Standard Ten front suspension rather than Ford swing axles, and a Ford Anglia rear axle with an overhead-valve-conversion of a Ford 10 engine. About 25 were made. While awaiting delivery of the CSM, Nichols finished second in a handicap race at Goodwood on March 27, 1954, driving a Lotus. “From racing a Ford-engined CSM sports car in 1954, just for fun but nevertheless with great success, Frank Nichols has become a component manufacturer. The intermediate stage was concerned with the design of a special head, tried in the CSM and the introduction of the Elva car which was raced with success in 1955.” The cylinder head for the 1,172 c.c. Ford engine, devised by Malcolm Witts and Harry Weslake, featured overhead inlet valves.

On May 22, 1955 Robbie Mackenzie-Low climbed Prescott in the sports Elva to set the class record at 51.14 sec. Mackenzie-Low also won the Bodiam Hill Climb outright at the end of the season.

The 1956 Elva MK II works prototype, registered KDY 68, was fitted with a Falcon all-enveloping fibreglass bodyshell. Nichols developed the Elva Mk II from lessons learnt in racing the prototype: “That car was driven in 1956 races by Archie Scott Brown, Stuart Lewis-Evans and others.” The Elva Mk II appeared in 1957: “Main differences from the Mark I are in the use of a De Dion rear axle as on the prototype, but with new location, inboard rear brakes, lengthened wheelbase, and lighter chassis frame.” The car was offered as standard with 1,100 c.c. Coventry-Climax engine. This went through various changes up to the Mark IV of 1958.

 Elva BMW Mk VIII.

Carl Haas, from Chicago, was Elva agent in the midwest of the United States from the mid-fifties through the nineteen sixties. In 1958 he was invited to England to drive an Elva in the Tourist Trophy at Goodwood, where he finished twelfth overall. With the Mark IV: “The major change is an all-new independent rear suspension utilizing low-pivot swing axles. The body is entirely new with close attention to aerodynamics and a reduced frontal area.” At the Sebring 12 Hours sports car race in 1959 the #48 Elva Mark IV driven by Frank Baptista, Art Tweedale and Charley Wallace finished first in Class G, and 19th overall.

On June 21, 1959, Arthur Tweedale and Bob Davis won the Marlboro Six Hour Endurance Race in Maryland driving the #37 Elva Mk IV. Arthur Tweedale repeated the win in the Marlboro Six Hours in 1960. Teamed with Ed Costley he covered 337.75 miles in an Elva Mk V sports car. This was the final iteration of the Elva front-engined sports racing car. The last Mk V chassis won a number of important races in the midwest driven by Dick Buedingen, including the 1961 Elkhart Lake 500 teamed with Carl Haas. At this time Elva Cars Limited was operating from premises at Sedlescombe Road North, Hastings, Sussex, England.

 Elva FJ 100

 Elva FJ 200

Elva produced a single-seater car for Formula Junior events, the FJ 100, initially supplied with a front-mounted B.M.C. ‘A’ series engine in a tubular steel chassis. “ELVA CARS, Ltd., new Formula Junior powered by an untuned BMC ‘A’ Series 948cc engine. Price of this 970 lb. car is $2,725 in England. Wheelbase: 84″, tread: 48″, brake lining area: 163″ sq. The 15″ wheels are cast magnesium. Independent suspension front and rear with transverse wishbones, coil springs, and telescopic shock absorbers. The car is 12 feet, four inches long.” Bill de Selincourt won a race at Cadours, France, in an Elva-B.M.C. FJ on September 6, 1959. Nichols switched to a two-stroke DKW engine supplied by Gerhard Mitter. In 1959 Peter Arundell won the John Davy Trophy at the Boxing Day Brands Hatch meeting driving an Elva-D.K.W. “Orders poured in for the Elva but when the 1960 season commenced Lotus and Cooper had things under control and disillusioned Elva owners watched the rear-engined car disappearing round corners, knowing they had backed the wrong horse.”  Sporadic success continued for Elva in the early part of that year, with Jim Hall winning at Sebring and Loyer at Montlhéry.

Elva produced a rear-engined FJ car, with B.M.C. engine, at the end of the 1960 season. Chuck Dietrich finished third at Silverstone in the BRDC British Empire Trophy race on October 1. In 1961 “an entirely new and rather experimental Elva-Ford” FJ-car debuted at Goodwood, making fastest lap, driven by Chris Meek.

After financial problems caused by the failure of the US distributor, Frank Nichols started a new company in Rye, Sussex in 1961 to continue building racing cars. The Elva Mk VI rear-engined sports car, with 1,100 c.c. Coventry Climax power, made its competition debut at Brands Hatch on Boxing Day, 1961, driven by Chris Ashmore, finishing second to the 3-litre Ferrari of Graham Hill. The car was designed by Keith Marsden.

On September 8, 1963, Bill Wuesthoff and Augie Pabst won the Road America 500, round 7 of the United States Road Racing Championship, at Elkhart Lake, Wisconsin driving an Elva Mk.7-Porsche. “The Elva-Porsche is based on the Mark VII Elva, but redesigned aft of the front section to take the 1,700 c.c. Porsche air-cooled flat-four unit and its horizontal cooling fan.”

Edgar Barth won the opening round of the European Hill Climb Championship on June 7, 1964, at Rossfeld in southern Germany in an Elva-Porsche flat-8 sports car. The cars were placed throughout the seven-round series with Herbert Muller winning at the final round at Sierre Montana Crans in Switzerland on August 30, 1964.

Around 1964-1966 Elva made a very successful series of Mk 8 sports racers mostly with 1.8 litre BMW engines (modified from the 1.6 litre by Nerus) and some with 1.15 litre Holbay-Ford engines. The Mk8 had a longer wheelbase and wider track compared to the Mk7, which was known for difficult handling due to a 70-30 weight bias to the rear. Following the success of the McLaren in sportscar racing, Elva became involved in producing cars for sale to customers:

“Later a tie-up with Elva and the Trojan Group was arranged and they took over the manufacture of the McLaren sports/racer, under the name McLaren-Elva-Oldsmobile.”

At the 1966 Racing Car Show, held in London in January, Elva exhibited two sports racing cars – the McLaren-Elva Mk.II V8 and the Elva-BMW Mk. VIIIS. The McLaren-Elva was offered with the option of Oldsmobile, Chevrolet or Ford V8 engines. The Elva-BMW Mk. VIIIS was fitted with a rear-mounted BMW 2-litre four-cylinder O.H.C. engine.

Luki Botha campaigned an Elva-Porsche in southern Africa from 1966.

Elva Courier

Elva Courier
Overview
Manufacturer	Elva
Production	1958-1969 500 approx made
Body and chassis
Class	sports car
Body style	2-door convertible 2-door coupe
Dimensions
Wheelbase	90 in (2,286 mm)
Length	154 in (3,912 mm)
Width	60 in (1,524 mm)

The main road car, introduced in 1958, was called the Courier and went through a series of developments throughout the existence of the company. Initially all the cars were exported, home market sales not starting until 1960. Mark Donohue had his first racing successes in an Elva Courier winning the SCCA F Prod Championship in 1960 and the SCCA E Prod Championship in 1961.

The Mk 1 used a 1500 cc MGA or Riley 1.5 litre engine in a ladder chassis with Elva designed independent front suspension. The engine was set well back in the chassis to help weight distribution, which produced good handling but encroached on the cockpit making the car a little cramped. The chassis carried lightweight 2-seater open glassfibre bodywork. It was produced as a complete car for the US and European market and available in kit form for the UK market. After about 50 cars were made it was upgraded to the Mk II which was the same car but fitted with a proprietary curved glass windscreen, replacing the original flat-glass split type, and the larger 1600 cc MGA engine. Approximately 400 of the Mk I and II were made.

The rights to the Elva Courier were acquired by Trojan in 1962, and production moved to the main Trojan factory in Purley Way, Croydon, Surrey. Competition Press announced: “Elva Courier manufacturing rights have been sold to Lambretta-Trojan in England. F-Jr Elva and Mark IV sports cars will continue to be built by Frank Nichols as in the past.”

With the Trojan takeover the Mk III was introduced in 1962 and was sold as a complete car. On the home market a complete car cost £965 or the kit version £716. The chassis was now a box frame moulded into the body. Triumph rack and pinion steering and front suspension was standardised. A closed coupé body was also available with either a reverse slope Ford Anglia-type rear window or a fastback. In autumn 1962: “Elva Courier Mk IV was shown at London Show. New coupe has all-independent suspension, fiberglass body, MG engine. Mk III Couriers were also shown. Though previously equipped with MG-A engines, new versions will be equipped with 1800cc MG-B engine.” Later the Ford Cortina GT unit was available. The final version, the fixed head coupé Mk IV T type used Lotus twin-cam engines with the body modified to give more interior room. It could be had with all independent suspension and four wheel disc brakes. 210 were made.

Ken Sheppard Customised Sports Cars of Shenley, Hertfordshire acquired the Elva Courier from Trojan in 1965 but production ended in 1968.

• 

  1960 Elva Courier

• 

  Elva Courier front/side view

GT160

GT160
Overview
Manufacturer	Elva
Production	1964
Body and chassis
Class	sports car
Dimensions
Wheelbase	93 in (2,362 mm)
Length	150 in (3,810 mm)
Width	60 in (1,524 mm)

There was also a GT160 which never got beyond production of three prototypes. It used a BMW dry sump engine of 2 litre capacity with bodywork styled by Englishman Trevor Frost (also known as Trevor Fiore, and who also designed the Trident) and made by Fissore of Turin. It weighed 11 long hundredweight (559 kg) and had 185 bhp (138 kW; 188 PS) so would have had very impressive performance but was deemed too costly to put into series production. The car was shown at the London Motor Show in 1964. One of the cars was purchased by Richard Wrottesley and entered in the 1965 24 Hours of Le Mans. Co-driven by Tony Lanfranchi, the car retired early in the race.

An Elva GT160 at the 2014 Le Mans Classic

 Other ELVA’s from my collection after searching the WWW.

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That’s it

ELVA Race Cars on Facebook

Other companies

There was another Elva car company that lasted for one year, 1907, and was based in Paris, France.

See also

• Stuart Lewis-Evans
• Archie Scott Brown
• Archie Butterworth
• Tony Lanfranchi
• Trojan (racing team)

FIAT History part IV 1966-1979

FIAT

History

part IV

1966-1979

1966 Fiat 124 1200

1966 Fiat 124

Fiat 124
Overview
Manufacturer	Fiat
Production	1966–1974
Assembly	Turin, Italy Casablanca, Morocco (Somaca)
Body and chassis
Class	Family car
Body style	4-door sedan 5-door station wagon
Layout	FR layout
Related	SEAT 124 VAZ-2101 (Lada 1200) VAZ-2103 (Lada 1500) VAZ-2105 / VAZ-2107 (Lada Riva) Murat 124/Tofaş Serçe Premier 118NE
Powertrain
Engine	1,197 cc ohv I4 1,438 cc ohv I4 1,438 cc dohc I4 1,592 cc dohc I4 1,756 cc dohc I4
Transmission	4-speed manual 5-speed manual (Special T)
Dimensions
Wheelbase	2,420 mm (95.3 in) (sedan) 2,420 mm (95.3 in) (station wagon)
Length	4,042 mm (159.1 in) (sedan) 4,045 mm (159.3 in) (station wagon)
Width	1,625 mm (64.0 in) (sedan) 1,625 mm (64.0 in) (station wagon)
Height	1,420 mm (55.9 in) (sedan) 1,440 mm (56.7 in) (station wagon)
Curb weight	855–950 kg (1,885–2,094 lb)
Chronology
Predecessor	Fiat 1300/1500
Successor	Fiat 131

The Fiat 124 is a mid-sized family car manufactured and marketed by Fiat between 1966 and 1974. The sedan superseded the Fiat 1300 and Fiat 1500 and spawned variants including a station wagon (with stiffened springs and a revised final drive ratio), four-seater coupé, two-seater spider convertible and a slightly lengthened and more luxurious version, the 125, launched in early 1967.

The Russian-produced Lada produced until 1988 was based on the Fiat 124, along with other licensed variants manufactured worldwide. The 124 was superseded in its home market by the slightly larger Fiat 131 Mirafiori.

Launch

Following its introduction in 1966 with a publicity stunt, with Fiat filming the dropping of the car by parachute from a plane, the 124 won the 1967 European Car of the Year. The station wagon variant, as well as the 124 Sport Spider and the 124 Coupé variants debuted at the 1967 Turin Motor show.

As a clean-sheet design by Oscar Montabone, the chief engineer responsible for its development, the 124 used only the all-synchromesh gear box from the Fiat 1500. The 124 featured a spacious interior, advanced coil spring rear suspension, disc brakes on all wheels and lightweight construction.

• 

  Fiat 124 Sedan

• 

  Fiat 124 Familiare

• 

  Fiat 124 S

• 

  Fiat 124 S

Engines

Power came from a 1.2 L (1,197 cc) Fiat OHV inline-four engine. Also, there were the 124 Special with a 1,438 cc OHV engine and the 124 Special T with 1,438 cc and 1,592 cc twin cam OHC engines. The twin cams are connected to a five-speed gearbox.

• 1200 (1,197 cc) – 60 PS (44 kW; 59 hp) – 66 PS (49 kW; 65 hp) (1966–1974)
• 1400 (1,438 cc) – 70 PS (51 kW; 69 hp) – 75 PS (55 kW; 74 hp) (1968–1974)
• 1400 Special T (1,438 cc) Twin cam – 80 PS (59 kW; 79 hp) (1968–1972)
• 1600 Special T (1,592 cc) Twin cam – 95 PS (70 kW; 94 hp) (1973–1974)
• Abarth Rally (1,756 cc) Twin cam – 128 PS (94 kW; 126 hp) (1972–1973)
• 2000 (1,920 cc) Twin cam – 115 PS (85 kW; 113 hp) (1979)

Foreign production

Throughout the 1960s and 1970s, Fiat sought to extend its worldwide reach by entering into various collaborative agreements with smaller manufacturers (mostly in developing nations) by licensing the 124 design following its discontinuation in mainstream Western European markets, including the widely known variant manufactured by AvtoVAZ in the former Soviet Union, manufacturer of the Lada.

Soviet Union/Russia

Main article: VAZ-2101

VAZ-2101

In 1966, Fiat entered into a collaborative agreement with the Soviet government to establish car manufacture in the depressed Samara region of Russia. Fiat was contracted to built the massive VAZ plant in the newly created town of Togliatti, named after the Italian communist leader of the same name. The factory produced an adapted version 124R of the 124, known as the VAZ-2101 “Zhiguli” (sold as the Lada 1200 in export markets), until 1982, and 1200s until 1987. These were based on the 124 but modified at more than 800 points, the major modifications being an entirely different OHC engine developed by Fiat, hydraulic clutch, drum brakes at the rear, modified suspensions, etc. Early modifications include the VAZ-2102 (station wagon), 2103 (Lada 1500), 2106 (Lada 1600) and 21011 (Lada 1300). The updated versions of the 124-based design were produced to September 2012, as the VAZ-2104, 2105 and 2107 – marketed as the Lada Riva (or Lada Classic) in most Western European markets. Production of this line reached 17,332,954 cars, this being the second largest production volume for a car in automotive history

India

 1989 Premier 118NE

The Fiat 124 was also introduced in India by Premier Automobiles Limited. Premier had acquired in 1981 the chassis of the facelifted SEAT 124  after authorisation from Fiat and was released in the autumn of 1985 as the Premier 118NE. The car was very similar to the 1966 version except for a few cosmetic changes to the front and rear. However, Premier incorporated the Nissan A12 (1,171 cc and 52 bhp) powertrain instead of the original Fiat engine along with a Nissan manual gearbox. Added in 1996, there was also a version called the 1.38D which sported a diesel engine, built under license from Fratelli Negri Machine Sud, Italy.

At the end of production an improved model called Viceroy was released in collaboration with Peugeot. Production ended in 2001.

Spain

 SEAT 124, manufactured circa 1970

In the frame of the licence agreement between SEAT and Fiat, it was produced and sold in Spain with the name SEAT 124 from 1968 to 1975. Also a clone from the 124 Special with some elements from Fiat 125 was produced from 1969 to 1975 with the 1438 cc engine along with the twin-cams known as the “FUs” 1,600 cc (1970–72), and 1,800 cc (1972–75) branded as SEAT 1430. In 1975 when Fiat stopped production of the Fiat 124, the SEAT 124 had a minor facelift done by Giorgetto Giugiaro changing the aesthetics of the car by changing the round headlamps to rectangular design and integrating taillights into the body, car was known as the SEAT 124D and remained in production until 1980 with the Sport versions now codenamed the “FLs”, FL-40/45 1600cc 90HP, FL-80/82 1800 114HP and FL-90 1919cc 114HP The car was very successful in Spain, and was sold in both the four-door and station wagon versions.

Bulgaria

The Fiat 124 was also produced under the name Pirin-Fiat in Lovech, Bulgaria, on the basis of complete knockdown (CKD) kits between 1967 and 1971.

Turkey

 Tofaş Serçe, Turkish version of Fiat 124

The Fiat 124 was also produced by Tofaş under the names “Murat 124” between 1971-1977 and “Serçe” (means “sparrow” in Turkish) between 1984-1994, in Bursa, Turkey. 134,867 Murat 124s were produced between 1971 and 1994. Tofaş concurrently produced the Fiat 131 series under the name Murat 131 between 1976 and 2002. Today, the company manufactures bona fide Fiat models.

Korea

The Fiat 124 was also produced under the name Fiat-KIA 124 by Asia Motors in South Korea, between 1970 and 1975.

Egypt

From 2002 to 2007, Lada–Egypt company built at least 9,000 cars (2,200 in 2006) in the shell of VAZ-2107 (Riva), and it continues in 2012.

1966 Fiat 124 Coupé 1400

1966 Fiat 124 Coupé

FIAT 124 Coupé
1972 FIAT 124 Coupé 1800
Overview
Manufacturer	FIAT
Production	1967-1975
Designer	Mario Boano
Body and chassis
Body style	2-door Coupe
Layout	FR layout
Related	SEAT 124 Sport
Powertrain
Engine	straight-4 1438 cc AC 1608 cc BC 1592 cc CC 1756 cc CC
Transmission	4-speed manual (1967-68) 5-speed manual (1969-)
Dimensions
Wheelbase	95.3 in (2,421 mm)
Length	162 in (4,115 mm) AC 165 in (4,191 mm) BC 167 in (4,242 mm)-171 in (4,343 mm) CC
Width	65.8 in (1,671 mm)
Height	52.8 in (1,341 mm)
Curb weight	2,110 lb (960 kg) AC 2,214 lb (1,004 kg) BC 2,205 lb (1,000 kg)-2,360 lb (1,070 kg) CC

the three-box, Notchback design of the Fiat 124 Coupé

FIAT 124 Coupé is an Italian car produced between 1967 and 1975 in three generations.

The four cylinder, aluminum, twin overhead cam engine was designed by ex-Ferrari engineer Aurelio Lampredi. Originally, the AC or first generation featured an 1,438 cc engine, which grew to 1,608 in the second or BC generation. The third generation, or CC, was first officially offered with the 1,592 cc and then 1,756 cc (some early CC left the factory with left over 1,608 cc engines).

Other mechanicals include a 5-speed gearbox (although very early AC models featured only a 4-speed), disc brakes at each wheel, power brakes, double wishbone front suspension, one carburetor per cylinder (2 Dual Weber or Solex carburetors on the BC series 1608 engine – except for the USA version which received mild carburation due to emissions constraints), electric fuel pump (on the CC series), and suspension by coil springs.

Design

The 124 Coupé was designed as a three-box, notchback by Mario Boano, known for designing the bodywork on the Ferrari 250 GT “Boano”. As many parts as possible were used from the 1966 FIAT 124 sedan, which was later made in the USSR by Lada only being discontinued in 2012, long after the Coupe’s demise. Mario Boano was hired by FIAT and was made responsible for the in-house Fiat Centro Stile, while the softtop Spider was designed by Pininfarina. The Spider and Coupé shared the same basic platform as the 124 Sedan (or Berlina in Italian), however the Spider had a 14 cm shorter wheelbase .

There were approx 113,000 AC Coupés, 98,000 BC Coupés 1,438 cc/1,608 cc, and about 75,000 CC Coupés manufactured. There were ongoing changes with all models making them almost individual by year (e.g. lack of rear sway bar on 1969 ACs, etc.)

The Fiat 124 Spider Abarth came with dual Weber 44 IDF carburetors unlike the regular 124 coupes and spiders which were equipped with dual Weber 40 IDF carbs. Fiat twincam engines tend to be oversquare in design, that is, big bore and short stroke.The 1608 cc is a perfectly square engine, its bore being 80 mm and its stroke being 80 mm. This gives them the ability, when combined with the camshafts and proper carburetors, to rev to high rpms. The Fiat 2-liter is the final evolution for this engine, and by creating a longer stroke (90 mm), actual capacity came to 1995 cc (the bore had been raised to 84 mm earlier on when the 1592 and 1756 engines first appeared). These were not used in any Coupes, but only on Spiders from 1979 on. This engine can be found, in turbocharged and intercooled form, in the Lancia Delta Integrale rally cars. These cars (in several forms and classes) took the World Rally Championship a total of seven times in the 1980s and 1990s.

Engines

• 1400 (1438 cc) – 90 PS (66 kW; 89 hp)
• 1600 (1608 cc) – 110 PS (81 kW; 108 hp)
• 1600 (1592 cc) – 108 PS (79 kW; 107 hp)
• 1800 (1756 cc) – 118 PS (87 kW; 116 hp)

Chassis numbers

AC

Fiat 124 Sport Coupé AC.

• 1967 AC – starts 000001 – #034513
• 1968 AC – #034514 – #066279
• 1969 AC – #066280 – #113869

The AC model began in 1967 and came with a 1438 cc twin cam, 4-speed gearbox (the option of a 5-speed item appearing in mid-’67), front and rear anti-roll bars and a torque tube rear axle. It featured a 120 mph speedo, three supplementary gauges, a faux wood steering wheel, a woodgrain dash and console top, as well as tail lights shared with the Lamborghini Espada and Iso Rivolta.

124 Sport Coupes were modern in chassis and engine design. Braking was via four 9″ disc brakes with a front/rear weight-sensitive proportioning valve. It also had a sealed cooling system, viscous fan clutch and a toothed timing belt for the twin-cam motor, the first mass-produced engine to feature this instead of the usual chain-drive.

The torque-tube rear axle of the A series was replaced by a four-link rear axle with a Panhard rod in mid-’68, and remained the same throughout B and C models.

BC

Fiat 124 Sport Coupe 1600 BC 1969.

• 1970 BC – #113870 – #115876
• 1971 BC 1438 cc – #115877 – #139912
• 1971 BC1 1608 cc – #139913
• 1972 BC1 1608 cc – #181442

The BC featured revised styling with twin headlights and revised taillights shared with the Lamborghini Jarama.

The BC was available with both the 1438 cc and later (although sooner in Europe) the 1608 cc engine. Other details remained similar to the AC except the interior dash now had a 140 mph or 220 km/h speedo, 9000 rpm tacho in 1608 cc models and a clock. The steering wheel now had black painted spokes and the seats had for the first time cloth inserts in the centre. There was no woodgrain inside like before (all the panels were finished in black vinyl and the gauge rims were matt black to match) and “eyeball” vents were fitted in the centre console where the AC had a decorative panel simply filling in the space for an optional radio.

Options included green tinted windows, Cromodora alloy wheels with Chrome centre hub cap (as per AC optional), radio, seat headrests, rear windshield electric defrosting, electronic ignition. At the end of the BC run air conditioning was available as an option as well. The fuel tanks were always around 46 litres (12 US gal; 10 imp gal) and all fasteners used are metric as per European measurement.

CC

 Fiat 124 Sport Coupe CC.

• 1973 CC 1608 cc – #206905
• 1973 CC 1592 cc – #213370
• 1974 CC1 1756 cc – #240100
• 1975 CC1 1756 cc – #269934

The CC Coupe arrived in 1973 with new front styling and a revised squarer rear tail with a new deeper trunklid. Taillights also changed to a now vertical arrangement and side rear windows were revised.

The CC started with a small batch fitted with the 1608 cc engine, soon changing to a revised 1592 cc engine (slightly shorter stroke at 79,2 mm to create a “sub-1600” engine to fit the lower tax bracket in Italy) and an enlarged 84 mm bore creating an engine of 1756 cc. The 1592 cc and 1756 cc (sourced from the new Fiat 132, introduced in 1972) both made use of a single carburetor again (the Weber 34 DMS). In spite of this change the 1756 cc was the most powerful engine produced with 118 hp (88 kW) and 115 mph (185 km/h) top speed.

The CC’s revised interior featured a new dashboard incorporating a lower panel on the passenger side, an alloy fascia in front of the driver and seats covered completely in cloth. There was a new vinyl-covered steering wheel rim with anodised silver spokes. The optional but not uncommon Cromodora wheels now had a revised design with no chrome centre hubcap, instead having exposed wheelnuts. These were of an 8 slot design, the earlier wheels used coming in 6 slot configuration (an 8-slot design was also current but not original to the 124 range).

SEAT 124 Sport

The car was also built with 1600 (FC-00) and 1800 (FC-02) engines under license in Spain as the SEAT 124 Sport. The first series produced was equivalent to the BC series of Fiat’s version, and used 1608 cc engines provided by Fiat itself. The second series was a direct copy of the CC model, with both the 1592 and 1756 cc engines. SEAT later developed facilities for producing its own engines of this family, but it appears that the Sport versions were actually built in Italy.

1966 Fiat 124 Spider 1400

Fiat 124 Sport Spider

Fiat 124 Sport Spider
1974 Fiat 124 Sport Spider
Overview
Manufacturer	Fiat 1966-1982 Pininfarina 1983-1985
Also called	Pininfarina Spider (1983-1985)
Production	1966-1985
Assembly	Turin, Italy San Giorgio Canavese, Italy(Pininfarina)
Designer	Tom Tjaarda Designer, Franco Martinengo Design Director, Battista Pininfarina, Pininfarina
Body and chassis
Body style	2-door cabriolet
Layout	FR layout
Related	Fiat 124
Powertrain
Engine	1,438 cc (1.4 L) I4 1,592 cc (1.6 L) I4 1,608 cc (1.6 L) I4 1,756 cc (1.8 L) I4 1,995 cc (2.0 L) I4 1,995 cc (2.0 L) turbo I4 1,995 cc (2.0 L) sc I4
Transmission	4/5-speed manual 3-speed automatic
Dimensions
Wheelbase	89.75 in (2,280 mm)
Length	156.25 in (3,969 mm)
Width	63.5 in (1,613 mm)
Height	49.25 in (1,251 mm)

The 124 Sport Spider is a 2+2 convertible sports car marketed by Fiat from 1966 to 1980 – having debuted at the November 1966 Turin Auto Show. Designed and manufactured by Italian carrozzeria Pininfarina, Fiat and Pininfarina continued to market the monocoque-bodied car as the 2000 Spider from 1979 to 1982. Pininfarina itself assumed the car’s marketing from 1983 to the end of its production in 1985 – as the Pininfarina Spider Azzura.

The body of the car was designed and marketed by Pininfarina. The convertible body was designed by Tom Tjaarda, who used his earlier designs of Chevrolet Corvette “Rondine” and Ferrari 275 GTS. Several years later, in 1981, on the 50th anniversary of Pininfarina, this fact was further emphasized by producing a Fiat Spider 2000 Pininfarina 50th (Golden) Anniversary Edition. In 1972, a sports version of the Spider was revealed. This was required for a type-approval of its rally version, which earned some remarkable success. The models sold in showrooms were marked as 124 CSA (C-Spider-Abarth). The vehicle had a capacity of 128 hp. In three years, Fiat manufactured less than 1,000 CSA models, which were intended for sale to individual clients. Apart from the Fiat Spider 2000 Pininfarina 50th (Golden) Anniversary Edition, this is one of the versions most eagerly sought by collectors.

The car was sold in Europe and the U.S. from its introduction until the 1975 model year when it was modified to comply with new U.S. regulations and no European version was produced. Sales in Europe resumed when Pininfarina took over production in 1983 under the name Pininfarina Europa Spider.

The Sports Spider and the Fiat 124 Coupé shared the numeric portions of their name with the 124 sedan along with much of their running gear – and, in the case of the Coupé, a shared platform. The Sports Spider utilized a shorter platform along with a shorter wheelbase, and in contrast to the Pinifarina styled and manufactured Spider, Fiat designed and manufactured the Coupé in-house.

Engines

The four-cylinder engine used in the Spider and Coupé was a double overhead cam, aluminum crossflow head version of the sedan’s pushrod unit. It started in 1966 with a capacity of 1438 cc progressively increasing to 1608 cc in 1970 (although this reduced to 1,592 cc in 1973), 1,756 cc in 1974 and finally 1,995 cc in 1979. The Fiat Twin Cam engine was designed by Aurelio Lampredi.^[4] Bosch fuel injection replaced the previously used Weber carburetors midway through 1980. In 1981 and 1982, Fiat USA, Inc. partnered with Legend Industries to create approximately 700 turbo models for US markets. There was also a supercharged model called Volumex offered toward the end of production, which was sold only in Europe, where it cost 35% more than a regular, fuel-injected Spidereuropa. This family of engines was designed by ex-Ferrari chief engineer Aurelio Lampredi and in one form or another remained in production into the 1990s giving it one of the longest production runs in history. The double overhead cam (DOHC) version was the first mass manufactured DOHC to utilize reinforced rubber timing belts, an innovation that would come into nearly universal use in the decades after its introduction. Its family powered race cars such as: FIAT 131 Mirafiori, 124 Special T, Lancia Beta Montecarlo, Delta Integrale and many others.

Suspension

Suspension was conventional by unequal length wishbones and coil over damper at the front and by coil sprung live rear axle at the rear which was located by a transverse link (Panhard rod) and two pairs of forward extending radius rods to react braking and acceleration and to control axle wind-up.

Specification

The Coupe and Spider were first sold in the US market in 1968. In 1969, the Spider featured four-wheel disc-brakes, double overhead cams, hesitation wipers, steering-column mounted lighting-controls, radial ply tires and a five-speed manual transmission. An optional three-speed automatic transmission from General Motors was available from 1979 through 1985 for North America as well as Japan. Its convertible top could be raised and locked in under a minute. When the engine was upgraded to two litres, the model was renamed as the Fiat 2000 Spider.

Fiat subsequently stopped marketing the Spider and the X1/9 — to have their marketing assumed by their respective carozzeria. In Europe, the Ritmo Cabrio was also marketed by Bertone rather than Fiat themselves. In the USA, Fiat turned over marketing and support of the Spider and the X1/9 to International Automobile Importers, Inc., headed by Malcolm Bricklin.

An early special version was the 124 Spider Abarth which featured an independent rear axle, hardtop, different seats, interior etc. and only came in 3 colours.

Rallying

Fiat Abarth 124 Rallyes in Abarth factory in Turin.

In 1971 the 124 Spider was prepared for the World Rally Championship when Abarth became involved with its production and development. Abarth designer Ing. Colucci was responsible for getting the 124 Spider into Group 4 rally trim. Over this period the Abarth Spider had relative success with wins at the 1972 Hessen Rally, Acropolis Rally, 1973 Polish Rally, 19th on the 1973 RAC rally and 7th to mostly the Alpine Renaults on the 1973 Monte Carlo Rally. The Spider continued to perform with 1st, 2nd and 3rd in the 1974 8th Portuguese TAP Rally, 6th in the 1974 1000 Lakes, 4th in the 1975 Monte Carlo Rally and also with Markku Alén driving the Spider to 3rd place. By 1976 the days of 124 rallying were numbered due to the appearance of the Fiat-Abarth 131.

Production

The model line ceased in 1985 after almost 200,000 Spiders alone had been built, of which 75% were for the US market. There were nine models of the Spider, the AS, BS, BS1, CS, CSA (Abarth), CS1, CS2, CS0, and DS.

• 1966 Fiat 2300 B Familiare

• 1966 Fiat 850 Vanessa
• 1966 Fiat OT 1300/124 Coupé Abarth
• 1966 Fiat 1100 R
• 1967 Fiat 125

1967 Fiat 125

Fiat 125
Overview
Manufacturer	Fiat
Production	1967-1972
Assembly	Turin, Italy Casablanca, Morocco (SOMACA) Córdoba, Argentina (till 1982), Rancagua, Chile
Body and chassis
Class	Large family car
Body style	4-door Sedan 5-door Estate car
Related	Fiat 1300/1500 Fiat 124 Zastava 125pz Polski Fiat 125p FSO Polonez
Powertrain
Engine	1608 cc DOHC
Transmission	4-speed manual (125: 1967–1973) 5-speed manual (125S: 1968–1970, 125 Special1970–1973) 3-speed automatic (125S: 1968–1970, 125 Special1970–1973)
Dimensions
Wheelbase	2,505 mm (98.6 in)
Length	4,232 mm (166.6 in)
Width	1,625 mm (64.0 in)
Height	1,440 mm (56.7 in)
Curb weight	1,150 kg (2,535.3 lb)
Chronology
Predecessor	Fiat 1500
Successor	Fiat 132

The Fiat 125 is a large family car introduced by Fiat in 1967 and produced by them until 1972. Derivatives were built under license outside Italy until the 1990s. As launched the car was unusual in blending saloon car passenger accommodation with sports car performance, a combination which would be more widely adopted by the European volume auto-makers in the decade ahead.

The body

The floor pan was virtually unchanged from that of the longer variant of the outgoing model, the Fiat 1300/1500, and the chassis used was the same as the Fiat 1300/1500. The body was a slightly lengthened development of the Fiat 124: both models shared the same passenger compartment and doors, but the 125’s rear seat was set slightly further back, reflecting the 2505 mm wheel-base, inherited from the Fiat 1500 and over 8 cm (3 inches) longer than that of the 124.

Engine and running gear

The new car’s engine was based on the one fitted in the Fiat 124 Sport: a 1608 cc DOHC unit with 90 bhp driving the rear wheels. The 125 was equipped with a Solex carburettor. The car was fitted with an alternator, reflecting the twin headlights and the increasing number of energy intensive electrical components appearing on cars at this time. Other noteworthy features included the electromagnetic cooling fan clutch.

Developments

In 1968 the 125S (“Special”) was added to the range, with 100 bhp (from a modified cylinder head, camshafts, inlet/outlet manifold and Weber/Solex carburettor) and, unusually at this time, a five-speed gearbox. It also had one of the worlds first intermittent wipers, halogen lights, servo-assisted twin circuit brakes and optional superlight magnesium wheels. A variety of other improvements were made including improved cabin ventilation, trim and styling.

The 125 was praised when new for its handling and dynamics. British Autocar found the slight understeer tendencies were easily cured by adjusting the front camber.

The Special was facelifted in 1971 using pretty much the same trim as the 125S, but both front and rear lights were new and wider, enhancing the visual width of the car. The interior gained upgraded upholstery of the seats and a wood facia. A three-speed automatic transmission as well as air condition became available as an option.

Variations

A variant, the 125 T, was made by the Fiat importers in New Zealand, Torino Motors, for the annual 6 hour production car race, the Benson and Hedges 500. The 125T has larger valves, two twin Weber DCOH or Dell’Orto 40DHLA carburettors (depending on availability), modified camshafts and a higher compression ratio to produce around 125 bhp (93 kW), lowered and stiffer suspension. All featured Ward alloy wheels and were painted bright yellow. Sources for production figures quote that between 84 and 89 were modified. Reasons for stopping production are sometimes given that Fiat headquarters found out and stopped this venture. However a more likely scenario is that selling the required 200 cars in a market that only sold 1000 Fiats in total each year was a tall order.

Other versions were built by Moretti, who made the 125GS 1.6 with styling similar to the Fiat Dino Spider. Zagato made the 125Z; Savio, a 125 Coupé and 125 Station Wagon; Pininfarina, a 125 Executive; and Vignale produced the Samantha, a two-door coupé with pop-up headlights, designed by Virginio Vairo.

Production

Production by Fiat in Italy ceased in 1972 when the Fiat 132 was introduced, a total of 603,877 cars having been built.

Foreign production

Poland

Polski Fiat 125p (after 1975)

Main article: Polski Fiat 125p

A licence copy was also produced in Poland by the Fabryka Samochodów Osobowych (FSO) from 1967 until 1991, under the brand Polski Fiat as the Polski Fiat 125p, and later as the FSO 1500, FSO 1300, or FSO 125p.

It was a somewhat simplified variation of the Fiat car, with outdated 1300 cc or 1500 cc engines and mechanicals from the Fiat 1300/1500. Polish cars differed in details from Italian ones, most visible were four round headlights instead of square ones, simpler bumpers and front grill, orange front turn signal lenses, different shape details in tail and front lamps design, simpler body sheet metal stampings, old Fiat 1300/1500 chassis and interior. This model was also available as an estate (the Polski Fiat 125p Kombi) and a pickup developed in Poland after Italian Fiat 125 production ended in 1972.

Yugoslavia

The Zastava 125 Zastava produced model identical to the Polish 125p. Available versions were called 125 PZ with 1295 or 1481 cc engines.

Egypt

In Egypt production of the Polish 125p version went on under the name Nasr 125 until 1983, remaining one of the most sought-after cars due to its strength and reliability.

Argentina

In Argentina the 125 was built from 1972 to 1982, initially by Fiat-Concord and later Sevel. In addition to the 4-door sedan version, a station wagon (called “Familiar”), a pickup (called “Multicarga”, a unique Argentine design) were built. There was also a coupe called 125 Sport with the same mechanics than the sedan, but based on the Fiat Coupé 1500 Vignale.

Colombia

A few copies were made of Italian 125 and was quickly replaced by Polish 125p better suited to the local market.

Chile

A car that was manufactured almost equal to the Fiat 125 Special “restyling in 1970.

Morocco

SOMACA (Société Marocaine de Construction Automobile) assembled 125 in Casablanca.

• 1967 Fiat 125 Special Berlina
• 1967 Fiat 1500 Cabriolet
• 1967 Fiat Dino Coupé 2.0
• 1967 Fiat Dino Spider 2.0
• 1968 Fiat 1500 L Berlina
• 1968 Fiat 850 Sport Coupé
• 1968 Fiat 850 Sport Spider
• 1968 Fiat 850 Super Berlina
• 1969 Fiat 124 Coupé 1600
• 1969 Fiat 124 Spider 1600
• 1969 Fiat 128 Estate

1969 Fiat 128

Fiat 128
Overview
Manufacturer	Fiat
Also called	Nasr 128 GLS 1300 Moretti 128 Roadster Zastava 128/301 SEAT 128
Production	1969–1985
Assembly	Rivalta, Torino, Italy Buenos Aires, Argentina Casablanca, Morocco (Somaca) Bogota, Colombia (CCA) Homagama, Sri Lanka (Upali) Helwan, Egypt (Nasr)
Body and chassis
Class	Small family car
Body style	2-door saloon 4-door saloon 3-door estate 5-door estate (Argentina) 2-door coupe 3-door coupe
Layout	FF layout
Related	Fiat X1/9, Autobianchi A111
Powertrain
Engine	1116 cc 128.A.000 I4 1290 cc 128.A1.000 I4
Transmission	4-speed manual
Dimensions
Wheelbase	2,445 mm (96.3 in)
Length	3,850 mm (151.6 in)
Width	1,590 mm (62.6 in)
Height	1,340 mm (52.8 in)
Curb weight	750–770 kg (1,650–1,700 lb)
Chronology
Predecessor	Fiat 1100
Successor	Fiat Ritmo

The Fiat 128 is a front-engine, front wheel drive four-passenger compact manufactured and marketed by Fiat for model years 1969–1985 in two- and four-door sedan, three- and five-door wagon as well as two-door and three-door coupes (128SL/128 3P) variants. Rather than a sport or convertible model carrying the 128 nameplate, the 128 running gear and engine were reconfigured for a mid-engined layout and marketed as the Fiat X1/9.

With engineering by Dante Giacosa and engine design by Aurelio Lampredi, the 128 was noted for its relatively roomy passenger and cargo volume — enabled by a breakthrough innovation to the front-engine, front-drive layout which became the layout “adopted by virtually every other manufacturer in the world” for front-wheel drive. Fiat promoted in its advertising that mechanical features consumed only 20% of the vehicle’s volume and that Enzo Ferrari drove a 128 as his personal vehicle. The 128 was voted European Car of the Year for 1970.

3,107,000 examples were manufactured by Fiat from 1969 to 1985.^[6] Until 2001, versions of the 128 were also manufactured elsewhere in the world under license, for example by Zastava.

Development

With engineering by Dante Giacosa and engine design by Aurelio Lampredi, the 128 was noted for its relatively roomy passenger and cargo volume — enabled by a breakthrough innovation to the front-engine, front-drive layout which became the layout “adopted by virtually every other manufacturer in the world” for front-wheel drive. Fiat promoted in its advertising that mechanical features consumed only 20% of the vehicle’s volume and that Enzo Ferrari drove a 128 as his personal vehicle.”

Fiat built an entire new plant in Rivalta, northwest of Turin, specifically to manufacture the new 128.

Front drive innovation

First series Fiat 128

Front-wheel drive had previously been introduced to small, inexpensive cars with the British Mini. As engineered by Alec Issigonis, the compact arrangement located the transmission and engine sharing a single oil sump — despite disparate lubricating requirements — and had the engine’s radiator mounted to the side of the engine, away from the flow of fresh air and drawing heated rather than cool air over the engine. The layout often required the engine be removed to service the clutch.

As engineered by Dante Giacosa, the 128 featured a transverse-mounted engine with unequal length drive shafts and an innovative clutch release mechanism — an arrangement which Fiat had strategically tested on a previous production model for a full five years, the Primula from its less market-critical subsidiary, Autobianchi. The layout enabled the engine and gearbox to be located side by side without sharing lubricating fluid while orienting an electrically controlled cooling fan toward fresh air flow. By using the Primula as a test-bed, Fiat was able to sufficiently resolve the layout’s disadvantages, including uneven side-to-side power transmission, uneven tire wear and potential torque steer, the tendency for the power of the engine alone to steer the car under heavy acceleration.

The compact and efficient layout — a transversely-mounted engine with transmission mounted beside the engine driving the front wheels through an offset final-drive and unequal-length driveshafts — subsequently became common with competitors and arguably an industry standard.^[

The layout was sufficiently flexible that Fiat reconfigured the 128 drive-train as a mid-engined layout for the Fiat X1/9.

Design

The all new 1.1 liter Fiat SOHC engine, engineered by noted engine designer Aurelio Lampredi, featured an iron block mated to an aluminum head along with a belt-driven single overhead camshaft producing 49 hp.

The 128 was styled similarly to the 124 and 125 and featured rack-and-pinion steering, front disc brakes, independent rear suspension with a transverse leaf spring, and a strut-type front suspension with integral antiroll bar.

Second series (1976) Fiat 128 with new rectangular headlights

Initially, the 128 was available as a two-door or four-door sedan. At the 1970 Turin Motor Show a three-door station wagon model called “Familiare” was added to the lineup.^[7] The car was only available with a 1116 cc engine on launch, though the two-door-only 128 Rally edition launched in 1971 used a 1290 cc unit. Also in 1971, the Sport Coupé, an all-new coupé body on a shortened 128 platform, was unveiled at the Turin Show. On launch it was available with both existing 128 engines. The 128 range underwent a facelift in 1972, featuring a revised grille. 1974 saw the launch of the 128 Special, which used the Rally engine in a four-door sedan body. In 1975 the 128 3P (3-door) Berlinetta replaced the Sport Coupe. In 1976, the range received new bumpers, rectangular headlights, taillights and dashboard as well as modifications to the engines. At this time, the wagon was also renamed the “Panorama”.

Production of all 128s except that of the base 1100 cc powered model ended in 1979 after the introduction of the Fiat Ritmo/Strada in 1978. In 1980 production of the small three-door station wagon Panorama was dropped from the range and 128 production finally ended in 1985.

Road test

The British “Motor” magazine tested a Fiat 128 in April 1970, shortly after its UK launch. The car had a top speed of 85.4 mph (137.4 km/h) and accelerated from 0-60 mph (97 km/h) in 15.5 seconds. An “overall” fuel consumption of 27.5 miles per imperial gallon (10.3 L/100 km; 22.9 mpg_-US) was recorded. This put it fractionally behind the contemporary Morris 1300 on maximum speed but usefully ahead on acceleration. The two were closely matched on fuel economy, where both were outrun by the Ford Escort 1300 Super also included in the comparison, here in its four-door version. The Fiat’s £876 manufacturer’s recommended price was not too far above the Morris 1300’s £830 and the Escort’s £838. The testers commended the Fiat’s interior space and excellent performance. Wind and road noise were low, but engine noise was not.

Models gallery

Fiat 128 Familiare (station wagon) 3-door

Fiat 128 Rural 5-door, Argentinian production

Fiat 128 Rally (1971)

Rear view of 1988 Fiat Super Europa 1.3 (Argentina)

Fiat 128 Sport Coupé SL 1100 (1972)

Fiat 128 3P (3-door)

Moretti 128 Roadster

Licensed production

Zastava 128

Fiat 128 Super Europa, manufactured between 1983–1990 by Sevel Argentina

The 128 formed the basis of the Zastava 128 (four-door sedan) and Zastava 101 (three-door and five-door hatchbacks) ranges of cars manufactured by the “Zastava Automobili” company in Serbia. The 128-based Zastavas were available throughout Europe in the ’70s. In Britain, three variants were offered: a three-door hatchback (Zastava Yugo 311/313), four-door saloon (Zastava Yugo 411/413) and a five-door hatchback (Zastava Yugo 511/513). As one of the Serbian automaker’s most affordable models, production ended in November 2008.

Zastava also produced the 128 in its original, four-door sedan form. Until 2009, CKD kits were manufactured by Egypt’s Nasr car company as the Nasr 128.^[2]

In Argentina, the 128 was produced from 1971 to 1990 as a four-door sedan or five-door wagon, the Fiat 128 Rural, the latter unique to Argentina. Several trims and versions were available, including the IAVA sport series. In 1983 the car received a facelift with new headlamps, tail lamps and front grille, which was marketed as the Super Europa.

In Colombia, the 128 was produced by “Compañía Colombiana Automotriz” in Bogota.

In Spain, SEAT manufactured its own version of 128 3P Berlinetta model (31,893 copies).

In Sri Lanka, the Fiat 128 was manufactured by the Upali Motor Company until 1978.

• 1969 Fiat 128 Saloon
• 1969 Fiat 130 Saloon

1969 Fiat 130

Fiat 130
1976 Fiat 130 Saloon
Overview
Manufacturer	Fiat
Production	1969-1977
Designer	Paolo Martin for Pininfarina (coupé)
Body and chassis
Class	Executive car
Body style	4-door saloon 2-door coupé 5-door station wagon
Layout	FR layout
Powertrain
Engine	2866 cc OHC V6 3235 cc OHC V6
Transmission	3-speed automatic 5-speed manual
Dimensions
Wheelbase	2,720 mm (107.1 in)
Length	4,750 mm (187.0 in)
Width	1,803 mm (71.0 in)
Height	1,473 mm (58.0 in)
Curb weight	1,550 kg (3,417 lb)
Chronology
Predecessor	Fiat 2300

The Fiat 130 is a large executive car which was manufactured by the Italian automaker Fiat from 1969 to 1977. It was available as a 4-door saloon and as a 2-door coupé.

The saloon was launched at the 39th Geneva Motor Show in March 1969, replacing the previous largest and most exclusive Fiat saloon, the Fiat 2300. It was a thoroughly modern car, with four-wheel independent suspension (torsion bars in the front and coil springs in the rear), standard power steering and four-wheel disc brakes, and was the first Fiat to adopt an alternator instead of a direct-current generator.

The Coupé, based on the same platform, was introduced in March 1971 having been designed by Paolo Martin of Pininfarina, who also manufactured the car. With a unique interior design (adopted in the saloon when it was upgraded to the 130B version which also featured the Coupé’s enlarged 3235 cc V6), it featured a button-operated mechanism allowing the driver to open the passenger-side door. In addition to this model, there were two one-off variations built, a 2-door estate named Maremma and a 4-door saloon named Opera.

Production of the saloon finished in 1976, with 15,093 produced. The Coupé continued until the following year, and production ended with 4,294 built in total.

Engine

Using the “128 type A” motor as a basis, a new crossflow V6 engine, with a 60° vee angle and rubber-toothed-belt driven twin overhead camshafts was developed for the model by Aurelio Lampredi. It became known as the “130 type A” engine with a capacity of 2866 cc and a power output of 140 bhp (104 kW; 142 PS) at 5600 rpm.

The engine was uprated to 160 bhp (119 kW) for 1970, which involved raising the compression ratio from 8.3:1 to 9.0:1, increasing the size of the carburettor choke from 42 to 45 mm and reducing back pressure by extending the portion of the exhaust manifold that used individual pipes on each side of the V format engine. This provided useful performance improvements in a market-segment where relatively new models from Mercedes-Benz and Jaguar north of the Alps were setting an increasingly competitive pace.

In 1971, the “130 type B” engine was introduced, featuring a slightly increased bore (102 mm instead of 96 mm), displacing 3235 cc and producing 165 bhp (123 kW) at 5600 rpm.

Powertrain

Power was delivered to the rear axle via standard Borg-Warner three-speed automatic transmission, and a five-speed ZF S5-18/3 ZF manual was an option.

Suspension

Front suspension was MacPherson-like with torsion bars instead of springs, to allow room for the wide V6 and the optional air conditioning. The height of the front suspension is adjustable, using eccentric cams in the ends of the torsion bars, where they are attached to the body.

The rear suspension is independent using conventional springs, with good wheel geometry control and a limited-slip differential. It is noteworthy that the rear suspension geometry can be finely tuned.

Steering

The 130 has ZF power steering. The steering column is adjustable for rake and reach.

Fiat 130 Saloon type “A”

Launched in 1969, with the 2866 cc 140 bhp (104 kW; 142 PS) engine. The press soon concluded that the 140 bhp (104 kW; 142 PS) was insufficient in view of the weight of about 1,600 kg (3,527 lb), hence the Fiat 130 berlina type “A” did not compete with the big BMW and Mercedes sedans. Interior design was not ambitious, with rectangular dials in the dashboard, a black plastic centre console and black plastic everywhere.

Fiat 130 Coupé

 Fiat 130 Coupe (UK model)

Identified as type “BC” on their chassis, the 130 Coupe appeared in 1971 at Geneva motor show exhibiting a completely new 2-door body and a completely new interior. Both exterior and interior styling were the work of Paolo Martin at Pininfarina. The car won a design prize, attributed to Pininfarina, and this helped Pininfarina begin a new life after all those years relying on the “Fiat 1800/Peugeot 404/Austin A60” concepts. Pininfarina extended the Fiat 130 Coupé line with two proposals that were rejected by Fiat : the Maremma in 1974 (2-door shooting brake) and the Opera in 1975 (4-door saloon). Paolo Martin never got involved in these Fiat 130 Coupé variations, as he left the company soon after the design prize in 1971.

The seats were shaped and designed by Paolo Martin with the collaboration of Giovanni Gottin, a specialist established in Turin. The dashboard was redesigned with sporty round dials, using white needles.

Fiat 130 Coupé

The central console was redesigned by Paolo Martin, featuring wooden veneer, a row of switches and soft illumination throughout using state of the art fibre optics. The steering column is adjustable for rake and reach. The driver’s seat has a degree of height adjustment.

Fiat 130 Coupé production figures*
1971	1972	1973	1974	1975	1976	1977	Totals
347	1,746	1,344	617	197	221	19	4,491

*stated by Pininfarina production records

Fiat 130 Berlina type “B”

These cars were improved in 1971, taking on board some Paolo Martin innovations conceived for the Coupé. The steering column, the dashboard, the central console and the ventilation are identical to the Coupé. The seats, the steering wheel and the door panels were improved, but differently from the Coupé. One can say the 1971 “B” version from 1971 is significantly more refined than the “A” version dating from 1969. Retrospectively, if one compares the 130 with big BMW and Mercedes sedans, the Fiat 130 Berlina type “B” may be the winner in terms of interior design and some comfort elements. But if one is considering the dynamic elements like power and ride comfort, the Fiat 130 type “B” is still lagging as the engine is not blessed with fuel injection (somewhat difficult to start—depending on the conditions), the engine does not have hydraulic self-adjusting valves, and the engine is simply not powerful enough. All this combines with a worryingly high fuel consumption. And this lack of dash and lack of efficiency are not compensated for with an extra smooth ride.

Critical Appraisal

The UK´s Motor magazine reviewed the 130 and decided that the car´s strong points were excellent handling and road-holding, smooth ride, very high standard of interior and comfort plus an enormous boot. Against the car were its noisy engine, heavy fuel consumption and price. Motor described ultimate cornering power as very high. The UK´s Autocar tested the car and described it as a dignified Italian. Its determination was similar to that of Motor but added that the brakes were spongy, road noise was obtrusive though to its credit the car was very well appointed and finished and had first-class visibility. Concerning the handling, Autocar went on to say that “seldom have we encountered such excellent handling in a car of this size. Its superbly balanced feel inspires tremendous confidence, allowing high averages to be achieved without conscious driver effort”. Under a review of the coupe version of the 130, Car described the engine as providing a comfortable level of overall performance with good intermediate range torque. According to Car the saloon had a less-controlled ride than the coupe and less positive handling, the hard-driven saloon getting “more wallowy at times”

• 1969 Fiat Dino 2.4 Coupé
• 1969 Fiat Dino 2.4 Spider
• 1970 Fiat 124 Special T
• 1970 Fiat 418 urban bus
• 1971 Fiat 127

1971 Fiat 127

Fiat 127
Overview
Manufacturer	Fiat
Production	1971—1983
Body and chassis
Body style	2-door sedan 3-door hatchback 3-door station wagon (Brazil) 4/5-door sedan (SEAT Spain) 2-door open-roof utility
Layout	FF layout
Related	Zastava Koral
Chronology
Predecessor	Fiat 850
Successor	Fiat Uno

The Fiat 127 was a supermini produced by the Italian automaker Fiat from 1971 to 1983. It was introduced in 1971 as the replacement for the Fiat 850. Production of the 127 in Italy ended in 1983 following the introduction of its replacement, the Fiat Uno.

Overview

Series I
Overview
Production	1971—1977
Powertrain
Engine	903 cc OHV straight-4
Dimensions
Wheelbase	2,225 mm (87.6 in)
Length	3,595 mm (141.5 in)
Width	1,525 mm (60.0 in)
Height	1,360 mm (54 in)

Initially only available as a two-door saloon when launched in April 1971, a three-door hatchback, using an identical body profile but with a full-depth rear door and folding rear seat, was launched the following year. This was Fiat’s first supermini-sized hatchback, along with a state-of-the-art transverse-engine/front-wheel-drive layout, with the transmission mounted on the end of the engine, both design ideas had been fully trialled since 1964, by Fiat’s Autobianchi subsidiary with the Autobianchi Primula and 1969 Autobianchi A112. The 1969 Fiat 128 was the first Fiat badged car to use the same transverse powertrain layout. The 127 used the rugged 903 cc overhead valve engine, that had powered the Autobianchi and, with various cylinder capacities, earlier generations of Fiat cars. The 127 also featured a unique transverse leaf spring suspension at the rear.

The car was one of the first of the modern superminis, and won praise for its utilisation of space (80 percent of the floor space was available for passengers and luggage) as well as its road-holding. It was launched a year before the comparable Renault 5, and before the end of the 1970s most mass market European manufacturers were producing similar cars, notable examples being the Ford Fiesta and Volkswagen Polo, while General Motors added a three-door hatchback to the Opel Kadett range, which was reworked for British production and sold as the Vauxhall Chevette.

It was also the first car fitted with an all-polypropylene bumper on steel support.^[2] The 127 was an instant success, winning the European Car of the Year award for 1972, and quickly became one of the best-selling cars in Europe for several years. It was the third Fiat in six years to receive this accolade.

In June 1974, slightly over three years after the model’s introduction, Fiat reported that the one millionth 127 had been completed at the Mirafiori plant in Turin. The (in its time) hugely successful Fiat 600 had taken seven years to reach that same milestone.

Series 1

The Series 1 car changed little during its lifetime. However, in May 1973 saloons became available in both standard and deluxe versions. In 1975 the 127 Special variant was released which featured a restyled front grille and detail changes to the interior. The deluxe version was differentiated by its reclining front seats and opening hinged rear side windows as standard equipment. During the next couple of years the Fiat 850, which had initially been marketed alongside the 127, was withdrawn from most markets.

Series 2

Series II
Overview
Production	1977—1981
Powertrain
Engine	903 cc 100 GL.000 OHV I4 1,049 cc 127 A.000 OHC I4 1,301 cc diesel I4
Dimensions
Wheelbase	2,225 mm (87.6 in)
Length	3,645 mm (143.5 in)
Width	1,527 mm (60.1 in)
Height	1,358 mm (53.5 in)
Curb weight	688 kg (1,517 lb)

The Series 2 version of the 127 debuted in May 1977. It featured a restyled front and rear, a new dashboard (although almost identical in layout to that of the Series 1), larger rear side windows (using rear quarter pressings derived from those used on the Brazil market Fiat 147) and the option of the 1,049 cc engine – uniquely for the 127 this was the five-bearing “Brazil” engine from the 147 rather than the Fiat OHC unit from the 128. The tailgate was extended and now reached nearly to the rear bumper, addressing complaints about the high lip over which luggage had to be lifted for loading into the earlier 127 hatchbacks.

There was also a “high-cube” panel van version, known as the Fiorino which was based on the Series 2 bodyshell, and this remained in production until 1984, when a new Uno-based Fiorino debuted.

In Scandinavia and the Baltic nations it was particularly successful, and there are still many in circulation today.

Series 3

Series III
Overview
Also called	Fiat Stella (Finland)
Production	1982—1983
Powertrain
Engine	903 cc OHV straight-4 1049 cc OHC straight-4 1301 cc SOHC straight-4 1301 cc straight-4 diesel

The Series 3 was launched in Italy in January 1982 and soon reached other European markets. It is distinguishable from the Series 2 by a more assertively plastic grille. The addition of a corresponding panel at the rear of the vehicle implied a new ‘house style’ inspired by the recently introduced Ritmo/Strada range. The car received a completely new dashboard design and interior, again following the design language first seen in the Ritmo. The 1,301 cc Fiat SOHC engine was also introduced as an option for the Series 3.

In nations like Norway, Denmark and Finland it was particularly successful, and there are still many in circulation today.

The 127 was replaced as Fiat’s high volume product in this sector by the Fiat Uno in January 1983, though versions manufactured in South America continued in production till 1995: Fiat imported the South American 127 Unificata to Europe, until 1987.

Engines (from 1977)

Engine	Cyl.	Power	Torque
0.9 8V	S4	45 PS (33.1 kW; 44.4 hp)	63 N·m (46 lb·ft)
0.9 8V	S4	45 PS (33.1 kW; 44.4 hp)	64 N·m (47 lb·ft)
1.05 8V	S4	50 PS (36.8 kW; 49.3 hp)	77 N·m (57 lb·ft)
1.05 8V	S4	70 PS (51.5 kW; 69.0 hp)	83 N·m (61 lb·ft)
1.3 8V	S4	75 PS (55.2 kW; 74.0 hp)	103 N·m (76 lb·ft)

International variants

SEAT 127 4-door.

SEAT 127

As happened with other Fiat models of that era, SEAT made a Spanish version of this car called the SEAT 127. Due to SEAT design policy, a 4-door variant of the car was also produced, as well as a later five-door version. SEAT also produced a unique variant of the 127 OHV engine. This had 1,010 cc instead of 903 cc and produced 50 bhp (37 kW; 51 PS). The four-door SEAT 127 was exported to certain markets with Fiat badging.

When their licence from Fiat expired, SEAT redesigned some parts of the car and created the SEAT Fura Dos. Some design parts of this model were also used in the Ibiza mark 1. SEAT produced 1,238,166 units of the 127 between 1972 and 1984.

Polski Fiat 127p at Muzeum Inżynierii Miejskiej in Kraków.

Polski Fiat 127p

Fiat 127 was also produced under Fiat license by Polish automobile manufacturers FSO (between 1973 and 1975) and FSM (between 1974 and 1975) under the name Polski Fiat 127p. These were assembled using both Italian and Polish parts. Originally the Polski Fiat 127p was to be produced in large numbers as a people’s car, but when it became apparent that it would be about 30% more expensive than the 126p it was decided to concentrate on the latter while the larger 127p was only produced in very small numbers.

Fiat 147

In Brazil the car was known as the Fiat 147 (later Spazio), a 3-door station wagon version called “Panorama”. There was also a conventional two-door three-box saloon available ” Fiat Oggi“, a pick-up called “City” and a van called “Fiorino” was also produced there. The Brazilian built versions utilized a 1050 Cm3 engine and a 1300 Cm3 engine called “Fiasa ” and also utilized a 1.3 L Diesel engine (for export markets only). From 1981 this variant (called a 127) was actually exported to Europe, to be sold alongside the 127 sedans and hatchbacks. A total of 1,169,312 units were built from 9 July 1976 to the end of 1986 in Brazil and 232,807 units were also built in Argentina between 1982 and 1996, as the Fiat 147, Spazio, and Vivace. It was also assembled in the CCA in Colombia.

Although the car achieved reasonable selling figures, the model was titled as “low-level” and “not so reliable” by early buyers, because of the fact that Fiat was just starting selling cars in Brazil in the late 1970s and early 1980s. It was the first model produced by FIAT in Brazil, in 1976.

Specials

1980 Moretti Midimaxi (2nd series)

Italian coachbuilder Moretti made a canvas-topped version in the style of the Renault Rodeo and Citroën Méhari called the “Midimaxi” (to set it apart from the smaller, 126-based Minimaxi). In spite of its rugged appearance, the front-wheel drive underpinnings remained the same. The Midimaxi was first shown at the 1971 Turin Motor Show, which was also when the very similar Fissore 127 Scout first appeared.

Movie roles

In the 1986 film Gung Ho, centered on a (fictional) Japanese auto manufacturer reopening a shutdown automobile factory in a fictional western Pennsylvania town, some of the movie’s “Assan Motors” cars were Fiat 127s (and Fiat Regatas) in various stages of completion.

• 1971 Fiat 128 1100SL Coupé
• 1971 Fiat 128 1300SL Coupé
• 1971 Fiat 128 Rally
• 1973 Fiat 314/3 urban/intercity bus
• 1971 Fiat 130 Coupé
• 1971 Fiat 130 Coupé Automatic
• 1972 Fiat 124 Abarth Rallye
• 1972 Fiat 124 Coupé 1800
• 1972 Fiat 124 Spider 1800
• 1972 Fiat 127 L
• 1972 Fiat 421 city/urban bus
• 1972 Fiat 500L
• 1972 Fiat 500L Berlina
• 1972 Fiat 850 Familiare
• 1972 Fiat X1/9

1972 Fiat X1/9

Fiat X1/9 Bertone X1/9 Overview Manufacturer Fiat (1972–1982) Bertone (1982–1989) Production 1972–1989 ~140,500 produced (Fiat) ~19,500 (Bertone) Assembly Fiat Bertone (after 1982) Designer Marcello Gandini at Bertone Body and chassis Class Sports car / Roadster Body style Two-seater targa Layout Rear mid-engine, rear-wheel drive Related Fiat 128 Fiat Strada/Ritmo Powertrain Engine 1290 cc 128.AS I4 1498 cc 138.A2/A4 I4 Transmission 4-speed manual 5-speed manual (after 1978, with 1.5 L engine) Dimensions Wheelbase 2,202 mm (86.7 in) Length 3,830 mm (150.8 in) Width 1,570 mm (61.8 in) Height 1,170 mm (46.1 in) Curb weight 880 kg (1,940 lb)-962 kg (2,121 lb) Chronology Predecessor Fiat 850 Spider

The Fiat X1/9 is a two-seater mid-engined sports car designed by Bertone and manufactured by Fiat from 1972-1982 and subsequently by Bertone from 1982-1989.

With a transverse engine and gearbox in a mid-mounted, rear-wheel drive configuration, the X1/9 was noted for its excellent handling, lightweight-removable hardtop, front and rear-storage compartments — and for being designed from its conception to meet the late 60s U.S. safety regulations.

Pre-production

History and packaging

The X1/9 succeeded a 1969 show concept car called the Autobianchi Runabout, with styling by Bertone under chief designer Marcello Gandini. The Runabout was powered by the engine of the Autobianchi A112.

Designed around the all-new 128 SOHC engine and gearbox (transmission) from the front wheel drive Fiat 128, the X1/9 relocated the transverse drive train and suspension assembly from the front of the 128 to the rear of the passenger cabin, directly in front of the rear axle, giving a mid-engined layout. The layout also located the fuel tank and spare wheel side by side ahead of the engine, directly behind the seats — optimizing the proportion of the car’s weight falling within its wheelbase for more effective handling and also enabling cargo areas front and rear.

Fiat began marketing a right-hand drive variant in 1976.

Unlike Fiat’s marketing nomenclature at the time which used a numerical system (e.g., 127, 128, 124, 131) denoting relative position in the model range, the X1/9 retained its prototype code as its marketing name. Fiat’s prototype coding used X0 for engines, X1 for passenger vehicles and X2 for commercial vehicles. The X1/9 was thus the ninth passenger car developed using the nomenclature.

Concept car

The prototype car featured a distinctive wedge shape and took many styling cues from contemporary power-boat design. Though the more extreme features of the Runabout such as the C pillar mounted headlights and the small wind-deflector windscreen were lost for the production car, many aesthetic features of the Autobianchi Runabout are readily identifiable on the X1/9. The long flat bonnet (hood) with central indentation, the large front overhang, the wedge shape with prominent C pillar roll-over hoop and the car-length indented plimsoll-line all made the successful transition to the X1/9, giving it a highly distinctive appearance.

Once developed for production, the two-seater featured sharp-edged styling with a wedge shape, pop-up headlights and a removable hard top roof panel (targa top). The removable hardtop stores in the front luggage compartment, below the front hood, only slightly reducing the space available for cargo. An aftermarket company offered a top made of lightweight clear-smoked polycarbonate.

Production

Essential X1/9 Sales in European and UK markets

The car was developed for release for European sales in 1972 to replace the 850 Spider by Bertone. It was not intended as a replacement for the 124 Sport Spider and production of the 124 Spider and X1/9 continued in parallel for much of the X1/9’s life. The car’s monocoque body was produced at the Bertone factory in Torino (Turin) and then transported to the Fiat’s Lingotto factory for final assembly. In 1982, shortly after the introduction of the 1500 model, complete production was assumed by Bertone with models subsequently badged as the Bertone X1/9. Bertone models featured revised footwells redesigned to enhance legroom and sitting comfort for persons taller than the original design target.

1976 Fiat X1/9 (1300 cc)

The first models featured a 75 bhp (56 kW) 1290 cc single overhead cam engine with an aluminium head.

The last production models were named the Gran Finale and sold over the 1989/1990 period. They were a dealer modification of the Special Edition (commonly abbreviated to SE) of 1988/1989, with the addition of a rear spoiler and Gran Finale badges.

US Sales of X1/9s

The X1/9 underwent three generations in the USA: 1974 cars, 1975-78 cars, and 1979-87 cars.

1974 USA examples aligned closely with worldwide models, including small bumpers, 1290cc engine, and 4-speed transmission.

1978 US market Fiat X1/9 with “ladder” bumpers

1975-78 USA cars were unique to the US market with “ladder-style” impact absorbing bumpers front and rear. To meet USA evaporative and exhaust emission standards, X1/9’s were fitted with exhaust gas recirculation valves, air pumps and an activated charcoal system. These cars were rated at 63HP.

In 1979 USA cars received an increase in displacement to 1498cc and a 5-speed transmission. 1979 USA cars retained the previous emission controls. Model years 1980 and 1981 saw a transition from carburetion to Bosch L-Jetronic fuel injection, with the changeover coming in 1980 for cars sold in California and a gradual changeover for “federal” cars from late 1980 to 1981 model years. The combination of Fuel Injection (FI), a catalytic converter and unleaded gasoline allowed these cars to meet California and later federal emission standards. FI cars were rated at 75HP.

1988 – FIAT X1,9 1500 cc

In 1979 USA X1/9s also received both exterior and interior revisions including integrated bumpers front and rear, as well as a new front grille and airdam. The instrument panel and dash redesign moved the heating and ventilation controls from the center console up to the main dash, relocated the radio into the center dash area, moved the fuse panel from the area above the driver’s left knee to the area above the passenger’s footwell where the glovebox was, and moved the glovebox atop the dash.

Fiat X19 Engine Bay

During 1982, Fiat ended its presence in the USA. Fiat turned over marketing and support of the X1/9 to International Automobile Importers, Inc., headed up by Malcolm Bricklin, and turned over full production duties to Bertone. 1983 was a transition year for the orphaned X1/9, which thereafter was sold as the “Bertone X1/9.” IAI and Bertone continued to update the X1/9, such as providing rust protection, revised seating to accommodate taller drivers, and a modernized electrical system for 1984 models.

Fiat X1,9 Interior

US sales of the X1/9 took a nose dive in the final few years, and 1987 was the last year that IAI imported X1/9s to the USA.

Fiat X1,9 Dallara ant

From mid 1987 to end of the production in 1989 the BERTONE X1/9’s were imported to USA by M.I.K. Automotive, Inc. in North Hollywood California, owned by Miro Kefurt, who at that time was number one Bertone dealer in USA and one of the very few that sold exclusively X1/9s. Last four X1/9s were imported to USA in April 1990 (1989 Model Year produced 12/1989).

• 1973 Fiat 126

1973 Fiat 126

Fiat 126 Polski Fiat 126p
Overview
Manufacturer	Fiat (1972-1980) FSM (Polski Fiat 126p, 1973-1992) Fiat Auto Poland (1992-2000)
Also called	Zastava 126
Production	1972–2000 4,673,655 units
Designer	Sergio Sartorelli
Body and chassis
Class	City car
Body style	2-door saloon/sedan 3-door hatchback (PF 126p Bis)
Layout	RR layout
Related	Fiat 133 SEAT 133
Powertrain
Engine	594 cc Straight-2 652 cc Straight-2 704 cc Straight-2
Dimensions
Wheelbase	1,840 mm (72.4 in)
Length	3,054 mm (120.2 in)
Width	1,378 mm (54.3 in)
Height	1,302 mm (51.3 in)
Curb weight	580–619 kilograms (1,279–1,365 lb)
Chronology
Predecessor	Fiat 500
Successor	Fiat Cinquecento

The Fiat 126 (Type 126) is a city car introduced in October 1972 at the Turin Auto Show as a replacement for the Fiat 500. Some were produced in Bielsko-Biała, Poland, as the Polski Fiat 126p until 2000. It was replaced by the front-engined Fiat Cinquecento in 1993.

History

The 126 used much of the same mechanical underpinnings and layout as its Fiat 500 rear-engined predecessor with which it shared its wheelbase, but featured an all new bodyshell closely resembling a scaled-down Fiat 127.

Engine capacity was increased from 594 cc to 652 cc at the end of 1977 when the cylinder bore was increased from 73.5 to 77 mm. Claimed power output was unchanged at 23 PS (17 kW), but torque was increased from 39 N·m (29 lb·ft) to 43 newton metres (32 lb·ft). The 594 cc engines were still available in early 1983 production.

A subsequent increase took the engine size to 704 cc in new “restyling” model Fiat 126 Bis (1987–1991), with 26 PS (19 kW) of motive power.

Fiat 126 post facelift (Italy)

In Italy, the car was produced in the plants of Cassino and Termini Imerese until 1979. By this time 1,352,912 of the cars had been produced in Italy.

The car continued however to be manufactured by FSM in Poland, where it was produced from 1973 to 2000 as the Polski Fiat 126p. Even after the introduction of the 126 Bis (a 126p with water-cooled 704 cc engine of indigenous Polish construction), the original model continued to be produced for the Polish market. The car was also produced under licence by Zastava in Yugoslavia. In 1984, the 126 received a facelift, giving it plastic bumpers (for all versions) and a new dashboard. This model named Fiat 126p FL. In 1994, the 126p received another facelift, and some parts from the Fiat Cinquecento, this version was named 126 EL. The 126 ELX introduced a catalytic converter.

Despite clever marketing, the 126 never achieved the frenzied popularity of the 500. The total number of 126 produced is: 1,352,912 in Italy, 3,318,674 in Poland, 2,069 in Austria, and an unknown number in Yugoslavia. For a brief period in the early 1990s, a German company called POP also offered convertible versions of the 126 BIS. Two models were offered: a lesser equipped one called the “POP 650” and a more luxurious model called the “POP 2000”.

Polski Fiat 126p

1973 Polski Fiat 126p (Poland)

The car was produced in Poland under the brand Polski Fiat 126p (literally in English: Polish Fiat 126p) between 1973 and 2000. At first it was almost identical with the basic model: differences included a higher chassis, a modified grille on the back, and the front blinkers that were white in Italy but orange for other markets. To distinguish it from the original Italian car, the letter “p” was added to its name. It was produced by Fabryka Samochodów Małolitrażowych (FSM) in Bielsko-Biała and Tychy under Italian Fiat licence. Throughout the 1980s the 126p was continuously modified. First it received upgraded brakes and new wheels from Italian Fiat, hazard blinkers were added to meet new law requirements, in 1985 tail fog light and factory back-up light were added to then standard plastic bumpers, an electronic ignition system and alternator replaced undersized generator around 1987. The factory battery in 126p had only 35 Amp-hour capacity which combined with undersized generator resulted in never fully charged battery unless someone drove the car without stopping for extended time period. Some owners upgraded to a 45 Amp-hour battery from Fiat 125p (1.5 Liter engine) to improve the cold start reliability. Due to a relatively low price it was very popular in Poland and was arguably the most popular car there in the 1980s. Its very small size gave it the nickname maluch (“the small one”,”small child”, pronounced [ˈmalux]). The nickname became so popular that in 1997 it was accepted by the producer as the official name of the car.

1989–1993 FSM Niki (Australia)

It was exported to many Eastern Bloc countries and for several years it was one of the most popular cars in Poland and in Hungary as well. It also found a minor market in Australia between 1989 and 1992, under the name FSM Niki. During that period it was Australia’s cheapest car. There was a convertible version developed for Australian market.

Throughout the 1980s there were several experimental prototypes developed in Poland. A cargo version called “Bombel” (literally can mean “a bubble” but referred to a familial and alternative term for “small child”) for its fiberglass bubble shaped cargo enclosure, an off road version propelled by caterpillar tracks and a front wheel drive, front engine, with longer front end and flat cargo area in the rear where the original 126 had engine. The rear of this prototype was similar to the 126 Bis which also had a rear hatch for accessing the cargo space above the flat water cooled engine hidden in the floor. There was also an attempt at installing a small diesel engine (due to gasoline rationing) in the classic 126p body.

History of PF 126p

• 1972 – the FSM car factory was built in Bielsko-Biała.
• 6 June 1973 – the first Polski Fiat 126p constructed from Italian parts. The official price was 69,000 Polish złotys with PKO Bank Polski accepting pre-payments on savings books starting 5 February 1973.
• 22 July 1973 – the official opening of the factory’s production line (by the end of that year over 1500 Fiats were manufactured).
• September 1975 – production started in a factory in Tychy.
• 1977 – engine capacity increased from 594 cc to 652 cc. Engine power increased to about 24 horsepower (18 kW).
• 1978 – production of types with engine capacity 594 cc ended.
• 1979 – production of Polski Fiat 126p continued only in Bielsko-Biała.
• 1981 – 1,000,000th Polski Fiat 126p produced.
• December 1984 – technical changes in the construction and body. Type FL introduced.
• 1987 – beginning of the production of the water-cooled Polski Fiat 126p Bis version (704 cc capacity).
• May 1993 – 3,000,000th Polish Fiat 126p produced.
• September 1994 – body improvement, creating type “el” with parts similar to those used in Fiat Cinquecento.
• January 1997 – introduction of a catalytic converter.
• 22 September 2000 – production ended after a production run of 3,318,674 units. All Fiats of the last limited Happy End series were yellow or red (500 cars in red and 500 cars in yellow).

The global production of this amiable car was 4,673,655 units: 1,352,912 in Italy, 2,069 in Austria by Fiat-Steyr and 3,318,674 in Poland.

Political connotations

 Poland 1973 – curiosity about passers-by

The PF 126p has special meaning for Poles and its story had a connection with Polish politics during the communist period (Polish People’s Republic, up to 1989). In a communist system, a private car was considered a luxury good, due to limited availability and low salaries. In 1971 there were only 556,000 passenger cars in Poland. In a socialist planned economy, decisions on whether a state-owned factory could produce a car were taken on political and not just economic grounds. The authorities themselves initially did not find the idea of private cars attractive. The first relatively cheap Polish car was the Syrena, but it was outmoded and its production was limited. Limited numbers of cars were also imported from other Eastern Bloc countries. It was difficult to buy a western car because the Polish złoty, like other currencies in communist states, was not convertible to western funds and there was no free market in the country.

Thus, the PF 126p was intended to be the first real, popular and affordable car, to motorize ordinary families. The licence was bought after the rise to power of a new communist party leader, Edward Gierek, who wanted to gain popular favour by increasing consumption after the Spartan period under Władysław Gomułka. Despite the fact that it was a very small city car, it was the only choice for most families, playing the role of a family car. During holidays, it was common to see four-person families driving PF-126s abroad with huge suitcases on a roof rack; sightings of PF-126s towing a small Niewiadów N126 caravan specially designed for the PF 126 were also occasionally reported. PF 126p production, however, was not sufficient and the PF 126p was distributed through a waiting list. Usually families had to wait a couple of years to buy a car. A coupon for a car could also be given by the authorities based on merit.

Nicknames

In Poland it is called Maluch, which literally means “small one” or toddler, as well as mały Fiat (“small Fiat”), in contrast to Fiat 125p, called duży Fiat (“big Fiat”). In some regions, it is also called Kaszlak literally “cougher” (derived from kaszel meaning “cough“, as its engine’s sound resembles a cough when it is started).

Fiat 126p in Havana, Cuba, March 2014

In Albania and Kosovo it is known as Kikirez.

In Serbian and Croatian it is known as Peglica (meaning “little iron“).

In Slovene the 126 is also called Bolha (“flea“), Piči-poki (loosely translated as “fast-and-loud”) or Kalimero on Slovenian coast after a cartoon character Calimero.

In Hungarian, it is known as kispolszki (“little Polish”, while the 125p is the nagypolszki, meaning “big Polish”), kispolák (“little Pole“) or törpe-polyák (“dwarf Pole”); also, the car was nicknamed egérkamion, meaning “a mouse’s truck” or aszfaltpattanás, meaning “asphalt pimple”.

In Germany the Fiat 126 was known as the Bambino, the Italian word for child.

In Cuba it is known as “Polaquito” and in Chile as “Bototo”.

• 1973 Fiat 132

1973 Fiat 132

Fiat 132
Fiat 132 after the 1974 redesign
Overview
Manufacturer	Fiat
Production	1972–81
Body and chassis
Class	Large family car
Body style	4-door saloon
Layout	FR layout
Related	SEAT 132 Kia Fiat 132
Powertrain
Engine	Petrol: 1.6 L straight-4 1.8 L straight-4 1.8 L straight-4 2.0 L straight-4 2.0 L straight-4 supercharged Diesel: 2.0 L straight-4 2.5 L straight-4
Transmission	4 and 5-speed manual 3-speed automatic
Dimensions
Wheelbase	2,557 mm (100.7 in)
Length	4,405 mm (173.4 in)
Width	1,640 mm (64.6 in)
Height	1,422 mm (56.0 in)
Curb weight	1120-1170 kg (2469-2579 lb)
Chronology
Predecessor	Fiat 125
Successor	Fiat Argenta

The Fiat 132 is a large family car produced by the Italian automobile company Fiat from 1972 to 1981. An updated version of the 132, called the Argenta was produced from 1981 to 1985.

Fiat 132 (1972–73)

Fiat 132 (1972 – 1974)

The 132 was introduced as a replacement for the Fiat 125 and like it, came with twin overhead cam (TC) engines as standard. However, the Fiat 132 looked more like the larger top-of-the-range Fiat 130.

Like the 125, the 132 came with a five speed gear box, optional in some markets and standard in others: this was still a relatively unusual feature in this class of car in 1977. GM “Strasbourg” automatic transmission was listed as an option.

Fiat 132 (1974–76)

A major update to the front suspension was implemented for January 1974 in response to criticism of the handling and very low geared steering. Press reports of the time commend the improved handling which was also supported by the fitting of wider tires, although poor fuel consumption at high speed continued to draw adverse comment, even where the (unusual for the time) five speed transmission option was specified. In the same year an external redesign gave the impression of a lowered waistline resulting from larger side windows and included a reshaped C-pillar which appeared to owe something to the recently introduced BMW E12. For the driver, new shock absorbers accompanied the suspension improvements. The 1600 cc engine remained unchanged but the 1800 cc engine benefitted from a modified cylinder head and carburettor resulting in a small increase in claimed output to 107 hp (80 kW), along with a usefully flattened torque curve. Interior improvements included a redesigned steering wheel along with improved heating and ventilation controls.

Fiat 132 (1977–81)

Fiat 132 (1980)

In April 1977, the 132 received a further facelift. New plastic “safety” bumpers were introduced to the model, and the gearing of the steering was raised, supported by the addition of servo-assistance. Inside were a new dashboard and seat trims. At this point, with the 130 having been discontinued, the 132 became the “flagship” of the Fiat range.

It was available with seven different engines:

• 1.6 litre petrol producing 98 hp (73 kW) 1592 cc (later 1585 cc after 1977)
• 1.8 litre petrol with 107 hp (80 kW) 1756 cc
• 1.8 litre petrol with 111 hp (83 kW) 1756 cc
• 2.0 litre petrol 112 hp (84 kW) 1995 cc (from 1977)
• 2.0 litre petrol with fuel injection producing 122 hp (91 kW) 1995 cc (from 1977)
• 2.5 litre diesel with 60 hp (45 kW) 2435 cc
• 2.5 litre diesel with 72 hp (54 kW) 2435 cc

Overseas assembly

The 132 had limited manufacture outside Italy compared to the smaller 124. The car was built in Spain by SEAT with a version that was sold between 1973 and 1982.

In Poland the 132 was offered from 1973 as the Polski Fiat 132p. The car was described as “assembled by FSO“, though actually the cars were shipped from Italy almost complete. FSO only did the final assembly, fitting minor parts like wipers, batteries, wheels and logos. The Polski Fiat 132p was a favourite with high state officials and security services. 270 Argentas were also assembled in this way in 1985 by FSO.

Kia built 4,759 units of the 132 from CKD kits in 1979 in South Korea.

1974 Fiat 133

1974 FIAT SEAT 133

SEAT 133
Overview
Also called	Fiat 133
Production	1974–1982
Assembly	Spain, SEAT Argentina, Fiat
Body and chassis
Class	City car
Body style	Two-door saloon
Layout	RR layout
Related	Fiat 850 Fiat 126 Fiat 127
Powertrain
Engine	843 cc straight-4 34-37 PS 903 cc straight-4
Dimensions
Wheelbase	79.125 in (2,009.8 mm)
Length	135.875 in (3,451.2 mm)
Width	56 in (1,400 mm)
Height	52.25 in (1,327 mm)
Curb weight	690 kg (1521 lb)
Chronology
Predecessor	SEAT 600

The SEAT 133 was a small rear-engine car designed and sold by SEAT in Spain from 1974 to 1979. The car used the chassis and engine of the by then defunct Fiat/SEAT 850 and featured a new body in the style of the contemporary, somewhat smaller and only indirectly related Fiat 126.

The car was first exhibited at the Barcelona Motor Show in May 1974. Noteworthy at that time was the compression ratio of only 8:1, which permitted the car to run on 85 octane petrol/gasoline. This was still appropriate in Spain, but elsewhere in western Europe even “regular” fuel grades by now generally guaranteed a higher minimum octane rating.

The 133’s design premise was that it had to be a cheap car both to develop and build. Thus, the final product inherited most of its components from the SEAT 850 (or very closely related Fiat 850). As with the 850, it was a rear-wheel drive, rear-engined car, a layout a that was being replaced by a trend for front-engined, front-wheel drive hatchbacks like the Renault 5 and Fiat’s own Fiat 127.

SEAT 133

The 133 effectively replaced the SEAT 850 and the SEAT 600 both of which had been produced in considerable numbers with around 800,000 of the more venerable 600 built – almost exclusively for the domestic market – by 1974.

It was developed in Spain by SEAT, with which Italian company Fiat had signed an agreement of collaboration in the 1950s. Initially the 133 was only sold in Spain and did not enjoy great success, since it suffered from frequent overheating problems. It was intended to replace the old 600 and 850 models, and was also meant to provide a means for SEAT to open new markets and make up for the loss of sales in Spain that would come with the disappearance of the restrictions in car imports during the 1970s: it later enjoyed success in other parts of the world, such as Egypt for example, where the car is still in service.

Reflecting the rear engine lay-out, there was just a small well for parcels behind the back seats, with more room for luggage under the ‘bonnet/hood’ at the front of the car.

Up to 200,000 SEAT 133s had been produced by 1979 in Spain. A further 15,821 were made in the Fiat/Sevel Plant at Córdoba in Argentina between 1977 and 1982.

In April 1977, it was announced that Egypt was about to become the world’s 32nd car-producing country. This followed the signing of an agreement for the shipment of ckd kits from Seat’s Barcelona plant to the Helwan premises of the Nasr Automotive Manufacturing Company for assembly, in order to supply the Egyptian market and for export to Iraq.

The SEAT 133 was exported to Germany from the autumn/Fall of 1974: there it found some success among rear-wheel-drive loyalists in the mid-seventies. It was also sold in Britain from June 1975. These countries had no SEAT dealership network at the time, and the cars were branded as Fiat 133s, to be marketed alongside the Fiats 126 and 127.

Fiat 133

Fiat 133

Fiat 133 was the name used for the car in certain export markets where the SEAT brand was unknown. Around 127,000 units were exported, mostly under the Fiat name.

From 1977 to 1980 the Fiat Argentine subsidiary built them, also under the Fiat name.

Motorsport

The 133 is also popular in the low-budget Finnish motorsport called Jokkis, where over 50 per cent of the drivers drive Fiat 133s.

• 1975 Fiat 130 Opera
• 1975 Fiat Mirafiori 1600 CL
• 1976 Fiat 131 Abarth

1976 Fiat 131

Fiat 131
Fiat 131 (series 1)
Overview
Manufacturer	Fiat
Also called	Fiat Mirafiori Fiat Supermirafiori Fiat Brava (US) Fiat SuperBrava Polski Fiat 131p
Production	1974–1984
Assembly	Comprensorio di Mirafiori, Turin, Italy Bogotá, Colombia La Victoria, Aragua, Venezuela, Jakarta, Indonesia Casablanca, Morocco (SOMACA) Warsaw, Poland (FSO) Barcelona, Spain (SEAT 131)
Body and chassis
Class	Small family car/Mid-size car
Body style	4-door saloon 2-door saloon 5-door estate 3-door panel van
Layout	FR layout
Related	SEAT 131 Tofaş Şahin Tofaş Murat 131 Tofaş Dogan Tofaş Kartal (estate)
Powertrain
Engine	I4
Transmission	4 and 5-speed manual 3-speed automatic
Dimensions
Wheelbase	2,490 mm (98.0 in)
Length	4,230 to 4,264 mm (166.5 to 167.9 in)
Width	1,644 to 1,651 mm (64.7 to 65.0 in)
Height	1,381 to 1,411 mm (54.4 to 55.6 in)
Curb weight	950 to 1,145 kg (2,094 to 2,524 lb)
Chronology
Predecessor	Fiat 124
Successor	Fiat Regata

The Fiat 131, additionally called “Mirafiori”, is a small/medium family car produced by the Italian car manufacturer Fiat from 1974 to 1984. It was exhibited at 1974 Turin Motor Show.

The 131 was the replacement for the successful Fiat 124, and available as a two-door and four-door saloon and 5-door estate. The 131 was given the Mirafiori name after the Turin suburb where the cars were produced. Naming the car in this way marked a break with the former Fiat convention, established in the 1960s, of naming their mainstream models only with a three digit number, and it set the pattern for Fiat to adopt a new naming practice, with carefully chosen names for subsequent new models. Initially, the 131 was offered with 1.3 L and 1.6 L overhead valve engines. Revisions were made in 1978 and 1981, and all models were produced until production ceased in 1984.

In total, 1,513,800 units were produced in Italy.

Specifications

The Fiat 131 employed construction techniques and technologies typical of its day. The body was a steel monocoque. Designed and styled on the typical three-box design, with distinct boxes for the engine compartment, passenger compartment, and boot.

The major mechanical components were also conventional and contemporary, but with some notable advances. The 131 employed a front engine, rear-wheel drive layout, whereby the engine is longitudinally mounted in the front of the car. The gearbox is directly behind the engine, and a tubular propeller shaft, under the transmission “tunnel”, transmits the drive to a solid live rear axle.

The engines were all inline-four types, derived from those used in the outgoing 124 range, with a cast iron cylinder block and aluminium alloy cylinder head. Initially the 131 was offered only with pushrod valve gear, which offered the innovation of being the world wide first engine with OHV valve gear and a belt driven camshaft. Only later in the model’s life came the well known double overhead camshaft (DOHC) engines which used a toothed timing belt. Fuel supply was via a single Weber ADF twin-choke carburettor, fed from a trunk mounted steel fuel tank. Traditional contact breaker ignition systems were used, usually with Marellidistributors.

The suspension system utilised fully independent front suspension, with MacPherson struts, track control arms and anti-roll bar. The rear suspension was quite advanced (when using a solid live rear axle), in that the rear axle was controlled by double unequal length trailing arms and a panhard rod, with coil springs and direct acting dampers. This design proved far superior to many of its contemporaries, especially with vehicle stability and handling.

The braking system was also typical; the front brakes were disc brakes, using a solid iron disc and a single-piston sliding caliper. The rears were drum brakes, utilising leading and trailing shoe design operated by a dual piston fixed slave cylinder. They were operated hydraulically, with a tandem master cylinder assisted by a vacuum servo using two separate circuits. A rear-mounted load sensing valve varied the bias of effort applied to the rear brakes, dependent on the load being carried (and also the pitch dynamics caused by braking effort and road levels). A centrally located floor mounted handbrake operated on the rear axle usingbowden cables.

The cars’ interior offerend another world wide first in having the secondary switches in the dashboard illuminated by a central bulb somewhere in the dashboard and fibre optics from there to the switches.

Series 1

Initially the 131 came with 1,297 cc or 1,585 cc OHV inline-four engines, of the engine family first introduced in the Fiat 124. The first series was available with two body styles; saloon and estate Familiare. Station wagons were built by SEAT in Spain, but were labelled Fiats for all non-Spanish markets. There were two trim levels – the basic “131” and the better appointed “131 S” or “131 Special”, which could be distinguished from the base model by its quadruple circular headlamps, chrome window surrounds and different instrumentation. US market versions had an SOHC 1.8-litre four and were available with a GM three-speed automatic.

In 1976, 400 examples of the Fiat Abarth 131 Rally were built for homologation purposes. These cars were built in a cooperation between Fiat, Bertone and Abarth. Bertone took part-completed two door standard bodyshells from the production line in Mirafiori, fitted plastic mudguards front and rear, a plastic bonnet and bootlid and modified the metal structure to accept the independent rear suspension. The cars were fully painted an trimmed and then delivered back to the Fiat special Rivalta plant where they received the Abarth mechanicals.

The street version of the car used a 16-valve DOHC derivative of the standard DOHC engine, which equipped with a double Weber downdraught carburettor produced 140 PS (103 kW; 138 hp). The street cars used the standard gearbox with no synchromesh (Rally type regulations required the use of the same type of synchromesh on the competition cars as on the street versions) and the hopelessly underdimensioned brake system of the small Fiat 127. Competition cars used dry sump lubrication and eventually Kugelfischer mechanical fuel injection. In race specifications, the engine produced up to 240 PS (180 kW) in 1980, being driven to World Champiship status by Walter Röhrl.

Another special version was the nearly 5-metre long “131 Diplomatic” limousine version made in Salvatore Diomante‘s carrozzeria near Turin.

Model	Displacement	Engine type	Power
Mirafiori	1,297 cc	straight-4 ohv	65 PS (48 kW; 64 hp)
Mirafiori	1,585 cc	straight-4 ohv	75 PS (55 kW; 74 hp)
Familiare	1,297 cc	straight-4 ohv	65 PS (48 kW; 64 hp)
Familiare	1,585 cc	straight-4 ohv	75 PS (55 kW; 74 hp)
Abarth Rally	1,995 cc	straight-4 dohc	140 PS (100 kW; 140 hp)
US version	1,756 cc	straight-4 sohc	87 PS (64 kW; 86 hp)

• 

  Series 1 dashboard

• 

  Fiat 131 1st series

• 

  SEAT 131 Estate: while built in Spain, estates wore Fiat-badging elsewhere

• 

  Fiat 131 Abarth

Series 2

The 131 got a minor facelift in 1978. New DOHC, or “Twin Cam” (TC) engines arrived, and these models were badged as Supermirafiori. The biggest change exterior-wise for the Series 2 was larger rectangular shaped front lights (quad round headlights in the US), new bumpers, new bigger rear lights and new interior trim including a chunky, single-spoked steering wheel.

Also in 1978, the 2-door sporting version Racing (Mirafiori Sport in the UK) with 115 PS (85 kW) twin cam engine, was launched. This car had four round headlights (the inner headlights being smaller than the outer ones, unlike any other Mirafiori model produced), different grille, spoilers and extended wheel arches, and a short-throw 5 speed gearbox. The Racing had top speed of 180 km/h (110 mph). Diesel engined versions also had four round headlights (equally sized), and a noticeable (and characteristic) bump in the hood to accommodate the taller engine. The Familiare (estate) was renamed as Panorama.

Dashboard of Series 2

Fiat 131 2000 Racing

1979 Fiat 131 Supermirafiori 98PS

fiat-131-marengo-a-van-version-of-131

The Series 2 was marketed in the United States as the Fiat Brava from mid-year 1978 with the same 1.8-litre four as had been used in the US-market 131, but before the year was over this was replaced by the 2 litre twin cam four also seen in the Spider. Initially, a better equipped Super Brava was also available, but the base model and “Super” tag were dropped for 1979. For 1980 a more powerful fuel-injected version was added (102 hp or 76 kW) while the Estate version was dropped. For 1981 the EFI engine became standard equipment and the headlamps were changed for single rectangular units, but this was to be the last year for the Brava/131 in the US.

Mo.

In June 1981, a new sport version, the Volumetrico Abarth, was introduced to some markets, with a supercharged version of the familiar 2-litre twin-cam. This car, also known as the 2000 TC Compressore, was built in a small series (about 200 units ) and could reach 190 km/h (118 mph).

Fiat 131 Supermirafiori rear view

In 1983, the production of saloon version was discontinued, but the estate, now named 131 Maratea, remained in production with two engine choices (115 PS 2.0 TC and 72 PS 2.5 D) until 1985, when they were replaced with the Ritmo-based Regata Weekend. These last versions featured four round headlights and the by-now familiar five-bar grille.

Model	Displacement	Engine type	Power
Mirafiori	1,367 cc	straight-4 sohc	70 PS (51 kW; 69 hp)LB 0071 A
Mirafiori CL	1,585 cc	straight-4 sohc	85 PS (63 kW; 84 hp)
Supermirafiori	1,367 cc	straight-4 dohc	75 PS (55 kW; 74 hp)
Supermirafiori*	1,585 cc	straight-4 dohc	98 PS (72 kW; 97 hp)
Supermirafiori	1,995 cc	straight-4 dohc	115 PS (85 kW; 113 hp)
Volumetrico Abarth	1,995 cc	straight-4	140 PS (103 kW; 138 hp)
Panorama	1,301 cc	straight-4 ohv	65 PS (48 kW; 64 hp)
Panorama	1,585 cc	straight-4 sohc	85 PS (63 kW; 84 hp)
Mirafiori Diesel 2000	1,995 cc	straight-4	60 PS (44 kW; 59 hp)
Mirafiori/Supermirafiori Diesel 2500	2,445 cc	straight-4	72 PS (53 kW; 71 hp)

• 

  Fiat 131 Supermirafiori rear view

• 

  Fiat 131 Volumetrico Abarth

Motorsport

The 131 as a rally car

The Fiat Abarth 131 was a very successful group 4 rally car, winning the manufacturers’ World Rally Championship three times: in 1977, 1978, and in 1980. With this car Markku Alen won the 1978 FIA Cup for Drivers and Walter Röhrl won the 1980 drivers’ World Rally Championship. Between 1976 and 1981 the Fiat 131 won 20 WRC events; other notable drivers were Sandro Munari, Timo Salonen, Attilio Bettega and Michèle Mouton.

Between 1975 and 1977 the official “works” cars carried the Olio Fiat blue and yellow livery, then during 1978 and 1979 seasons they were sponsored by Italian airline Alitalia and bore their distinctive red, white and green livery.

• 

  Fiat Abarth 131 rally car with “OlioFiat” livery

• 

  Fiat Abarth 131 rally car with “Alitalia” livery

• 

  Fiat Abarth 131 rally car with “Wreath Fiat” livery

World Rally Championship event victories

Fiat Abarth 131s recorded victories in the following World Rally Championship events:

No.	Event	Season	Driver	Co-driver
1	26th 1000 Lakes Rally	1976	Markku Alén	Ilkka Kivimäki
2	10o Rallye de Portugal Vinho do Porto	1977	Markku Alén	Ilkka Kivimäki
3	8th South Pacific Rally	1977	Fulvio Bacchelli	Francesco Rossetti
4	5ème Critérium Molson du Québec	1977	Timo Salonen	Seppo Harjanne
5	19o Rallye Sanremo	1977	Jean-Claude Andruet	Christian Delferrier
6	21ème Tour de Corse	1977	Bernard Darniche	Alain Mahé
7	11º Rallye de Portugal Vinho do Porto	1978	Markku Alén	Ilkka Kivimäki
8	25th Acropolis Rally	1978	Walter Röhrl	Christian Geistdörfer
9	38 Rajd Polski	1978	Antonio Zanini	Juan Petisco
10	28th 1000 Lakes Rally	1978	Markku Alén	Ilkka Kivimäki
11	6ème Critérium Molson du Québec	1978	Walter Röhrl	Christian Geistdörfer
12	37ème Tour de France Automobile	1978	Michèle Mouton	Françoise Conconi
13	22ème Tour de Corse	1978	Bernard Darniche	Alain Mahé
14	29th 1000 Lakes Rally	1979	Markku Alén	Ilkka Kivimäki
15	48ème Rallye Automobile de Monte-Carlo	1980	Walter Röhrl	Christian Geistdörfer
16	14o Rallye de Portugal Vinho do Porto	1980	Walter Röhrl	Christian Geistdörfer
17	2o Rally Codasur	1980	Walter Röhrl	Christian Geistdörfer
18	30th 1000 Lakes Rally	1980	Markku Alén	Ilkka Kivimäki
19	22o Rallye Sanremo	1980	Walter Röhrl	Christian Geistdörfer
20	15º Rallye de Portugal Vinho do Porto	1981	Markku Alén	Ilkka Kivimäki

Other motorsports

The 131 was also used in the IMSA GT Championship under the GTO classification.

Non-Italian 131 variations

SEAT 131

Main article: SEAT 131

1980 blue SEAT 131, Salamanca, Spain

The SEAT 131 started its production in early 1975 in Barcelona with two versions initially offered: SEAT 131 L, featuring rectangular front lamps, 1,438 cc OHC engine and 4 speed gearbox and SEAT 131 E featuring four round headlamps, 1,592 cc DOHC engine and 5 speed gearbox. The range grew up in 1976 with the SEAT 131 Familiar, estate version offered with both engines. In 1977 the 131 Automatico (Automatic gearbox) was released and the following year a very short production of the SEAT 131 CLX 1800 was offered. Spain was the only place where the estate 131 was built, but in the export these were labelled Fiat 131 Familiare.

In 1978, the SEAT 131 evolves into the SEAT 131 Mirafiori/Supermirafiori (Panorama for the estate versions), with the same changes as seen on its Italian cousin. The engines remained largely the same, but a 1.8 litre Diesel Perkins 4.108 engine was available in 1979.

A further CLX special edition was launched in 1980. Available only in metallic silver or metallic bronze colours, this 131 CLX had a 1,919 cc engine, developing 114 PS (84 kW) at 5,800 rpm.

In 1981, the Diesel version was developed with a new Sofim engine. This 2,500 cc engine was much more powerful than the Perkins version (72 hp against only 49 hp) and was one of the most successful taxis in early ’80s Spain.

In 1982, the SEAT 131 changed again, gathering all the body changes seen on the Fiat 131 series 3. The 131 was now available in CL, Supermirafiori and Diplomatic versions. The Diplomatic was the top of the range, with a 1,995 cc engine and features such as power steering, power windows or air conditioning. The Panorama versions were the cars chosen by the “Cuerpo Nacional de Policia” (Spanish Police force) as patrol cars.

In 1984, the SEAT 131 range was discontinued, without a direct substitute and the Fiat Ritmo-based SEAT Málaga took its place in 1985.

Murat 131

Main article: Tofaş Şahin

Tofaş industries in Turkey also based their initial production on Fiat 131s built under Fiat license. 131-based models included the Murat 131 built in Bursa, Turkey, the Doğan, Şahin and the Kartal (the estate). These vehicles enjoyed a very long production run (1986-2002 at Turkey, 1991-2009 at Egypt, 2006-2010 at Ethiopia), and were later replaced by newer Fiat models.

Polski Fiat 131p

Final assembly of Fiat 131 took also place in Poland by Fabryka Samochodów Osobowych (FSO) in the years 1975-1981. First series cars were available only in Special trim and were called Polski Fiat 131p Mirafiori, cars of second series were known under the name Fiat 131p Mirafiori and were offered in L and CL trim levels.

Other producers

The Fiat 131 was also produced at Helwan, in Egypt, by El Nasr since at least 1982, on the basis of complete knockdown (CKD) kits. This was followed by CKD assembly of the Tofaş Murat 131 between 1991-2009. The Tofaş Murat 131 has also been assembled in Ethiopia by Holland Car between 2006-2010.

Other CKD production of the Fiat 131 has taken place in the following countries:

• Córdoba; Argentina, FIAT Córdoba.
• Bogotá, Colombia; (Compañía Colombiana Automotriz).
• San José, Costa Rica (S.A.V.A.).
• Jakarta, Indonesia (P.T. Daha Motor, Saloon and Station Wagon).
• Kuala Lumpur, Malaysia.
• Casablanca, Morocco (SOMACA).
• Lisbon, Portugal (Fiat Portuguesa SARL, Somave Sarl)
• Singapore (Sharikat Fiat Distributors).
• Bangkok, Thailand (Karnasuta General Assembly Co.).
• Caracas, Venezuela (FIAT de Venezuela C.A.).
• Livingstone, Zambia (Livingstone Motor Assemblers Ltd)

• 1976 Fiat 132 1800 ES
• 1977 Fiat 132 2000 GLS
• 1977 Fiat Fiorino (first generation)

1977 Fiat Fiorino

Fiat Fiorino
Fiat Fiorino pickup, second generation
Overview
Manufacturer	Fiat
Production	1977–present
Body and chassis
Class	Light commercial vehicle coupe utility (1977-2013)
Layout	Front-engine, front-wheel-drive
Chronology
Predecessor	Fiat 500 Commerciale

The Fiat Fiorino is a light commercial vehicle produced by the Italian manufacturer Fiat from 1977 to 2000 and from 2007 to present. Its first two generations have been the van derivatives of other small models, such as the Fiat 127 and Fiat Uno, while the current third generation was developed jointly with PSA Peugeot Citroën and is based on the Fiat Small platform.

The current generation, the Sevel LAV, is also built with a passenger body style, as the Fiat Qubo, and is marketed along its rebadged versions, the Citroën Nemo and the Peugeot Bipper. It is situated below the Fiat Doblò, the Citroën Berlingo and the Peugeot Partner, in each manufacturer’s model line-up.

The name comes from an old Italian coin, normally translated into English as the Florin.

First generation (1977–1988)

First generation
Overview
Also called	Fiat 147 Pick-Up City (Brazil) Emelba 127 Poker SEAT Fiorino
Production	1977–1988
Assembly	Betim, Brazil (Fiat Automóveis) Córdoba, Argentina (Sevel) Barcelona, Spain
Body and chassis
Layout	Front-engine, front-wheel-drive
Related	Fiat 127 Fiat 147

Fiat Fiorino rear

The first version of the Fiorino is based on the Series 2 Fiat 127 with the back being a van box, i.e. a 1.3 metres (4 ft 3 in) tall “high-cube” design, an arrangement subsequently emulated by several European auto-makers. It was launched in early November 1977, and received a facelift in 1980. The Fiorino used the same engines as Fiat 127. The first generation of Fiorino was assembled in Minas Gerais plant, Brazil and in Córdoba, Argentina. The coupe utility version was called Fiat 147 Pick-up City in Brazil.

Spanish version

In Spain the Fiorino was produced by SEAT and Fiat in a joint venture and called the Emelba 127 Poker and was available as a panel van or pick-up. The 127 Poker was later renamed the SEAT Fiorino, which ended production in 1986 and was replaced by the SEAT Terra, which shares the same engine as the SEAT 127. The Spanish Fiorino was built in Barcelona factorySEAT Fiorino pick-up

• 

  Fiat Fiorino pick-up rear

Engines

Model	Engine	Displacement	Power	Torque	Note
0.9 8V petrol	I4	903 cc	45 PS (33 kW; 44 hp)	64 N·m (47 lb·ft)
1.05 8V petrol	I4	1049 cc	50 PS (37 kW; 49 hp)	77 N·m (57 lb·ft)
1.3 8V diesel	I4	1301 cc	45 PS (33 kW; 44 hp)	103 N·m (76 lb·ft)

Second generation (1988–2013)

Second generation
Overview
Production	1988–2013
Assembly	Betim, Brazil (Fiat Automóveis) Córdoba, Argentina (Sevel)
Body and chassis
Layout	Front-engine, front-wheel-drive
Related	Fiat Uno Fiat Mille

2008 Fiat Fiorino Brazilian version

In 1988 a more modern version was published, it was based upon the Brazilian Fiat Uno. Second generation Fiorino was made also as Panorama and pick-up body styles. The Fiorino for the European market was sold in over 250.000 until 2000. In Europe, it was a great success, especially as a panel van version.

The United Kingdom‘s last year of Fiorino importation was 2001, a year after production ceased in Europe.

In 1992 a facelifted Fiorino debuted, with a new style inspired by the Fiat Tipo, and it received re-engineered platform, new interior and more ecological engine. The last facelift for the European market was introduced in 1997.

In 1994 a new version based on the Fiat Mille (an economy version of the old European Uno) platform deputed in South America. This version assembled in Minas Gerais plant is still on sale in Brazil, Paraguay, Argentina and Chile. The Fiorino 2nd generation was also assembled in Argentina earlier. Over 1.000.000 Fiorinos has been sold in the South America. In 2004 a new facelift version made debut with Fiat Doblò front-style. In 2009 Fiat introduced a new version with new red Fiat logo in the front of the car.

The Fiat Fiorino was constructed in the factory of Córdoba, Argentina until 2000.

Production of the second generation of Fiorino was dropped in December 2013, when the new generation was unveiled based on the same platform of the new Brazilian Fiat Uno (also called “Novo Uno”). The Fiorino was the leader of the segment for 23 consecutive years.

Engines

The engines are the Fiat 1.7L 8V diesel naturally aspirated or turbocharged, the 1.2L and the 1.4L 8V Fire petrol and for the South America the Flex engine 1.0L and 1.5L 8V. In Brazil, both 1242 cc engines are currently available as flexible fuel technology, working on both gasoline and ethanol.

• 1.0L gas
• 1.2L Fire
• 1.4L petrol
• 1.5L gas (ver. spi and mpi)
• 1.7L diesel and turbodiesel

Third generation (2007–present)

Third generation
Fiat Fiorino, one of the three versions of the Sevel LAV
Overview
Manufacturer	Sevel
Also called	Fiat Qubo Citroën Nemo Peugeot Bipper
Production	2007–present
Assembly	Turkey: Bursa (Tofaş)
Body and chassis
Class	Leisure activity vehicle
Layout	Front-engine, front-wheel-drive
Platform	GM Fiat Small platform
Related	Fiat Grande Punto Fiat Linea Opel Corsa D
Powertrain
Engine	1.4 L I4 (petrol) 1.4 L I4 (petrol/CNG) 1.3 L I4 (diesel) 1.4 L I4 (diesel)
Transmission	5-speed manual 6-speed manual 5-speed semi-automatic 6-speed semi-automatic
Dimensions
Wheelbase	Fiat: 2,513 mm (98.9 in) Citroën/Peugeot: 2,510 mm (99 in)
Length	Fiat: 3,864–3,964 mm (152.1–156.1 in) Citroën/Peugeot: 3,860 mm (152 in)
Width	Fiat: 1,716 mm (67.6 in) Citroën/Peugeot: 1,710 m (67,000 in)
Height	Fiat: 1,721 mm (67.8 in) Citroën/Peugeot: 1.720 m (67.7 in)
Kerb weight	1,165 kg (2,568 lb)

The third generation Fiat Fiorino leisure activity vehicle was unveiled in mid-2007 and went on sale in early-2008. The Fiorino shares architecture and body work with the Citroën Nemo and Peugeot Bipper under the Sevel joint venture between Fiat and PSA Peugeot Citroën. Built by Tofaş in Bursa, Turkey they are produced in both panel van and passenger body styles and are situated below the larger LAVs Fiat Doblò, Citroën Berlingo and Peugeot Partner, in their manufacturers’ line-ups. Fiat also retails its passenger model as the Fiat Qubo, with the Fiorino name designating the commercial panel van models.

The Fiorino and its siblings are based on the Fiat Grande Punto platform, with a wheelbase of 2,513 millimetres (98.9 in). This project can be seen as a breakthrough in Tofaş history as it carried most of the development work in addition to responsibility for its assembly.

Fiat Qubo

Fiat launched their passenger-carrying equivalent at the Geneva Motor Show in March 2008. It is branded as the Fiat Qubo.

A derivative of the Fiorino (a small MPV), a passenger version of Fiorino was unveiled in June 2008. This version is suitable for up to five people and can be equipped with different engines, including a 1.3 Multijet diesel (75 PS) or 1.4 litre petrol engine with 73 PS (54 kW; 72 hp). The choice of gearboxes is either a five speed manual or a six speed automatic. In some countries (such as Turkey), this car is simply sold as the “Fiorino”.

The Fiat Fiorino Cargo Electric is produced by Micro-Vett.

Citroën Nemo

Citroën Nemo

The Citroën Nemo is a badge engineered van launched in January 2008 by Citroën. The vehicle is the result of a partnership between Fiat, PSA Peugeot Citroën and Tofaş. The other platform derivatives are the Peugeot Bipper and the Fiat Fiorino.

The Citroën Nemo Multispace is a small MPV also introduced in 2008 and based on the same platform.

In April 2010, during a routine evasive manoeuvre test, conducted in Germany, the vehicle rolled over. The shape of the vehicle; as a high-bodied, short wheelbase van caused the roll. The addition of Electronic stability control (ESC) would likely have prevented this but was not available as standard or as an option on the Nemo.

Peugeot Bipper

Peugeot Bipper

The Peugeot Bipper is a small delivery van sold by French automaker Peugeot since May 2008. It shares its body, platform and most components with the same generations of the Citroën Nemo and Fiat Fiorino.

The Citroën Nemo, Fiat Fiorino III and Peugeot Bipper were developed jointly with Tofaş following a cooperation agreement signed on 31 March 2005. The vans are manufactured on behalf of all the partners in Bursa by Tofaş.

The claim is advanced that the Bipper a “mini-cargovan” designed for big and small cities, cheaper and a little smaller than the Peugeot Partner. It is asserted that the little van is easy to park, handy for deliveries, and faster than competitor vehicles.

The Peugeot Bipper Tepee is a small MPV also introduced in 2008 and based on the same platform.

Engines

Name	Fuel	Engine type	Volume	Output	Engine code	Emission standard	CO2 emissions (g/km)	Notes
1.4 8V	Petrol	4 Cyl Inline 8v OHC	1,360 cc (83 cu in)	73 PS (54 kW; 72 hp)	PSA TU3	Euro 4	152
1.4 8V	bi-fuel Petrol–CNG	4 Cyl Inline 8v	1,368 cc (83.5 cu in)	69 PS (51 kW; 68 hp)	Fiat Fire Natural Power	Euro 5	114	Only for Fiat Qubo
1.3 16V	Diesel	4 Cyl Inline 16v DOHC	1,248 cc (76.2 cu in)	75 PS (55 kW; 74 hp)	Fiat Multijet	Euro 4		Only for Fiat Fiorino and Qubo
1.3 16V	Diesel	4 Cyl Inline 16v DOHC	1,248 cc (76.2 cu in)	76 PS (56 kW; 75 hp)	Fiat Multijet	Euro 5	113
1.3 16V	Diesel	4 Cyl Inline 16v DOHC	1,248 cc (76.2 cu in)	96 PS (71 kW; 95 hp)	Fiat Multijet	Euro 5
1.4 8V	Diesel	4 Cyl Inline 8v OHC	1,398 cc (85.3 cu in)	70 PS (51 kW; 69 hp)	PSA DV4 HDi	Euro 4	119	Only for Citroën Nemo & Peugeot Bipper (2007-2010)

Sales and production figures

Year	Production			Sales			Notes
	Nemo	Qubo	Bipper	Nemo	Qubo	Bipper
2009	TBA	TBA	32,300	TBA	TBA	34,300
2010	TBA	TBA	42,900	TBA	TBA	44,500
2011	33,406	TBA	34,760	34,304	TBA	34,354	Total Nemo production reaches 154,959 units. Total Bipper production reaches 142,671 units.
2012	27,500	TBA	24,200	28,500	TBA	26,000	Total Nemo production reaches 182,400 units. Total Bipper production reaches 166,900 units.

Third generation (Brazil) (2013–present)

In 2013 a new version of the Fiat Fiorino van, different from the European version, was introduced in Brazil. This is based on the Brazilian New Uno car.

• 1976 Fiat 370.12.26 coach
• 1978 Fiat 128
• 1978 Fiat Ritmo

1978 Fiat Ritmo

Fiat Ritmo
Overview
Manufacturer	Fiat
Also called	Fiat Strada SEAT Ritmo
Production	1978–1988
Assembly	Cassino, Italy Barcelona, Spain Cairo, Egypt (Nasr)(AAV)
Designer	Sergio Sartorelli at Centro Stile Fiat Bertone (Cabrio)
Body and chassis
Class	Small family car
Body style	3-door hatchback 5-door hatchback 2-door cabriolet
Layout	FF layout
Related	Fiat Regata SEAT Ronda SEAT Malaga SEAT Ibiza
Powertrain
Engine	1,049 cc Brazil I4 1,116 cc I4 1,301 cc I4 1,498 cc I4 1,585 cc 138 AR.000 twin cam I4 1,995 cc twin cam I4 1,714 cc diesel I4 1,929 cc turbodiesel I4
Transmission	4/5-speed manual 3-speed automatic (VW)
Dimensions
Wheelbase	2,448 mm (96.4 in) MkI 2,444 mm (96.2 in) MkII 2,432 mm (95.7 in) (125 & 130TC)
Length	3,937 mm (155.0 in)
Width	1,650 mm (65 in) 1,663 mm (65.5 in) (Sport/Abarth)
Height	1,400 mm (55 in)
Curb weight	850-995 kg (1873-2193 lb)
Chronology
Predecessor	Fiat 128
Successor	Fiat Tipo

The Fiat Ritmo is an automobile from Italian manufacturer Fiat, launched in 1978. Designed by Sergio Sartorelli‘s Future Studies department at Centro Stile Fiat, it was seen by some as the most distinctive looking small family car in Europe on its launch at the 1978 Turin Motorshow. It was badged in Great Britain and North America as the Fiat Strada. In 1979 SEAT Ritmo production started in Spain and was replaced by a facelifted version in 1982, the SEAT Ronda. During the Ritmo’s production, which ran from 1978 to 1988, a total of 1,790,000 units were made.

History

Underneath, the Ritmo reused most of the front-wheel drive running gear from its predecessor, the 128, which continued production in some regions until 2003. The 1.1 L (60 PS or 44 kW or 59 bhp), 1.3 L (65 PS or 48 kW or 64 bhp) and 1.5 L (75 PS or 55 kW or 74 bhp) petrol engines were reasonably refined and economical, but particularly the smaller ones were somewhat underpowered for the size of the car. Despite this, in 1979 the still smaller 1.05 liter four built by Fiat of Brazil was added to the lineup for certain markets, with the same power and torque figures as those of the 128-derived 1.1 engine. At the 1980 Geneva Motor Show the Ritmo diesel was introduced with a 1,714 cc engine (55 PS or 40 kW or 54 bhp). To accommodate this considerably heavier engine, the steering rack was slowed down (from 3.5 to 4 turns) and the suspension adjusted. Nonetheless, a 65.5% forward weight distribution was hard to mask and both handling and braking suffered when compared to petrol-powered Ritmos.

In 1981 the Ritmo Super (Fiat Superstrada in UK) was introduced with a variety of small changes and, most significantly, revised engines with 75 PS (55 kW; 74 bhp) (1300) and 85 PS (63 kW; 84 bhp) (1500). This extra power was gained through slight alterations to the camshaft profile, a twin carburettor, and a twin exhaust. Other differences included lower profile tyres (Pirelli P8) and a five-speed, closer ratio gearbox. The steering was also somewhat faster.

In May 1981 the first sport Ritmo, the 105TC, was launched. This used a 1,585 cc Fiat DOHC engine derived from that used in the 131 and 132 models, and produced 105 PS (77 kW; 104 bhp). It had the same 14-inch (360 mm) wheels as the Ritmo Super, but with black centre hubcaps. UK and Irish models had black and silver Cromodora alloy wheels (5.5 x 14) as standard. The 105TC was distinguishable from other Ritmo models by its front fog lights integrated into the front bumper, integrated front spoiler combined with wheel arch trims, black lower door paint, black mesh air intake, and lower hatchback rear spoiler.

Abarth

A few months later, at Frankfurt, the Ritmo Abarth 125TC was introduced in Europe; it was never officially sold in the UK, as the position of the exhaust downpipe would have clashed with the right hand-drive steering gear. The 125TC was a modified and revised 105TC with a 1,995 cc DOHC four with 125 PS (92 kW; 123 bhp), ventilated front discs, a new ZF gearbox, revised suspension settings and strengthened components. Outwardly, the 125TC differed only slightly from the 105TC – it gained the chunky four-spoke 14 in alloys later seen on the Bertone Cabrio models, featured a joint “Fiat Abarth” badge on the rear hatch, and the side badges featured an Abarth Scorpion. The 125TC version had top speed of 190 km/h (120 mph) and it could accelerate from 0 to 100 km/h (62 mph) in 8.7 seconds. Significantly the Abarth models were the last true Abarth cars to be assembled on a separate Abarth production line following the Fiat buyout in 1971.

Fiat Strada (Ritmo) of the first generation, rear view

Technologically, the biggest innovation of the Ritmo was not the car itself, which took the underpinnings of the 128, but the way in which it was manufactured. Fiat, already an industry pioneer in automated assembly, took the ambitious step and made the Ritmo the first car to be almost completely built by robots, earning the car the advertising tagline “Handbuilt by robots”.

Press leaks ahead of launch indicated that the car would be named Fiat 138, highlighting its role as a successor to the successful Fiat 128, but by the time of its announcement Fiat had resolved to follow the precedent set by the Fiat Mirafiori of giving the car a public name, Ritmo, rather than a mere three digit number. “138” remained the internal code for the Ritmo though. The Italian word “ritmo” is usually translated into English as “rhythm”. “Strada”, the name applied in certain anglophone markets, is the Italian word for road.

1982 facelift

Fiat Ritmo 3-door 2nd (1982) series.

Fiat Ritmo 2-door 2nd (1982) series cabriolet with open top.

An October 1982 facelift saw the Ritmo’s styling become more restrained with more conventional re-designed front and rear ends. Base models sold on the continent featured the by-now familiar corporate five-bar grille with single round headlamps set in a conventional grille, whilst all other models featured twin round headlamps (in the UK, all models of this generation featured twin headlamps). The rear gained conventional light clusters either side of the rear numberplate. The 1.05 litre “Brazil” engine was no longer available.

The 105TC was relaunched with revised interior trim, a dashboard mirroring that of the earlier Ritmo Super, and an upper hatchback spoiler in place of the lower one. In the UK, 7-spoke alloy wheels replaced the earlier Speedline ones. The advertising name was revised to Strada II in the UK, although the car remained badged as a Strada. The US version was unchanged but was finally discontinued at the end of the 1982 model year, leaving only sports cars in the US Fiat lineup (the X1/9 and the 124 Spider).

Most significantly, a hot hatch version — the Abarth 130TC — was added. This model was based on the 125TC with a 1,995 cc engine, but with performance increased to 130 PS (96 kW; 128 bhp) by replacing the single Weber carb used in the 125TC with twin Solex/Weber carbs on a side-draught manifold, and improved cam profiles. The 130TC was capable of 195 km/h (121 mph) and accelerated from 0 to100 km/h (62 mph) in 7.8 seconds. It was a raw hot hatch fitted with Recaro bucket seats as standard in the UK (optional in Europe), and significantly it was the only 1980s hot hatch to continue utilise carburettors instead of fuel injection coming with either twin Solex ADDHE or Weber DCOE40 carburetors. Ignition timing was controlled electronically. Although appearing outwardly similar to the restyled 105TC with its lower door & wheelarch trims, the 130TC could be distinguished by its polished four-spoke alloy wheels (continued from the earlier 125TC), aerodynamic perspex front door wind deflectors, and lower hatchback spoiler. The raw powerful twin-cam mated to a close ratio ZF gearbox made it a handful to drive, with the performance to outpace many of its contemporary rivals such as the Volkswagen Golf GTi, Ford Escort XR3i, Vauxhall Astra GTE and the MG Maestro.

There was a minor change in the spring of 1984, mainly consisting of a shuffling of the roster. Aside from the three-door, four-speed “L” versions (“60” and “Diesel”), all non-sporting Ritmos now had five-speed gearboxes and five-door bodywork. The upper-class 85 Super version was dropped in Italy, where smaller-engined versions ruled the marketplace. The 1.1 litre 60 CL and 60 Super models were new to the lineup.

1985 facelift

Fiat Strada 130 TC Abarth (1985) Series 2.

Fiat Ritmo 3rd (1985) series.

1985 saw a minor facelift to the Ritmo range, featuring new rectangular door handles to the five-door versions only (the three-door versions retained the circular door handles). In truth, these were simply Regata parts. Other changes included restyled front & rear bumpers, and lower plastic panels on the doors (again, taken from the Regata). The rear bumper now housed the number plate at low level, whilst the space between the rear lights was filled with a plastic panel. The 1,714 cc diesel engine was replaced with a 1,697 cc unit from the Uno 60D, developing 60 PS (44 kW; 59 bhp). The 105TC three-door model was replaced with the five-door 100S (also fitted with a 1,585 cc DOHC engine). The 130TC Abarth benefitted from the same external changes as the other models, in addition to new wheels and interior trim. In 1986, a new diesel version was launched with a 1,929 cc intercooled turbodiesel (80 PS (59 kW; 79 bhp)), and was badged as the Ritmo Turbo DS (as a five-door only). While marketed across continental Europe, the 100S and the Turbo DS were not sold in the UK or Ireland, nor were any of the fuel injected models.

The year 1988 saw the last Ritmo roll off the production line and the more conventional Tipo take its place as Fiats C-Segment Car. Also 75 i.e. and 90 i.e. with catalytic converters were made to some markets, these had slightly lower power output.

Other models or variants

A saloon version, the Regata, was also launched in 1983, with limited success outside Italy. Mechanically similar to the Ritmo, it was offered in 1.3, 1.5 and 1.6 (all petrol) and 1.7, 1.9 and 1.9 Turbo diesel models. An estate version, the Regata Weekend, was launched in 1984, and featured a folding rear bumper section to create a level loading bay. The Regata received a minor facelift in 1986 (bumpers, doors, interior) as well as fuel injection being available with some engines, most notably on the 1,585 cc “100S i.e.”.

The Ritmo Cabriolet was launched in 1981 styled and assembled by the Italian design house Bertone. This model was facelifted at the same time as the Ritmo hatchback models; however, instead of the 1982-on 5-bar grille, the Bertone Cabriolet models featured the simple Bertone roundel. It looked striking Template:Peackock term and was cheaper than a Golf Cabriolet but not up to Volkswagen standards in terms of quality or ability, despite Volkswagen having entrusted assembly of the Golf Cabriolet to Karmann, and Fiat the Ritmo to Bertone.

The Bertone Cabriolet was sold in various European markets in petrol-engined form only (75S/85S/100S, some with fuel injection) until 1988. There were various special editions, including the Chrono and Bianco (all white) models.

Alternate names

Fiat Strada

A 1982-83 Fiat Strada.

The Ritmo was sold on the British market as the Strada from the autumn of 1978 until it was replaced by the Tipo in June 1988.

In North America, the Fiat Strada was introduced for the 1979 model year to replace the 128. It used the same 1.5 SOHC engine as the X1/9, generating 69 hp (51 kW), and featured a standard 5-speed manual gearbox. In spite of a roomy interior, the Strada failed to convince enough buyers to forget reliability issues from previous models and was withdrawn from North America in 1982.

SEAT Ritmo

Spanish car maker SEAT began their history as a Fiat licensee, making rebadged clones of Fiat cars, until the agreement was dropped in 1982. From 1979 to 1982 a Spanish version of the Ritmo, the SEAT Ritmo, was produced in Spain near Barcelona. The original SEAT Ritmo was equipped with license-built pushrod engines from the old Fiat 124. When the licence expired, SEAT changed the least possible number of pieces in their model range so that Fiat could not sue them on the basis of patent infringement, and the SEAT Ritmo yielded to the facelifted “System Porsche”-engined SEAT Ronda, which remained in production until 1986. Before the Volkswagen Group takeover, SEAT showed to the press a black Ronda unit with all the in-house developed parts painted in bright yellow in order to expunge any doubts about their right to continue assembling the car, and also about the future of the firm SEAT and their factories.

The reason for the name change in the United States, is rumoured that “Ritmo“, was a brand of sanitary wipes.

Later, a four-door saloon version of the Ritmo was developed on the same underpinnings, called the Málaga. SEAT’s subsequent takeover by Volkswagen saw the Fiat derived models being quickly killed off, the Ronda almost immediately and followed by the Málaga a short while later.

The Fiat Ritmo underpinnings continued in the first generation SEAT Ibiza sold between 1985 and 1993 before being replaced with a Polo based model after the Volkswagen buy-out.

Revival of the Ritmo name

The Ritmo name has subsequently been revived by the Australian Fiat Importer, Ateco Automotive, by badging the New Fiat Bravo as Fiat Ritmo upon its launch in October 2007. Japanese car maker Mazda, already uses the name Bravo for the B Series pickup truck in the region, hence preventing Fiat from also using the name in Australia. Pre-launch indication were that the Ritmo name was to appear on New Zealand bound cars, but this never eventuated and they use Bravo.

• 1978 Fiat Mirafiori Sport
• 1979 Fiat 124 Spider 2000
• 1979 Fiat 132 Diesel
• 1979 Fiat Campagnola

1979 Fiat Campagnola

Fiat Campagnola
Overview
Manufacturer	Fiat
Also called	Zastava AR51/AR55
Production	1951-1973
Dimensions
Wheelbase	225 cm (88.6 in)
Length	360 cm (141.7 in) 403 cm (158.7 in)
Width	148 cm (58.3 in)
Height	195 cm (76.8 in)
Curb weight	1,250 kg (2,760 lb) -1,350 kg (2,980 lb)

The Fiat Campagnola is a heavy-duty off-road vehicle produced by Fiat. Production started in 1951 and it was upgraded in 1974.

Since 1975 it has been delivered to every Italian armed service in many versions with standard or long wheelbase and canvas or hard top.

Fiat 1101 “Campagnola” (1951-73)

Engines

Model	Engine	Displacement	Power	Fuelsystem
1101	inline-four ohv	1,901 cc	53-63 hp	single carburetor
1102	inline-four ohv	1,901 cc	40-47 hp	diesel
1102C	inline-four ohv	1,895 cc	47 hp	diesel

Fiat 1107 “Nuova Campagnola” (1974-87)

Fiat Nuova Campagnola
Fiat Campagnola as Popemobile in which Pope John Paul II was victim of the assassination attempt. This vehicle is now in the “Carriage museum” of the Vatican City.
Overview
Manufacturer	Fiat
Also called	Renault TRM500
Production	1974-1987
Dimensions
Wheelbase	230 cm (90.6 in)
Length	378 cm (148.8 in) 403 cm (158.7 in)
Width	158 cm (62.2 in)
Height	195 cm (76.8 in)
Curb weight	1,750 kg (3,860 lb)

The Campagnola was redesigned for launch in June 1974 and in this form produced until 1987.

The new vehicle used the petrol engine of the Fiat 132, but with a longer stroke which increased the capacity to 1,995 cc. – the same enlarged engine turned up in the Fiat 132 itself two years later, albeit with twin overhead camshafts. There was a light alloy cylinder head: instead of the twin overhead camshafts of the 132, the engine in the Campagnola had a single side-mounted camshaft driven by a toothed belt, the valve movement being driven by pushrods and rockers. The large square engine compartment gave easy access to the engine bay which was designed to permit “wading” up to 70 cm deep.

The 57 litre fuel tank was positioned well out of range from rocks and flying stones, being under the twin passenger seat beside the driver.

MacPherson struts suspended all four wheels, with two struts for each of the rear wheels and a single strut for each of the front wheels. All six struts used were of identical specification and thereby interchangeable. Road testers from the UK commended the smoothness of the ride over rough ground which evidently compared very favourably with that offered by the Land Rover of the time.

A military version was introduced in 1976 (AR76) and 1979 after new updated it was called AR76.

Engines

Model	Engine	Displacement	Power	Fuelsystem
1107	inline-four ohv	1,995 cc	80 hp	single carburetor
1107 D	inline-four SOHC	1,995 cc	60 hp	diesel
1107 D	inline-four SOHC	2,445 cc	72 hp	diesel

Others

The “Campagnola” of the Distaccamento Aeroportuale di Ronchi dei Legionari is in the standard wheelbase hard top version. The vehicle is 3.775 metres (148.6 in) long, 1.580 metres (62.2 in) wide and 1.945 metres (76.6 in) high. The wheeltrack is 1.365 metres (53.7 in) and the wheelbase is 2.300 metres (90.6 in). The minimum ground clearance is 0.27 metres (10.6 in).

The powerplant is a Fiat 4-cyl gasoline engine developing 59 kW (79 hp) at 4600 rpm through a 4X4 transmission. The suspension system is independent on all four wheels.

Basic performance data include a 120 km/h (75 mph) maximum speed, a 56° gradeability (150%) and a maximum fording depth of 0.700 metres (27.6 in).

The “Campagnola” is used as an Incident Command post during the first phases of the emergency. It carries loudspeakers and other command and control equipment. Some light rescue equipment is carried in the back, including a rescue saw, an oxygen cutting torch and other ancillary equipment.

Renault derivative

In 1976 the French army was about to replaced its Jeeps and several prototype series were made: Peugeot proposed the P4, an adaptation of the Mercedes G-Wagen, powered by the gasoline engine of Peugeot 504. Citroën offered its own version of the Volkswagen Iltis, using the CX Athena engine and renamed as C44. The Renault Campagnola TRM500 was derivative of Fiat Campagnola and used engine of Renault R20. Finally the Peugeot P4 was chosen as new army jeep.

Zastava

The Campagnola was also license-built by Zastava Trucks, in Yugoslavia.

See also

• Alfa Romeo Matta

Alfa Romeo AR51 Matta (1951-1953)

Alfa romeo geländewagen

• Iveco Massif

IVECO Massif or Campagniola

• 1979 Fiat Campagnola Lunga
• 1979 Fiat Mirafiori 1300 CL
• 1979 Fiat Supermirafiori

This was FIAT part IV

In FIAT Part V the years 

1980-1989

FIAT History Part II + III

HISTORY FIAT

Part II

1930-1939

1931 Fiat 522

Fiat 522
Overview
Manufacturer	Fiat
Production	1931-1933
Body and chassis
Body style	2/4-door sedan 2-door coupé 2/4-door cabriolet 4-door torpedo
Layout	FR layout
Powertrain
Engine	straight-6 2516 cc 52 hp (39 kW)
Transmission	4-speed manual
Dimensions
Wheelbase	278 cm (109.4 in) (522 C) 280 cm (110.2 in) (522 S) 307 cm (120.9 in) (522 L)
Curb weight	1,300 kg (2,900 lb)-1,400 kg (3,100 lb)
Chronology
Predecessor	Fiat 521
Successor	Fiat 527

The Fiat 522 is a passenger car produced by Fiat between 1931 and 1933. The 522 was offered in three different body styles : 522C (SWB), 522L (LWB) and 522S (Sport).

The engine was an 2,516 cc in-line six-cylinder with a claimed output of 52 bhp (39 kW) or 65 bhp (48 kW) for the Sport version. The car also featured a four-speed all-syncromesh transmission, which set this Fiat ahead of its time.

The 522 was the first model to feature Fiat’s subsequently familiar rectangular logo: the badge used here employed gold lettering on a red background.

Almost 6,000 examples of the 522 were produced. A Fiat 522 CSS was also offered: in this version, the car had a higher compression ratio and twin carburetors.

• 

  Fiat 522 L Torpedo 1931

  

  Fiat 522 C Sedan 1931

  1931 Fiat 524

  Fiat 524
  Fiat Tipo 524 C Berlina
  Overview
  Manufacturer	Fiat
  Production	1931-1934
  Body and chassis
  Body style	4-door cabriolet 4-door limousine 4-door saloon
  Layout	FR layout
  Powertrain
  Engine	straight-6, 2516 cc, 52 hp
  Transmission	4-speed manual
  Dimensions
  Wheelbase	307 cm (120.9 in) (524 C) 323 cm (127.2 in) (522 L)
  Curb weight	1,400 kg (3,100 lb)-1,600 kg (3,500 lb)
  Chronology
  Predecessor	Fiat 525
  Successor	Fiat 527

  Fiat 524 is a model of car produced by Italian automotive manufacturer Fiat between 1931-1934. The 524 was bigger and more luxurious version of Fiat 522 model. 10135 cars were produced in total.

  A Polish version was also built in Warsawa plant badged Fiat-Polski 524.

  Model types

  • Cabriolet, 4 doors, 4 seats
  • Limousine, 4 doors, 4 seats
  • Saloon, 4 doors, 4 seats

  • 

    Fiat 524 C Series1 Sedan 1931

  • 

    Fiat 524 L Series2 Sedan 1933

    1932 Fiat 508

    Fiat 508
    Fiat 508B Rocnik 1934
    Overview
    Manufacturer	Fiat
    Also called	Fiat 508 Balilla
    Production	1932–1937
    Assembly	Lingotto, Italy Warsaw, Poland Neckarsulm, Germany Suresnes, France (French assembly subsequently transferred to Nanterre, France)
    Body and chassis
    Body style	Sedan Coupe Spider Torpedo
    Layout	FR layout
    Powertrain
    Engine	straight-4 995 cc
    Transmission	3-speed manual
    Dimensions
    Length	3,140 mm (123.6 in)
    Width	1,400 mm (55.1 in)
    Height	1,530 mm (60.2 in)
    Curb weight	685 kg (1,510 lb)
    Chronology
    Predecessor	Fiat 509
    Successor	Fiat 1100 Balilla (508C)

    The 508 Balilla was a car introduced by Fiat in 1932. It effectively replaced the Fiat 509, although production of the earlier model had ceased back in 1929. It had a three-speed transmission (increased to four in 1934), seated four, and had a top speed of about 50 mph (80 km/h). It sold for 10,800 lire (or 8,300 2005 euro). About 113,000 were produced.

    The car was also assembled by Walter Motors a.s. in Czechoslovakia, in the Centralne Warsztaty Samochodowe factory in Poland, by NSU-Fiat in Germany and by “SAFAF” (rebranded in 1934 as “Simca-Fiat”) in France.

    Background

    The car was developed by some of the leading Italian automotive engineers of the day, including Nebbia, Fessia, Giacosa and Tranquillo Zerbi. The goal was to incorporate some of the qualities of a high class automobile into a modestly priced vehicle. The car had its unveiling on 12 April 1932 at a motor show being held on the Fiera Milano trade fair site.

    The “Balilla” soubriquet

    Many believe that the “Balilla” name was connected with Italian Fascism, but the provenance of the name was actually far older than the Italian Fascist movement. “Balilla” was the dialect-nickname of a Genovese boy called Giovanni Battista Perasso, who back in 1746 threw a stone – according to one report several stones – at an Austrian officer in protest over the Austrian military occupation. The action triggered a Genoese revolt against the Austrians and for this Balilla was celebrated as a local hero in Northern Italy through the intervening two centuries. The story of “Balilla” is nevertheless one of many popular heroic tales from history to have gained in prominence in the early decades of the twentieth century, given the heightened nationalism characteristic of the period. Fiat themselves had earlier used the name on the Fiat A1 aeroplane: it had also been used by a Milan based firm as the name for a tractor, and by Royal Italian Navy for a class of submarine.

    Fiats 508A (1932 – 1934) and 508B (1934 – 1937)

    The first 508 came with a front mounted four cylinder petrol/gasline side-valve engine of 995cc. Maximum power was listed as 20 hp (15 kW) at 3500 rpm, providing for a top speed of approximately 80 km/h (50 mph). Power passed to the rear wheels through a 3-speed manual gear box without the assistance of synchromesh on any of the ratios. Stopping power was provided by drum brakes on all four wheels.

    At the end of 1933 power was increased to 24 hp (18 kW) at 3500 rpm, and the maximum speed went up to 85 km/h (53 mph). Transmission was upgraded to a four speed gear box. For 1934 the car now came with a slightly more aerodynamic looking “berlina” (saloon/sedan) body, available with either two or four doors. This version was identified as the Fiat 508B, and the original 1932 model was now, retrospectively, became the Fiat 508A.

    Engines

    The Fiat 508 was fitted with a 995 cc side valve engine.

    Model	Years	Engine	Displacement	Power	Fuel system
    508	1932–37	straight-4 side valve	995 cc	20-24 hp	single carburetor
    508 S	1933–37	straight-4 side valve	995 cc	30-36 hp	single carburetor

    Body versions

    Berlina

    The first 508A, introduced in 1932, was a 2-door “Berlina” (saloon/sedan) with four seats and a three speed “crash” gearbox. The front seats could be slid forwards and the backrests tilted in order to facilitate access to the back seat in what was a relatively small car. Unusually, the windows in the doors could be wound down by turning a crank handle fitted to the door, while the windscreen was hinged at the top and could be opened, while two windscreen wipers were powered by their own electric motor, positioned inside just above the windscreen. The interior used rubber mats while the seats were cloth covered. Accessories offered included a dash-mounted rear-view mirror, an interior light mounted on the centre of the roof and an externally mounted luggage platform at the back which, when specified, came with the spare wheel repositioned to a mounting point on the side of the car between the left-side door and the front wing. A “Lusso” (“de Luxe”) version also featured a better type of cloth covering for the seats as well as extra bright work around the lights, front grille, wheels and door handles.

    With the 508B, introduced early in 1934, the body was described as “more aerodynamic” although from the perspective of later developments in car styling, the 508B still followed the rather boxy lines associated with cheap cars from the early 1930s. The gear box was upgraded, now offering four forward speeds, and while the a 2-door “Berlina” remained on offer for a few more months, a 4-door “Berlina” was now added. In June of the same year the 2-door “Berlina” was delisted for Italy and there was a further face-lift for the 4-door bodied car, which now received a modified front grille and a windscreen, previously vertical, that was slightly raked, hinting at the more wholesale styling changes that would accompany the appearance in 1937 of the 508C version of the car. Standard and “Lusso” versions of the 4-door “Berlina” were both offered.

    Spider

    The 508 “Spider” was a small 2-door two seater cabriolet bodied car. The driver and passenger sat side by side, but the driver’s seat was fixed a few centimetres further back than the passenger seat. On the Spider the seat coverings were made from leather. The car was available in both standard and “Lusso” (“de Luxe”) versions. The windscreen could be folded down and the removable fabric hood could be stored in a suitably shaped storage bag provided for the purpose. The early “Spider” came with the same three-speed “no-synchromesh” gear-box as the “Berlina”. However, it benefited mechanically from the 1934 upgrade, switching to a four-speed transmission. In the case of the “Spider”, however, the 1934 upgrade was not accompanied by any change to the body shape.

    Torpedo

    A “Torpedo” bodied 508 was added to the range in 1933, with four seats and four doors, and in 1933 still with the 3-speed “crash” gear-box. It was offered only with the “Lusso” (“de Luxe”) trimmings. As on the “Spider”, seat covers and interior trimmings used coloured leather. The windscreen pillars and door hinges were chrome plated, and the removable fabric hood could be stored in a suitably shaped storage bag provided for the purpose. The upgrade to a four speed transmission in 1934 was not accompanied by any aesthetic changes to the “Torpedo” bodywork.

    The Italian military was active in Tripolitania (now known as Libya) during this period, and a special “Torpedo Coloniale” was produced, sharing the features of the regular 508 Torpedo, but this car came with wider tyres and was painted the colour of sand.

    Spider Sport

    A lower sleeker shape than the “Spider”, styling for the 2-seater “Spider Sport” included a distinctive tail treatment which attracted the catch-phrase “insect tail”, designed in 1933 by Ghia and said to have been inspired by small roadster bodied English cars of the period. The early “Spider Sport” models came with the same crash gearbox as the other cars, but the engine was fed by a special carburetor, which with its raised compression ratio of 7:1 gave rise to a maximum output listed as 30 hp (22 kW) at 4,000 rpm. The final drive ratio was also altered, and top speed went up to 110 km/h (69 mph). Fiat 508s with this body type were assembled by Fiat in Italy, and were also included in the production schedules of Fiat affiliates/subsidiaries Germany, France and Czechoslovakia. Various small scale enhanced versions appeared including, possibly most notably, the Fiat 508S, known as the “Fiat 508 Coppa d’Oro” (“Gold Cup“), especially prized by collectors 75 years later. The “Spider Sport” received the transmission upgrade to 4 speeds in 1934 together with a special overhead valves (at a time when other 508 variants still came with a side valve engine) and other technical enhancements which pushed the power up to 36 hp (27 kW). The most sporting versions advertised their performance aspirations with a more steeply tapered Tail section

    Coupé

    Launched in 1935, the “Coupé” bodied 508 (also sometimes known as the “Berlinetta Mille Miglia”) shared its mechanical elements, including the more powerful 108CS engine, with the “Spider Sport”. The body was a 2-seater aerodynamic Berlinetta, intended for competition use in colder climates such as those encountered in Northern Italy during the “Mille Miglia” (then run in late Winter). The Coupé may have been warmer in cold weather than the Spider Sport, but it was also heavier: competition success proved elusive.

    Van

    A commercial version of the Balilla was offered, both as a panel van or as a small flat-bed truck, with a 350 kg load capacity, based initially on the 3-speed 508A and later on the 4-speed 508B.

    • 

      Polski Fiat 508 III Junak

    • 

      Fiat 508 Balilla 1932-1934

    • 

      Fiat 508 Balilla 1934-1937

    • 

      Fiat 508S Ballila Sport ‘Coppa d’Oro’1934

    • 

      Fiat 508 Ballila Sport 1934

    • 

      Fiat 508 Balilla Spider Militare 1932

    • 

      Polski Fiat 508-I

    Foreign assembly

    Poland

    As well as being assembled at Turin in Italy, three successive versions of the car were produced in Poland where it was branded as the “Polski-Fiat 508” and priced at 5,400 Zł.

    The arrangement was based on an agreement dated 21 September 1932 and provided for the assembly of the car by Centralne Warsztaty Samochodowe in Warsaw. Assembly progressed to full-scale production and the 508 became the country’s top selling passenger car for a period during the 1930s. There were few paved roads in Poland at this time, and both the chassis and the axles of the car were strengthened, and the suspension was modified, in order to cope with the relatively harsh operating conditions resulting from the quality of the roads and of the Polish winter. 20 hp (15 kW) of power came from the same 995cc engine as in the Italian car, however, and the Polish cars benefited, in 1935 from the upgrade that in Italy gave birth to the “508B”, although the upgraded Polish version was known as the “508 II”.

    Production was abruptly halted by the outbreak of war and precise production statistics do not survive; but it is apparent that the Polish output of Fiat 508s ran to several – probably many – thousand.

    Germany

    In Germany a motor bike manufacturer called NSU Motorenwerke AG had recently been persuaded by the dire state of the economy (and by their bankers) to abandon ambitious plans to become an automobile producer, and to sell their car plant plant to anyone who could be found to buy it. NSU found Fiat who thereby in 1929 acquired for One Million Marks a nearly new purpose built car plant near Heilbronn. The 508 Balilla was one of the first two models to be built at the plant It was badged as a “Fiat-NSU” between 1934 and 1938, and as an “NSU-Fiat” between 1938 and 1941 (though Fiat’s right to use the NSU name on Fiat passenger cars assembled in Germany would 25 years later become the subject of a noisily litigious dispute).

    Production was halted by the outbreak of war and precise production statistics are not available, but it is thought that approximately 11,000 Fiat 508s were produced in Germany between 1934 and 1941 of which approximately 6,000, built between 1934 and 1938, were local equivalents of the 508A and the 508B.

    France

    The Fiat 508 Balilla was assembled in France under license from Fiat between 1932 and 1937, and is remembered in retrospect as the first Simca-Fiat. However, the “Simca-Fiat” business did not exist until 1934/35, and when, in 1932, French assembly started the car would have been known simply as a Fiat 6CV assembled in France by a company called “SAFAF”. At this stage the cars were assembled in a small-workshop style factory in Suresnes near Paris. Most of the French auto-makers and their suppliers were based in the Paris region, and it proved practical and cost-effective to source many components and sub-assemblies locally, while taking care to maintain a disparate supplier base of smaller companies in order to avoid over dependence on any supplier and, it was said, lower the risk of abusive copying in France of Fiat component designs.

    From the start, the French assembled Fiat 6CV was available as a “berline” (four-door saloon/sedan), a “coach” (two-door saloon/sedan), a “coupé” and a “roadster”, and subsequently the range of body variant would be widened further. Power came, as in the Italian built cars, from a 995cc side-valve engine for which, initially, maximum power was listed as 20 hp (15 kW) at 3,400 rpm.

    In November 1934 production at Suresnes came to an end when Fiat acquired the plant of the recently defunct auto-maker “Donnet“, in the west of the country. It was at this point that Fiat funded and created the Société Industrielle de Mécanique et de Carrosserie Automobile (Simca). The move to the more spacious Nanterre facility permitted an increase in volumes which enabled the manufacturer to become one of the country’s top tier automakers by the end of the decade. The name “Simca” was now introduced to French customers, the French built Fiat 508 being rebranded as the Simca-Fiat 6CV. In a culture of heighened political awareness and growing polarisation, there was some hostility to things Italian, at least from the French left, and especially in the build up to Mussolini’s Abyssinian invasion. Simca’s (originally Italian) boss, Henri Pigozzi, was more attuned than most automobile bosses to the power of skilful marketing, and Simca-Fiat publicity of the period increasingly down-plays Fiat ownership: by 1936 its new models were being branded simply as Simcas.^[4] The Simca-Fiat 6CV nevertheless retained the Ballila engine and other mechanical components, and it continued to look like a Fiat.

    The Simca-Fiat 6CV made its last Motor Show appearance in October 1937. By this time three slightly bowed thin chrome stripes had appeared on each side of the bonnet/hood, representing the tail of a comet, and for its final year in production, the car was rebaptised as the “Simca-Fiat 6CV Comète”. The list of different body variants produced by Simca in Nanterre extended to eight “different” shapes, though most of the steel body panels would have been common to several different shapes. The eight bodies featured in the 1937 show material were a 2-door “berline” (saloon/sedan), a 4-door “berline”, a coupé, a cabriolet, a roadster, a “commerciale” (sharing most of the silhouette of the 2-door “berline” but with an opening tailgate) and a “fourgonette” (panel van).However, the Simca list did not include a “Torpedo” bodied car.

    By the time the model was replaced in France by the Simca 8 (based on the next generation of the Fiat 508 Balilla) 26,472 of the cars had been built by Simca in Nanterre or its predecessor company, “SAFAF”, in Suresnes.

    Czechoslovakia

    The 508 was also produced at Prague-Jinonice by Walter a.s. under designation Walter Junior. Production started in autumn 1932; till 1936, little over one thousand vehicles were built. All produced Juniors got only three-speed gearbox. Prices started at 27,500Kč for two-door saloon.

Fiat 518

Fiat 518 Ardita
Fiat 518 C Sedan 1933
Overview
Manufacturer	Fiat
Production	1933-1938
Body and chassis
Body style	2/4-door sedan 2/4-door cabriolet 2-door spyder
Layout	FR layout
Related	Fiat 527
Powertrain
Engine	1,758 cc or 1,944 cc straight-4
Transmission	4-speed manual
Dimensions
Wheelbase	270 cm (106.3 in) 300 cm (118.1 in) (518 L)
Length	404 cm (159.1 in) 2d 434 cm (170.9 in) 4d
Curb weight	1,200 kg (2,600 lb)-1,300 kg (2,900 lb)
Chronology
Predecessor	Fiat 514
Successor	Fiat 1500

The Fiat 518 Ardita was a model of car produced by Italian automotive company, Fiat between 1933 and 1938. There was also a 2.5-liter version called “Ardita”, this has the model code 527.

8.794 were produced in total in Italy.

About 2,200 were built as Simca-Fiat 11CVs in France, all fitted with the 1,944 cc engine of 45 PS (33 kW).

A Polish version, the Polski Fiat 518 Mazur was produced between 1937 and 1939 by PZInż in Warszawa under Fiat license. The car has 4 doors and 7 or 5 seats. It used the two-litre Fiat 118 engine (PZInż 157) (45 hp (33 kW) at 3,600 rpm, compression rate of 6,1:1) and a four-speed gearbox. The car weights 1,070 kg (2,359 lb) and has top speed of 100 to 110 km/h (62 to 68 mph) and has fuel consumption of 11.5 L/100 km (25 mpg_-imp; 20.5 mpg_-US).

Types

Saloon, 4 doors, 7 seats

• Saloon, 4 doors, 4 seats(+ sports saloon type also)
• Tourer, 2 doors, 2+2 seats
• PZInż 302 used by the Polish military as artillery tractor

Model	Engine	Displacement	Power	at rpm	Fuel system
1750	straight-4 sidevalve	1,758 cc	40 hp		single carburetor
2000	straight-4 sidevalve	1,944 cc	45 hp	3,600	single carburetor

1933 Fiat 518 L (long wheel base)

1937 Simca-Fiat 11CV

• 1934 Fiat 527

Fiat 527

Fiat 527
Una Fiat 527 berlina del 1934
Descrizione generale
Costruttore	Fiat
Produzione	dal 1934 al 1936
Sostituisce la	Fiat 518 Ardita
Sostituita da	Fiat 2800
Altre caratteristiche
Dimensioni e massa
Lunghezza	4505 (versione berlina) – 4880 (versione S) mm
Larghezza	1670 mm
Altezza	1769 (versione berlina) – 1596 (versione S)  mm
Passo	3170 mm
Massa	1400 kg
Una Fiat 527 versione sport del 1934

La Fiat 527, conosciuta anche come Ardita 2500, è stata un’autovettura di lusso prodotta dalla Fiat dal 1934 al 1936.

Il contesto

Questa vettura fu la terza della gamma Ardita, che comprendeva già la 518 con le sue due motorizzazioni:

• 1750: aveva installato un motore da 1758 cc di cilindrata a quattro cilindri sviluppante 40 cv a 3600 giri/min;
• 2000: aveva montato un motore da 1944 cm³ da 45 cv di potenza.

La 2500 è stata invece fabbricata dal 1934, ed era equipaggiata da un motore in linea a sei cilindri da 2516 cc , erogante 52 cv , con valvole in testa. Aveva un solo carburatore. Il cambio era sincronizzato a quattro rapporti ed era a trazione posteriore. I freni erano sulle quattro ruote, mentre il freno di stazionamento era sull’albero di trasmissione . L’accensione era a batteria . È stata commercializzata nelle versioni berlina ed S (sport, con motore potenziato a 60 cv a 3800 giri/min), tutte e due con un passo di 3170 mm . La velocità massima era di 110 km/h per la versione berlina e 115 km/h per la S.

In Italia saranno fabbricati più di 1000 esemplari: a differenza della Fiat 518 Ardita non è stata costruita anche in paesi esteri.

Fiat 1500 (1935)

Fiat 1500
Fiat 1500 B, 1938
Overview
Manufacturer	Fiat
Production	1935–1950
Body and chassis
Body style	sedan
Layout	FR layout
Powertrain
Engine	straight-6 1493 cc
Chronology
Predecessor	Fiat 514
Successor	Fiat 1400

The 1949 1500E model featured the simplified frontal treatment first featured on the 1940 1500C model.

This article is about the 1930s-50s models – there were also entirely different Fiat 1500s manufactured from 1961 to 1967.

The Fiat 1500 was a car produced by the Fiat from 1935 to 1950. The car was introduced in Salone dell’Automobile di Milan in 1935. It was one of the first cars tested in a wind tunnel, following the Chrysler Airflow produced one year earlier. The styling was by the emerging designer, Giacosa, who achieved an aerodynamic efficiency unequalled before it in a touring car, and (contrary to the failure of the “lumpen” Airflow) disproved the thesis aerodynamic cars would not sell.

The second series 1500B, with better brakes, was introduced in 1939, and in 1940, the 1500C, with a redesigned front end.

In 1949, the 1500E appeared, having some exterior changes and the external spare wheel moved inside the car.

Fiat 1100

Fiat 1100
Various versions of the 1100/103 (spring 1955). From right to left: 103 Berlina (sedan), Familiare (estate), Berlina TV (Turismo Veloce).
Overview
Manufacturer	Fiat
Production	1937–1969
Assembly	Italy Australia Casablanca, Morocco Ferreyra, Argentina
Body and chassis
Class	Compact car
Body style	Saloon Convertible Cabriolet Estate
Layout	FR layout
Related	Premier Padmini (1100D) Neckar Europa
Powertrain
Engine	1089 cc I4 1221 cc I4
Transmission	4-speed manual
Chronology
Predecessor	Fiat 508 “Balilla”
Successor	Fiat 128

The Fiat 1100 is a compact automobile produced from 1937 to 1969 by the Italian car maker Fiat. It was built in several generations, with a separate chassis (until 1953) and then monocoque bodywork. The 1100 was changed steadily and gradually until finally being replaced by the inventive new Fiat 128 in 1969. There were also a series of light commercial versions of the 1100 built, with later models called the Fiat 1100T, which remained in production until 1971. The Fiat 1100D also found a long life in India, where Premier Automobiles continued to build the car until the end of 2000.

508C Nuova Balilla 1100

1937 Fiat 1100/508C

The Fiat 1100 was first introduced in 1937 as an updated version of the 508 “Balilla” (its real name was the 508C) with a look similar to the 1936 Fiat 500 “Topolino” and the larger 1500, with the typical late-thirties heart-shaped front grille, with styling by the emerging designer Dante Giacosa. It was powered by a 1,089 cc four-cylinder overhead-valve engine rather than the earlier Balilla’s 1-litre unit. Power was up by a third, to 32 PS (24 kW) at 4000 rpm. There was also a more sporting model on offer, the 42 PS (31 kW) “508 CMM”.

Drive was to the rear wheels through a four-speed gearbox, and for the period, its comfort, handling, and performance were prodigious, making it “the only people’s car that was also a driver’s car”. Unusual for a modestly priced car of the time was the independent front suspension, while the rear had a leaf sprung live axle. Subsequently the car underwent a partial restyling around the front end and gained new streamlined window-shaped louvres and was renamed the 1100B and was popularly known as the “1100 musone” (i. e. “big nose”). After World War II, in 1949, the car was re-introduced with a curvy trunk and new name, the 1100E. The 1100E also received a bit more power, and now had 35 PS (26 kW). Both the 508C and the 1100B were also available as the long wheelbase 508L which was mainly used for vans and taxis.

1100–103

1954 Fiat 1100–103

In 1953, the 1100 was completely redesigned as a compact four-door sedan, with a modern monocoque bodywork and integrated fenders and front lights. The new model was called the 1100/103 after its project number, and was offered (as usual at that time) in two different versions: “economica” (cheaper) and “normale” (standard). In October 1953, the car became available in a sporty version, the 1100TV (Turismo Veloce) with a third light in the middle of the grille and 51 PS (38 kW) rather than the 36 PS (26 kW) of the regular versions. It was also available in station-wagon version, with a side-hinged fifth door at the back.

1956 Fiat Trasformabile (1200)

In March 1955, the 1100/103 Trasformabile, a two-seater roadster, was introduced at the Geneva Motor Show. Equipped with the mechanics from the 1100TV, the American-inspired design was the work of the special bodies division of Fiat (Sezione Carrozzerie Speciali). 571 of these first series Trasformabiles were built. In 1956 it received a more powerful engine (three more horsepower) and a modified rear suspension; 450 more of these were built. From 1957 the Trasformabile was equipped with the more powerful 55 PS (40 kW) “1200” engine (1,221 cc). Production of this model continued until 1959, with circa 2,360 of the 1.2 liter Trasformabiles built. The 1.2 also received slight changes to the front and rear design, with bigger headlights being the most noticeable difference.

Between 1956 and 1960, the new 1100 underwent several slight changes in fittings and details, e.g. newly designed grille, more rectangular profile, dual color dressing, and eventually small fintails with spear-shaped backlights. A special version, the 1100 Granluce (i.e. “Large light”), no longer with rear-hinged-doors, launched in 1959, had both fintails and wider windows. As an option it could be fitted with a new powerful 1221 cc engine.

The Fiat 1100/103 was imported and sold by Premier Automobiles Limited (PAL). The older model was known as the Millecento and the one with the center light on the front grille as the Elegant. In 1958, the fintail model was introduced as the Select. It was followed by the Super Select in 1961. By 1964, the 1100D was introduced and it was assembled in India by PAL. This model has most of the parts manufactured locally. In India it was considered a sportier alternative than the Hindustan Ambassador.

1100D

1963 Fiat 1100D

Retaining the exterior changes of this model, in 1962 Fiat introduced the third generation 1100, called the 1100D (“D” stood for Delight). It was a sober yet comfortable four-door sedan, very similar to the Granluce but with simpler sides and a new simpler rectangular front end. The 1100D was a successful Italian Standard in the early sixties and along with its own Estate or Family car version and a Deluxe model that offered a higher performance of 50 PS (37 kW), extra side moldings, front bench seat with two reclining backs and carpet floor mats. These survived without any substantial alteration until 1966, when the introduction of the groundbreaking 124 model imposed a further change in styling. Power was 40 PS (29 kW) at the time of introduction, which was soon increased to 43 PS (32 kW).

The Fiat 1100D was manufactured under licence in India by the Premier Automobiles Limited beginning in 1964. The vehicle was initially marketed as the Fiat 1100D, as the Premier President for model year 1972, and as the Premier Padmini since 1974 until its discontinuation in 2000. By 1993, a diesel version with a 1366 cc diesel engine made in collaboration with FNM from Italy and was badged as the Premier Padmini 137D.The car manufacturing plant was closed down by 2000.

1100R

1967 Fiat 1100R

The very last 1100 model, born in February 1966, was the 1100R (“R” stood for Rinnovata). It had a longer, straighter and slimmer line, with a square back and a front-end look not very different from its bigger sister the Fiat 124. In terms of styling cues, the vestigial fins were further suppressed and the simple round rear light cluster from the Fiat 850 replaced the vertical form seen on the 1100D. At the same time, the larger engine was withdrawn in order to avoid undue overlap with the 124. The 1100R was offered only with the older 1,089 cc engine, now with a compression ratio of 8:1 and a claimed output of 48 bhp (36 kW). This engine (with a somewhat narrower bore) had been first introduced in the 1932 Balilla.

Clutch and gearbox were little changed, but the return of a floor mounted gear lever positioned between the front seats and connected to the gearbox with a rod linkage system was welcomed by the motoring press. The absence of synchromesh on the bottom forward speed nevertheless offered a reminder that under the surface this was becoming a somewhat aging design. Between the gearbox and the differential, the propeller shaft had now been separated into two parts with three couplings.

The boot was usefully expanded, helped by a slight increase in the car’s overall length, and with more careful packaging of the spare wheel (under the floor) and the fuel tank (in the rear wing on the right). As configured for UK sales, reclining front seats were available as an optional extra for £8.

The 1100R finally gave way in 1969 to the new middle-class Fiat 128. It was also assembled by the Neckar-Automobilwerke in Heilbronn, Germany. Called the Neckar 1100 Millecento it only differed lightly in trim.

1100T

1960s Fiat 1100T

The 1100T was made from 1957 as a van, pickup and bus. The car was equipped with a in-line engine with 1,089 cc (type 103 D.007) with 38 PS (28 kW) at 4800 rpm and it had a top speed of 90 km/h (56 mph). In 1959, its successor was unveiled, the Fiat 1100 T2, that had a 45 PS (33 kW) 1,222 cc engine. Production continued with a steady stream of updated engines, until production of the 1100 T4 finally came to an end in 1971.

1937 Fiat 500 “Topolino”

For other Fiat cars with the model number “500”, see Fiat 500 (disambiguation).

FIAT 500 “Topolino”
Overview
Manufacturer	FIAT
Also called	Topolino
Production	1936–1955 520,000 made
Body and chassis
Class	Micro car
Body style	2-door coupé 2-door cabriolet 3-door station wagon
Layout	FR layout
Related	Simca 5 Simca 6
Powertrain
Engine	569 cc straight-4 sidevalve
Transmission	4-speed manual
Dimensions
Length	3,215 mm (127 in)
Width	1,275 mm (50 in)
Height	1,377 mm (54 in)
Chronology
Successor	FIAT 600

The FIAT 500, commonly known as “Topolino“, is an Italian automobile model manufactured by FIAT from 1936 to 1955.

The name “Topolino” translates literally as “little mouse” in Italian, but is also the Italian name for Mickey Mouse.

History

The Topolino was one of the smallest cars in the world at the time of its production. Launched in 1937, three models were produced until 1955, all with only minor mechanical and cosmetic changes. It was equipped with a 569 cc four-cylinder, side-valve, water-cooled engine mounted in front of the front axle,( later an overhead valve motor ) and so was a full-scale car rather than a cyclecar. The radiator was located behind the engine which made possible a lowered aerodynamic nose profile at a time when competitors had a flat, nearly vertical grill. The shape of the car’s front allowed exceptional forward visibility.

Rear suspension initially used quarter-elliptic rear springs, but buyers frequently squeezed four or five people into the nominally two-seater car, and in later models the chassis was extended at the rear to allow for more robust semi-elliptic springs.

With horsepower of about 13 bhp, its top speed was about 53 mph (85 km/h), and it could achieve about 39.2 miles per US gallon (6.00 L/100 km; 47.1 mpg_-imp). The target price given when the car was planned was 5,000 lire. In the event the price at launch was 9,750 lire, though the decade was one of falling prices in several part of Europe and later in the 1930s the Topolino was sold for about 8,900 lire. Despite being more expensive than first envisioned, the car was competitively priced. Nearly 520,000 were sold.

Three models were produced. Model A and B shared the same body, only the engine of model B had 16 hp, vs. 13 hp of model A. Model A was produced from 1937. till 1948., while B was produced 1948. and 1949. Model A was only a 2-door sedan, while Model B also introduced a 3-door wagon under the name 500 B Topolino Giardinetta (“station wagon, estate car”). Model C started in 1949. with restyled body and the same engine as Model B, and was offered in 2-door sedan and 3-door wagon versions. Since 1952., Giardinetta was renamed Belvedere (“A turret or other raised structure offering a pleasant view of the surrounding area”, referring to its sunroof). Model C was produced until 1955.

In 1955 the mid-size rear wheel drive FIAT 600 was launched by Fiat and that would become the design basis for the new FIAT 500, the Nuova 500.

Gallery

FIAT 500A 1939

FIAT 500A Standard Coupé 1939

FIAT 500

FIAT 500 Convertible 1947

FIAT 500C Coupé 1950

FIAT 500C 1952

FIAT 500C Convertible 1953

FIAT 500C Convertible 1954

FIAT 500C Convertible 1954

FIAT 500C Belvedere

1938 Fiat Twelve Saloon

Fiat 2800

La Fiat 2800 è una berlina prodotta dalla Fiat dal 1938 al 1944 in 620 esemplari.

Il contesto

Pur riprendendo le innovazioni stilistiche della 1500 C la 2800 fu l’ultimo modello sostanzialmente nuovo uscito dalle fabbriche Fiat prima dello scoppio della seconda guerra mondiale. La sua progettazione venne proposta ai vertici Fiat da Benito Mussolini che voleva un’ammiraglia da “parata” da contrapporre alle Mercedes-Benz dell’epoca.

Sei vetture furono costruite in versione torpedo a 6 posti dagli Stabilimenti Farina, entrarono a fare parte del garage di Casa Reale al Palazzo del Quirinale divenendo le auto di rappresentanza in uso alla famiglia Reale e nel dopoguerra, dei primi Presidenti della Repubblica. Una di queste fu la vettura usata da re Vittorio Emanuele III durante la fuga da Roma alla volta di Pescara.

Lo stile e la meccanica

Stilisticamente anticipava nella linea del cofano e nel muso allungato la linea della nuova 1100 che uscirà l’anno successivo. La meccanica era invece quella standard Fiat del momento completata da un motore da 2 852 cm³ in grado di sviluppare una potenza di circa 85 CV (circa 62,5 kW). Un motore di così grande cilindrata non sarà più nei listini Fiat per molti anni, sino alla presentazione della Fiat 130.

Dal telaio della 2800 vennero anche tratte versioni speciali ad opera dei più noti carrozzieri come Pininfarina e Zagato.

La Fiat 2800 CMC

Fiat 2800 CMC
Descrizione
Tipo	veicolo da collegamento
Costruttore	Fiat
Data impostazione	1939
Utilizzatore principale	Regio Esercito
Sviluppato dal	Fiat 2800
Dimensioni e peso
Lunghezza	4 795 mm
Larghezza	1 275 mm
Altezza	1 377 mm 1 768 mm con capote chiusa
Peso	1,97 t
Capacità combustibile	74 l
Propulsione e tecnica
Motore	Fiat 2800 MC a benzina, 6 cilindri da 2 852 cm³
Potenza	85 CV
Trazione	4×2
Prestazioni
Velocità max	155 km/h
Autonomia	300 km
Pendenza max	25°

Nel 1939 viene introdotta la Fiat 2800 CMC, ovvero Corta Militare Coloniale, impiegata dai comandi del Regio Esercito durante la seconda guerra mondiale. Essa differisce dal modello civile essenzialmente per le dimensioni più compatte, per la carrozzeria più squadrata e spartana e per gli pneumatici maggiorati da 4×18.

• 1939 Fiat 250

This was part II

Part III

1948-1965

 Fiat 1100

 Fiat 500

 Fiat 1500

 Fiat 850

1957 Fiat 500

Fiat 500
Overview
Manufacturer	Fiat
Production	1957–1975 3,893,294 units
Assembly	Turin, Italy Desio, Italy Termini Imerese (PA), Italy
Designer	Dante Giacosa
Body and chassis
Class	City car
Body style	2-door saloon 3-door estate 3-door Panel van
Layout	RR layout
Related	Autobianchi Bianchina Puch 500 Vignale Gamine
Powertrain
Engine	479 cc I2 499 cc I2 594 cc I2
Transmission	4-speed manual
Dimensions
Wheelbase	1.84 m (72.4 in)
Length	2.97 m (116.9 in)
Width	1.32 m (52.0 in)
Height	1.32 m (52.0 in)
Curb weight	499 kg (1,100 lb)
Chronology
Predecessor	Fiat 500 “Topolino”
Successor	Fiat 126

The Fiat 500 (Italian: Cinquecento, Italian pronunciation: [ˌtʃiŋkweˈtʃɛnto]) was a city car produced by the Italian manufacturer Fiat between 1957 and 1975.

Launched as the Nuova (new) 500 in July 1957, it was a cheap and practical town car. Measuring only 2.97 metres (9 feet 9 inches) long, and originally powered by an appropriately sized 479 cc two-cylinder, air-cooled engine, the 500 redefined the term “small car” and is considered one of the first city cars.

In 2007, the 50th anniversary of the Nuova 500’s launch, Fiat launched another new 500, stylistically inspired by the 1957 Nuova 500 but considerably heavier and larger, featuring a front-mounted engine and front-wheel drive.

History

To meet the demands of the post-war market which called for economy cars, in 1949 a front engine, Fiat 500 was released, a 2-door coupe body with sun-roof, this was later complemented by an Estate (Station Wagon) version; both continued until 1954 before replaced by the all new, lighter body car with rear engine, on the pattern of the Volkswagen Beetle, just like its bigger brother, the 1955 Fiat 600. Several car makers followed the now uncommon rear engine configuration at the time and were quite successful. The Neckar version manufactured in Heilbronn under a complicated deal involving NSU was introduced in October 1961. Steyr-Puch produced cars based on the Fiat 500 under license in Upper Austria.

Despite its diminutive size, the 500 proved to be an enormously practical and popular vehicle throughout Europe. Besides the two-door coupé, it was also available as the “Giardiniera” station wagon; this variant featured the standard engine laid on its side, the wheelbase lengthened by 10 cm (3.9 in) to provide a more convenient rear seat, a full-length sunroof, and larger brakes from the Fiat 600.

Sports models were famously produced by Abarth, as well as by Giannini. An Austrian variant, produced by Steyr-Daimler-Puch, the 1957–1973 Steyr-Puch 500, had a motorcycle-derived Puch boxer twin motor, a sports model of which was the 1965–1969 Steyr-Puch 650 TR2.

Production of the 500 ended in 1975, although its replacement, the Fiat 126, was launched two years earlier. The 126 was never as popular as its predecessor in Italy, but was enormously popular in the former Eastern Bloc countries, where it is famed for its mechanical durability and high fuel economy. The Fiat 500 has a Cx (aerodynamic resistance coefficient) of 0,38, a very good performance for its time.

Models

Nuova (New) (1957–1960)

The true new 500, the Nuova, has a smaller two-cylinder engine than all newer models, at 479 cc (500cc nominal), hence the name, and producing just 13 bhp. This model also features a fabric roof folding all the way back to the rear of the vehicle, like that of a Citroën 2CV rather than the later roof design, which only folds half way back along the roof. The Nuova is one of three models featuring “suicide doors.” There is also a stylish Sport version of the Nuova, which features a distinctive red stripe and a more powerful engine, bored out to 499.5 cc from the original 479 cc engine, giving a very respectable car bhp with the same block.

Rear view of Fiat 500 K Giardiniera

D (1960–1965)

Replacing the original Nuova in 1960, the D looks very similar to the Nuova, but there are two key differences. One is the engine size (the D features an uprated 499 cc engine producing 17 bhp as standard—this engine is used right through until the end of the L in 1973) and the other is the roof: the standard D roof does not fold back as far as the roof on the Nuova, though it was also available as the “Transformable” with the same roof as the Nuova. The D also features “suicide doors“.

In New Zealand, where it was locally assembled by Torino Motors, the 500D was sold as the “Fiat Bambina” (Italian for “female child”), a name that is still in use there to describe this car.

K or Giardiniera (1960–1975)

The estate version of the Fiat 500 is the longest running model. The engine is laid under the floor of the boot to create a flat loading surface. The roof on this model also stretches all the way to the rear, not stopping above the driver and front passenger as it does in other models of the same period. The K also features “suicide doors” and was the only model to continue to sport this door type into the 1970s. In 1966 production was transferred to Desio where the Giardiniera was built by Fiat subsidiary Autobianchi. A total of 327,000 Giardinieras were produced, later examples having Autobianchi rather than Fiat badging.

Fiat 500 F

F or Berlina (1965–1973)

The F spans two periods of 500 production, the D and the L. As such, it is the most frequently misidentified model. Between 1965 and 1969 the F carried the same badging as the D, but the two models are distinguishable by the positioning of their door hinges. The D has “suicide doors“: the F, produced from June 1965, at last featured front-hinged doors. Between 1969 and 1972 the F was sold alongside the Lusso model as a cheaper “base model” alternative. While the F and L are mechanically very similar, the key differences are the bumpers (the L has an extra chrome nudge bar) and the interior (the F interior is nearly identical to the original 1957 design while the L sports a much more modern look).

Fiat 500 L

L or Lusso (1968–1972)

The penultimate model, the main change for the L is a much modernized interior (including a renewed dashboard) which brought the Fiat 500 up to date. Greater comfort and style were provided in this new model for the new generation.

R or Rinnovata (1972–1975)

The last incarnation of the Fiat 500 was the R model. It had a larger 594 cc engine, designed by Abarth, giving it a more usable power rating of 23 bhp, and came with a full synchromesh gearbox. The floor-pan which was from either the ‘L’, or later, the new 126. It was also more comfortable, but more simply trimmed and equipped than before — the fuel gauge was omitted and only the low fuel indicator remained. The 500 R was also a stop-gap for Fiat prior to the launch of the Fiat 126, and when the new 126 was launched, sales of the old Fiat 500 R plummeted. It was sold alongside the Fiat 126 for another two years before Fiat retired the 500.

Modifications

Fiat 500 Jolly by Ghia, with US-market headlights

Fiat 500 Jolly Ghia

Carrozzeria Ghia made a custom “Jolly” version of the 500 inspired by the limited edition Fiat 600 Jolly. As with its bigger sister, this was a chopped-roof doorless version with wicker seats, often seen sporting a canopy roof.

Fiat 500 (2007)

Main article: Fiat 500 (2007)

New Fiat 500

Fiat previewed the all new 500 in March 2007 – 50 years after the first Fiat 500 was presented. The design of the new 2007 Fiat 500 is based on the 2004 Fiat Trepiuno concept. This car features a distinctive retro-look similar to the Volkswagen New Beetle and BMW MINI.

Fiat shares the underpinnings of the new 500 with Ford for the 2009 Ford Ka. Production takes place in Fiat facilities in Tychy, Poland and Toluca, Mexico, and was scheduled for mid-2007, with commercial debut in September 2007.

Some Fiat 500s have an available Beats Audio(tm) system.

Long distance travel in 500s

• In July 1958, seven Fiat 500s, including at least one 500 Sport and several Abarth-tuned 500s, contested the first and only Liège–Brescia-Liège Rally for cars up to 500cc. Though beaten by the Berkeley SE492s and Messerschmitt TG500 on the opening hillclimb, the Fiat 500s showed exceptional durability, battling through this almost non-stop 3300 km event, over testing dirt-road passes in the Italian Dolomites and Yugoslavia, to win. First place was taken by the 500 Sport of Italian Arturo Brunetto and Argentine Alfredo Frieder, second by the Abarth 500 of Luxembourgers Wagner and Donven, with 500s also taking 4th, 6th, 7th, 9th and 13th places. While only 13 of the 29 competing cars finished the rally, all seven 500s did, establishing the car’s credentials as a capable all-round car.
  

  Fiat 500 World Expedition from Australia

• In May 2007, a 1969 Fiat 500 (“Bambino” in Australia) driven by Lang Kidby and his wife Bev started their Fiat 500 World Expedition from Australia. Driving from Vladivostok through Russia they arrived in Garlenda, Italy in time for the car’s 50th anniversary celebration. Shipping from Belgium the car set out from New York to travel all the way to Anchorage, Alaska before returning to Australia—32,000 road kilometres in just 99 days. It is believed to be the smallest car to complete a world circumnavigation.
• On 18 April 2005, a 1973 Fiat 500 linked Bari, Italy, to Beijing, China, in a 16,000 km journey across the whole of Russia and passing through Vladivostok. Driven for 100 days by Danilo Elia and Fabrizio Bonserio, the old and tiny car was followed along its journey by newspapers and television from all over the world. After the long journey Elia wrote a book entitled La bizzarra impresa (ISBN 88-7480-088-6) (“The bizarre exploit”), now available only in Italian and German (Echt Abgefahren, National Geographic Deutschland, 2007, ISBN 978-3-89405-834-0). In April–June 2007, the same car driven by Danilo Elia ran around the Mediterranean sea for more than 10.000 km, being the first Fiat 500 to reach the Sahara dunes.

Other records

• in July 2011 – Angelo and Ivan Iannaccone, with a Fiat 500r from 1975 travelled from Tenerife (Canary Islands) to Russia covering 13.000 km, crossing 13 countries.
• in July 2012 – Angelo and Giampaolo Iannaccone, with a Fiat 500r from 1975 travelled from Tenerife (Canary Islands) to Nordkapp (Norway) covering 13.000 km, crossing 13 countries.
• in July 2013 – Angelo and Giampaolo Iannaccone and Francisco Alcaraz, with a Fiat 500r from 1975 travelled from Tenerife (Canary Islands) to Georgia covering 13.000 km, crossing 7 countries.
• July-August 2014 Angelo and Giampaolo Iannaccone, with a Fiat 500r from 1975 travelled from Tenerife (Canary Islands) to Mongolia covering 25.000 km,

It is believed to be the smallest car to cover so many kilometers (without assistance) and deserving the World Record of long distance in a single trip.

See also

Autobianchi Bianchina Trasformabile

• Autobianchi Bianchina (based on the 500)
• Fiat 126 (replacement for the Fiat 600)
• Fiat 500 “Topolino” (the “original” 500)
• Fiat 600 (the model above 500, slightly larger in size and engine displacement
• Fiat Cinquecento (“five hundred” in Italian).

Steyr Puch 500 Austria

• Puch 500 (the Austrian version)
• 1948 Fiat 1100 S Coupé
• 1948 Fiat 500

1949 Fiat 1500

Fiat 1500 may refer to:

• Fiat 1500 (1935), the 1935 model
• Fiat 1300/1500, the 1961 model

1950 Fiat 1400/1900(1952)

Fiat 1400/1900
Fiat 1400 Berlina 1951
Overview
Manufacturer	Fiat
Also called	Zastava 1400 BJ
Production	1950-1958
Designer	Dante Giacosa
Body and chassis
Body style	4-door sedan 2-door cabriolet (1400) 2-door coupé (1900)
Layout	FR layout
Related	SEAT 1400 & Zastava 1400 BJ
Powertrain
Engine	straight-4
Transmission	4 and 5-speed manual
Dimensions
Wheelbase	265 cm (104.3 in)
Length	424 cm (166.9 in)
Width	166 cm (65.4 in)
Height	153 cm (60.2 in)
Curb weight	1,150 kg (2,540 lb)-1,250 kg (2,760 lb)
Chronology
Predecessor	Fiat 1500
Successor	Fiat 1800/2100

Fiat 1400 Berlina 1956

The Fiat 1400 is a model of car produced by Italian automotive manufacturer Fiat between 1950 and 1958. The car was introduced at the 1950 Geneva Motor Show. It was the first chassisless Fiat automobile. In 1953 the introduction of a diesel version with a 1900 cc engine marked another Fiat first, although the diesel version was known as the 1400 Diesel.

Also in 1953 the Fiat 1400 became the first model to be produced by SEAT in Spain and the first model of passenger car produced by Crvena zastava in FNRY.

The Fiat 1900, introduced in 1952, was an upmarket model that used the same body as the 1400, but came with a 1.9 litre engine and more standard features. The petrol-engined Fiat 1900 A, introduced in 1954, now offered a claimed 70 bhp. It also featured a hydraulically operated clutch and, unusually for that time, a five speed column shifted manual transmission.

Features

• The engine had a 1,4 ltr capacity and a power output of 44 hp (33 kW) with 4400 rpm.
• The larger engine offered from 1952 had a 1,9 ltr capacity and a power output of 70 hp (52 kW) with 4400 rpm.
• It had a maximum speed of 120 km/h (75 mph) (1400 cc version).
• Unloaded weight of 1,120 kg (2,469 lb).
• Hand brake handle under instrument panel,
• Retaining loops for front seat passengers at the roof and at the backrests,
• Armrests in the doors
• Fuel filler access was through a trap door in the floor of the trunk/boot, thus keeping the fuel safe once the car was closed and locked
• The 1900 came standard with a radio and a rudimental “trip computer” that showed the average speed.

About 179.000 1400s and 19.000 1900s were built.

A 1400 cc model tested by the British magazine The Motor in 1950 had a top speed of 74.4 mph (119.7 km/h) and could accelerate from 0-60 mph (97 km/h) in 35.7 seconds. A fuel consumption of 24.2 miles per imperial gallon (11.7 L/100 km; 20.2 mpg_-US) was recorded. The car was never sold in the UK, but the Italian market price would have equated to approximately £750 including taxes. Having eulogised the performance and “quite exceptional…top gear flexibility”, British journalists went on to praise the “astonishing silence, smoothness and comfort provided by the vehicle”, highlighting various “unique features designed to prevent the transmission of noise and vibration to the passengers”. Great use was made of rubber and of “a sound-proofing compound…liberally coated…[on the car’s]…integral structure”.

The Motor tested a 1901 cc diesel model in 1954 and recorded a top speed of 63.8 mph (102.7 km/h), acceleration from 0-60 mph (97 km/h) in 45.2 seconds and a fuel consumption of 33.9 miles per imperial gallon (8.3 L/100 km; 28.2 mpg_-US). The car was not at the time available on the UK market but a price in Italy of 1,545,000 Lire was quoted which they worked out as equivalent to £909.

Models

Model	Engine	Displacement	Power	Fuel system
1400	straight-4 ohv	1395 cc	44-56 hp	single carburetor
1400 D	straight-4 ohv	1901 cc	40 hp	diesel
1900	straight-4 ohv	1901 cc	60-80 hp	single carburetor

• 1949 Fiat 1500E
• 1950 Fiat 1400
• 1952 Fiat 1900
• 1952 Fiat 8V Coupé

1952 Fiat 8V

Fiat 8V
1955 Fiat 8V Berlinetta Coupe, 1 of 3 built by Fiat
Overview
Manufacturer	Fiat
Production	1952-1954
Designer	Dante Giacosa Luigi Rapi
Body and chassis
Class	Sports car
Body style	2-door coupe
Layout	FR layout
Powertrain
Engine	V8 1996 cc
Transmission	4 and 5-speed manual
Dimensions
Wheelbase	2,400 mm (94.5 in)
Length	4,060 mm (159.8 in)
Width	1,500 mm (59.1 in)
Height	1,260 mm (49.6 in)
Curb weight	1,000 kg (2,200 lb)
Chronology
Successor	Fiat 850

The Fiat 8V (or “Otto Vu”) is a sports car produced by the Italian automaker Fiat from 1952 to 1954. The car was introduced at the 1952 Geneva Motor Show. The Fiat 8V got its name because at the time of its making Ford had a copyright on the term V8. They weren’t a commercial success, but did well in racing. Apart from the differential the car did not share any parts with the other Fiats (but many parts were made by Siata and they used them for their cars). The 8V was developed by Dante Giacosa and the stylist Luigi Rapi. The engine was a V8 originally designed for a luxury sedan, but that project was stopped. The Fiat V8 had a 70 degree V configuration of up to a 1996 cc of volume, at 5600 rpm the engine produced 105 hp (78 kW) in standard form giving a top speed of 190 km/h (118 mph). The engine was connected to a four speed gearbox. The car had independent suspension all round and drum brakes on all four wheels.

Top management were preoccupied with more run of the mill projects, however, and only 114 of the high-performance coupés had been produced by the time the cars were withdrawn from production in 1954. Nevertheless, they continued to win the Italian 2-litre GT championship every year until 1959.

34 of the cars had a factory produced bodywork by the Reparto Carrozzerie Speciali (“Special Bodies Department”). Some cars had the bodywork done by other Italian coachbuilders. Carozzeria Zagato made 30 that they labelled “Elaborata Zagato”. Ghia and Vignale also made bodyworks. Most were coupés, but some spyders were made as well. A one-off fiberglass-bodied example currently resides in the Centro Storico Fiat.

Ghia Supersonic

Ghia designed and produced a limited run of cars named ‘Supersonic’, with special ‘jet age’ bodywork. Ghia had recently been sold by Boano to Luigi Segre, and a one-off car had been built for a wealthy entrant in the Mille Miglia race. The car was displayed at the 1953 Turin show and the reaction inspired Segre to plan a limited production of cars based on the Otto Vu, aimed at the American market. Only eight were completed, after mechanical issues ended the project. Several of the cars were purchased by Americans; some were heavily customized and received engine transplants. An original un-restored car sold at a Scottsdale, Arizona Gooding and Company auction in January 2011 with a gavel price of US $1.55 million ($1.7M including buyer’s premium). Ghia would later use its basic body shape on Jaguar XK-120–based vehicles as well as Aston Martin.

• 

  Fiat 8V Coupe by Ghia

• 

  Fiat 8V Demon Rouge 1952 designed by Michelotti at Vignale (three made)

• 

  Fiat 8V Elaborata Zagato

• 

  Fiat 8V Otto Vu Vignale Coupé (one off)

• 

  1953 Ghia Supersonic

• 1953 Fiat 1100
• 1954 Fiat 1900 Diesel
• 1955 Fiat 1100 TV Spider
• 1955 Fiat 600

1955 Fiat 600

FIAT 600
Overview
Manufacturer	FIAT
Also called	Fiat 77
Production	1955–1969
Assembly	Turin, Italy Caseros, Buenos Aires, Argentina Rancagua, Chile Bogotá, Colombia Barcelona (Zona Franca), Spain Kragujevac, Serbia, Yugoslavia (as the Zastava 750) Australia
Designer	Dante Giacosa
Body and chassis
Class	City car
Body style	2-door sedan
Layout	RR layout
Related	SEAT 600 Zastava 750
Powertrain
Engine	633 cc OHV I4 767 cc OHV I4 843 cc 100 R7.038 OHV I4 (600S)
Dimensions
Length	3,215 mm (126.6 in)
Width	1,380 mm (54 in)
Height	1,405 mm (55.3 in)
Curb weight	585 kg (1,290 lb)
Chronology
Predecessor	FIAT 500 “Topolino”
Successor	FIAT 850

The FIAT 600 (Italian: Seicento, pronounced say-chento) is a city car produced by the Italian manufacturer FIAT from 1955 to 1969. Measuring only 3.22 m (10 ft 7 in) long, it was the first rear-engined Fiat and cost the equivalent of about € 6,700 or US$ 7,300 in today’s money (590,000 lire then). The total number produced from 1955 to 1969 at the Mirafiori plant in Turin was 2,695,197. During the 1960s, ’70s and ’80s, the car became very popular in countries such as Spain (as SEAT 600), where it became the icon, par excellence, of the Spanish miracle, Argentina, where it was nicknamed Fitito (a diminutive of FIAT) and former Yugoslavia where it was nicknamed Fićo (pronounced [fee-cho]).

Characteristics

The car had hydraulic drum brakes on all four wheels. Suspension was a unique single double-mounted leafspring – which acts as a stabilizer – between the front wheels coupled to gas-charged shock absorbers, and an independent coil-over-shock absorber setup coupled to semi-trailing arms at the rear. All 600 models had 3-synchro (no synchro on 1st) 4-speed transaxles. Unlike the Volkswagen Beetle or Fiat 500, the Fiat 600 is water-cooled with an ample cabin heater and, while cooling is generally adequate, for high-power modified versions a front-mounted radiator or oil cooler is needed to complement the rear-mounted radiator. All models of the 600 had generators with mechanical external regulators.

The top speed ranged from 95 km/h (59 mph) empty with the 633 cc inline-four engine to 110 km/h (68 mph) with the 767 cc version. The car had good ventilation and defrosting systems.

Steyr Fiat 600

A year after its debut, in 1956, a soft-top version was introduced, as well as a six-seater variant — the Fiat 600 Multipla. It was a precursor of current multi-purpose vehicles.

Retrospectively the water-cooled Fiat 600 is sometimes over-shadowed by the air-cooled Fiat 500, but the 600 was a remarkably fast seller in its time: the millionth 600 was produced in February 1961, less than six years after the car’s launch. At the time when the millionth car was produced, the manufacturer reported it was producing the car at the then remarkable rate of 1,000 a day. As of 2011 there are only 65 left in the UK that are road legal.

Derivatives

SEAT 600/800

SEAT 800, the sole four-door derivative

In Spain, the 600 model was made under the make of SEAT, from 1957 to 1973. Up to 797.319 SEAT 600 were made. The Spanish car maker exported them to a number of countries worldwide. This car motorised Spain after the Spanish Civil War.

SEAT produced various derivatives of the original 600 model some of them with improvements and special fittings like the use of “suicide doors”: the SEAT 600 D/E/L Especial version, the ‘Descapotable’ convertible and the ‘Formicheta’ commercial version etc.

The most interesting version produced between 1964 and 1967 by SEAT is though the SEAT 800, the sole four-door derivative of the 600 model which received a longer wheelbase. It was developed in-house by SEAT and produced exclusively by the Spanish car maker without any equivalent model in Fiat’s range.

Fiat 600/770 Neckar Jagst

NSU Fiat Jagst

The Fiat 600 was also manufactured at Fiat Neckar in Germany between 1956 and 1967. Presented in a first time as Jagst 600, in 1960 with the release of Fiat 600D it became Jagst 770. The model was manufactured until the end of 1967, more than 172,000 copies.

Zastava 750/850

Main article: Zastava 750

Zastava 750

In former Yugoslavia the model was very popular, and was produced under the name Zastava 750 (later 850), nicknamed “Fića” in Serbian, “Fićo” in Bosnian and Croatian, “Fičo” in Slovene, and “Фиќо/Фичо” (Fikjo/Ficho) in Macedonian. It was produced by the Zastava factory in Kragujevac, Serbia, from the early 1960s until 1985, during which time it played a major role in motorisation of the country, due to its affordability.

South American production

Fiat 600R built in Argentina

Uruguayan-built Fiat 600S

The 600 was built as the Fiat 600 R by Sevel in Argentina from 1960 to 1982, with assembly operations also taking place (beginning somewhat later) in Uruguay by Ayax S.A., and in Chile. At first, Someca S.A. built the 600 with rear-hinged doors and the 633 cc engine (28 hp), mainly from parts shipped in from Italy. As a new plant was constructed in the Ferreyra, a suburb of Córdoba, the local parts content steadily increased. In 1962 the 600D was introduced, with a 32 hp (SAE) 767 cc engine. In August 1964, around the same time that the local firm changed its name to Fiat Concord S.A., the second 600D was introduced, with slight changes to its appearance. The suicide doors continued to be used until the April 1965 appearance of the 600E, which also gained some extra power. Early in 1967 the 600E received a slight facelift with bigger headlights, new rims, and a new “grille” in front.

In November 1970 the 600R appeared. The external differences were limited to trim, but the interior saw more thorough changes, with a new steering wheel, inner ceiling, and seat coverings. The hubcaps were replaced with tiny rubber caps. The 767 cc 36 hp (SAE) 600 R (thanks to higher compression than the E) was in turn replaced by the 32 hp (DIN) 843 cc (65.0 x 63.5 mm) 600 S in July 1977, a version featuring new bumpers with rubber overriders and a black plastic faux-grille to replace the previous chrome iteration. Top speed was up from 105 to 110 km/h (68 mph). The 600 was finally replaced by the new 147 in April 1982, after having undergone one last tiny facelift in 1981 (black head and taillight surrounds, a black “shield” up front).

In Colombia, it was assembled in the actual motor plant of Mazda in Colombia, Compañía Colombiana Automotriz from 1979 to 1982 with 60% Colombian parts and 40% Serbian parts (from the Zastava 750). Marketed as the Fiat 750Z, colloquially it was called the “topolino”.

600 Multipla (1956–1965)

FIAT 600 Multipla
Overview
Manufacturer	FIAT
Production	1956-1969 243,000 units
Body and chassis
Class	Mini MPV
Layout	RR layout
Powertrain
Engine	633 cc OHV I4 767 cc OHV I4
Transmission	4-speed manual
Dimensions
Wheelbase	2,000 mm (78.7 in)
Length	3,531 mm (139.0 in)
Width	1,448 mm (57.0 in)
Height	1,581 mm (62.2 in)
Curb weight	700 kg (1,543 lb)

The original FIAT 600 Multipla was based on the Fiat 600’s drivetrain, model 1100 coil and wishbone independent front suspension, and sat six people in a footprint just 50 centimetres (19.7 in) longer than the original Mini Cooper. The driver’s compartment was moved forward over the front axle, effectively eliminating the boot but giving the body a very minivan-like “one-box” look. Behind the front seat the vehicle could be arranged with a flat floor area or a choice of one or two bench seats.

Until the 1970s, it was widely used as a taxi in many parts of Italy.

Rear view (1959)

A 633 cc, RHD Multipla, was tested by the British magazine The Motor in 1956 and was found to have a top speed of 57.1 mph (91.9 km/h) and could accelerate from 0-50 mph (80 km/h) in 43.0 seconds. A fuel consumption of 38.4 miles per imperial gallon (7.36 L/100 km; 32.0 mpg_-US) was recorded. The test car cost £799 including taxes on the UK market.

Multipla Marinella

In 1956, Fissore designed a remarkable open-topped Multipla prototype called the “Marinella” with a wooden-slat wraparound bench in the rear. A Fiat 600 Multipla towing a caravan is used in the video clip of the Crowded House hit Weather with You from their 1991 album Woodface.

The Multipla name was re-introduced in the late-1990s, for the Fiat Multipla compact MPV.

600T

Fiat 600T, a van variant of Fiat 600 and a predecessor of the Fiat 850T

The Fiat 600T is a van derivative of the 600 Multipla. It is powered by a rear mounted 633 cc 4 cylinder engine.

Jolly

The Fiat 600 “Jolly” – with wicker seats

In 1958 Fiat shipped a number of Fiat 600s to the Italian design house Ghia for conversion into the Jolly. Featuring wicker seats and the option of a fringed top to shield its occupants from the Mediterranean sun, these cars were originally made for use on large yachts of the wealthy (Aristotle Onassis owned one).

The car was designed as a luxury vehicle for wealthy Europeans and the US market.

With a cost of nearly double that of a standard “600”, they were made in a very limited production. It is believed that fewer than 100 exist today. 32 Jolly cars were used as taxis on the island of Catalina off the coast of Los Angeles in the USA in the years 1958–1962.

Abarth versions

Main article: Fiat-Abarth 750

Fiat Abarth 850TC

Italian tuning company Abarth produced various versions of the Fiat 600 from 1956 to 1970 under a variety of model names, including Abarth 210 A, Fiat-Abarth 750, 850, and 1000. Many suffixes like Granturismo, Berlina, TC, and TCR were also used and many were built with aluminium bodywork by Zagato and other famed Italian carrozzerie.

• 1955 Fiat 600 Multipla
• 1956 Fiat 600D Multipla
• 1957 Fiat 1200 Spyder

1957 Fiat 1200

Fiat 1200
1959-1963 Fiat 1200 Cabriolet
Overview
Manufacturer	Fiat
Production	1957–1963
Designer	Luigi Rapi (Trasformabile) Pininfarina Coupé and Cabrio
Body and chassis
Body style	4-door sedan 2-door coupé 2-door convertible
Powertrain
Engine	1,221 cc I4
Dimensions
Wheelbase	2,425 mm (95.5 in)
Length	3,921 mm (154.4 in)
Width	1,460 mm (57 in)
Height	1,492 mm (58.7 in)
Curb weight	880 kg (1,940 lb)
Chronology
Predecessor	Fiat 1100
Successor	Fiat 1300/1500

The Fiat 1200 was introduced in Turin Motor Show in November 1957 and is prized by collectors for its cuteness. The 1200 Fiat or Granluce Fiat 1200, was intended to replace the Fiat 1100-103 TV – Turismo Veloce. The 1200 was equipped with a new engine of 1,221 cc, developing 55 PS (40 kW). The 1200 saloon/berlina was based on the Fiat 1100 which visually it closely resembled.

Based around this engine, Fiat introduced at the same time the cabriolet version called “Trasformabile”, the natural successor to the Fiat 1100-103 Trasformabile.

Fiat 1500 S Coupé, with the O.S.C.A. twin cam engine

The 1200 Trasformabile was replaced in 1959 by the Pininfarina designed Fiat 1200 Cabriolet. In November 1959, this also became available with an O.S.C.A. built twin cam engine of 1,491 cc, developing 80 PS (59 kW). This model is called the Fiat 1500 S Cabriolet. In 1962 this engine was replaced with an O.S.C.A. 1,568 cc twin cam four with 90 PS (66 kW) (100 hp gross). This body continued to be built as the 1200 was replaced by the 1300 and 1500, albeit with a modified front end.

The 1200 Granluce was cancelled in September 1961, when the new and more modern 1300 took its place.

Approximately 400,000 copies of the Fiat 1200 were built until 1960, when Fiat presented the 1100 and Special Export.

• 1959 Fiat 1100
• 1959 Fiat 1200 Spyder
• 1959 Fiat 1400B
• 1959 Fiat 1500S
• 1959 Fiat 1800

1959 Fiat 1800/2100

Fiat 1800/2100/1500L
Fiat 2100 Berlina 1959
Overview
Manufacturer	Fiat
Production	1959-1968
Designer	Dante Giacosa
Body and chassis
Body style	4-door sedan 5-door station wagon
Layout	FR layout
Related	Fiat 2300 SEAT 1500
Powertrain
Engine	straight-6 1795 cc (1959 – 1968) 2054 cc (1959 – 1968) straight-4 1481 cc (1963 – 1968)
Dimensions
Wheelbase	265 cm (104.3 in) 273 cm (107.5 in) (Speciale)
Length	446.5 cm (175.8 in) 475 cm (187.0 in) (Speciale) 462 cm (181.9 in) (Coupé)
Width	162 cm (63.8 in)
Height	147 cm (57.9 in) 138 cm (54.3 in) (Coupé)
Curb weight	1,250 kg (2,760 lb)-1,350 kg (2,980 lb)
Chronology
Predecessor	Fiat 1900
Successor	Fiat 2300

The Fiat 1800 and 2100 are six-cylinder saloons produced by Italian automotive manufacturer Fiat between 1959 and 1968. Both six-cylinder models appeared in 1959: in 1963, a four-cylinder 1500 cc version was added to the range. The styling closely resembled that of the Alfa Romeo 2000, Peugeot 404 and BMC‘s family cars of the same period. The Alfa was designed by Carrozzeria Touring of Milan, while Both the Peugeot and the Austin were designed by Pininfarina of Turin. The 1800/2100 were designed by Fiat’s own Dante Giacosa.

1800 (1959-68)

Fiat 1800

The Fiat 1800 appeared in 1959, offered as a 4-door sedan and a 5-door Familiare (Station Wagon ). The 1800 model had a 6-cylinder in-line engine with 1795 cc and a power output of 75 hp / 55 kW delivered through a 4-speed transmission. Its maximum speed was, depending on the version, 137 km/h (85 mph) – 142 km/h (88 mph). This was replaced in 1961 with the 1800 model B: the engine output was now 81 hp / 60 kW and top speed between 143 km/h (89 mph) – 146 km/h (91 mph).

2100 (1959-61)

The 2100 was a version with a bigger six-cylinder engine. In autumn 1959, the 2100 Speciale was introduced with a lengthened wheelbase and different front grille. The Speciale was used by diplomats. The 2100 was discontinued in Italy during 1961, when the Fiat 2300 became available.

1500L (1963-68)

Fiat 1500L

Fiat used the body of Fiat 1800/2100 to create a new less expensive model, the Fiat 1500L introduced in 1963. To distinguish it from the 1300/1500 its name used the designation 1500L (lunga = long). The car shared with its more compact sibling Fiat’s four-cylinder 1481 cc engine, delivering 72 bhp, which, in 1964, was increased in the second series to 75 bhp. A reduced-performance version was also offered, aimed at taxi drivers. This proved popular in southern Europe, equipped with a straight-4 1481 cc petrol engine developing just 60 bhp: the low power engine permitted the transport of customers in comfort and space at urban speeds, without consuming too much fuel.

This version was made also by SEAT in Spain, where no other petrol version of the Fiat 1800/2100 was ever produced. It was badged simply as SEAT 1500, since no equivalent of the Fiat 1500 was produced by SEAT. Nearly 200,000 Seat 1500s were built until 1972.

It is estimated that total production in Italy of the Fiat 1800/2100 range is 150,000.

Engines

Fiat 2100 Giardinietta, one of the rare estates

Model	Years	Engine	Displacement	Power	Fuel system
1800	1959-61	straight-6 ohv	1795 cc	75 hp	single carburetor
1800B	1962-68	straight-6 ohv	1795 cc	86 hp	single carburetor
2100	1959-61	straight-6 ohv	2054 cc	82 hp	single carburetor
1500L	1963-67	straight-4 ohv	1481 cc	75 hp	single carburetor

• 1959 Fiat 2100
• 1959 Fiat 2100 Coupé Vignale
• 1959 Fiat 750 Berlina Abarth
• 1959 Fiat Nuova 500 Sport
• 1960 Fiat 1500 Cabriolet
• 1960 Fiat 500 Giardiniera
• 1961 Fiat 2300 Berlina

1961 Fiat 2300

Fiat 2300
Overview
Manufacturer	Fiat
Production	1961-1969
Designer	Saloon Pininfarina Coupe Sergio Sartorelli at Ghia
Body and chassis
Class	Large family car
Body style	4-door saloon 2-door coupé 5-door station wagon
Layout	FR layout
Related	Fiat 1800/2100
Powertrain
Engine	straight-6
Transmission	4 speed manual all-synchromesh : overdrive optional automatic Borg Warner 3 speed with torque converter
Dimensions
Wheelbase	2,650 mm (104.3 in) Speciale: 2,730 mm (107.5 in)
Length	4,485 mm (176.6 in)
Width	1,620 mm (63.8 in)
Height	1,470 mm (57.9 in)
Curb weight	1,285 kg (2,833 lb)-1,345 kg (2,965 lb)
Chronology
Predecessor	Fiat 2100
Successor	Fiat 130

The Fiat 2300 is an automobile which was produced by Italian automotive manufacturer Fiat between 1961 and 1969.

Mechanically the 2300 lived up to its expectations with power assisted brake discs for all four wheels and a powerful 2.3 litre six cylinder engine (with twin-carbs on the “S” version). Production continued in limited numbers until 1968.

The 2300 saloon (styled by Dante Giacosa) is noteworthy as the first Fiat model to become available with a fully automatic gearbox, which replaced the Saxomat clutch as an optional extra in 1966. Most 2300s and all 2300S coupés had a four-speed all-synchromesh gearbox. In July 1967 the UK´s Motoring & Driving Register cross-compared the car with the outgoing Humber Super Snipe saloon. The Fiat was capable of “assured high-speed motoring above 110 mph though the compromise is a somewhat less pliant suspension”.

Coupé

One of less well known “niche” Fiat models of the 1960s was the 2300/2300S Coupé. The shape of the car was first seen in public when Ghia presented it as a prototype sports coupé at the 1960 Turin Motor Show. A production version, based on the newly launched Fiat 2300 sedan was first seen in 1961 and went on general sale in 1962. Having developed the coupé body, Ghia lacked the production capacity needed for the volumes envisaged, and were obliged to subcontract its production to OSI.

The coupé body was welded to the standard floor platform of the 2300 saloon with which it shared its core components. (Despite being a new model, the 2300 saloon was in most respects a well-proven design, being a larger engined version of the Fiat 2100 that had been available since 1959.) The wheelbase was identical, but the coupé had a slightly wider track at both ends than the saloon, and final drive gearing for the coupé was increased to 3.9 (3.72 for the 2300S coupé) which translated to 20.9 mph (33.6 km/h) per 1,000 rpm.

Elegantly styled by Ghia the 2300 had true “Grand Touring” style and panache which often earned it the “poor man’s Ferrari” tag. Inside the 2300 Coupe featured power operated windows and other luxury fittings.

Specifications

Model	Years	Engine	Displacement	Power	Fuel system
2300	1962-68	straight-6 ohv	2279 cc	105 hp	Double carburetor
2300 S	1962-68	straight-6 ohv	2279 cc	136 hp	Double carburetor

• 

  Fiat 2300 Sedan

  

• Fiat 2300 Estate in UK (1967)

  

•  Fiat 2300 S Coupe

  

•  Fiat 2300 S Coupe 2. Series

  

•  Ghia-Fiat G230S based on Fiat 2300 S

• 1961 Fiat 2300 Coupé
• 1961 Fiat 2300S Coupé
• 1961 Fiat 850 TC Berlina Abarth

1961 Fiat 850

Fiat 850
1968 Fiat 850 Special
Overview
Manufacturer	Fiat
Production	1964–1973
Designer	Dante Giacosa
Body and chassis
Body style	2 door coupé 2 door saloon (Berlina) 2 door roadster (Spider) 2 door station wagon (Familiare) 2 door van (Furgonata)
Layout	RR layout
Related	SEAT 850 SEAT/Fiat 133 Siata Spring
Powertrain
Engine	817 cc I4 (US only) 843 cc I4 903 cc I4
Transmission	4-speed manual
Dimensions
Wheelbase	2,025 mm (79.7 in)
Length	3,575 mm (140.7 in) (saloon) 3,735 mm (147.0 in) (familiare)
Width	1,385 mm (54.5 in) (saloon) 1,500 mm (59.1 in) (familiare)
Height	1,385 mm (54.5 in) (saloon) 1,655 mm (65.2 in) (familiare)
Chronology
Predecessor	Fiat 600
Successor	Fiat 127 Fiat 133 Fiat X1/9 (Spider) Fiat 900T (Familiare)

The Fiat 850 is a small longitudinal–rear-engined rear-wheel drive car which was produced by Fiat of Italy between 1964 and 1973.

Overview

Its technical design was an evolution of the very successful Fiat 600. The internal name for the Fiat 600 development project was “Project 100” and consequently, the internal Fiat codename for the 850 project was 100G (G was a follow on of model designations for the 600 which ran from A to F). The engine of the 850 was based on that of the Fiat 600, but had its capacity increased to 843 cc. The 850 came in two versions: “normale” (standard) with 34 hp (25 kW) and “super” with 37 hp (28 kW). The maximum speed was approximately 125 km/h (78 mph). While it was not a large step forward in technical development, it possessed a certain charm with its large rolling eyes and its short tail, in which the engine sat.

Variants

The 850 family included several body styles with similar technical components underneath.

• Fiat 850 Special — Revised version of the 850 sedan, launched in 1968. It shared the 47 hp (35 kW) engine of 850 Coupé, and offered front disc brakes, sport steering wheel and improved trim. With a 25 percent increase in power, plus disc brakes nestled behind 13″ wheels, it was a “sport sedan” in the vein of the BMW 2002, albeit on a smaller scale.

• Fiat 850 Familiare — The Familiare was a boxier and slightly larger heir to the Fiat 600 Multipla. It featured space for seven passengers in three rows, which made it suitable for groups including children and thin adults. It was too small to accommodate in comfort seven large adults.

The 850 Familiare continued in production till 1976 long after the saloon version of the 850 had been replaced by the Fiat 127. In 1976 the Fiat 900T was introduced, retaining most of the body panels of the 850 Familiare, but featuring the 903 cc engine from the Fiat 127 (although, in this application, still mounted behind the rear axle): the 900T benefitted from significant enhancements in 1980, being now renamed 900E. At least in the UK the 900 series camper vans were badged as FIAT Amigo. Production finally ended in 1985.

• Fiat 850 Coupé — The Coupé was introduced for the first time 1965 on the Geneva Motor Show and had the original 843 cc engine tuned to produce 47 hp (35 kW). The maximum speed at that time was 135 km/h (84 mph).

• Fiat 850 Spider — At the same time as the Coupé, Fiat also introduced the convertible sporty two-seater Spider, with the original 843 cc engine tuned to produce 49 hp (37 kW) which allowed it to reach a top speed of 145 km/h (90 mph). The body was designed and built by Bertone in its Grugliasco, Turin plant. The folding roof section made of fabric could be stowed away completely under a rear flap. The Bertone design also featured smooth, essential lines and simple yet elegant details, such as the recessed headlamps equipped with tilted plexiglass covers to follow the lines of the wings, and the dihedral side panels inspired by Bertone’s 1963 Corvair Testudo.This engine ran counterclockwise, a unique feature compared to other engines.

At the time of their introduction into the United States the Sedan, Coupé, and Spider were marketed with a reduced capacity, high compression 817 cc (49.8 ci) engine in order to beat US emissions regulations at the time which applied only to engines equal to or larger than 50 cubic inches. Compression was raised from 8.8:1 to 9.2:1, requiring premium octane fuel.

In order to separate the sportier variants Coupé and Spider from the basic version, apart from the increase of engine performance, the equipment was also extended and adapted to the higher expectations. Both received sport seats, a sport steering wheel and round speedometer; Spider even received a completely rearranged instrument panel. The front drum brakes were replaced with disc brakes, although drum brakes remained on the rear wheels.

In 1968, Fiat revised the successful Spider and Coupé again and gave them an even stronger engine with 903 cc and 52 hp (39 kW). They were called Sport Spider and Sport Coupé. The Sport Spider body stayed essentially the same, but with a restyled front. The headlamps were moved forward slightly and the plastic covers were eliminated giving the car a “frogeye” look, and the original flush front turn indicators were replaced with units hung below the bumper. Several limited special edition versions of the Spider were offered, including the Racer featuring a body colored metal hard top and the Racer Berlinetta featuring a black vinyl hard top.

There was a minivan and transporter model as a successor of the world’s first minivan, Fiat 600 Multipla, which was later renamed to 900T and likewise received the larger capacity of 903 cc.

Production of the Coupés ended in 1971, of the sedan in 1972, and of the Spiders in 1973, after altogether nearly 2.3 million models were sold worldwide, 140,000 of which were Spiders. Under the name SEAT 850, it was however further produced for some years in Spain, also in a four-door variant. As a successor the Fiat 127 was brought to the market in 1971 which combined the 903 cc push-rod OHV engine with the FIAT 128 transmission and suspension components in a fashionable fast- and later hatch-back 2-door sedan.

Between 1978 and 1983, the U.S. government issued a highly unusual recall for the Fiat 850—going back 10 years—for rust problems.

In 1967, Road & Track called the Fiat 850 coupe “one of the handsomest, best-balanced designs ever seen on a small car.”

• 

  1969 Fiat 850 Coupé

• 

  1970 Fiat 850 Coupé 100

• 

  Fiat 850 Spider

• 

  Fiat 850 T “Familiare” Van

Derivatives

SEAT

Spanish SEAT also built the 850 into the 1970s. They also offered a four-door saloon derivative in two different iterations. The Fiat 850 was also produced under the name Pirin-Fiat in Lovech, Bulgaria, on the basis of complete knock down (CKD) kits between 1967 and 1971.

Abarth

Abarth produced a tuned version of the Spider, known as the Fiat Abarth OT 1000 Spider. With engine displacement increased to 982 cc, it produced 61 hp (45 kW) and 58 lb·ft (79 N·m) of torque. There was also the Michelotti Shellette, a beach car in the mold of Ghia‘s 500 and 600-based “Jolly” cars. It was a more useful proposition, being faster and better equipped. Only about 80 were built, with some of the early ones using DAF underpinnings. The Shellette has the more powerful 47 PS (35 kW) engine of the Special/Coupé.

Abarth also produced the Fiat Abarth OT 2000 Competition Coupé, based on the 850 Coupé but powered by a 1946cc engine. It differed visually from the 850 Coupé in having a barred grill between the headlights and a divided front bumper flanking a spare wheel which projected forward below the grill.

• 1961 Fiat 1300
• 1961 Fiat 1500
• 1962 Fiat 1500S Berlina Abarth
• 1963 Fiat 1600 Cabriolet
• 1963 Fiat 1600S Coupé
• 1963 Fiat 2300 Berlina Speciale
• 1963 Fiat 600
• 1963 Fiat 600 D Multipla
• 1964 Fiat 850
• 1965 Fiat 850 Coupé
• 1965 Fiat 850 Spider
• 1965 Fiat OT 1000 Coupé Abarth

• 1965 Fiat OTS 1000 Coupé Abarth

1967-fiat-abarth-1000-ots-1965-1970

This were part II + III

next chapters following with 

 A Fiat 124-based Lada

 Fiat 125

 Fiat Dino Coupé

1966-1979

• 1966 Fiat 124 1200
• 1966 Fiat 124 Coupé 1400
• 1966 Fiat 124
• 1966 Fiat 124 Spider 1400
• 1966 Fiat 2300 B Familiare
• 1966 Fiat 850 Vanessa
• 1966 Fiat OT 1300/124 Coupé Abarth
• 1966 Fiat 1100 R
• 1967 Fiat 125
• 1967 Fiat 125 Special Berlina
• 1967 Fiat 1500 Cabriolet
• 1967 Fiat Dino Coupé 2.0
• 1967 Fiat Dino Spider 2.0
• 1968 Fiat 1500 L Berlina
• 1968 Fiat 850 Sport Coupé
• 1968 Fiat 850 Sport Spider
• 1968 Fiat 850 Super Berlina
• 1969 Fiat 124 Coupé 1600
• 1969 Fiat 124 Spider 1600
• 1969 Fiat 128 Estate
• 1969 Fiat 128 Saloon
• 1969 Fiat 130 Saloon
• 1969 Fiat Dino 2.4 Coupé
• 1969 Fiat Dino 2.4 Spider
• 1970 Fiat 124 Special T
• 1970 Fiat 418 urban bus
• 1971 Fiat 127
• 1971 Fiat 128 1100SL Coupé
• 1971 Fiat 128 1300SL Coupé
• 1971 Fiat 128 Rally
• 1973 Fiat 314/3 urban/intercity bus
• 1971 Fiat 130 Coupé
• 1971 Fiat 130 Coupé Automatic
• 1972 Fiat 124 Abarth Rallye
• 1972 Fiat 124 Coupé 1800
• 1972 Fiat 124 Spider 1800
• 1972 Fiat 127 L
• 1972 Fiat 421 city/urban bus
• 1972 Fiat 500L
• 1972 Fiat 500L Berlina
• 1972 Fiat 850 Familiare
• 1972 Fiat X1/9
• 1973 Fiat 126
• 1973 Fiat 132
• 1974 Fiat 133
• 1975 Fiat 130 Opera
• 1975 Fiat Mirafiori 1600 CL
• 1976 Fiat 131 Abarth
• 1976 Fiat 132 1800 ES
• 1977 Fiat 132 2000 GLS
• 1977 Fiat Fiorino (first generation)
• 1976 Fiat 370.12.26 coach
• 1978 Fiat 128
• 1978 Fiat Ritmo
• 1978 Fiat Mirafiori Sport
• 1979 Fiat 124 Spider 2000
• 1979 Fiat 132 Diesel
• 1979 Fiat Campagnola
• 1979 Fiat Campagnola Lunga
• 1979 Fiat Mirafiori 1300 CL
• 1979 Fiat Supermirafiori

1980-1989

Fiat Cinquecento Sporting

• 1980 Fiat Panda 750
• 1980 Fiat Strada 75 CL
• 1980 Fiat Supermirafiori
• 1980 Fiat 126
• 1981 Fiat 131 Mirafiori 1300 L
• 1981 Fiat 131 Racing
• 1981 Fiat Strada Abarth 125 TC
• 1982 Fiat 127 1300 Sport
• 1982 Fiat Abarth Volumetrico 131
• 1982 Fiat Argenta
• 1982 Fiat Campagnola Diesel
• 1982 Fiat Panda 30
• 1982 Fiat Strada 105 TC
• 1982 Fiat X1/9 (US)
• 1983 Fiat Regata
• 1983 Fiat Uno
• 1984 Fiat Panda 4X4
• 1984 Fiat Strada Abarth 130 TC
• 1984 Fiat Fiorino (second generation)
• 1985 Fiat 127 Diesel Panorama
• 1985 Fiat 127 Panorama
• 1985 Fiat Argenta SX
• 1985 Fiat Panda 45 Super
• 1985 Fiat Uno Turbo ie
• 1986 Fiat Croma
• 1986 Fiat Panda 1300D
• 1987 Fiat 126 BIS
• 1988 Fiat Tipo
• 1989 Fiat Croma Diesel

1990-1999

Fiat Marea Weekend JTD

• 1990 Fiat Tempra
• 1992 Fiat Cinquecento
• 1994 Fiat Punto
• 1994 Fiat Fiorino (third generation)
• 1995 Fiat Barchetta
• 1995 Fiat Brava
• 1995 Fiat Bravo
• 1995 Fiat Cinquecento Sporting
• 1995 Fiat Coupé 16v Turbo
• 1995 Fiat Coupé 1.8 16v
• 1995 Fiat Ulysse
• 1996 Fiat Palio
• 1996 Fiat Coupé 2.0 20v
• 1996 Fiat Marea 1.4 12v
• 1998 Fiat Marea 155 20v
• 1998 Fiat Marea Weekend 155 20v
• 1998 Fiat Multipla
• 1998 Fiat Seicento
• 1999 Fiat Punto (second generation)

2001-present

Grande Punto

Fiat 500L

Fiat Linea

• 2001 Fiat Doblo
• 2001 Fiat Stilo
• 2002 Fiat Ulysse (second generation)
• 2003 Fiat Idea
• 2003 Fiat Panda (second generation)
• 2003 Fiat Punto (mark 2 revision B)
• 2004 Fiat Panda 4×4 (second generation)
• 2005 Fiat Panda Alessi
• 2005 Fiat Panda Cross
• 2005 Fiat Croma
• 2005 Fiat Sedici
• 2005 Fiat Grande Punto
• 2006 Fiat Panda 100HP
• 2007 Fiat Linea
• 2007 Fiat Bravo
• 2007 Fiat 500 (2007)
• 2007 Fiat 500 (2007) Abarth
• 2008 Fiat 500 (2007) Abarth Assetto Corse
• 2008 Fiat Fiorino Qubo (people carrier)
• 2009 Fiat 500 (2007) Abarth 695 “Tributo Ferrari”
• 2009 Fiat 500C (cabrio)
• 2009 Fiat Punto Evo
• 2011 Fiat Panda (third generation)
• 2009 Fiat 500 (2007) Abarth 695 Competizione
• 2011 Fiat Panda 4×4 (third generation)
• 2011 Fiat 500 (2007) Gucci
• 2012 Fiat Panda 4×4 Steyr
• 2012 Fiat 500 (2007) Abarth 695 “Tributo Maserati”
• 2013 Fiat Panda 4×4 Antarctica
• 2014 Fiat Panda Cross