ALPINE automobiles Dieppe France 1955-1995

Alpine (automobile)

Sunbeam Alpine

For the French Renault Alpine, see Alpine chapter below this.

Sunbeam Alpine
Overview
Manufacturer	Sunbeam (Rootes Group)
Production	1953–75
Assembly	Ryton-on-Dunsmore, Warwickshire, England
Body and chassis
Body style	Sports car
Layout	FR layout

The Sunbeam Alpine is a sporty two-seat open car produced by Sunbeam from 1953 to 1955, and then 1959 to 1968. The name was then used on a two-door fastback from 1969 to 1975. The original Alpine was launched in 1953 as the first vehicle from Sunbeam-Talbot to bear the Sunbeam name alone since the 1935 takeover of Sunbeam and Talbot by the Rootes Group.

Alpine Mark I and III

Sunbeam Alpine Mark I & III

Overview
Production	1953–55 1.582 made
Assembly	United Kingdom Australia
Body and chassis
Body style	2-door roadster
Related	Sunbeam-Talbot 90
Powertrain
Engine	2267 cc (2.3L) I4
Dimensions
Wheelbase	97.5 in (2,476 mm)
Length	168.5 in (4,280 mm)
Width	62.5 in (1,588 mm)
Chronology
Successor	Series Alpine

The Alpine was derived from the Sunbeam-Talbot 90 Saloon,

and has become colloquially known as the “Talbot” Alpine. It was a two-seater sports roadster initially developed by Sunbeam-Talbot dealer George Hartwell in Bournemouth, as a one-off rally car. It had its beginnings as a 1952 Sunbeam-Talbot drophead coupé, and was supposedly named by Norman Garrad of the works Competition Department, who was heavily involved in Sunbeam-Talbot’s successes in the Alpine Rally during the early 1950s using the saloon models.

The car has a four-cylinder 2267 cc engine from the saloon, but with a raised compression ratio. However, since it was developed from the saloon platform, it suffered from rigidity compromises despite extra side members in the chassis. The gearbox ratios were changed, and from 1954 an overdrive unit became standard. The gearchange lever was column-mounted.

The Alpine Mark I and Mark III (no Mark II was made) were hand-built – as was the 90 drophead coupé – at Thrupp & Maberly coachbuilders from 1953 to 1955, and remained in production for only two years. Of the 1582 automobiles produced, 961 were exported to the USA and Canada, 445 stayed in the UK, and 175 went to other world markets. It has been estimated that perhaps as few as 200 have survived.

1954 Sunbeam Alpine Mk1 Two seater

The Sunbeam Alpine Mk 1 Special: It was based on the 2267cc Mk 1 Sunbeam Talbot motor, with alloy rocker cover and Siamese exhaust ports [ cylinders 2 and 3 ]. These motors developed a reputed, 97.5 bhp at 4,500 rpm, mainly by raising the compression ratio to 8.0:1 and incorporating a special induction manifold with a twin choke Solex 40 P.I.I carburettor .

Sunbeam Alpine Team Cars : MKV 21 – 26: The motors were configured the same as the Sunbeam Alpine Mk I Special, with further tuning by ERA to raise power to over 100 bhp.

1953 Alpine Mk III

In the 1953 Alpine Rally four Alpines won the Coupe des Alpes, one of which, finishing 6th, was driven by Stirling Moss; Sheila van Damm won the Coupe Des Dames in the same rally.

Very few of these cars are ever seen on the big screen. However, a sapphire blue Alpine featured prominently in the 1955 Alfred Hitchcock film To Catch a Thief starring Cary Grant and Grace Kelly. More recently, the American PBS show History Detectives tried to verify that an Alpine roadster owned by a private individual was the actual car used in that movie. Although the Technicolor process could “hide” the car’s true colour, and knowing that the car was shipped back from Monaco to the USA for use in front of a rear projection effect, the car shown on the programme was ultimately proven not to be the film car upon comparison of the vehicle identification numbers.

Alpine Series I to V

Sunbeam Alpine Series I to V

Overview
Production	1959–68 69,251 made
Body and chassis
Body style	2-door roadster
Related	Sunbeam Tiger
Powertrain
Engine	Series I: 91.2 cu in (1.5 L) I4 Series II, III & IV—1592 cc (1.6L) I4 Series V—1725 cc (1.7L) I4
Dimensions
Wheelbase	86 in (2,184 mm)
Length	155 in (3,937 mm)
Width	61 in (1,549 mm)
Height	51 in (1,295 mm)
Chronology
Successor	none

Kenneth Howes and Jeff Crompton were tasked with doing a complete redesign in 1956, with the goal of producing a dedicated sports car aimed principally at the US market. Ken Howes contributed some 80 per cent of the overall design work, which bears more than incidental resemblance to the early Ford Thunderbird; Howe had worked at Ford before joining Rootes.

The Alpine was produced in four subsequent revisions until 1968. Total production numbered around 70,000. Production stopped shortly after the Chrysler takeover of the Rootes Group.

Series I 1959–60

The “Series” Alpine started production in 1959. One of the original prototypes still survives and was raced by British Touring car champion Bernard Unett.

The car made extensive use of components from other Rootes Group vehicles and was built on a modified floorpan from the Hillman Husky estate car. The running gear came mainly from the Sunbeam Rapier, but with front disc brakes replacing the saloon car’s drums. An overdrive unit and wire wheels were optional. The suspension was independent at the front using coil springs and at the rear had a live axle and semi-elliptic springing. The Girling-manufactured brakes used 9.5 in (241 mm) discs at the front and 9 in (229 mm)drums at the rear.

Coupe versions of the post-1959 version were built by Thomas Harrington Ltd. Until 1962 the car was assembled for Rootes by Armstrong Siddeley.

An open car with overdrive was tested by the British magazine The Motor in 1959. It had a top speed of 99.5 mph (160.1 km/h) and could accelerate from 0–60 mph (97 km/h) in 13.6 seconds. A fuel consumption of 31.4 miles per imperial gallon (9.0 L/100 km; 26.1 mpg_-US) was recorded. The test car cost £1031 including taxes.

11,904 examples of the series I were produced.

In 1960 Sunbeam marketed a limited-production three-door variant of the Alpine, marketed as a shooting brake. With leather interior and walnut trim, its price was double that of its open counterpart.

The Series I featured a 1494 cc engine and was styled by the Loewy Studios for the Rootes Group. It had dual downdraft carburetors, a soft top that could be hidden by special integral covers and the first available roll-up side windows offered in a British sports car of that time.

Series II 1962

The Series II of 1962 featured an enlarged 1592 cc engine producing 80 bhp and revised rear suspension, but there were few other changes. When it was replaced in 1963, 19,956 had been made.

A Series II with hardtop and overdrive was tested by The Motor magazine in 1960, which recorded a top speed of 98.6 mph (158.7 km/h), acceleration from 0–60 mph (97 km/h) in 13.6 seconds and a fuel consumption of 31.0 miles per imperial gallon (9.1 L/100 km; 25.8 mpg_-US). The test car cost £1,110 including taxes.

Series III 1963–64

The Series III was produced in open and removable hardtop versions. On the hardtop version the top could be removed but no soft-top was provided as the area it would have been folded into was occupied by a small rear seat; also the 1592 cc engine was less powerful. To provide more room in the boot, twin fuel tanks in the rear wings were fitted. Quarter light were fitted to the windows. Between 1963 and 1964, 5863 were made.^[9]

Series IV 1964–65

There was no longer a lower-output engine option; the convertible and hardtop versions shared the same 82 bhp engine with single Solex carburettor. A new rear styling was introduced with the fins largely removed. Automatic transmission with floor-mounted control became an option, but was unpopular. From autumn 1964 a new manual gearbox with synchromesh on first gear was adopted in line with its use in other Rootes cars. A total of 12,406 were made.

Series V 1965–68

The final version had a new five-bearing 1725 cc engine with twin Zenith-Stromberg semi-downdraught carburettors producing 93 bhp. There was no longer an automatic transmission option. 19,122 were made. In some export markets, 100 PS (99 bhp) SAE were claimed.

1967 Sunbeam Alpine Series V

1967 Sunbeam Alpine Series V rear

A muscle-car variant of the later versions was also built, the

Sunbeam Tiger.

Competition

1961 Harrington Alpine

The Alpine enjoyed relative success in European and North American competition. Probably the most notable international success was at Le Mans, where a Sunbeam Harrington won the Thermal Index of Efficiency in 1961. In the United States the Alpine competed successfully in Sports Car Club of America (SCCA) events.

Vince Tamburo won the G-Production National Championship in 1960 using the 1494cc Series I Alpine. In 1961 Don Sesslar took 2nd in the F-Production National Championship followed by a 3rd in the Championship in 1962. For 1963 the Alpine was moved into E-Production facing stiff competition from a class dominated by the Porsche 356. Sesslar tied in points for the national championship while Norman Lamb won the Southwest Division Championship in his Alpine.

A championship for Don Sesslar finally was achieved in 1964 with 5 wins (the SCCA totaled the 5 top finishes for the year). Dan Carmichael won the Central Division Championship in 1964 and ’65. Carmichael continued to race the Alpine until 1967, when he finished 2nd at the American Road Race of Champions.

Bernard Unett raced factory prototype Alpine (registration number XRW 302) from 1962 to 1964 and in 1964 won the Fredy Dixon challenge trophy, which was considered to be biggest prize on the British club circuit at the time. Unett went on to become British Touring car champion three times during the 1970s.

A six-car works team was set up for the 1953 Alpine Rally. Although outwardly similar to their production-car counterparts they reputedly incorporated some 36 modifications, boosting the engine to an estimated 97.5 bhp.

Alpine “Fastback”

Sunbeam Alpine “Fastback”

Overview
Production	1969–75
Body and chassis
Body style	2-door fastback
Powertrain
Engine	1725 cc (1.7L) I4
Dimensions
Wheelbase	98.5 in (2,502 mm)
Length	174.5 in (4,432 mm)
Width	64.75 in (1,645 mm)
Chronology
Successor	none

Main article: Rootes Arrow

Further information: Sunbeam Rapier § Sunbeam Rapier Fastback coupé

Rootes introduced the “Arrow” range in 1967, and by 1968 the saloons and estates (such as the Hillman Hunter) had been joined by a Sunbeam Rapier Fastback coupé model. In 1969, a cheaper, slightly slower and more economical version of the Rapier (still sold as a sporty model) was badged as the new Sunbeam Alpine.

All models featured the group’s strong five-bearing 1725 cc engine, with the Alpine featuring a single Stromberg CD150 carburettor to the Rapier’s twins, and the Rapier H120’s twin 40DCOE Weber carburettors.

Although drawing many parts from the group’s “parts bin”, including the rear lights of the estate Arrow models, the fastbacks nevertheless offered a number of unique features, including their pillar-less doors and rear side windows which combined to open up the car much like a cabriolet with a hardtop fitted. Extensive wooden dashboards were fitted to some models, and sports seats were available for a time.

Post-Sunbeam Alpine

The Alpine name was resurrected in 1976 by Chrysler (by then the owner of Rootes), on a totally unrelated vehicle that could not have been more different: the UK-market version of the Simca 1307, a French-built family hatchback. The car was initially badged as the Chrysler Alpine, and then finally as the Talbot Alpine following Chrysler Europe’s takeover by Peugeot in 1978. The name survived until 1984, although the design survived (with different names) until 1986.

For the Chrysler car model, see Simca 1307.

Alpine

Alpine factory, Dieppe
Former type	Subsidiary
Industry	Automotive
Founded	1955
Founder	Jean Rédélé
Defunct	1995
Headquarters	Dieppe, France
Products	Automobiles
Parent	Renault
Website	alpine-cars.com

Alpine A110 Berlinette 1300G.

Alpine was a French manufacturer of racing and sports cars that used rear-mounted Renault engines.

Jean Rédélé, the founder of Alpine, was originally a Dieppe garage proprietor, who began to achieve considerable competition success in one of the few French cars produced just after the Second World War. The company was bought in 1973 by Renault.

History

Early days

Coach Alpine A106 Mille Milles 1955 (First alpine)

Using Renault 4CVs, Rédélé gained class wins in a number of major events, including the Mille Miglia and Coupe des Alpes. As his experience with the little 4CV built up, he incorporated many modifications, including for example, special 5-speed gear boxes replacing the original 3-speed unit. To provide a lighter car he built a number of special versions with lightweight aluminium bodies: he drove in these at Le Mans and Sebring with some success in the early 1950s.

Encouraged by the development of these cars and consequent customer demand, he founded the Société Anonyme des Automobiles Alpine in 1954. The firm was named Alpine after his Coupe des Alpes successes. He did not realise that in England the previous year, Sunbeam had introduced a sports coupe derived from the Sunbeam Talbot and called the Sunbeam Alpine. This naming problem was to cause problems for Alpine throughout its history.

Alpine A110 Berlinette (1962–1967)

In 1955, he worked with the Chappe brothers to be amongst the pioneers of auto glass fibre construction and produced a small coupe, based on 4CV mechanicals and called the Alpine A106. It used the platform chassis of the original Renault 4CV. The A106 achieved a number of successes through the 1950s and was joined by a low and stylish cabriolet. Styling for this car was contracted to the Italian designer Giovanni Michelotti. Under the glassfibre body was a very stiff chassis based on a central tubular backbone which was to be the hallmark of all Alpines built.

Alpine then took the Michelotti cabriolet design and developed a 2+2 closed coupe (or ‘berlinette’) body for it: this became the Alpine A108, now featuring the Dauphine Gordini 845 cc engine, which on later models was bored out to give a capacity of 904 cc or (subsequently) 998 cc. The A108 was built between 1958 and 1963.

1960s

In 1962, the A108 began to be produced also in Brazil, by Willys-Overland. It was the Willys Interlagos (berlineta, coupé and convertible).

Willys Interlagos Berlineta, the Brazilian A108

By now the car’s mechanicals were beginning to show their age in Europe. Alpine was already working closely with Renault and when the Renault R8 saloon was introduced in 1962. Alpine redeveloped their chassis and made a number of minor body changes to allow the use of R8 mechanicals.

This new car was the A110 Berlinette Tour de France, named after a successful run with the Alpine A108 in the 1962 event. Starting with a 956 cc engine of 51 bhp (38 kW), the same chassis and body developed with relatively minor changes over the years to the stage where, by 1974, the little car was handling 1800 cc engines developing 180 bhp (134 kW)+. With a competition weight for the car of around 620 kg (1,367 lb), the performance was excellent.

Alpine achieved increasing success in rallying, and by 1968 had been allocated the whole Renault competition budget. The close collaboration allowed Alpines to be sold and maintained in France by normal Renault dealerships. Real top level success started in 1968 with outright wins in the Coupe des Alpes and other international events. By this time the competition cars were fitted with 1440 cc engines derived from the Renault R8 Gordini. Competition successes became numerous, helped since Alpine were the first company fully to exploit the competition parts homologation rules.

1970s

In 1971, Alpine achieved a 1-2-3 finish in the Monte Carlo rally, using cars with engines derived from the Renault 16. In 1973, they repeated the 1-2-3 Monte Carlo result and went on to win the World Rally Championship outright, beating Porsche, Lancia and Ford. During all of this time, production of the Alpine A110 increased and manufacturing deals were struck for A110s and A108s with factories in a number of other countries including Spain, Mexico, Brazil and Bulgaria.

1973 brought the international petrol crisis, which had profound effects on many specialist car manufacturers worldwide. From a total Alpine production of 1421 in 1972, the numbers of cars sold dropped to 957 in 1974 and the company was bailed out via a takeover by Renault. Alpine’s problems had been compounded by the need for them to develop a replacement for the A110 and launch the car just when European petrol prices leapt through the roof.

Alpine A110 Berlinette Group 4 (1971-1974).

Through the 1970s, Alpine continued to campaign the A110, and later the Alpine A310 replacement car. However, to compete with Alpine’s success, other manufacturers developed increasingly special cars, notably the Lancia Stratos which was based closely on the A110’s size and rear-engined concept, though incorporating a Ferrari engine. Alpine’s own cars, still based on the 1962 design and using a surprising number of production parts, became increasingly uncompetitive. In 1974 Alpine built a series of factory racing Renault 17 Gordinis (one driven by Jean-Luc Thérier) that won the Press on Regardless World Rally Championship round in Michigan, USA.

In fact, having achieved the rally championship, and with Renault money now fully behind them, Alpine had set their sights on a new target. The next aim was to win at Le Mans. Renault had also taken over the Gordini tuning firm and merged the two to form Renault Sport. A number of increasingly successful sports racing cars appeared, culminating in the 1978 Le Mans win with the Renault Alpine A442B. This was fitted with a turbo-charged engine; Alpine had been the first company to run in and win an international rally with a turbo car as far back as 1972 when Jean-Luc Thérier took a specially modified A110 to victory on the Critérium des Cévennes.

1971 also saw Alpine begin construction of open wheel racing cars. Initially in Formula Three within a year they were building Formula Two cars as well. Unfortunately without a competitive Renault Formula Two engine available the F2 cars could neither be known as Renaults or Alpines while powered by Ford-Cosworth and BMW engines and were labelled Elf 2 and later Elf 2J. A Renault 2.0 litre engine arrived in time for Jean-Pierre Jabouilleto win the European Formula 2 Championship in 1976. By this time Alpine with Jabouille driving had built a Formula One car as a testing mule which lead directly to their entry into the Formula One world championship in 1977. A second European Formula 2 championship followed with René Arnoux in 1977 with the customer Martini team, before Alpine sold the F2 operation to Willi Kauhsen to concentrate on the Le Mans and Formula One programs.

1980s

Alpine Renault continued to develop their range of models all through the 1980s. The A310 was the next modern interpretation of the A110. The Alpine A310 was a sports car with a rear-mounted engine and was initially powered by a four-cylinder 1.6 L sourced Renault 17 TS/Gordini engine. In 1976 the A310 was restyled by Robert Opron and fitted with the more powerful and newly developed V6 PRV engine. The 2.6 L motor was modified by Alpine with a four-speed manual gearbox. Later they would use a Five-speed manual gearbox and with the group 4 model get a higher tune with more cubic capacity and 3 twin barrel Weber carburetors.

Alpine A310 V6 GT Pack (1983-1984).

After the A310 Alpine transformed into the new Alpine GTA range produced from plastic and polyester components, commencing with normally aspirated PRV V6 engines. In 1985 the V6 Turbo was introduced to complete the range. This car was faster and more powerful than the normally aspirated version. In 1986 polyester parts were cut for the first time by robot using a high pressure (3500 bar) water jet, 0.15 mm (0.01 in) in diameter at three times the speed of sound. In the same year the American specification V6 Turbo was developed.

In 1987 fitment of anti-pollution systems allowed the V6 Turbo to be distributed to Switzerland, Germany, Austria and the Netherlands. 1989 saw the launch of the limited edition GTA Mille Miles to celebrate Alpine’s 35th anniversary. Production was limited to 100 cars, all fitted with ABS braking, polished wheels, special leather interior and paintwork. This version was not available in RHD.

1990s

1990 saw the launch of the special edition wide-bodied GTA Le Mans. Otherwise identical mechanically to the V6 Turbo, the engine was fitted with a catalytic converter and power was reduced to 185 bhp (138 kW). This model was available in the UK and RHD versions carried a numbered plaque on the dashboard. The Le Mans is the most collectable and valuable GTA derivative, since only 325 were made (299 LHD and 26 RHD). These were available from Renault dealers in the UK and the country’s motoring press are belatedly recognising the GTA series as the ‘great unsung supercar of the 1980s’

Alpine V6 Turbo Le Mans 1990

The Alpine A610 was launched in 1991. It was re-styled inside and out but was still recognisable as a GTA derivative. The chassis structure was extensively reworked but the central box principal remained the same. The front was completely re-designed the interior was also greatly improved. Air-conditioning and power steering were fitted as standard. The total production run for A610s derivatives was 818 vehicles 67 RHD and 751 LHD. After production of the A610 ended, the Alpine factory in Dieppe produced the Renault Sport Spider and a new era was to begin.

The last Alpine, an A610, rolled off the Dieppe line on 7 April 1995, Renault abandoning the Alpine name. This was always a problem in the UK market. Alpines could not be sold in the UK under their own name because Sunbeam owned the trade mark (because of the mid-50s Sunbeam Alpine Mk I). In the 1970s, for example Dieppe were building modified Renault 5s for the world wide market. The rest of the world knew them as R5 Alpines but in the UK they had to be renamed to R5 Gordini. Strangely enough with the numerous company takeovers that have occurred, it is another French company, PSA Peugeot Citroën, who now own the BritishAlpine trademark.

The Alpine factory in Dieppe continues to expand; in the 1980s they built the special R5 Turbo cars, following the rear engined formula they have always used. They built all Clio Williams and RenaultSport Spiders. The factory proudly put its Alpine badges on the built early batches of the mid engined Clio series one Clio V6. The Clio Series 2 was also assembled there with more recent RenaultSport Clio 172 and RenaultSport Clio 182s.

Between 1989 and 1995, a new Alpine named the A710 “Berlinette 2”, was designed and 2 prototypes were built. Due to the cost of the project (600 millions Francs), and as adding modern equipment and interior would compromise the price and performances, the project was canceled.

Present

The Dieppe factory is known as the producer of Renault Sport models that are sold worldwide. This was originally the “Alpine” factory that Renault gained when they acquired the brand in 1973. Some of the Renault Sport models produced in Dieppe are currently the Mégane Renault Sport, Clio Renault Sport and the new Mégane Renault Sport dCi is to be built on Renault’s Dieppe assembly line. All the RenaultSport track-, tarmac- and gravel-racing Meganes and Clios are also made in the Dieppe factory.

In October 2007, it was reported that Renault’s marketing boss Patrick Blain has revealed that there were plans for several sports cars in Renault’s future lineup, but stressed that the first model wouldn’t arrive until after 2010. Blain confirmed that Renault is unlikely to pick a new name for its future sports car and will probably go with Alpine to brand it. Blain described it as being a “radical sports car” and not just a sports version of a regular model.

The new Alpine sports car will likely have a version of the Nissan GT-R‘s Premium Midship platform.

In France there is a large network of Alpine enthusiasts clubs. Clubs exist in many countries including the UK, USA, Australia, Japan.

In February 2009, Renault confirmed that plans to revive the Alpine brand have been frozen as a direct result of the 2008-2009 global financial crisis and recession.

Renault Alpine A110-50 at Auto Shanghai 2013

In May 2012, images of a new Renault Alpine concept titled as Renault Alpine A110-50 were leaked prior to its debut in Monaco. Its styling was based on the Renault DeZir presented in 2010.

In November 2012, Renault and Caterham Cars announced the purchasing by the latter of an 50% stake in the Renault’s wholly owned subsidiary Société des Automobiles Alpine to create a joint venture (Société des Automobiles Alpine Caterham or SAAC) owned equally by both parts, with the aim of developing affordable sport cars under the Alpine (for Renault) and Caterham (for Caterham Cars) brands, which would be available in 2016. In this partnership, Caterham acquired 50% ownership of the Renault’s Dieppe assembly plant assets. On 10 June 2014, Renault announced it would be repurchasing the stake from Caterham Cars in SAAC, renaming it Société des Automobiles Alpine.

In 2013, as part of the promotional activities for the future launching of Alpine roadcars, Renault partnered with Signatech to enter a Nissan-powered, Oreca-built prototype into the European Le Mans Series championship’s LMP2 class. Signatech-Alpine achieved the teams’ championship. They returned for the 2014 season.

Street models

Racing models

Alpine A360, Formula Three

Alpine A364

Alpine A367, Formula Two, also known as Elf 2

Alpine A440

Alpine A441

Alpine A442

Alpine A443

Alpine A450 (revised Oreca 03)

Renaultsport models at Dieppe

Currently, the old Alpine factory is the manufacturing site for Renault Sport Technologies-developed cars.

The models in production include:

Renault Alpines outside France

Australia

Renault Alpines were never imported into Australia, but as enthusiasts wanted more than just the normal local Renault offerings, Renault Alpine enthusiasts have privately imported the following models into Australia. Currently there are A110, A310, GTA-atmo-turbo-lemans, A610, Renault 5 Turbo and Renault Sport Spiders registered.

An example of an Alpine weekend was held in Victoria with attendees from South Australia, Victoria, New South Wales and Queensland. There were 17 Alpines and 2 Renault 5 Turbos. The Alpine model breakdown was: A110: 5 | A310 (4 cyl): 3 | A310 (6 cyl): 4 | GTA Turbo: 2| GTA atmo: 3

Brazil

The Renault Alpine 108 was produced in Brazil from 1962 to 1966, under license by Willys-Overland do Brasil, branded “Willys Interlagos”. It was the first Brazilian sports car.

Bulgaria

Main article: Bulgaralpine

Bulgaria produced its own version of the Renault Alpine, known as Bulgaralpine from 1967 to 1969. About 100 vehicles were produced.

Canada

A few examples of the Alpine GTA were imported into the Canadian province of Quebec with the expectation that AMC/Renault would be adding the model to their Canadian lineup. The GTA was designed by Renault to meet North American standards however plans to inport the GTA to North America were cancelled by Chrysler shortly after their takover of AMC.

That’s all about Alpine Automobiles and his predisessor Sunbeam what I could find.

SUNBEAM car company Wolverhampton England since 1888 including Hillman + Humber

Sunbeam (car company)

Sunbeam was a marque registered by John Marston Co. Ltd of Wolverhampton, England, in 1888. The company first made bicycles, then motorcycles and cars, from the late 19th century until about 1936, and applied the marque to all three forms of transportation. The company also manufactured aero engines in World War I and 647 aircraft during World War II. A Sunbeam was the first British car to win a Grand Prix race, and it set a number of land speed records. The company went into receivership in 1935 and was purchased by the Rootes Group, which continued to use the Sunbeam marque until 1976 when new owners Chrysler rebranded the vehicles.

Early history

John Marston was apprenticed to the Jeddo Works of Wolverhampton as a japanner (metal lacquerer). In 1859, at the age of 23, he bought two tinplate manufacturers and set up on his own as John Marston Co. Ltd. Marston was an avid cyclist; and, in 1877, he set up the Sunbeamland Cycle Factory, producing bikes known as Sunbeams. Between 1899 and 1901, the company also produced a number of experimental cars, but none was offered to the market.

The first production car named as a Sunbeam was introduced in 1901, after a partnership with Maxwell Maberley-Smith. The Sunbeam-Mabley design was an odd one, with seats on either side of a belt-drive powered by a single-cylinder engine of less than 3 hp (2.2 kW). The design was a limited success, with 420 sold at £130 when production ended in 1904 (source?? Other sources state 130 made). At that point the company started production of a Thomas Pullinger–designed car based on the Berliet mechanicals. They introduced a new model, based on a Peugeot motor they bought for study, in 1906 and sold about 10 a week.

In 1905, the Sunbeam Motorcar Company Ltd was formed separate from the rest of the John Marston business, which retained the Sunbeam motorcycles and bicycles.

The Breton car designer, Louis Coatalen, joined the company from Hillman-Coatalen in 1909, and became chief designer. He soon reorganised production such that almost all parts were built by the company, as opposed to relying on outside suppliers. He quickly introduced his first design, the Sunbeam 14/20, their first to use a shaft-driven rear axle, upgrading it in 1911 with a slightly larger engine as the 16/20.

Sunbeam made a small number of Veterans, and by 1912 were making conventional, high-quality cars. Direct competitors to Rolls Royce, Sunbeams were considered to be a car for those who thought an RR a little ostentatious.

Louis Coatalen in the Nautilus at Brooklands in 1910

Coatalen was particularly fond of racing as a way to drive excellence within the company, noting that “Racing improves the breed”. After designing the 14/20, he started the design of advanced high-power engines, combining overhead valves with a pressurised oil lubrication system. In 1910 he built his first dedicated land-speed-record car, the Sunbeam Nautilus, powered by a 4.2-litre version of this engine design. The Nautilus implemented a number of early streamlining features, known as “wind cutting” at the time, but the custom engine suffered various problems and the design was eventually abandoned. The next year he introduced the Sunbeam Toodles II, featuring an improved valve system that turned it into a success. Coatalen won 22 prizes in Toodles II at Brooklands in 1911, and also achieved a flying mile of 86.16 mph (138.66 km/h) to take the 16 hp Short Record. Sunbeam cars powered by more conventional (for the time) side-valve engines featured prominently in the 1911 Coupé de l’Auto race, and improved versions won first, second and third the next year. Sunbeams continued to race over the next few years, but the company had moved on to other interests.

Coatalen also designed a number of passenger cars, notably the Sunbeam 12/16. By 1911 Sunbeam were building about 650 cars a year, at that time making them a major manufacturer.

First World War

Starting in 1912 they had also branched out into aircraft engines, introducing a series of engines that were not particularly successful commercially. Coatalen seemed to be convinced that the proper solution to any engine requirement was a design for those exact specifications, instead of producing a single engine and letting the aircraft designers build their aircraft around it. Their most numerous designs were the troublesome V8 Sunbeam Arab, which was ordered in quantity in 1917 but suffered from continual vibration and reliability problems and only saw limited service, and the more successful V12 Sunbeam Cossack. Meanwhile Coatalen continued to experiment with ever-more odd designs such as the star-layout Sunbeam Malay, which never got beyond a prototype, the air-cooled Sunbeam Spartan and the diesel-powered Sunbeam Pathan. The company was fairly successful with the introduction of newer manufacturing techniques, however, and was one of the first to build aluminium single-block engines, a design that would not become common until the 1930s.

During the First World War, the company built motorcycles, trucks, and ambulances. The company also participated in the Society of British Aircraft Constructors pool, who shared aircraft designs with any companies that could build them. Acting in this role, they produced 15 Short Bombers powered by their own Sunbeam Gurkha engines, 20 Short Type 827s, 50 Short 310s, and others including Avro 504 trainers; they even designed their own Sunbeam Bomber, which lost to a somewhat simpler Sopwith design. Sunbeam had produced 647 aircraft of various types by the time the lines shut down in early 1919.

Post-war

Sunbeam 14/40 Tourer 1926

Sunbeam 350hp at the National Motor Museum

The record-breaking Sunbeam 1000hp

In 1919 Darracq bought the London-based firm of Clément-Talbot (becoming Talbot-Darracq) in order to import Talbots into England from France. On August 13, 1920, Sunbeam merged with the French company Automobiles Darracq S.A.. Alexandre Darracq built his first car in 1896, and his cars were so successful that Alfa Romeo and Opel both started out in the car industry by building Darracqs under licence. Adding Sunbeam created Sunbeam-Talbot-Darracq, or STD Motors.

In addition to quality limousine, saloon and touring cars, Coatalen was pleased to build racing cars for Henry Segrave—who won the French and Spanish GPs in 1923/4. He also built a Brooklands racer with a purpose built V12 18.3 litre engine whose design was a hybrid of the Sunbeam Manitou and the Sunbeam Arab aero engines. This engine had four blocks of three cylinders arranged in two banks set at 60 degrees (unlike the Arab which were set at 90 degrees). Each cylinder had one inlet and two exhaust valves actuated by a single overhead camshaft. The two camshafts were driven by a complex set of 16 gears from the front of the crankshaft – a very similar arrangement to that used on the Maori engine which had two OHC per bank of cylinders. This famous car (Sunbeam 350HP) established three Land Speed Records – the first achieved by Kenelm Lee Guinness at Brooklands in 1922 with a speed of 133.75mph. Malcolm Campbell then purchased the car, had it painted in his distinctive colour scheme, named it Blue Bird and in September 1924 achieved a new record speed of 146.16mph at Pendine Sands in South Wales, raising it the following year to 150.76mph. The same year Coatalen’s new 3 litre Super Sports came 2nd at Le Mans—beating Bentley—this was the first production twin-cam car in the world. In 1926 Segrave captured the LSR in a new 4 litre V12 Sunbeam racer originally named Ladybird and later renamed Tiger. Coatalen decided to re-enter the LSR field himself, building the truly gigantic Sunbeam 1000HP powered by two 450 hp (340 kW) Matabele engines. On 29 March 1927 the car captured the speed record at 203.792 mph (327.971 km/h). The car is now at the National Motor Museum, Beaulieu, UK.

Sunbeam’s great era was really the 1920s under Coatalen’s leadership with very well engineered, high quality, reliable cars — and a great reputation on the track.

A later land speed record attempt, the 1930 Silver Bullet, failed to achieve either records, or the hoped-for advances in aero engines. It is now almost forgotten. Sunbeam did not really survive the depression and in 1935 went into receivership and was sold to Lord Rootes. The last true Sunbeam was made in 1935. The new entry model “Dawn” was a typical mid-1930s design with independent front suspension whereas other models, the 18.2HP and Speed 20 were based on Vintage designs and qualify as PVT under VSCC rules.

Coatalen’s obsession with improvement meant that there were numerous small changes in models from year to year. Therefore although his designs are basically similar, few parts are interchangeable.

In the Vintage period, typically two models dominated production volumes at each period:

1920–24 16 hp, 16/40, 24 hp, 24/60 & 24/70 all based on pre-war designs.
1922–23 14 hp The first highly successful post-war 4-cylinder.
1924 12/30 & 16/50 only produced in small numbers.
1924–26 14/40 and big brother 20/60 developed from 14 hp with 2 more cylinders added.
1926–30 3 litre Super Sports, highly successful and much coveted, the first production twin OHC car in the world.
1926–30 16 hp (16.9) & 20 hp (20.9). Two new designs with six-cylinder integral cast iron block and crankcase. Both were reliable capable cars produced over many years, (20.9) with a 3-litre engine producing 70 BHP is noted for its performance and is well respected as a practical and reliable touring car. It has many shared components with the 3-litre Super Sports (brakes, suspension, steering, axles, gearbox, transmission).
1926–32 20/60 developed into 25 hp with bore increased from 75 to 80 mm. A few 8-cylinder cars produced in this period, 30 hp & 35 hp.
1930–32 16 hp bore increased from 67 to 70 mm, (16.9 to 18.2 hp).
1931–33 New model 20 hp introduced with 80 mm bore and 7 main bearings rated at 23.8 hp. Very smooth and powerful engine.
1933 18.2 hp engine installed in Speed 20 chassis and renamed ‘Twenty’.
1933–34 20.9 hp engine resurrected with improved exhaust manifold and downdraught carb installed in new cruciform braced chassis for the Speed 20. Highly desirable and fast touring model especially the 1934 body style.
1933–35 Twenty-Five introduced with modified 1931–33 23.8 hp engine.
1934 Twenty given the 20.9 engine in place of the 18.2.
1934–35 Dawn introduced. 12.8 hp (9.5 kW) engine and IFS. Nice little car but not a great success.
1935 Speed 20 renamed Sports 21 with redesigned body style.
1935 Sports 21 given a high compression version of Twenty-Five engine.

The most successful, judged by volumes, was the 16 hp (16.9) followed by 20 hp ( 20.9) made from 1926 to 1930. Whilst the 16 was solid and very reliable, it was a little underpowered at 2.1 litres, the 20.9 made a big jump to 3 litres and 70 bhp (52 kW; 71 PS) with similar body weight and vacuum servo brakes and was capable of 70 mph (110 km/h).

Sunbeam built their own bodies but also supplied to the coachbuilder trade; many limousines were built on Sunbeam chassis. The sales catalogue illustrates the standard body designs.

Rootes Group

Sunbeam-Talbot Saloon 1947

Sunbeam-Talbot 90 4-Door Saloon 1948

STD Motors went into receivership in 1935. By this point only Talbot was still a success and in 1935 that portion was purchased by the Rootes Group. William Lyons of “SS Cars,” who was looking for a name change, given the rising Nazi connotations, tried to buy Sunbeam but they were also purchased by Rootes. After World War II SS Cars changed their name to Jaguar.

Car production at the Wolverhampton factory was terminated but trolleybus production continued there and Karrier trolleybus production was re-located there from Luton by 1939. During wartime the factory produced the only trolleybus available in the UK; a four-wheeled double decker known as either the Karrier or Sunbeam W4. Rootes sold the factory and designs to Brockhouse Ltd in 1946 who sold them in turn to Guy Motors in 1948 who built Sunbeam trolleybuses at their factory until the last was completed in 1964.

Rootes was an early proponent of badge engineering, building a single mass-produced chassis and equipping it with different body panels and interiors to fit different markets. They ended production of existing models at all the new companies, replacing them with designs from Hillman and Humber that were more amenable to mass production.

In 1938 Rootes created a new marque called Sunbeam-Talbot which combined the quality Talbot coachwork and the current Hillman and Humber chassis and was assembled at the Talbot factory in London. The initial two models were the Sunbeam-Talbot 10 and the 3-litre followed by the Sunbeam-Talbot 2 Litre and 4 litre models based on the earlier models only with different engines and longer wheelbases. Production of these models continued after the war until 1948.

In the summer of 1948, the Sunbeam-Talbot 80 and Sunbeam-Talbot 90 were introduced, with a totally new streamlined design with flowing front fenders (wings). The 80 used the Hillman Minx based engine with ohv and the 90 utilised a modified version of the Humber Hawk with ohv. The car bodies were manufactured by another Rootes Group company, British Light Steel Pressings of Acton, however the convertible drophead coupé shells were completed by Thrupp & Maberly coachbuilders in Cricklewood. The underpowered 80 was discontinued in 1950. The 90 was renamed the 90 Mark II and then the 90 Mark IIA and eventually in 1954 the Sunbeam Mark III, finally dropping the Talbot name. With the model name changes, the headlights were raised on the front fenders and an independent coil front suspension and the engine displacement went from 1944 cc to 2267 cc with a high compression head and developing 80 bhp (60 kW; 81 PS).

There was one more model of the Sunbeam-Talbot that appeared in 1953 in the form of an Alpine, a two seater sports roadster which was initially developed by a Sunbeam-Talbot dealer George Hartwell in Bournemouth as a one-off rally car that had its beginnings as a 1952 drophead coupé. It was named supposedly by Norman Garrad, (works Competition Department) who was heavily involved in the Sunbeam-Talbot successes in the Alpine Rally in the early 1950s using the Saloon model. The Alpine Mark I and Mark III (a Mark II was never made) were hand built like the Drophead Coupé at Thrupp & Maberly coachbuilders from 1953 to 1955 when production ceased after close to 3000 were produced. It has been estimated that perhaps only 200 remain in existence today. The Talbot name was dropped in 1954 for the Sunbeam Alpine sports car, making Sunbeam the sports-performance marque. In 1955 a Sunbeam saloon won the Monte Carlo Rally. Production ceased in 1956 and replaced by the sporty Sunbeam Rapier.

In 1959 a totally new Alpine was introduced, and the 1955 Rapier (essentially a badge-engineered Hillman Minx) was upgraded. After several successful series of the Alpine were released, director of US West-Coast operations, Ian Garrad, became interested in the success of the AC Cobra, which mounted a small-block V-8 engine in the small AC Ace frame to create one of the most successful sports cars of all time. Garrad became convinced the Alpine frame could also be adapted the same way, and contracted Carroll Shelby to prototype such a fit with a Ford engine. The result was the Sunbeam Tiger, released in 1964, which went on to be a huge success.

Chrysler era

Sunbeam Rapier fastback coupé

But at this point, Rootes was in financial trouble. Talks with Leyland Motors went nowhere, so in 1964, 30 percent of the company (along with 50 percent of the non-voting shares) was purchased by Chrysler, who was attempting to enter the European market. Ironically, Chrysler had purchased Simca the year earlier, who had earlier purchased Automobiles Talbot, originally the British brand that had been merged into STD Motors many years earlier.

Chrysler’s experience with the Rootes empire appears to have been an unhappy one. Models were abandoned over the next few years while they tried to build a single brand from the best models of each of the company’s components, but for management, “best” typically meant “cheapest to produce,” which was at odds with the former higher-quality Rootes philosophy. Brand loyalty started to erode, and was greatly damaged when they decided to drop former marques and start calling everything a Chrysler. The Tiger was dropped in 1967 after an abortive attempt to fit it with a Chrysler engine, and the Hillman Imp–derived Stiletto disappeared in 1972.

The last Sunbeam produced was the “Rootes Arrow” series Alpine/Rapier fastback (1967–76), after which Chrysler, who had purchased Rootes, disbanded the marque. The Hillman (by now Chrysler) Hunter, on which they were based, soldiered on until 1978. A Hillman Avenger-derived hatchback, the Chrysler Sunbeam, maintained the name as a model, rather than a marque, from 1978 to the early 1980s, with the very last models sold as Talbot Sunbeams. The remains of Chrysler Europe were purchased by Peugeot and Renault in 1978, and the name has not been used since.

Electric cars – 2014

The Sunbeam trade mark was re-introduced with the approval of Peugeot SA in November 2014. The Sunbeam Motor Company Limited (Reg No SC 492037) became registered owner of Sunbeam class 12 trade mark on 17th November 2014 (UK3045611) to design and manufacture two, three and four wheel Sunbeam electric vehicles.

Products

Sunbeam rear entrance Tonneau

Sunbeam car at the Black Country Living Museum 1903

Early fire engine on display at the Black Country Living Museum, preserved by the Marston Wolverhampton Heritage Trust

Sunbeam Cars

Pre WWI

1901–04 Sunbeam Mabley
1902-03 Sunbeam rear entrance Tonneau
1903–10 Sunbeam 12 hp
1904-05 Sunbeam side entrance Tonneau
1905–11 Sunbeam 16/20 and 25/30
1908 Sunbeam 20
1908–09 Sunbeam 35
1909 Sunbeam 16
1909–15 Sunbeam 14/20, 16/20, and 20
1910–11 Sunbeam 12/16
1911–15 Sunbeam 18/22, 25/30 and 30
1912–15 Sunbeam 12/16 and 16
1912–14 Sunbeam 16/20

Inter-war years

1932 Sunbeam 20

1935 Sunbeam Model 25 Saloon

1950 Sunbeam-Talbot 90

1919–21 Sunbeam 16/40
1919–24 Sunbeam 24, 24/60 and 24/70
1922–23 Sunbeam 14 and 14/40
1923–26 Sunbeam 20/60
1924–33 Sunbeam 16 (16.9 and 18.2)
1925–30 Sunbeam 3 litre Super Sports (Twin Cam)
1926–32 Sunbeam Long 25
1927–30 Sunbeam 20 (20.9)
1930–33 Sunbeam 20 (23.8)
1933–35 Sunbeam Speed Twenty
1934–35 Sunbeam Twenty
1934–35 Sunbeam Twenty-Five
1934–35 Sunbeam Dawn

Rootes Group Cars

1936–37 Sunbeam 30
1938–48 Sunbeam-Talbot Ten
1939–48 Sunbeam-Talbot Two Litre
1938–40 Sunbeam-Talbot Three Litre
1939–40 Sunbeam-Talbot Four Litre

Post WWII

1938–48 Sunbeam-Talbot Ten

1938-1948 Sunbeam-Talbot Ten

Sunbeam-Talbot Ten

Overview
Manufacturer	Rootes Group
Production	1938-1948
Body and chassis
Body style	4-door saloon drophead coupé tourer
Related	Sunbeam-Talbot 2 Litre
Powertrain
Engine	1185 cc Straight-4
Transmission	4-speed manual
Dimensions
Wheelbase	94 in (2,388 mm)
Length	156 in (3,962 mm)
Width	60 in (1,524 mm)
Chronology
Predecessor	Hillman Minx
Successor	Sunbeam Talbot 80

The Sunbeam-Talbot Ten is a four-door saloon manufactured by the Rootes Group between 1938 and 1939, and then reintroduced after the Second World War and sold between 1945 and 1948. A cabriolet version was also available.

The British piece of the Sunbeam-Talbot-Darracq business fell into the hands of Rootes in 1935, and the new owner’s strategy was clearly to use the prestige of the Sunbeam-Talbot name for selling larger numbers of lower priced cars than hitherto. The Sunbeam-Talbot Ten was one of the first products of the Rootes strategy, being in effect a stylishly rebodied version of the company’s existing middle market saloon, the Hillman Minx.

The classic saloon featured the streamlining increasingly characteristic of mainstream British cars in the later 1930s, along with “stand-alone” headlights. Power came from a 1185 cc side-valve engine for which 41 bhp (30 kW) of power output was claimed. All four wheels were suspended using semi elliptical leaf springs. Top speed was quoted as 68 mph (109 km/h).

Visually the car was virtually indistinguishable from the faster Sunbeam-Talbot 2 Litre, although the faster car was actually about 3 inches (8 cm) longer in wheel-base and overall body length.

In 1948 the Sunbeam-Talbot Ten was replaced by the more modern Sunbeam-Talbot 80 which was essentially a restyled version of the same car.

1947 Sunbeam Talbot Ten Saloon
1938 Sunbeam-Talbot Ten Drophead Coupé
1948 Sunbeam Talbot Ten Tourer

1939–48 Sunbeam-Talbot Two Litre
1948–50 Sunbeam-Talbot 80
1948–54 Sunbeam-Talbot 90 Marks I, II & IIA

Sunbeam-Talbot 90

Sunbeam-Talbot 90
Sunbeam-Talbot 90 MkI
Overview
Manufacturer	Rootes Group
Production	1948-1954 20,381 built
Body and chassis
Body style	4-door saloon 2-door drophead coupé
Related	Sunbeam-Talbot 80
Powertrain
Engine	1944 cc Straight-4 till 1952 2267 cc Straight-4 from 1952
Transmission	4-speed manual
Dimensions
Wheelbase	97.5 in (2,476 mm)
Length	167.5 in (4,254 mm)
Width	62.5 in (1,588 mm)
Height	59 in (1,499 mm)
Chronology
Predecessor	Sunbeam-Talbot 2 Litre
Successor	Sunbeam MkIII

The Sunbeam Talbot 90 was a sporting car built by the Rootes Group in Ryton Coventry under their Sunbeam-Talbot brand.

The car was launched in 1948 along with the smaller-engined Sunbeam-Talbot 80 but many features dated back to the pre war Sunbeam-Talbot 2 Litre. The body was completely new and available as a four-door saloon or two-door drophead coupé. The saloon featured a “pillarless” join between the glass on the rear door and the rear quarter window.

The car went through three versions before the name was changed to Sunbeam MkIII (without “Talbot”) in 1954. It was the last car to bear the Sunbeam-Talbot name.

Sunbeam Talbot 90 “Pillarless” Rear Window

Sunbeam-Talbot 90 MkI 1948–1950

Sunbeam-Talbot 90 MkI Saloon

The original version had a 64 bhp (48 kW) 1,944 cc side-valve four-cylinder engine derived from a pre-war Humber unit carried over from the Sunbeam-Talbot 2-Litre. The chassis was derived from the Ten model but with wider track and had beam axles front and rear and leaf springs. The brakes were updated to have hydraulic operation. Saloon and Drophead coupé bodies were fitted to the chassis and the rear wheel openings were covered by metal “spats”.

4000 were made.

Sunbeam-Talbot 90 MkII 1950–1952

Sunbeam-Talbot 90 Mk II cabriolet

The Mk II got a new chassis with independent front suspension using coil springs. The engine was enlarged to 2267 cc. The increased engine block capacity was shared with the company’s 1950 Humber Hawk, but in the cylinder head the Humber retained (until 1954) the old side-valve arrangement. The Sunbeam’s cylinder head was changed to incorporate overhead valves, giving rise to a claimed power output of 70 bhp (52 kW), compared with only 58 bhp (43 kW) for the Humber. The favourable power-to-weight ratio meant that the Talbot could be “geared quite high” and still provide impressive acceleration where needed for “quick overtaking”.

The front of the Talbot 90 body was modified; the headlights were higher and there were air inlet grilles on either side of the radiator

A Coupé version tested by The Motor magazine in 1952 had a top speed of 85.2 mph (137.1 km/h) and could accelerate from 0-60 mph (97 km/h) in 20.2 seconds. A fuel consumption of 22.5 miles per imperial gallon (12.6 L/100 km; 18.7 mpg_-US) was recorded. The test car cost £1393 including taxes.

5493 were made.

Sunbeam-Talbot 90 MkIIA 1952–1954

The Mk IIA had a higher compression engine raising output to 77 bhp (57 kW). To cater for the higher speeds the car was now capable of, the brakes were enlarged and to improve brake cooling the wheels were pierced. The Talbot MkIIA coupe/convertible is regarded as the rarest of the Sunbeam Talbots.

The rear wheel spats were no longer fitted.

10,888 were made.

Sunbeam-Talbot 90 Mk IIA saloon

1953 Sunbeam-Talbot 90 MkIIA Drophead Coupe

Sunbeam-Talbot 90 MkIIA Drophead Coupe of 1953

Sunbeam-Talbot 90 MkIIA Sedan

Sunbeam-Talbot 90 MkIIA Drophead Coupe

Sunbeam Mk III

Sunbeam Mk III
1956 Sunbeam Mk III
Overview
Manufacturer	Rootes Group
Production	1954-1957 2,250 built
Assembly	United Kingdom Australia
Body and chassis
Body style	4-door saloon 2-door drophead coupé
Powertrain
Engine	2267 cc Straight-4
Chronology
Predecessor	Sunbeam-Talbot 90

From 1954 to 1957 the car continued, but without the Talbot name and was marketed as the Sunbeam MkIII and badged on the radiator shell as Sunbeam Supreme. The drophead coupé was not made after 1955.

There were some minor styling changes to the front with enlarged air intakes on each side of the radiator shell and three small portholes just below each side of the bonnet near to the windscreen. Duo-tone paint schemes were also available. Engine power was increased to 80 bhp (60 kW) and overdrive became an option.

A Mk III tested by The Motor magazine in 1955 had a top speed of 93.6 mph (150.6 km/h) and could accelerate from 0-60 mph (97 km/h) in 17.4 seconds. A fuel consumption of 22.1 miles per imperial gallon (12.8 L/100 km; 18.4 mpg_-US) was recorded. The test car cost £1191 including taxes.

The main Rootes Group dealers in Leicester, Castles of Leicester, offered a conversion that moved the gearchange to the transmission tunnel, modified the cylinder head, fitted a bonnet air scoop and changed the way the boot lid opened. These models were not connected with the Sunbeam factory but are sometimes referred to as the Mk IIIS. Some 30-40 cars were modified. The revised gearchange was also offered as an after market accessory and was suitable for fitting to earlier models also.

Approximately 2250 were made.

1954–57 Sunbeam 90 Mark III
1953–55 Sunbeam Alpine Mark I

1953-75 Sunbeam Alpine

Sunbeam Alpine
Overview
Manufacturer	Rootes Group
Production	1953–75
Assembly	Ryton-on-Dunsmore, Warwickshire, England
Body and chassis
Body style	Sports car
Layout	FR layout

The Sunbeam Alpine is a sporty two-seat open car from Rootes Group‘s Sunbeam car marque. The original was launched in 1953 as the first vehicle from Sunbeam-Talbot to bear the Sunbeam name alone since the 1935 takeover of Sunbeam and Talbot by the Rootes Group.

Alpine Mark I and III

Sunbeam Alpine Mark I & III

Overview
Production	1953–55 1.582 made
Assembly	United Kingdom Australia
Body and chassis
Body style	2-door roadster
Related	Sunbeam-Talbot 90
Powertrain
Engine	2267 cc (2.3L) I4
Dimensions
Wheelbase	97.5 in (2,476 mm)
Length	168.5 in (4,280 mm)
Width	62.5 in (1,588 mm)
Chronology
Successor	Series Alpine

The Alpine was derived from the Sunbeam-Talbot 90 Saloon, and has become colloquially known as the “Talbot” Alpine. It was a two-seater sports roadster initially developed by Sunbeam-Talbot dealer George Hartwell in Bournemouth, as a one-off rally car. It had its beginnings as a 1952 Sunbeam-Talbot drophead coupé, and was supposedly named by Norman Garrad of the works Competition Department, who was heavily involved in Sunbeam-Talbot’s successes in the Alpine Rally during the early 1950s using the saloon models.

The Sunbeam Alpine Mk 1 Special: It was based on the 2267cc Mk 1 Sunbeam Talbot motor, with alloy rocker cover and Siamese exhaust ports [ cylinders 2 and 3 ]. These motors developed a reputed ,97.5 bhp at 4,500 rpm, mainly by raising the compression ratio to 8.0:1 and incorporating a special induction manifold with a twin choke solex 40 P.I.I carburettor .

Sunbeam Alpine Team Cars : MKV 21 – 26: The motors were configured the same as the Sunbeam Alpine Mk I Special, with further tuning by ERA to raise power to over 100 bhp.

Alpine Mk III

In the 1953 Alpine Rally four Alpines won the Coupe des Alpes, one of which, finishing 6th, was driven by Stirling Moss; Sheila van Damm won the Coupe Des Dames in the same rally.

Alpine Series I to V

Sunbeam Alpine Series I to V

Overview
Production	1959–1968 69,251 made
Body and chassis
Body style	2-door roadster
Related	Sunbeam Tiger
Powertrain
Engine	Series I: 91.2 cu in (1.5 L) I4 Series II, III & IV—1592 cc (1.6L) I4 Series V—1725 cc (1.7L) I4
Dimensions
Wheelbase	86 in (2,184 mm)
Length	155 in (3,937 mm)
Width	61 in (1,549 mm)
Height	51 in (1,295 mm)
Chronology
Successor	none

The Alpine was produced in four subsequent revisions through to 1968. Total production numbered around 70,000. Production stopped shortly after the Chrysler takeover of the Rootes Group.

Series I 1959–1960

The “Series” Alpine started production in 1959. One of the original prototypes still survives and was raced by British Touring car champion Bernard Unett.

Coupe versions of the post-1959 version were built by Thomas Harrington Ltd. Until 1962 the car was assembled for Rootes by Armstrong Siddeley.

11,904 examples of the series I were produced.

In 1960 Sunbeam marketed a limited-production three-door variant of the Alpine, marketed as a shooting brake. With leather interior and walnut trim, its price was double that of its open counterpart.

The Series I featured a 1494 cc engine and was styled by the Loewy Studios for the Rootes Group. It had dual downdraft carburetors, a soft top that could be hidden by special integral covers and the first available roll up side windows offered in a British sports car of that time.

Series II 1962

The Series II of 1962 featured an enlarged 1592 cc engine producing 80 bhp and revised rear suspension, but there were few other changes. When it was replaced in 1963, 19,956 had been made.

Series III 1963–1964

The Series III was produced in open and removable hardtop versions. On the hardtop version the top could be removed but no soft-top was provided as the area it would have been folded into was occupied by a small rear seat. Also, the 1592 cc engine developed less power. To provide more room in the boot, twin fuel tanks in the rear wings were fitted. Quarter light were fitted to the windows. Between 1963 and 1964, 5863 were made. alpine

Series IV 1964–1965

The lower-output engine option was now dropped with convertible and hardtop versions sharing the 82 bhp engine with single Solex carburettor. A new rear styling was introduced with the fins largely removed. Automatic transmission with floor-mounted control became an option, but was unpopular. From autumn 1964 a new manual gearbox with synchromesh on first gear was adopted in line with its use in other Rootes cars. A total of 12,406 were made.

Series V 1965–1968

1967 Sunbeam Alpine Series V

A muscle-car variant of the later versions was also built, the Sunbeam Tiger.

Competition

1961 Sunbeam Harrington Alpine

A championship for Don Sesslar finally was achieved in 1964 with 5 wins (the SCCA totaled the 5 top finishes for the year). Dan Carmichael won the Central Division Championship in 1964 and 65. Carmichael continued to race the Alpine until 1967, when he finished 2nd at the American Road Race of Champions.

Alpine “Fastback”

Sunbeam Alpine “Fastback”

Overview
Production	1969–1975
Body and chassis
Body style	2-door fastback
Powertrain
Engine	1725 cc (1.7L) I4
Dimensions
Wheelbase	98.5 in (2,502 mm)
Length	174.5 in (4,432 mm)
Width	64.75 in (1,645 mm)
Chronology
Successor	none

Main article: Rootes Arrow

Further information: Sunbeam Rapier § Sunbeam Rapier Fastback coupé

Post-Sunbeam Alpine

1955–67 Sunbeam Rapier Series I, II, III, IIIA, IV & V

Sunbeam Rapier

Sunbeam Rapier
Sunbeam Rapier IIIA convertible
Overview
Manufacturer	Rootes Group
Production	1955-1976
Body and chassis
Body style	2 door saloon 2 door convertible 2 door fastback coupe
Related	Hillman Minx Singer Gazelle Sunbeam Alpine Fastback coupé
Chronology
Predecessor	Sunbeam Mark III
Successor	none

The Sunbeam Rapier is an automobile produced by the Rootes Group from 1955 to 1976, in two different body-styles, the “Series” cars (which underwent several revisions) and the later (1967–1976) fastback shape, part of the “Arrow” range.

The first generation Rapier was the first of the “Audax” range of light cars produced by the Rootes Group, in this instance as part of their Sunbeam marque. Announced at the London Motor Show in October 1955, it preceded its Hillman Minx and Singer Gazelle counterparts which were not introduced until 1956.

A four seat, two door hardtop coupé – designated Series I with the introduction of the Series II in 1958 – it was different from the Sunbeam Mark III, the car it would eventually replace. Although designed “in house” by the Rootes Group, it was inspired, via the Raymond Loewy design organisation, by the new-generation Studebaker coupés of 1953.

Series I

Sunbeam Rapier I

Overview
Production	1955–1958 7477 produced.
Body and chassis
Body style	2 door saloon
Powertrain
Engine	1390 cc overhead valve Straight-4
Dimensions
Wheelbase	96 in (2,400 mm)
Length	160 in (4,100 mm)
Width	60 in (1,500 mm)
Height	57 in (1,400 mm)

The styling of the Series I Rapier was undertaken by the design firm of Raymond Loewy Associates and showed a great deal of influence of Raymond Loewy‘s 1953 Studebaker Hawk (itself an acclaimed design). Available in a range of two-tone colour schemes typical of the period, it had a steering column gear change, leather trim and an overdrive as standard fittings. Vinyl trim was an option in the UK and standard in certain export territories. Rapier bodies were built by Pressed Steel, shipped to Thrupp & Maberly in north London where they were painted and trimmed, then shipped again to the Rootes assembly plant at Ryton-on-Dunsmore near Coventry where the engines, transmission and running gear were fitted. This complex situation persisted until late 1963 when the Series IV was introduced.

The Rapier’s 1390 cc engine was essentially the same as that fitted to the Hillman Minx but with a raised compression ratio (8:1 instead of 7:1), a Zenith DIF 36 carburettor and revised inlet and exhaust manifolds. In this form it developed 62.5 bhp (47 kW; 63 PS) at 5000 rpm. A column change, four speed transmission with overdrive on third and top was included in the price as a standard feature.

From October 1956, directly as a result of experience gained in international rallying by Rootes’ competition department, the Rapier was fitted with the updated R67 engine on which the Stromberg carburettor was replaced by twin Zenith 36 WIP carburettors on a new inlet manifold. This engine produced 67.5 bhp (50 kW; 68 PS) at 5000 rpm, the effect of which was to reduce the Rapier’s 0-60 mph time by almost 1 second and increase its top speed by 3 mph (4.8 km/h).

British magazine The Motor tested a Series I twin carburettor saloon in 1957, recording a top speed of 85.7 mph (137.9 km/h) and acceleration from 0–60 mph (97 km/h) in 20.9 seconds and a fuel consumption of 30.5 miles per imperial gallon (9.3 L/100 km; 25.4 mpg_-US). The test car cost £1043 including taxes of £348.

In competition, a Rapier driven by Peter Harper finished in fifth place in the 1958 Monte Carlo Rally.

In total, 7,477 units were produced of this initial version of the Sunbeam Rapier. It was discontinued in 1958 on the introduction of the Series II.

Series II

Sunbeam Rapier II

Overview
Production	1958–1959 15,151 produced.
Body and chassis
Body style	2 door saloon 2 door convertible
Powertrain
Engine	1494 cc overhead valve Straight-4

The Sunbeam Rapier Series II was announced on 6 February 1958, available in hardtop and convertible forms. Rootes arranged for nine of the new cars to be in Monte Carlo for the press to try at the end of the 1958 Monte Carlo Rally.

The traditional Sunbeam radiator grille was reintroduced, albeit shortened and widened and the spaces at its sides were filled with horizontal side grilles. The two-tone lower body colour scheme of the Series I was discontinued in favour of a broad full length flash in the same colour as the roof, but the most obvious change was the appearance on the rear wings of pronounced fins.

The interior of the Series II was little changed from that of the Series I, except that a floor gear change replaced the column change, a modification, developed on the works Series I rally cars. To keep costs down, the leather upholstery, standard on the Series I, was discontinued in favour of vinyl and overdrive became an extra cost option.

An improvement in the Series II though, was its more powerful engine. Referred to as the Rallymaster, it had an increased capacity of 1494 cc. The capacity increase combined with a higher compression ratio of 8.5:1 and larger inlet and exhaust valves to raise the power output to 73 bhp (54 kW; 74 PS) at 5,200 rpm. Autocar quoted the top speed as 91 mph (146 km/h) with a 0-60 mph time of 20.2 seconds. Also as a direct result of competition experience, the Series II was fitted with larger front brakes and a recirculating ball steering box instead of the worm and nut box of the Series I.

The Series II was discontinued in favour of the Series III in 1959 after 15,151 units (hardtop and convertible) had been built.

Series III

Sunbeam Rapier III

Overview
Production	1959–1961 15,368 produced.
Body and chassis
Body style	2 door saloon 2 door convertible
Powertrain
Engine	1494 cc overhead valve Straight-4

The Series III was introduced in September 1959.

Rootes made subtle changes to the car’s body which individually were insignificant but when combined, considerably altered its appearance. For example, the number of horizontal bars in each of the side grilles was increased from three to four and the boot lid acquired an oblong number plate recess and surround in place of the square one of the earlier cars. The most striking change was the redesigned side flash, now narrower and lower down the side of the car with the Rapier script on its rear end. The most subtle change, however, was a reduction in thickness of the windscreen pillars and a lowering of the scuttle line to give a 20% increase in windscreen area.

Inside the Series III the changes were more evident. Rootes stylists completely redesigned the seats and interior panels and specified that they be trimmed in single colour vinyl with contrasting piping. For the first time, deep pile carpets were fitted as standard in the foot-wells (previous versions had rubber mats). The steering wheel, control knobs and switches were in black plastic instead of beige. The dashboard, instead of being as in the earlier cars padded metal and plastic, was covered in burr walnut veneer surmounted by a padded crash roll fitted with black-faced British Jaeger instruments.

Mechanically, the Series III benefited from the design of the Sunbeam Alpine sports car with which it shared its engine. Although the engine’s displacement was still 1494 cc, it was fitted with a new eight-port aluminium cylinder head with an increased compression ratio and redesigned valves, and used a new, sportier camshaft. The twin Zenith carburettors from the Series II remained but were mounted on a new water heated inlet manifold. The result of these changes was a power increase of 5 bhp (4 kW; 5 PS) to 78 bhp (58 kW; 79 PS) at 5400 rpm.

Gearbox changes included higher second, third and top gear ratios, and a reduced angle of gear lever movement to make for shorter lever travel and snappier changes. New front disc brakes significantly improved the Rapier’s braking capability and widened its front track to give greater stability and improved road-holding.

A saloon with overdrive was tested by British magazine The Motor in 1960 and had a top speed of 91.7 mph (147.6 km/h) and could accelerate from 0-60 mph (97 km/h) in 16.6 seconds. A fuel consumption of 29.5 miles per imperial gallon (9.6 L/100 km; 24.6 mpg_-US) was recorded. The test car cost £1045 including taxes.

The Series III, of which 15,368 units were built (hardtop and convertible) gave way to the Series IIIA in April 1961.

Series IIIA

Sunbeam Rapier IIIA

Overview
Production	1961–1963 17,354 produced.
Body and chassis
Body style	2 door saloon 2 door convertible
Powertrain
Engine	1592 cc overhead valve Straight-4

In 1961 the Series IIIA was announced with the Series II Sunbeam Alpine 1592 cc engine.^[7]

Externally and internally the Series IIIA was identical to the Series III. The improvements were directed solely at improving the durability of the car. To this end, engine capacity was increased to 1592 cc and a stiffer crankshaft fitted. To increase reliability, the crankshaft incorporated larger diameter connecting rod bearings which called for modifications to the connecting rods and gudgeon pins. Modified oil and water pumps completed the engine changes. As a result, power output increased from 78 bhp (58 kW) to 80.25 bhp (60 kW; 81 PS) at 5,100 rpm and torque increased from 84 lb·ft (114 N·m) at 3500 rpm to 88.2 ft·lbf (119.6 N·m) at 3,900 rpm.

In addition, the Series IIIA included many detail changes such as an increased diameter front anti-roll bar which greatly improved roadholding, a redesigned clutch bell housing, a revised clutch assembly with nine pressure springs instead of six and a redesigned air cleaner assembly. Inside the car a fresh-air heater, hitherto available only at extra cost, became a standard fitting. All of these changes combined to make the Series IIIA subtly different from its predecessor and to give the Sunbeam Rapier a new lease of life in the showroom.

Maximum speed for the Series IIIA was lower than the Series III at 90 mph (140 km/h). It also took longer than the Series III to get to 60 mph (19.3 seconds) but its engine was far more durable. in mid 1963, the Series IIIA convertible was discontinued but the hardtop soldiered on until October 1963 when it was replaced by the Series IV. When production of the Series IIIA ceased, 17,354 units had been built.

Series IV

Sunbeam Rapier IV

Overview
Production	1963–1965 9,700 produced.
Body and chassis
Body style	2 door saloon
Powertrain
Engine	1592 cc overhead valve Straight-4

Late in 1963, Rootes were set to drop the Rapier. It was no longer the mainstay of the competitions department because Rootes had directed its competitive effort towards the Hillman Imp and the Sunbeam Tiger. In fact a totally new Series IV Rapier had been designed, prototypes built and testing completed, and then the Rootes Group changed its mind! The new Series IV Rapier became the Mark I Humber Sceptre and the old Series IIIA Rapier was redesigned, hopefully to give it a new lease of life as a touring saloon rather than a sports coupé.

The most obvious difference was the change to 13-inch (330 mm) road wheels in common with the rest of Rootes’ Light Car range. This meant that the stainless steel wheel trims of earlier Rapiers were replaced by Rootes corporate hub caps and rim finishers. At the front, the car was redesigned to make it look more up-to-date. A new bonnet made the front look lower and flatter and the front wings were modified to accept extensions housing alloy side grilles and sidelights with amber turn indicators. The traditional Sunbeam grille, already stylised for the Series II, was further modified to give a lower, more square shape with a pronounced convex profile. New headlamp rims were fitted, in fact Sunbeam Alpine items but chromed for the Rapier, and a new front bumper using the same shape and profile as the rest of the Light Car range. At the back, a new full width number plate plinth appeared with a new Light Car range bumper. To give a more open look from the side, the frames were removed from the side windows. Finally, small badges fitted at the bottom of each front wing and on the boot lid proclaimed each car to be a “Series IV”.

Inside, a new dash, still in walnut veneer, but with the glove box raised into the dash itself allowed the inclusion of a proper storage shelf on each side of the car. Instrumentation and controls were much as before except that the heater switches and ashtray were now housed in a console in front of the gear lever. To aid driver comfort, an adjustable steering column was fitted along with new front seats which allowed more fore and aft adjustment and for the first time, included backrest adjustment.

In common with the rest of the Light Car range, the Rapier’s front suspension was re-engineered to replace the half king pin on each side of the car with a sealed for life ball joint. All other suspension joints became either sealed for life or were rubber bushed thereby eliminating every grease point on the car. Gearing was adjusted overall to compensate for the smaller wheels and the front brake discs were reduced in size so that they would fit inside the wheels. A brake servo became standard and the spring and damper settings were adjusted to give a softer ride. A new diaphragm clutch and new clutch master cylinder brought lighter and more progressive clutch operation.

The 1592 cc engine from the Series IIIA was unchanged but the twin Zenith carburettors finally gave way to a single twin-choke Solex 32PAIA in the interests of serviceability. The effect of the new carburettor was to increase power to 84 bhp (63 kW; 85 PS) and torque to 91 lb·ft (123 N·m) at 3,500 rpm.

In October 1964, along with the rest of the Light Car range, the Series IV received the new Rootes all synchromesh gearbox, a change which coincided with the introduction of a new computerised chassis numbering system.

The Motor road test of April 1964 gave the Series IV Rapier’s maximum speed as 91 mph (146 km/h) and its 0-60 mph time as 17 seconds.

When production of the Series IV ceased in 1965, 9700 units had been built.

Series V

Sunbeam Rapier V
Rapier Series V 1966
Overview
Production	1965–1967 3,759 produced.
Body and chassis
Body style	2 door saloon
Powertrain
Engine	1724 cc overhead valve Straight-4

Pending completion of the new Fastback Rapier, Rootes decided to have one more go at updating the Sunbeam Rapier. In September 1965 they introduced the Series V version which looked exactly like the Series IV inside and out except for badges on wings and boot which now said “1725”, revealing a re-developed engine, although the actual capacity was 1724 cc.

Rootes redesigned the Rapier’s four cylinder engine to increase the capacity, with a new five main bearing crankshaft, making the unit stronger and smoother. This engine would be developed for many subsequent models. In the Series V Rapier the engine developed 91 hp (68 kW; 92 PS) at 5,500 rpm.

To further update the car, they changed its polarity from positive to negative earth and fitted an alternator in place of the dynamo. They also devised a new twin pipe exhaust system so that the new engine could breathe more easily.

The effect of these changes was to increase the Rapier’s maximum speed to 95 mph (153 km/h) and reduce its time from rest to 60 mph (97 km/h) to 14.1 seconds. However, for all its improvements, the Series V just did not sell. By the time it was discontinued in June 1967, only 3,759 units had been built, making it the rarest of all the “Series” Sunbeam Rapiers.

Sunbeam Rapier Fastback coupé

Sunbeam Rapier Fastback

Overview
Production	1967–1976 46,204 produced including Alpine and H120.
Body and chassis
Body style	2 door fastback coupe
Related	Rootes Arrow range
Powertrain
Engine	1725 cc overhead valve Straight-4

By 1967 Rootes’s “Arrow” range was ready. As well as the Hillman Hunter, the range also included a new generation of Sunbeam Rapiers, with fastback coupé bodies and a sporty image. Like the earlier Series 1–5 models, it was a two-door pillarless hardtop.

The Arrow Rapier – or Fastback, as it came to be known – launched in October 1967, was a four-seat coupé based on the chassis of the Hillman Hunter Estate. Although the Rapier used the tail lamps and rear valance from the Hunter Estate, the rest of its superstructure was unique.

The Rapier used the Rootes four-cylinder, five-bearing 1725 cc engine, which was tilted slightly to the right to enable a lower bonnet line, in common with the other Arrow models. With its twin Stromberg 150CD carburettors the engine produced 88 hp (66 kW; 89 PS)at 5200 rpm. Overdrive was standard with the manual gearbox, and Borg-Warner automatic transmission was an optional extra.

The Fastback Rapier continued almost unchanged until 1976, when it was discontinued without a replacement. During its lifetime it formed the basis for the more powerful Sunbeam Rapier H120, introduced in October 1968 and identifiable by its boot-lid spoiler and polished sill covers: it shared its Holbay Engineering-tuned 110 bhp engine (with twin Weber carburettors) with the Hillman Hunter GLS. The Rapier was also the basis for the slightly cheaper but similarly bodied, single-carburettor Sunbeam Alpine Fastback introduced in October 1969. Rapier running gear (though not the estate chassis) was also used in the Humber Sceptre MkIII, Hillman GT and Hillman Hunter GT models from the Arrow range.

Between 1967 and 1969, the Rapier was built at Ryton-on-Dunsmore, but from 1969 until its demise in 1976, it was built at Rootes’ Hillman Imp factory at Linwood in Scotland. In all, 46,204 units were built (including Rapier, H120 and Alpine versions).

Maximum speed of the Rapier was 103 mph (166 km/h) and it could reach 60 mph (97 km/h) from rest in 12.8 seconds. In the United States, it was marketed as the Sunbeam Alpine GT.

Sunbeam Alpine Fastback coupé

Sunbeam Alpine Fastback Coupé
Sunbeam Alpine Fastback coupé
Overview
Production	1970–1975
Body and chassis
Body style	2 door fastback coupe
Powertrain
Engine	1725 cc overhead valve Straight-4

The Sunbeam Alpine Fastback, introduced for 1970, was essentially a Rapier with a simplified specification, developed to plug a gap in the Arrow range above the Singer Vogue. It used the same 1725 cc engine as the Hillman Hunter which, fitted with a single Stromberg 150CD carburettor, developed 74 hp (55 kW; 75 PS) at 5500 rpm. Transmission options included overdrive on cars with a manual gearbox or a Borg-Warner automatic transmission.

The Alpine, though well equipped, was less sporty in style than the Rapier. It had a wooden dashboard with fewer instruments, instead of the Rapier’s cowled plastic one, and wood instead of metal on the transmission tunnel. There were also different wheel trims, no aluminium sill finishers (nor the polished ones of the H120) and no vinyl trim on its C pillars. Above all at GBP1086 in the UK it was significantly (for the time) cheaper than the GBP1200 Rapier.

Maximum speed of the Alpine was 91 mph (146 km/h) and it could reach 60 mph (97 km/h) from rest in 14.6 seconds.

The Fastback Alpine was discontinued in 1975, before the Rapier and H120.

Sunbeam Rapier H120

Sunbeam Rapier H120

Overview
Production	1970–1976
Body and chassis
Body style	2 door fastback coupe
Powertrain
Engine	1725 cc overhead valve Straight-4

To produce a faster version of the Fastback Rapier, Rootes developed the H120. Based on the Rapier, the H120 had a more powerful version of the 1725 cc engine specially developed by Holbay Engineering. It produced 108 bhp (gross) at 5,200 rpm and was fitted with a special cylinder head, high lift camshaft, tuned length four-branch exhaust manifold, special distributor and twin Weber 40DCOE carburetters. The H120 had a close ratio gearbox, a heavy duty overdrive and a high ratio rear axle.

To add to its sporty image, the H120 had wider Rostyle wheels, broad side flashes, polished sill covers, a matt black radiator grille and a new boot lid incorporating a faired-in spoiler. To further distinguish the model from others in the range, it had H120 badges on the front wings and in the centre of the grille.

Maximum speed of the H120 was 106 mph (171 km/h) and it could reach 60 mph (97 km/h) from standstill in 11.1 seconds.

The H120 was discontinued with the Fastback Rapier in 1976.

1959–68 Sunbeam Alpine Series I, II, III, III, IV & V
1963–64 Sunbeam Venezia by Carrozzeria Touring
1964–67 Sunbeam Tiger

Sunbeam Tiger

Sunbeam Tiger

Overview
Manufacturer	Rootes Group
Production	1964–67 7083 built
Assembly	West Bromwich, England
Body and chassis
Class	Sports car
Body style	2-door roadster
Layout	FR layout
Related	Sunbeam Alpine
Powertrain
Engine	Tiger I: 260 cu in (4.3 L) V8 (Ford) Tiger II: 289 cu in (4.7 L) V8 (Ford)
Transmission	Ford 4-speed manual
Dimensions
Wheelbase	86 in (2,184 mm)
Length	156 in (3,962 mm)
Width	60.5 in (1,537 mm)
Height	51.5 in (1,308 mm)
Kerb weight	Tiger I: 2,565 lb (1,163 kg) Tiger II: 2,574 lb (1,168 kg)

The Sunbeam Tiger is a high-performance V8 version of the British Rootes Group‘s Sunbeam Alpine roadster, designed in part by American car designer and racing driver Carroll Shelby and produced from 1964 until 1967. Shelby had carried out a similar V8 conversion on the AC Cobra, and hoped to be offered the contract to produce the Tiger at his facility in America. Rootes decided instead to contract the assembly work to Jensen at West Bromwich in England, and pay Shelby a royalty on every car produced.

Two major versions of the Tiger were built: the Series I (1964–67) was fitted with the 260 cu in (4.3 L) Ford V8; the Series II, of which only 633 were built in the final year of Tiger production, was fitted with the larger Ford 289 cu in (4.7 L) engine. Two prototype and extensively modified versions of the Series I competed in the 1964 24 Hours of Le Mans, but neither completed the race. Rootes also entered the Tiger in European rallies with some success, and for two years it was the American Hot Rod Association‘s national record holder over a quarter-mile drag strip.

Production ended in 1967 soon after the Rootes Group was taken over by Chrysler, which did not have a suitable engine to replace the Ford V8. Owing to the ease and affordability of modifying the Tiger, there are few surviving cars in standard form.

Background

The Sunbeam Tiger was a development of the Sunbeam Alpine, introduced by the British manufacturer Rootes in 1953. Rootes realised that the Alpine needed more power if it was to compete successfully in world markets, but lacked a suitable engine and the resources to develop one. The company therefore approached Ferrari to redesign the standard inline-four cylinder engine, recognising the sales cachet that “powered by Ferrari” would be likely to bring. Negotiations initially seemed to go well, but ultimately broke down.

In 1962 racing driver and Formula 1 champion Jack Brabham proposed to Rootes competition manager Norman Garrad the idea of fitting the Alpine with a Ford V8 engine,^[a] which Garrad relayed to his son Ian, then the West Coast Sales Manager of Rootes American Motors Inc. Ian Garrad lived close to where Carroll Shelby had his Shelby American operation, which had done a similar V8 conversion for the British AC Cobra.

Initial prototypes

According to journalist William Carroll, after measuring the Alpine’s engine bay with “a ‘precision’ instrument of questionable antecedents” – a wooden yardstick – Ian Garrad despatched his service manager Walter McKenzie to visit the local new car dealerships, looking for a V8 engine that might fit. McKenzie returned with the news that the Ford 260 V8 engine appeared to be suitable, which apart from its size advantage was relatively light at 440 lb (200 kg). Ian Garrad asked Shelby for an idea of the timescale and cost to build a prototype, which Shelby estimated to be eight weeks and $10,000. He then approached Brian Rootes, head of sales for the Rootes Group, for funding and authorisation to build a prototype, to which Brian Rootes agreed.

Well all right, at that price when can we start? But for God’s sake keep it quiet from Dad [Lord Rootes] until you hear from me. I’ll work the $10,000 (£3,571) out some way, possibly from the advertising account.

Brian Rootes

Ian Garrad, impatient to establish whether the conversion was feasible, commissioned racing driver and fabricator Ken Miles to build another prototype as quickly as he could. Miles was provided with a budget of $800, a Series II Alpine, a Ford V8 engine and a 2-speed automatic transmission, and in about a week he had a running V8 conversion, thus proving the concept.

Shelby began work on his prototype, the white car as it came to be known, in April 1963, and by the end of the month it was ready for trial runs around Los Angeles. Ian Garrad and John Panks, director of Rootes Motors Inc. of North America, tested an early version of the car and were so impressed that Panks wrote a glowing report to Brian Rootes: “we have a tremendously exciting sports car which handles extremely well and has a performance equivalent to an XX-K Jaguar … it is quite apparent that we have a most successful experiment that can now be developed into a production car.”

Provisionally known as the Thunderbolt, the Shelby prototype was more polished than the Miles version, and used a Ford 4-speed manual transmission. The Ford V8 was only 3.5 inches longer than the Alpine’s 4-cylinder engine it replaced, so the primary concern was the engine’s width. Like Miles, Shelby found that the Ford V8 would only just fit into the Alpine engine bay: “I think that if the figure of speech about the shoehorn ever applied to anything, it surely did to the tight squeak in getting that 260 Ford mill into the Sunbeam engine compartment. There was a place for everything and a space for everything, but positively not an inch to spare.”

Development

Lack of space under the bonnet makes some maintenance tasks difficult.

All Rootes products had to be approved by Lord Rootes, who was reportedly “very grumpy” when he learned of the work that had gone into the Tiger project without his knowledge. But he agreed to have the Shelby prototype shipped over from America in July 1963 for him and his team to assess. He insisted on driving the car himself, and was so impressed that shortly after returning from his test drive he contacted Henry Ford II directly to negotiate a deal for the supply of Ford V8 engines. Rootes placed an initial order for 3000, the number of Tigers it expected to sell in the first year, the largest single order Ford had ever received for its engines from an automobile manufacturer. Not only did Lord Rootes agree that the car would go into production, but he decided that it should be launched at the 1964 New York Motor Show, only eight months away, despite the company’s normal development cycle from “good idea” to delivery of the final product being three to four years.

Installing such a large engine in a relatively small vehicle required some modifications, although the exterior sheet metal remained essentially the same as the Alpine’s. Necessary chassis modifications included moving from the Burman recirculating ball steering mechanism to a more modern rack and pinion system.

Although twice as powerful as the Alpine, the Tiger is only about twenty per cent heavier, but the extra weight of the larger engine required some minor suspension modifications. Nevertheless the Tiger’s front-to-back weight ratio is substantially similar to the Alpine’s, at 51.7/48.3 front/rear.

Shortly before its public unveiling at the New York Motor Show in April 1964 the car was renamed from Thunderbolt to Tiger, inspired by Sunbeam’s 1925 land-speed-record holder.

Production

The chrome strips either side of the Tiger logo show this to be a Series I car

Shelby had hoped to be given the contract to produce the Tiger in America, but Rootes was somewhat uneasy about the closeness of his relationship with Ford, so it was decided to build the car in England. The Rootes factory at Ryton did not have the capacity to build the Tiger, so the company contracted the job to Jensen in West Bromwich. Any disappointment Shelby may have felt was tempered by an offer from Rootes to pay him an undisclosed royalty on every Tiger built.

Jensen was able to take on production of the Tiger because its assembly contract for the Volvo P1800 had recently been cancelled. An additional factor in the decision was that Jensen’s chief engineer Kevin Beattie and his assistant Mike Jones had previously worked for Rootes, and understood how the company operated. The first of 14 Jensen-built prototypes were based on the Alpine III bodyshell, until the Series IV became available at the end of 1963.

The Tiger’s interior is almost identical to the Alpine on which it is based.

The Tiger went into production in June 1964, little more than a year after the completion of the Shelby prototype. Painted and trimmed bodies were supplied by Pressed Steel in Oxfordshire, and the engines and gearboxes directly from Ford in America. Installing the engine required some unusual manufacturing methods, including using a sledgehammer to bash in part of the already primed and painted bulkhead to allow the engine to be slid into place. Jensen was soon able to assemble up to 300 Tigers a month, which were initially offered for sale only in North America. The first few Tigers assembled had to be fitted with a Borg-Warner 4-speed all-synchromesh manual gearbox, until Ford resolved its supply problems and was able to provide an equivalent unit as used in the Ford Mustang.

Several performance modifications were available from dealers. The original 260 CID engine was considered only mildly tuned at 164 hp (122 kW), and some dealers offered modified versions with up to 245 hp (183 kW) for an additional $250. These modifications were particularly noticeable to the driver above 60 mph (97 km/h), although they proved problematic for the standard suspension and tyres, which were perfectly tuned for the stock engine. A 1965 report in the British magazine Motor Sport concluded that “No combination of an American V8 and a British chassis could be happier.”

Versions

Apart from the bigger engine the changes to the Series II Tiger were largely cosmetic: the most obvious are the speed stripes and the “egg crate” radiator grille.

Production reached 7128 cars over three distinct series. The factory only ever designated two, the Series I and Series II, but as the official Series I production spanned the change in body style from the Series IV Alpine panels to the Series V panels, the later Series I cars are generally designated Series IA by Sunbeam Tiger enthusiasts. The Series II Tiger, fitted with the larger Ford 289 cu in (4.7 L), was intended exclusively for export to America and was never marketed in the UK, although six right-hand drive models were sold to the Metropolitan Police for use in traffic patrols and high-speed pursuits; four more went to the owners of important Rootes dealerships.

All Tigers were fitted with a single Ford twin-choke carburettor. The compression ratio of the larger Series II engine was increased from the 8.8:1 of the smaller block to 9.3:1. Other differences between the versions included upgraded valve springs (the 260 had developed a reputation for self-destructing if pushed beyond 5000 rpm), an engine-oil cooler, an alternator instead of a dynamo, a larger single dry plate hydraulically operated clutch, wider ratio transmission, and some rear-axle modifications. There were also cosmetic changes: speed stripes instead of chrome strips down the side of the car, a modified radiator grille, and removal of the headlamp cowls. All Tigers were fitted with the same 4.5 in (110 mm) wide steel disc bolt-on wheels as the Alpine IV, and Dunlop RS5 4.90 in × 13 in (124 mm × 330 mm) cross-ply tyres. The lack of space in the Tiger’s engine bay causes a few maintenance problems; the left bank of spark plugs is only accessible through a hole in the bulkhead for instance, normally sealed with a rubber bung, and the oil filter had to be relocated from the lower left on the block to a higher position on the right-hand side, behind the generator.

Series I

Sunbeam Tiger Series I
Overview
Production	1964–67 6450 made
Powertrain
Engine	260 cu in (4.3 L) Ford V8

The Ford V8 as fitted to the Tiger produced 164 bhp (122 kW) @ 4400 rpm, sufficient to give the car a 0–60 mph (97 km/h) time of 8.6 seconds and a top speed of 120 mph (190 km/h).

The Girling-manufactured brakes used 9.85 in (250 mm) discs at the front and 9 in (229 mm) drums at the rear. The suspension was independent at the front, using coil springs, and at the rear had a live axle and semi-elliptic springs. Apart from the addition of a Panhard rod to better locate the rear axle, and stiffer front springs to cope with the weight of the V8 engine, the Tiger’s suspension and braking systems are identical to that of the standard Alpine. The fitting points for the Panhard rod interfered with the upright spare wheel in the boot, which was repositioned to lie horizontally beneath a false floor; the battery was moved from beneath the rear seat to the boot at the same time. The kerb weight of the car increased from the 2,220 lb (1,010 kg) of the standard Alpine to 2,653 lb (1,203 kg).

In 1964, its first year of production, all but 56 of the 1649 Series I Tigers assembled were shipped to North America, where it was priced at $3499. In an effort to increase its marketability to American buyers the car was fitted with “Powered by Ford 260” badges on each front wing beneath the Tiger logo. The Series I was unavailable in the UK until March 1965, when it was priced at £1446. It was also sold in South Africa for R3350, badged as the Sunbeam Alpine 260.

Series II

Sunbeam Tiger Series II
Overview
Production	1967 633 made
Powertrain
Engine	289 cu in (4.7 L) Ford V8

Priced at $3842, the Series II Tiger was little more than a re-engined Mark IA; by comparison, a contemporary V8 Ford Mustang sold for $2898. The larger 289 cu in (4.7 L) Ford engine improved the Tiger’s 0–60 mph (97 km/h) time to 7.5 seconds, and increased the top speed to 122 mph (196 km/h). Officially the Series II Tiger was only available in the US, where it was called the Tiger II. By the time the Series II car went into production Chrysler was firmly in charge of Rootes, and the “Powered by Ford” shields were replaced by “Sunbeam V-8” badges.

Demise

Series I Tiger fitted with after-market tyres and alloy wheels

Rootes had always been insufficiently capitalised, and losses resulting from a damaging thirteen-week strike at one of its subsidiaries, British & Light Steel Pressings, coupled with the expense of launching the Hillman Imp, meant that by 1964 the company was in serious financial difficulties. At the same time, Chrysler was looking to boost its presence in Europe, and so a deal was struck in June 1964 in which Chrysler paid £12.3 million ($34.44 million) for a large stake in Rootes, although not a controlling one. As part of the agreement Chrysler committed not to acquire a majority of Rootes voting shares without the approval of the UK government, which was keen not to see any further American ownership of the UK motor industry. In 1967 Minister of Technology Anthony Wedgewood Benn approached BMH and Leyland to see if they would buy out Chrysler and Rootes and keep the company British, but neither had the resources to do so. Later that year Chrysler was allowed to acquire a controlling interest in Rootes for a further investment of £20 million.

Manufacturing a car powered by a competitor’s engine was unacceptable to the new owner, but Chrysler’s own 273 small-block V-8 was too large to fit under the Tiger’s bonnet without major modifications. Compounding the problem, the company’s small-block V8 engines had the distributor positioned at the rear, unlike the front-mounted distributor of the Ford V8. Chrysler’s big-block V8 had a front-mounted distributor but was significantly larger. Shortly after the takeover Chrysler ordered that production of the Tiger was to end when Rootes’ stock of Ford V8 engines was exhausted; Jensen assembled the last Tiger on 27 June 1967. Chrysler added its pentastar logo to the car’s badging, and in its marketing literature de-emphasised the Ford connection, simply describing the Tiger as having “an American V-8 power train”.

Rootes’ design director Roy Axe commented later that “The Alpine and Tiger were always oddballs in the [Rootes] range. I think they [Chrysler] didn’t understand it, or have the same interest in it as the family cars – I think it was as simple as that.”

The Tiger name was resurrected in 1972 when Chrysler introduced the Avenger Tiger, a limited-edition modified Hillman Avenger intended primarily for rallying.

Competition history

There is no doubt that the Tiger is somewhat misnamed, for it has nothing of the wild and dangerous man-eater about it and is really only as fierce as a pussy cat. A woman would find it easy to control.

Autocar roadtest, 1964

Three racing Tigers were constructed for the 1964 24 Hours of Le Mans, a prototype and two that were entered in the race. Costing $45,000 each, they were highly modified versions of the production cars, fitted with fastback coupe bodies produced by Lister. But they were still steel monocoques, and made the Le Mans Tigers 66 lb (30 kg) heavier than a road-going Tiger at 2,615 lb (1,186 kg), almost 600 lb (270 kg) more than the winning Ferrari. The standard Ford four-speed manual transmission was replaced with a BorgWarner T10 close-ratio racing transmission, which allowed for a top speed of 140 miles per hour (230 km/h).

Both Tigers suffered early mechanical failures, and neither finished the race. The engines had been prepared by Shelby but had not been properly developed, and as a result overheated; Shelby eventually refunded the development cost to Rootes. All three of the Le Mans Tigers have survived.

Once Rootes had made the decision to put the Tiger into production an Alpine IV minus engine and transmission was shipped to Shelby, who was asked to transform the car into a racing Tiger. Shelby’s competition Tiger made an early appearance in the B Production Class of Pacific Coast Division SCCA races, which resulted in some “highly successful” publicity for the new car. But Shelby was becoming increasingly preoccupied with development work for Ford, and so the racing project was transferred to the Hollywood Sports Car dealership, whose driver Jim Adams achieved a third place finish in the Pacific Coast Division in 1965. A Tiger driven by Peter Boulton and Jim Latta finished twelfth overall and first in the small GT class at the 1965 Dayton Continental. The Tiger was also raced on quarter-mile drag strips, and for two years was the American Hot Rod Association‘s national record holder, reaching a speed of 108 mph (174 km/h) in 12.95 seconds.

Rootes entered the Tiger in European rallies, taking first, second and third places in the 1964 Geneva Rally. Two Tigers took part in the 1965 Monte Carlo Rally, one finishing fourth overall, the highest placing by a front-engined rear-wheel drive car, and the other eleventh. After finally having sorted out the engine overheating problem by fitting a forward-facing air scoop to the bonnet, Rootes entered three Tigers in the 1965 Alpine Rally, one of which crossed the finishing line as outright winner. Scrutineers later disqualified the car however, because it had been fitted with undersized cylinder head valves. By the end of the 1966 Acropolis Rally though, it had become clear that low-slung sports cars such as the Tiger were unsuited to the increasingly rough-terrain rally stages, and the car was withdrawn from competition soon after. In the words of Ian Hall, who drove the Tiger in the Acropolis Rally, “I felt that the Tiger had just had it – it was an out of date leviathan”.

In popular media

Rear view of a 1966 Sunbeam Tiger showing the twin exhausts

The 1965 Tiger Series I gained some exposure on American television as the car of choice for Maxwell Smart in the spoof spy series Get Smart. The Tiger was used for the first two seasons in the opening credits, in which Smart screeched to a halt outside his headquarters, and was used through the remainder of the series in several episodes. Some of the scenes featured unusual modifications such as a retractable James Bond-style machine gun that could not have fitted under the Tiger’s bonnet, so rebadged Alpine models were used instead.

Don Adams, who played the protagonist Maxwell Smart, gained possession of the Tiger after the series ended and later gave it to his daughters; it is reportedly on display at the Playboy Mansion in Los Angeles. During its early years Rootes advertised the car extensively in Playboy magazine and lent a pink Tiger with matching interior to 1965 Playmate of the Year Jo Collins for a year.

The Tiger also featured in the 2008 film adaptation of the Get Smart TV series. A replica Tiger had to be constructed using a stock Sunbeam Alpine and re-created Tiger badging as no available Tiger could be found in Canada, where the film was produced. The production team recorded the sound of an authentic Tiger owned by a collector in Los Angeles and edited it into the film.

1966–76 Sunbeam Imp Sport

1963-1976 Hillman Imp

Hillman Imp

Overview
Manufacturer	Rootes Group
Also called	Hillman GT (Australia) Hillman Husky Commer Imp Van Singer Chamois Sunbeam Imp Sunbeam Sport Sunbeam Chamois Sunbeam Stiletto Sunbeam Californian
Production	1963–1976 440,032 made
Assembly	Linwood, Scotland Australia Petone, New Zealand
Body and chassis
Body style	2-door coupe 2-door saloon 3-door estate (Husky) 3-door panel van
Layout	RR layout
Powertrain
Engine	875 cc Straight-4 Overhead camshaft
Transmission	4-speed manual all-synchromesh.
Dimensions
Wheelbase	2,082 mm (82.0 in)
Length	3,581 mm (141.0 in)
Width	1,524 mm (60.0 in)
Height	1,385 mm (54.5 in) Saloon 1,330 mm (52.4 in) Coupe 1,475 mm (58.1 in) Hillman Husky/Commer Imp
Kerb weight	725 kg (1,598 lb)
Chronology
Predecessor	none
Successor	Chrysler Sunbeam

Hillman Imp, with the engine cover and the rear window lifted

The Singer Chamois version sold at a premium: additional features included a distinctive false grill and, from October 1969, twin headlights.

‘Coupe’ variants badged respectively as the Hillman Imp Californian, the Sunbeam Stiletto and (as here) the Singer Chamois coupe featured a more steeply raked rear window which could not be opened.

The Hillman Imp is a compact, rear-engined saloon car, manufactured under the Hillman marque by the Rootes Group (later Chrysler Europe) from 1963 to 1976. The Imp was assembled at a purpose-built plant atLinwood, near Paisley, in the West of Scotland conurbation.

A small van, the Commer Imp, was introduced in November 1965 and an estate version, using most of the same panels but with side windows behind the b-pillar, known as the Hillman Husky was produced from 1967.

History

Known internally at Rootes as the “Apex” project, the Imp was to be the group’s first post-Second World War small car. Its main rival on the home market was the BMC Mini, which preceded the Imp by almost four years.

Engine

The Imp used an 875 cc all-aluminium power unit, adapted by Rootes from a Coventry Climax FWMA fire pump engine which had enjoyed some racing success, but significantly different in areas such as cylinder head design. It was mounted behind the rear wheels and canted over at 45°, keeping the centre of gravity low to optimise road-holding.

Handling

As reported in tests such as the Practical Car and Driver, rear-engined cars generally suffer from oversteer handling characteristics to some extent, and to counteract this as much as possible, the Imp had a semi-trailing arm independent rear suspension system. This relatively costly and sophisticated solution, atypical for small car design at the time, was insisted upon by its designers after testing at length a Chevrolet Corvair with swing axles. To attain balanced handling, the Imp actually used swing axle geometry at the front, but this initially led to too much understeer and the camber was later reduced by lowering the pivot points. Rootes relied upon a team led by two young designers, Tim Fry and Mike Parkes who were given an almost free hand to come up with a small car that would fit well into the Rootes car programme. This at the time centered on derivatives of the Hillman Minx car.

Variants and “Badge Engineering”

Over the life of the car, Rootes (and later Chrysler UK) produced three basic body styles. The original Saloon was introduced in May 1963 and ran through to the end of production in 1976. It had an opening rear window, making it effectively a hatchback. The opening rear window was intended to make it easier to load the small luggage area behind the fold-down rear seat. The fold-down nature of the rear seat was itself unusual in small car design at the time, being more often associated with larger upmarket estate cars. In 1965 a van badged as the Commer Imp was introduced. A coupe, the Imp Californian, was introduced in 1967 at the same time as the van’s pressings were used to create an estate car, badged Hillman Husky. Several estate car prototypes using the saloon body with extended rooflines were tried, but never offered to the public. Instead, buyers choosing the estate had to settle on a van-derived car with somewhat uneasy styling. Both the van and estate ceased production in 1970.

In an attempt to interest a wider public when sales figures fell well short of the intended 100,000 or more cars per annum, several badge-engineered derivatives, such as the luxury Singer Chamois (launched October 1964), and the Sunbeam Sport (launched October 1966), with a more powerful twin-carburettor engine, were offered with varying degrees of success. For marketing reasons the Singer variants were sold as Sunbeams in many export markets, even before May 1970 when the Singer marque was discontinued altogether by Chrysler UK. In some markets, such as France, the “Sunbeam” name was used on all British Rootes products, including the Imp and the Husky.

The coupe bodyshell was similar to the standard body but featured a more shallow-raked windscreen and rear window which, unlike that on the standard bodied cars, could not be opened. The attempt at a more sporty design did not translate into better acceleration or top speed figures and the aerodynamics of the standard saloon were actually slightly better. The new body style made its first appearance at the Paris Motor Show in October 1967, with the introduction of the sporting Sunbeam Stiletto. The coupe body had also appeared, with less powerful engines, in the Hillman Imp Californian announced in January 1967 and the more luxurious Singer Chamois coupe.

Linwood plant

The Imp was a massive and expensive leap of faith for Rootes. The company did not have recent experience building small cars, even though it started off as a car builder by offering the then small Hillman Minx back in 1931. However, the Minx had since grown larger, and by the time the Imp was introduced it was well established as a medium-size family car. For the Imp, Rootes pioneered the use of an aluminium engine in a mass-production car. This process proved to be more complicated than simply substituting a familiar and well-understood cast iron design with a new aluminium one. Rootes had to build a new, computerised assembly plant on the outskirts of Glasgow, in the town of Linwood, in which to assemble the Imp, since planning regulations had prevented it from expanding its Ryton plant near Coventry. UK Government Regional Assistance policy provided financial grants to the Rootes Group to bring approximately 6,000 jobs to the area. Linwood had become an area of significant unemployment because of redundancies in the declining shipbuilding industry on the nearby river Clyde. The investment also included an advanced die-casting plant to manufacture the aluminium engine casings, and a stake in a brand new Pressed Steel Company motor pressings works, which manufactured all the new car’s body panels. The location of the plant led to significant logistical issues for the manufacturing process. Linwood was over 300 miles (480 km) away from Ryton, but the engine castings made in Linwood had to be sent to Ryton to be machined and assembled, then sent back up to be put on the cars – a 600-mile (970 km) round trip. This was addressed by a complex schedule of trains shifting completed cars and raw castings south, and trains loaded with engine – gearbox assemblies and many other Ryton sourced goods running north. This schedule remained in operation for the duration of Linwood Imp production.

The local West of Scotland workforce, mainly recruited from the shipbuilding industry, did not bring the distinct skills necessary for motor vehicle assembly, and Imp build quality and reliability suffered accordingly (many years later Alfa Romeo suffered similar problems when they established Alfasud in Naples as a production satellite of Alfa Nord in Milan). However industrial relations was also an issue in production. Industrial disputes and strike action became a regular occurrence, as was the case in many parts of British industry in the 1960s and ’70s. In 1964 there were 31 stoppages and only one-third of the plant’s capacity was realised – 50,000 rather than 150,000. The Imp was nonetheless regarded as a “Scottish car” and was more popular in Scotland than elsewhere in the UK.

Marketing

Initially, the Imp was seen by Rootes as a potential second car for families with the means to acquire one. In this incarnation, it was a somewhat revolutionary, high-quality small car, with some above average features. Later the concept evolved into a kind of ultra-economy car with some cheaply and poorly executed, design features as a utilitarian vehicle, like some of the Eastern European marques of the time like Škoda, and later Lada, which were relatively low-cost economy cars, popular with British consumers. At one point the basic Hillman Imp was the cheapest new car on the British market, which increased low sales figures for a time.

Revisions during model lifespan

At launch the innovative design of the Imp was underdeveloped, in part because of UK Government pressure to start production quickly in response to the job losses in shipbuilding. Mechanical and cooling system problems were commonplace in the early cars. At the end of 1965 a major revision to the Imp was introduced, effectively splitting the marque into Mk I and Mk II cars. The Mk I Imps had a pneumatic throttle linkage and an automatic choke, both of which were replaced by more conventional items on the Mk II. The Mk II also had improved front suspension geometry and several trim and detail changes. Although the car was constantly improved over its production life, there was no single change as significant as that in 1965.

A further upgrade took place in 1968. The instrument panel and steering wheel were redesigned. The large speedometer previously positioned behind the steering wheel was replaced by a horizontal row of four circular dials/displays of varying detail and complexity according to the model specified. The right-hand dial, the speedometer, was now to one side of the driver’s normal sightline, while one multi-functional stalk on the right side of the steering column replaced the two control stalks that had been directly behind the steering wheel, one on each side. The earlier Imp had been praised for the good ergonomic quality of its dash-board/fascia, and its replacement reflected similar trends in other new and modified UK vehicles at a time of “production rationalization”. On the Imp, the more modern arrangement was seen by some as a missed opportunity.

Popularity

The initial problems damaged the Imp’s reputation and popularity trailed off, with half of all production being from the first three years. It still sold thanks to its competitive price, distinctive styling, and cheap running costs, but sales never lived up to expectations for what had become a very competent small car. Another problem that contributed to the reputation of poor reliability, was the lack of understanding of the maintenance needs of alloy engines by owners and the motor trade in the 1960s. It was overshadowed in popularity by the Mini. Although the Mini initially sold poorly, by the mid ’60s it was the ‘in’ thing to have, whereas the Imp never enjoyed such status as a fashion statement.

Rootes, Chrysler and end of Imp production

The company’s huge investment in both the Imp and the Linwood production plant was to be a significant part of the demise of the Rootes Group. The Imp’s commercial failure added to the major losses suffered by Rootes, although the main reasons for these losses were unresolved industrial unrest and the effects of the link with the Chrysler Corporation of the USA. The link was initiated by Lord (William) Rootes in 1964 as a partnership, but he died in October of that year and by 1967 the company had been acquired by Chrysler, to become part of Chrysler Europe. A year later, ahead of the 1968 London Motor Show, the recommended retail prices of most Imp models were reduced for the domestic market by more than four per cent, despite the general price inflation affecting the UK. Chrysler stewardship was blamed by some for the demise of the Imp in March 1976, after fewer than 500,000 had been built, but the entire Chrysler Europe operation was not a success and two years later it became part of Peugeot. The Imp was one of Britain’s longest-running production cars with a 13-year run, despite lower sales in its later years. Its place in the Chrysler UK range was taken the following year by the Chrysler Sunbeam, a three-door hatchback based on the Avenger rear-wheel drive underpinnings. Both cars continued to be produced at the Linwood plant until it closed in 1981, after just 18 years in use.

The Ryton assembly plant continued in operation until December 2006, when production of the Peugeot 206 was switched to Slovakia.

Production

Approximately half a million, half of this number coming in the first three years of production. The Imp used a derivative of the Climax FWMA engine whereas the Lotus cars used an FWMC engine which had an entirely different cylinder head.

Export

Unassembled cars were exported for assembly in Ireland, France, New Zealand, Portugal, Venezuela, Uruguay, Costa Rica, South Africa and Australia. New Zealand cars were assembled as Hillmans by Chrysler/Hillman importer Todd Motors from about 1964 for several years. The model returned, this time as a four-headlamp Sunbeam with the newer dashboard, around 1970 but was only offered for about two more years.

Imp variants

The Hillman Husky name was resurrected in 1967 for an Imp-based estate car.

Hillman Imp Mark I (1963–65)
Hillman Imp de Luxe Mark I & Mark II (1963–68)
Hillman Super Imp (1965–74)
Hillman Imp (1968–76)
Hillman GT (1967–?) Developed by Chrysler Australia from the Singer Chamois Sport, it was never badged nor officially referred to as the Hillman Imp GT
Hillman Imp Californian (19–1970) Coupé / fastback saloon version
Hillman Husky (1967–70) Estate version of the Imp
Commer Imp Van (1965–68)
Hillman Imp Van (1968–70)
Hillman Imp Caledonian (Limited Edition model with additional accessories and available in Super or De luxe models)
Singer Chamois Mark I, Mark II, (1964–70)
Singer Chamois Sport, & Coupé (1967–70)
Sunbeam Imp Sport (1966–70)
Sunbeam Sport (1970–76)
Sunbeam Chamois (Export markets outside of UK only)
Sunbeam Stiletto (1967–72)
Sunbeam Californian
Sunbeam Imp Basic (North America)
Sunbeam Imp De Luxe Mark I & Mark II (North America)

Cars using Imp mechanicals

BS Nymph
Clan Crusader
Ginetta Cars G15
Davrian Imp
Bond 875 & variants
Siva Llama
Beach Mk4

Imps in motorsport

The engine proved flexible and very easy to tune. The overhead camshaft design meant that the head could be flowed and ported to allow the engine to run at high speeds. Useful improvements in power could be gained by replacing the standard silencer with one that impeded the exhaust gas flow less and with better carburettors. However, in adapting the design to suit modern mass-production methods, Rootes had left the engine somewhat more fragile than the Coventry Climax model from which it had been derived.

The Imp enjoyed modest success in both club and international rallying. Rootes introduced a homologation special called the Rally Imp in 1964. The Rally Imp featured many modifications over the standard model, the most important of which was an engine enlarged to 998 cc. Notable successes for this model include the 1965 Tulip Rally in which the works Imps of Rosemary Smith and “Tiny” Lewis finished first and second overall.

Imps were also successful racing cars. The privateer team of George Bevan dominated the British Saloon Car Championship (later known as the British Touring Car Championship) in the early 1970s. Driven by Bill McGovern, the Bevan Sunbeam Imp won the championship in 1970, 1971 and 1972 with limited factory support.

In UK club racing the Imp variants became highly successful in the under 1000 cc Special Saloon category. Notable exponents of the Imp in racing include Ian Forrest, Harry Simpson, Ricky Gauld, John Homewood, Roger Nathan, Gerry Birrell, Ray Payne and Chris Barter. To this day Imps still compete on historic rallies in the UK, with the Vokes’ car often making it onto the podium in the HRCR Clubmans Rally Championship.

The Imp was also successfully raced and rallied in other parts of the world, notably Asia, where drivers including Andrew Bryson and Pardaman Singh regularly won saloon car categories into the 1980s.

998 cc Imp engines were also used in three-wheeled racing sidecars in the 1970s and 1980s. Exhaust systems were naturally constructed on a one off basis, and often sporting the Twin Weber twin choke set up. A number of sidecar crews raced Imp-engined outfits at the Isle of Man TT races, best placement being Roy Hanks in eleventh place in the 1976 TT 1000cc Sidecar. Imp-engined outfits are still regularly championed in classic racing.

Andy Chesman won the 1972 World Hydroplane championship using an Imp engine. He bought Imp specialist company Greetham Engineering, and designed a wedge head to increase the 998 cc engine to 125 bhp with twin 40DCOE Webers. He also fitted a spacer on top of the wet block to accommodate longer piston liners, increasing capacity to 1220 cc. At the BP-sponsored Lake Windermere records week in October 1972, he raised the R1 Class water speed record to 89 miles per hour (143 km/h). He was killed in 1998 in a power boat accident, still holding the record.

1967–72 Sunbeam Stiletto
1967–76 Sunbeam Rapier Fastback & Sunbeam Alpine Fastback
1977–81 Talbot Sunbeam

1977-1981 Chrysler Sunbeam

Chrysler Sunbeam

Overview
Manufacturer	Chrysler Europe PSA
Also called	Talbot Sunbeam (1980–1981)
Production	1977–1981
Assembly	Linwood, United Kingdom
Body and chassis
Class	Supermini
Body style	3-door hatchback
Layout	FR layout
Related	Hillman Avenger
Powertrain
Engine	928 cc ohc I4 1295 cc ohv I4 1598 cc ohv I4 2172 cc 16V Lotus slant 4
Transmission	4 speed manual
Dimensions
Wheelbase	2,413 mm (95.0 in)
Length	3,829 mm (150.7 in)
Width	1,603 mm (63.1 in)
Height	1,395 mm (54.9 in)
Curb weight	1,260 kg (2,780 lb) – 1,320 kg (2,910 lb)
Chronology
Predecessor	Hillman Imp
Successor	Talbot Samba

The Chrysler Sunbeam is a small supermini three-door hatchback manufactured by Chrysler Europe at the former Rootes Group factory in Linwood in Scotland. The Sunbeam’s development was funded by a British government grant with the aim of keeping the Linwood plant running, and the small car was based on the larger Hillman Avenger, also manufactured there. After the takeover of Chrysler’s European operations by PSA, the model was renamed “Talbot Sunbeam” and continued in production until 1981. A Talbot Sunbeam Lotus version was successful in rallying and won the World Rally Championship Manufacturers’ Title for Talbot in 1981.

Background

In the mid-1970s, the British automotive industry was in crisis, marred by frequent strikes and decreasing competitiveness compared to the increasingly successful Japanese automakers. It took its toll on Chrysler UK, which was the name given to the former Rootes Group after its takeover by the US-based Chrysler Corporation. In particular, the Linwood facility was generating losses due to many reasons, including underutilized capacity.

In 1975, the famous Ryder Report led to the effective nationalization of Chrysler UK’s major competitor, British Leyland. Chrysler management decided that the company should therefore also benefit from state aid, and pressed the government for it by threatening to close the UK operations. The government agreed to a state grant reported at GBP 55 million to fund the development of a small car, to be developed in Chrysler’s UK facilities and manufactured in Linwood.

Development

The development of the new car started in January 1976, under the codename “Project R424”. The technical side was the responsibility of the engineering team in Ryton, while the styling was the responsibility of Chrysler’s Whitley design studio in Coventry, led by Roy Axe (who would leave the UK for Chrysler’s headquarters in the US before the car was launched). Many constraints, such as a very tight schedule, low budget and the need to use as many British components as possible, led to the decision to use the rear-wheel drive Hillman Avenger as the base for the new vehicle, rather than the more trendy front-wheel driveconstructions of Chrysler’s French subsidiary, Simca. The Sunbeam was, unlike the larger Horizon and Alpine models which were launched by Chrysler in the mid to late 1970s, never sold in France as a Simca.

Basing the car on the Avenger’s platform allowed for the car not only to use as many existing components as possible, but also to put it in production in Linwood quickly and at minimal investment. The Avenger’s wheelbase was shortened by 3 inches (76 mm), and some modifications were made to accommodate the small 928 cc Coventry Climax engine, a version of the unit inherited from the Hillman Imp, also made in Linwood. Other than that, most components were identical to those of the Avenger. Nevertheless, the car took its steering wheel and instrument pod from Chrysler’s recently launched award winning Simca 1307/Chrysler Alpine.

On the outside, with the exception of the doors, which were straight from the two-door Avenger, the R424 was given an all-new body, styled very much in line with Chrysler’s new, angular “international” style, conceived by Roy Axe, which was first presented with the debut of the 1975 Simca 1307/Chrysler Alpine, and would later also be represented by the 1977 Simca/Chrysler Horizon (“Project C2”). This ensured that the R424 would fit in well with the new Chrysler lineup and come across as fairly modern. Nevertheless, a constraint in the development process took its toll on the initial look of the car – as the C2’s (Horizon’s) headlamps would not be available at the planned launch time of the R424, the small car was given the lamps of the recently restyled Avenger, which required the characteristic “recessed” mounting in the front fascia. The GLS version had a vinyl roof as standard.

1979 Talbot Sunbeam 1.6 GLS, with non-standard fog and driving lights, door-mirrors, mudflaps and seat covers

There was only one body style for the Sunbeam, that of a three-door hatchback. The car was literally a hatchback, with the rear hatch formed out of a single piece of glass as seen previously on the Hillman Imp. This required a high rear sill to provide some structural rigidity and which consequently made the loading and unloading of luggage rather difficult. Although it was a good looking car with clean modern lines, the tricky luggage compartment and the lack of alternative bodystyles – the reasoning being that the Avenger range already offered saloon and estate variants – ultimately compromised the car’s appeal in the UK market. The Sunbeam’s main competitors in the UK, the Ford Escort, Vauxhall Chevette and Austin Allegro, were produced in different body styles to cater for a broader range of customer.

On the interior side, the “GL” version was the first car to sport printed “melded” fabric from Cambrelle on its seats. These have been considered similar to the Avenger in their comfort.

Until the R424 launch, most Chrysler UK products were sold in export markets under the Sunbeam brand of the former Rootes portfolio. Chrysler, however, was striving to cut down on the Rootes brand palette (which at that time existed solely by means of badge engineering) and introduce a pan-European image using the Chrysler brand as the only one for the whole range. The result was naming the car, “Chrysler Sunbeam”, and the Sunbeam brand was discontinued, with the remaining Rootes Group models also rebranded as Chryslers in 1976.

Capacity	927–2172 cc
Power	42–155 hp (31–116 kW)
Max. speed	128–200 km/h (80–124 mph)
Acceleration	0–62.5 mp/h: 22.2–8.3 seconds

The launch

After a remarkably short development period of just 19 months, the Chrysler Sunbeam was launched on July 23, 1977, to a quite positive reception by the British automotive press. An advertising campaign featured Petula Clark singing “…put a Chrysler Sunbeam in your life.” There were initially three engine sizes; 0.9, 1.3 and 1.6 litres, and three trim level available – base “LS”, better-equipped “GL” and the most expensive “S”. To reduce in-house competition, the more basic versions of the two-door Avengers were dropped at the same time in the UK market, and the Chrysler Horizon was only available in five-door form. The Sunbeam sold well, but was not a runaway success.

In spite of the ability to keep the UK business afloat, Chrysler was still making losses both in Europe and at home, and, facing the possibility of complete bankruptcy, decided to sell Chrysler Europe to the French PSA. The French company took control of the former Chrysler Europe effective January 1, 1979, and in the course of the year announced all former Chrysler Europe products would be rebranded to Talbots starting August 1, 1979. The Sunbeam was simply rebadged in the strictest sense of the word, with the Chrysler badge on the bonnet replaced by one that read “Talbot”, but retaining its grille with a prominent Chrysler pentastar until 1981.

Sunbeam Ti and Sunbeam Lotus

Sunbeam Lotus at the Race Retro 2008

In order to boost Sunbeam’s image, a “hot hatch” version of the Sunbeam was launched at the 1978 British International Motor Show and Paris Motor Show, called “Sunbeam Ti”. It was based on the former Avenger Tiger (itself hailing back to the Sunbeam Tiger), a sporty version of the Avenger. The 1.6-litre (1598cc) engine fitted to the Sunbeam with twin Weber carburetors delivered 100 bhp (75 kW; 101 PS). It featured sporty two-tone paint and body kit, and was very sport-oriented, being stripped of equipment that would compromise its performance (and image). It proved quite popular with reviewers and enthusiasts, and helped to emphasize the advantages of Sunbeam’s rear-wheel drive against more trendy (and spacious) front-wheel drive rivals.

Tony Pond driving his Talbot Sunbeam Lotus at the 1979 Manx International Rally

Chrysler had also commissioned the sports car manufacturer and engineering company Lotus to develop a strict rally version of the Sunbeam. The resulting ‘”Sunbeam Lotus” was based on the Sunbeam 1.6 GLS, but fitted with stiffer suspension, a larger anti-roll bar and a larger transmission tunnel. The drivetrain comprised an enlarged 2172 cc version of the Lotus 1973 cc 907 engine, a 16V slant four engine (the Sunbeam version being type 911, similar to the “Lotus 912“), along with a ZF gearbox, both mounted in the car at Ludham Airfield, close to the Lotus facility in Hethel, Norfolk, where the almost-complete cars were shipped from Linwood. Final inspection, in turn, took place in Stoke, Coventry.^[3] In road trim, the Lotus type 911 engine produced 150 bhp (112 kW; 152 PS) at 5,750rpm and 150 lb·ft (203 N·m) of torque at 4,500rpm. In rallying trim this was increased to 250 bhp (186 kW; 253 PS).

The Sunbeam Lotus was unveiled at the Geneva Motor Show in April 1979, but the road-going version of the rally car was not actually ready for deliveries to the public until after the rebranding, and thus became the “Talbot Sunbeam Lotus”. At first these were produced mostly in black and silver, although later models came in a moonstone blue and silver (or black) scheme. The car saw not only enthusiastic press reviews, but also much success in the World Rally Championship – in 1980, Henri Toivonen won the 29th Lombard RAC Rally in one, and, in 1981, the Sunbeam Lotus brought the entire manufacturer’s championship to Talbot.

Sunbeam’s short life

After the takeover, PSA decided that keeping Linwood running would remain unprofitable in the long run and that the facility would have to be closed. This would also mean the end of the Avenger and Sunbeam model lines. The decision was quite reasonable, given the advanced age of the former and the fact “C2-short” while in development, would be launched. Even though the C2-short programme was eventually scrapped, PSA prepared their own version, the Talbot Samba (based on PSA’s own front-wheel drive supermini, the Peugeot 104), which was to be launched in 1981, signalling the time Sunbeam would take its final bow.

Even though the end was looming, the Sunbeam was afforded a facelift for its final 1981 model year, finally gaining flush headlamps along with an entire new front end, featuring the Talbot logo in lieu of the pentastar, which made it look completely in line with the new Talbot lineup. Until the time production ended, about 200,000 Sunbeams were made.

1979–81 Talbot Sunbeam Lotus
1982–82 Sunbeam Lotus-Horizon

1978-1987 Simca-Talbot Horizon

Simca Horizon
1979 Talbot Horizon
Overview
Manufacturer	Chrysler PSA Group Saab–Valmet
Also called	Chrysler Horizon (UK: 1978-79) Talbot Horizon (Europe: 1979-1986)
Production	1978–1987
Assembly	Finland: Uusikaupunki (Saab–Valmet) France: Poissy (PSA Poissy Plant) Spain: Zaragoza (Saab–Valmet) United Kingdom: Ryton
Body and chassis
Class	Subcompact
Body style	Hatchback
Layout	FF layout
Platform	L-body
Related	Dodge Charger Dodge Omni Dodge Omni 024 Dodge Rampage Plymouth Horizon Plymouth Horizon TC3 Plymouth Scamp Plymouth Turismo
Powertrain
Engine	1,118 cc Poissy I4 (gasoline) 1,294 cc Poissy I4 (gasoline) 1,442 cc Poissy I4 (gasoline) 1,905 cc I4 (diesel)
Chronology
Predecessor	Simca 1100
Successor	Peugeot 309

The Horizon was a supermini developed by Chrysler Europe and was sold in Europe between February 1978 and 1987 under the Chrysler, Simca, and Talbot nameplates. Derivative variants of the Horizon were manufactured and marketed in the United States as the Dodge Omni and Plymouth Horizon until 1990.

Origins

The Horizon was designed by Simca, the French division of Chrysler Europe, and introduced in summer 1978. In France it was initially sold under the Simca brand, whilst elsewhere in Europe it was initially badged as a Chrysler. As a result of the acquisition of Chrysler’s European car division by Peugeot in 1978, both the Chrysler and Simca brands were dropped and the car was then sold under the Talbot brand in all its European markets.

Talbot Horizon in profile

The Horizon, or Project C2 as it was known inside Simca during development, was intended to be a “world car”, meaning that it was designed for consumers on both sides of the Atlantic, but in execution, the European and North American versions of the vehicle actually turned out to have very little in common. Born largely out of the need to replace the ageing Simca 1100 in France, the Horizon was essentially a shortened version of the larger Alpine model, giving the vehicle an unusually wide track for its length. Featuring“Poissy engine” of transversely mounted, Simca-designed 1.1, 1.3 and 1.5 litre OHV engines, 4-speed gearbox and torsion-bar suspension, the Horizon gained praise for its crisp styling, supple ride, and competent handling. The SX version which joined the range for the Paris Motor Show, in October 1978, attracted much interest on account of its innovative trip computer. The device took information from three sources, a clock, a “débitmètre” mounted on the fuel feed to the carburetor and a distance information from the feed for the odometer. Using these three pieces of information the “computer” was able to report current fuel consumption and average speeds as well as information on distances and times.

The Horizon was voted European Car of the Year in 1979. Initially only available in LS or GL trim, its launch saw the end of the rear-engined Simca 1000. The Simca 1100remained in production in France till 1981 being sold for a time as a low cost alternative to the Horizon, but the two cars competed in virtually the same segment and the older car, its model range drastically reduced, saw its sales plummet. On the British market, the rear-wheel drive Avenger saloons and estates remained in production alongside it, giving British buyers a full choice of bodystyles in a market where hatchbacks still only accounted for a minority of sales.

The car was the first British-built hatchback of this size — launched two years before the Vauxhall Astra, three years before the European Ford Escort Mark III and five years before the Austin Maestro. It did not officially replace any of the British Chryslers, despite being a similar size to the traditional rear-wheel drive Avenger saloon and estates which had been on sale since 1970 and did not finish production until 1981.

North American variants

Main article: Dodge Omni

1984-’85 Dodge Omni GLH

The North American versions of the Horizon were known as the Dodge Omni and Plymouth Horizon. Although they appeared to share the same external bodywork as the European Horizon (the panels were in fact not interchangeable), they were vastly different mechanically — using a larger engine (of VW, then PSA origins on the early versions, replaced by Chrysler’s own 2.2L OHC “Trenton” I-4 later) and MacPherson strut suspension at the front instead of the more complex torsion bar system found in the European version. They also featured larger reinforced aluminum bumpers to comply with stricter US safety legislation. Despite the car’s European origins, then Chrysler chairman Lee Iacocca played this down, emphasizing that features such as the trip computer and electronic ignition were of American design.

1986 Shelby GLHS

The ultimate Dodge Omni was the modified Omni GLH. The original name, “Coyote”, was rejected, and Carroll Shelby’s choice, the initials GLH, which stood for “Goes Like Hell”, were taken instead. 1984 was the first year of the GLH, which carried over most of the modifications that had been made the previous year to the Shelby Charger. 1985 was the debut of the GLH-T model with the Turbo I (K) engine option. This engine, at low boost (7.2 PSi) coupled with the car’s very low weight (as low as 2,200 lb (1,000 kg)), earned this car its name. The car carried over into 1986 unchanged aside from the addition of a hatch-mounted third tail light, and production was then stopped.

In the US, many variants were eventually produced, including three-door coupé versions (“Charger” and “TC-3 / Turismo”), econo versions (“America”, “Miser”), and powered-up versions such as the GLH, GLH Turbo, and Shelby GLH-S (turbocharged, intercooled, 174 bhp). Even a small pickup truck was based on the Horizon (“Scamp” and “Rampage”). Some of these cars had successful careers in racing venues such as Auto-X, road and endurance racing, and pro rallying.

Production life

Subsequent to the collapse of Chrysler Europe in 1978 and its sale to Peugeot, the Horizon was rebadged as a Talbot in 1979.

In 1981, the revisited models were introduced with minor improvements. By then however, the Horizon was becoming increasingly uncompetitive next to rivals such as the Volkswagen Golf (which was actually four years older), Opel Kadett/Vauxhall Astra and the third generation Ford Escort. The unrefined ohv engines which had been carried over from the Simca 1100 were largely to blame, while body corrosion was a serious issue, at least until Series II, giving many cars a short service life.

The series two Horizon launched in July 1982 had a 5 speed gearbox, and badged series II 5 speed. The bumpers were painted black and the rear windscreen was smaller, because the parcel shelf was raised to increase the size of the boot. Some models had an electronic LED ‘econometer’ which lit up several lights around the edge of the speedometer dial, There was also an LED tachometer on top of the range models which was a row of green,yellow and red LEDs and was positioned atop the steering column.

The Horizon was then updated in 1985, with different interior trim again slight changes to instrument dials and door cards were to make the car look more modern, but along with the Fiat Ritmo/Strada, it was now the oldest mainstream family hatchback on sale in Europe, and was now faced with competition from even more new competitors.

Fewer paint colours were available and fewer models. Many of the late cars, which were built between 1985 and 1986, were painted in an un-sympathetic pale green or cream. Horizons had initially been available in more adventurous colours including orange, but many of these colours had gone out of fashion after the 1970s.

A Talbot Horizon turbo concept car was produced in 1984 with a full cream leather interior and sporty body kit, the car was designed at Whitley, Coventry. The Turbo Horizon is very different from those models once seen out on the street and is kept at Coventry Transport Museum, Coventry England.

Due to corrosion problems there are few left, Horizon is now a rare sight with possibly less than 200 surviving examples in the UK.

The main production lines of Horizon were Poissy in France and PSA Ryton Assembly in England (from 1980). It was also manufactured in Finland and in Spain by Saab–Valmet from 1979 onwards. The Finnish-made Talbot Horizons integrated many Saab components, especially in the interior and electrical system. The Saab-Valmet factory also made a series of 2,385 cars that ran on kerosene or turpentine.

The Horizon was produced in France and also Britain (where production had begun in the 1980s) until June 1986, and in Spain and Finland until 1987. Its successor was the Peugeot 309, a car developed in the UK and launched towards the end of 1985, originally destined to be sold as the Talbot Arizona.^[5] The end of Horizon production early in 1987 also marked the end of the Talbot badge on passenger cars. However, the North American version of the car continued to be produced until 1990.

The PSA XUD9 diesel engine of 1905 cc diesel engine was fitted to certain models of the Horizon, which was the first example of this engine available in the UK. All UK diesel Horizons were made in Spain. The Peugeot-Talbot brochure of October 1984 shows the only diesel Horizon being the LD1.9, the XUD9 engine only available in the Peugeot 305 GRD as well. The Horizon was not the first diesel in the Talbot family of cars with the Chrysler 180 in Spain being powered by diesel.

The Peugeot 309 made use some of the Horizon range of Simca based engines for most of its production life, until replaced with the more modern Peugeot TU engine in 1992.

Horizon in the UK

In Britain, it was seen as a modern alternative to the existing Rootes-designed Avenger models, offering buyers a front-wheel drive hatchback alongside the rear-wheel drive saloons and estates. The Avenger was produced alongside it until 1981, by which time the company had come under Peugeot ownership and no new models were launched to replace it, as the front-wheel drive hatchback style was becoming more popular and Peugeot already had the similar-sized 305 saloon and estates in production.

UK sales of the Horizon (which went on sale there in early 1978 and was badged as a Chrysler until 1 August 1979, when it became a Talbot) were initially quite strong, but by 1983 it was starting to lose sales in a segment dominated by an increasing number of newer models including the Ford Escort Mark III, Vauxhall Astra and Austin Metro. Foreign models like the Volkswagen Golf, Renault Super 5, and Datsun Sunny were also proving popular in the early 1980s.

The last British Horizons were sold in 1986, soon after the launch of Peugeot’s Ryton-built 309 which had originally been intended for sale as the Talbot Arizona, as a Talbot-branded successor to the Horizon, and went on sale in January 1986. The 309 continued the Simca heritage by using Simca-derived engines in its smaller models.

The Ryton factory remained open until December 2006.

UK Specifications range

Capacity	1118–1905 cc
Power	59–90 hp
Max. speed	147 km/h (91 mph) – 175 km/h (109 mph)
Acceleration	0–60 mp/h: 17.9–11.4 seconds

Models

The UK Horizon was available in the following trim levels:

1100 GL
1100 GLE
1300 GL
1300 GL Auto
1300 LS
1300 LX
1300 GLX
1500 LE
1500 LS
1500 LS EXS
1500 GLS
1500 S
1500 SX Auto
1500 EX
1900 LD

Most models were available with 4 or 5-speed gearboxes, which were initially a carry-over of the Simca gearbox, and then later the PSA BE gearbox. Automatic transmission was available on most 1500 models, and was standard equipment on the 1500 SX model.

Some limited editions were:

1500 “Pullman” top of range model. This had upmarket trim and a design of alloy wheel similar to the Lotus Sunbeam and a wider tyre. The Pullman also had radio upgrade with 4 speakers, and rear seatbelts. Most had beige over brown metallic, two-tone paintwork. Around 20% of the Pullman models were two tone silver and blue.
1300 “Summertime Special” This had red plastic trim in place of the usual black.
1500/1300 “Ultra” (1985) an upmarket high-spec car in silver metallic, had its name ‘ULTRA’ on the front wings in black lettering. Ultra had grey velour interior with red piping.
1500 “Silver Fox” which had two tone paintwork half silver, half blue metallic.

2014-on Registration Number SC492037
2015 Sunbeam Electric Vehicles

Double decker buses

http://myntransportblog.com/2014/10/19/sunbeam-trolleybuses/

Sikh 1930-33 (three built)
Pathan 1930-1938 (at least four built for Woverhampton Cotp’n)
DF2 1936-1948 (one built for Wolverhampton Corp’n.)

Double decker trolleybus

MS2 1934-1948
MS3 1934-1948
MF1 1934-1949
MF2 1935-1952
W4 1943-1947
F4/F4A 1948-1965
S7/S7A 1948-58

Double or single deck trolleybus

MF2B 1934-65

Export only

Sunbeam Minx

1932-70 Hillman Minx

Hillman Minx
Hillman Minx Series V
Overview
Manufacturer	Rootes Group
Production	1932–70
Body and chassis
Body style	4-door saloon 2-door coupé 2-door convertible 2-door standard estate 2-door short wheelbase estate 2-door van 2-door coupé utility
Chronology
Predecessor	Hillman 14
Successor	Hillman Hunter Hillman Avenger

The Hillman Minx is a series of middle -sized family cars produced under the Hillman marque by the Rootes Group (1932-70). There have been many versions of the Minx over the years, as well as various badge-engineered versions sold under the Humber, Singer, and Sunbeam marques.

For most of the 1960s, the Minx and its derivatives were the greatest-volume sellers of the “Audax” family of cars from Rootes, which also included the Singer Gazelle and Sunbeam Rapier. The final version of the Minx was the “New Minx” launched in 1967, which was part of the “Arrow” family and essentially a basic version of the Hillman Hunter. Generally, the Minx was available in four-door saloon and estate forms, with a 1496-cc engine.

The Hillman Super Minx was a slightly larger model offered during the Audax era.

Throughout the life of the Minx, there was usually an estate version; and, from 1954 to 1965, there was also a short-wheelbase estate, the Hillman Husky, and a van derivative known as the Commer Cob.

The Minx brand was revived briefly – along with the “Rapier” model name, as applied to the Sunbeam Rapier version of the Audax family – as a special edition late in the life of the Talbot Alpine / Talbot Solara cars, produced by Chrysler Europe after its takeover of the Rootes Group.

Pre-WWII Minx

Hillman Minx 1932
Hillman Minx 1932: the early Minx was a conservatively designed car

The original Minx was introduced in 1932 with a pressed-steel body on separate chassis and 30 bhp 1185 cc engine. It was upgraded with a four-speed transmission in 1934 and a styling upgrade, most noticeably a slightly V-shaped grille. For 1935, synchromesh was added but the range was otherwise similar.

The 1936 model got a new name, the Minx Magnificent, and a restyle with much more rounded body. The chassis was stiffened and the engine moved forwards to give more passenger room. The rear panel, hitherto vertical, was now set at a sloping angle, and the manufacturers offered the option of a folding luggage grid which could be attached to the rear panel and was available for “two pounds, seven shillings and sixpence” (slightly under £2.40) painted. A Commer-badged estate car was added to the range.

The final pre-war model was the 1938 Minx. There were no more factory-built tourers but some were made by Carbodies. The car was visually similar to the Magnificent, with a different grille, and access to the luggage boot (trunk) was external (that on the predecessor was accessed by folding down the rear seat). There were two saloon models in the range, the basic “Safety” model with simple rexine trim instead of leather, no opening front quarterlights, and less luxurious trim levels. The De Luxe model had leather trim, opening quarterlights, extra trim pads, and various other comfort benefits. The 1938 model was not the final iteration before the outbreak of war, however, as the 1939 model was considerably different mechanically, with virtually the entire drivetrain improved to the extent that few parts are interchangeable with the 1938 model. This includes gearbox, differential, half shafts, steering box, and a great many other mechanical and cosmetic changes. Even the front grille, which to the casual eye looks almost identical to the 1938 model, became a pressed alloy component rather than a composite.

Aerominx 1933
Minx sports tourer 1934
Minx 1935
Minx 1937
RAF staff car

Wartime Minx

During the Second World War, British car companies produced simple Utility load carriers, the Car, Light Utility or “Tilly”. For Hillman it was the Hillman 10HP, a Minx chassis with two-person cab and covered load area behind. The basic saloon was also produced for military and essential civilian use from 1940 to 1944.

Minx Mark I to VIII (1945–57)

Hillman Minx Mark I to VIII
Hillman Minx Mark VIII 4-Door Saloon
Overview
Manufacturer	Rootes Group
Production	1945–56
Assembly	United Kingdom Japan (by Isuzu) Australia
Body and chassis
Body style	4-door saloon 3-door estate 2-door convertible 2-door hardtop
Related	Hillman Husky Commer Light Pick-up Commer Express Delivery Van Commer Cob
Powertrain
Engine	1,185 cc I4 1,265 cc I4 1,390 cc I4

The Minx sold between 1945 and 1947 had the same 1185 cc side-valve engine, the same wheelbase and virtually the same shape as the prewar Minx. This postwar Minx became known as the Minx Mark I (or Minx Phase I). Between 1947 and 1948 a modified version, known as the Minx Mark II was offered.

A much more modern looking Minx, badged as the Mark III, was sold from 1948. This was the first Minx with a protruding boot / trunk which effectively respected the Ponton, three-box design by then replacing the ‘flat back’ look, inherited from models that had made their debut in the 1930s. Three different body styles were offered initially, these being saloon, estate car and drophead coupé (convertible). Beneath the metal, however, and apart from updated front suspension, little had changed: the Mark III retained the 1185 cc side-valve engine of its predecessor. Claimed power output, at 35 bhp (26.1 kW), was also unchanged. However, in 1949 the old engine was bored out and compression ratio increased, for the Mark IV Minx, to 1265 cc, and power output increased by 7 per cent to 37.5 bhp (28.0 kW). A Mark IV saloon tested by The Motor magazine in 1949 had a top speed of 67 mph (108 km/h) and could accelerate from 0–60 mph (97 km/h) in 39.7 seconds. A fuel consumption of 32.1 miles per imperial gallon (8.8 L/100 km; 26.7 mpg_-US) was recorded. The test car cost £505 including taxes, the price including radio (£36), over-riders (£5) and heater (£18).

Further minor facelifts followed. In 1953, with the Minx Mark VI, a fourth body variation was added, being the so-called Hillman Minx Californian, a two-door hard-top coupé with, slightly unusually, a b-pillar that wound down out of sight along with the rear side window to give an unbroken window line when all windows were fully opened: the rear window assembly was of a three-piece wrap-around form. The wheelbase and overall length of the car remained the same as those of the four-door saloon and convertible permutations. For the Mark VIII, in 1954, a new ohv 1390 cc engine was installed. This was the engine which, two years later, would be carried over into the first of the new “Audax series” Minxes.

For a short time in the early 1950s Hillman Minxes were sold in the USA to Americans seeking better gas mileage. The reviews of the vehicle in the US were lukewarm. Between 1953 and 1956 the Mark VI to Mark VIII Isuzu Hillman Minx was produced in Japan by Isuzu Motors, prior to their 1961 introduction of the Bellel.

1946 Hillman Minx Mark I saloon
1947 Hillman Minx Mark I drophead coupé
1948 Hillman Minx Mark II
1953 Hillman Minx Mark V
1953 Hillman Minx Mark VI
1954 Hillman Minx Mark VII
Hillman Minx Mark VIII drophead coupé ca 1955
Hillman Minx Mark VIII
4-door saloon 1955
Hillman Minx Californian fixed head coupé or hardtop

Audax design Hillman Minx (Series I to Series VI, 1956–67)

Hillman Minx Series I to Series VI
Hillman Minx Series IIIC
Overview
Manufacturer	Rootes Group
Also called	Sunbeam Minx Humber 80
Production	1956–67
Assembly	United Kingdom Japan Australia New Zealand
Body and chassis
Body style	4-door saloon 2-door convertible 4-door estate
Related	Commer Cob Hillman Gazelle Hillman Husky Singer Gazelle Sunbeam Rapier
Powertrain
Engine	1,390 cc I4 1,494 cc I4 1,592 cc I4 1,725 cc I4
Chronology
Successor	Hillman New Minx

The Audax body was designed by the Rootes Group, but helped by the Raymond Loewy design organisation, who were involved in the design of Studebaker coupés in 1953. The car went through a series of annual face lifts each given a Series number, replacing the Mark number used on the previous Minxes; there was no Series IV. The engine was new for the model with overhead valves – a first for a post war Hillman. Over the years the engine grew from 1390 cc (in the Series I and II) to 1725 cc in the Series VI. A variety of manual transmissions, with column or floor change, and automatic transmissions were offered. For the automatic version, the Series I and II used a Lockheed Manumatic two pedal system (really only a semi-automatic), the Mark III a Smiths Easidrive and the V/VI a Borg Warner.

A Series III deLuxe saloon with 1494 cc engine tested by the British magazine The Motor in 1958 had a top speed of 76.9 mph (123.8 km/h) and could accelerate from 0–60 mph (97 km/h) in 25.4 seconds. A fuel consumption of 31.8 miles per imperial gallon (8.9 L/100 km; 26.5 mpg_-US) was recorded. The test car cost £794 including taxes of £265.

There were Singer Gazelle and Sunbeam Rapier variants of all these Hillman Minx models, and the names were again used on derivatives in the later Rootes Arrow range. Some models were re-badged in certain markets, with the Sunbeam and Humber marques used for some exports.

The New Zealand importer/assembler Todd Motors created the Humber 80 and Humber 90, badge-engineered models based respectively on the Minx and Super Minx, as a way to secure scarce additional import licences for CKD assembly kits. Although the 90 was identical to the Super Minx, the cheaper 80 could be spotted by a horizontal bar grille design. The Humber 80 was acknowledged in the 1980s Roger Hall playPrisoners of Mother England, in which a newly arrived immigrant in New Zealand spots one and exclaims: “Humber 80? There’s no such car!”

In Australia, the first of the series V vehicles fitted with all-synchro gearboxes was known locally as the series Va. This little-known fact is rarely referenced within Australia and virtually unknown elsewhere.

The Audax Minx was also built in Japan by Isuzu Motors as the Isuzu Hillman Minx under licence from Rootes between September 1956 and June 1964. Isuzu produced their own unique estate car version, the Isuzu Hillman Express, from 1958 to 1964.

Hillman Minx Series I Convertible 1957
Hillman Minx Series III
Hillman Minx Series III in side view
Hillman Minx Series IIIA – chrome grille
Hillman Minx Series IIIB featuring an alloy grille in place of the chrome grill of the Series IIIA
Hillman Minx Series IIIC convertible: the last of the convertible Minx line
Hillman Minx Series V. The almost identical Series VI lost the bumper over-riders but featured the larger Rootes 1725cc engine
Hillman Minx Series VI
1959 Humber 80 – a Hillman Minx Series III badged as Humber for some markets such as (here) in New Zealand
1966 Sunbeam Minx in Canada

Super Minx (1961–67)

Hillman Super Minx
1965 Hillman Super Minx (with revised C-post)

Main article: Hillman Super Minx

Launched late in 1961, the Hillman Super Minx was intended at one stage to replace the Minx Series III. In the event the Series III would be replaced in 1963 by the Series V, while the Super Minx was launched as a separate, albeit closely related, model.

New Minx (1967–70)

Hillman New Minx
Hillman New Minx
Overview
Manufacturer	Rootes Group
Also called	Sunbeam Minx
Production	1967–70
Assembly	United Kingdom
Body and chassis
Body style	4-door saloon 4-door estate
Related	Hillman Hunter Singer New Gazelle
Powertrain
Engine	1496 cc I4 1725 cc I4
Chronology
Predecessor	Hillman Minx Series VI
Successor	Hillman Hunter

A replacement Minx (sometimes identified, retrospectively, as the New Minx) took over from the Series VI in 1967. It was a reduced specification version of the Hillman Hunter. Saloon and estate versions were produced, initially equipped with a 54 bhp 1496 cc 4 cylinder engine. A 61 bhp 1725cc engine became available in 1968. The final Minx was replaced by a Hillman Hunter De Luxe model in 1970.

Paykan (Arrow) pickup, a version of Hillman new Minx, made by Iran Khodro

Sunbeam Vogue/Sunbeam Arrow

1966-79 (2005((IRAN)) Rootes Arrow

Rootes Group “Arrow” series
1967 Hillman Hunter Saloon
Overview
Manufacturer	Rootes Group Chrysler Europe
Production	1966–1979 (until 2005 in Iran)
Assembly	Ryton-on-Dunsmore, United Kingdom Linwood, United Kingdom Santry, Republic of Ireland Tehran (Iran Khodro), Iran Port Melbourne, Australia Petone and (from 1975) Porirua,New Zealand
Designer	Rex Fleming (overall) Roy Axe (estate and coupé)
Body and chassis
Body style	4-door saloon 5-door estate 2-door coupé 2-door pick-up
Related	See article for list of Arrow marques Paykan
Powertrain
Engine	1500 cc 4 1725 cc I4
Transmission	4 speed manual 4-speed manual + D-type Laycock Overdrive (1966–1972) 4-speed manual + J-type Laycock Overdrive (1972 on) Borg-Warner 35/65 automatic
Dimensions
Wheelbase	98 in (2,489 mm) (saloon)
Length	171 in (4,343 mm) (saloon)
Width	63 in (1,600 mm) (saloon)
Height	56 in (1,422 mm) (saloon)
Curb weight	2,100 lb (953 kg) (saloon)
Chronology
Predecessor	Hillman Minx
Successor	none

Rootes Arrow was the manufacturer’s name for a range of cars produced under several badge-engineered marques by the Rootes Group (later Chrysler Europe) from 1966 to 1979. It is amongst the last Rootes designs, developed with no influence from future owner Chrysler. The range is sometimes referred to by the name of the most prolific model, the Hillman Hunter.

A substantial number of separate marque and model names applied to this single car platform. Some were given different model names to justify trim differences (Hillman GT, Hillman Estate) and that from time to time all models were sold in some European markets under the Sunbeam marque (Sunbeam Sceptre for instance), and at other times used UK marque/model names. To add complication, Singer Gazelle/Vogue models were also sold in the UK for one season badged as Sunbeams after the Singer brand was withdrawn.

The models sold – not all concurrently – were, alphabetically by marque:

Chrysler Hunter
Chrysler Vogue
Dodge Husky
Hillman Arrow, Hillman Break de Chasse, Hillman GT, Hillman Hunter, Hillman Hustler and Hillman Minx
Hillman Vogue
Humber Sceptre
Singer Gazelle and Singer Vogue
Sunbeam Alpine and Sunbeam Rapier fastback coupés
Sunbeam Arrow, Sunbeam Break de Chasse, Sunbeam Hunter, Sunbeam Minx, Sunbeam Sceptre, and Sunbeam Vogue

The most prolific model within the Arrow range, the Hillman Hunter, was the Coventry-based company’s major competitor in the medium family car segment. In its 13-year production run, its UK market contemporaries included the Ford Cortina, Morris Marina and Vauxhall Victor, although model positioning within the range meant competition with some larger cars as well, including the Austin 1800.

The Arrow range extended to several body styles: saloon, estate, fastback coupé and a pick-up (sold mainly in South Africa as the Dodge Husky). Depending on the model, they had two doors or four doors. Not all marques were represented in all body styles, with the coupés being reserved for Sunbeam.

Development

The Arrow range was conceived in 1962. Following the Hillman Imp, consideration was given to developing a larger rear-engined car, but this concept was dismissed, and the engineering settled on for the new car was more conventional and closer to the layout of the existing Audax series (which included the previous Hillman Minx).

With cash-strapped Rootes struggling amid continuing engine cooling problems with the Imp, which often resulted in warped cylinder heads, the cautious Arrow broke little new engineering ground. New parts were largely based on tried and tested Rootes components, using a new but strong 5-bearing version of the well-proven 1725 cc overhead valve petrol engine as a starting point which varied in output from 66 bhp (49 kW) to 88 bhp (66 kW) (in the Humber Sceptre). The engine was inclined by a modest 15 degrees, to allow for a lower bonnet line and to enable packaging of the carburettors. This engine was further uprated by specialists Holbay, employing two Weber 40DCOE carburettors to produce 107 bhp (80 kW) for the Sunbeam Rapier H120 and Hillman Hunter GLS. A smaller 1500 cc engine was the standard for manual versions of the Hillman Minx and the Singer Gazelle, and the Hillman Hunter DeLuxe model which succeeded the Minx. Automatic models were all powered by the 1725 cc engine. Particular attention was paid to weight and cost to bring the vehicle in line with its natural competitors, including the Mark 2 Ford Cortina.

For the first time in a Rootes car MacPherson strut suspension featured at the front, with a conventional live axle mounted on leaf springs at the rear. Other firsts for Rootes in the new car were curved side glass and flow-through ventilation.

Manual transmissions were available in four-speed form with an optional Laycock de Normanville overdrive, or Borg-Warner automatic transmission, again as an option. Initially, the Borg Warner Type 35 3-speed automatic was offered, then the Type 45 four-speed automatic became available in 1973.

The handbrake was situated between the driver’s seat and door (i.e. on the driver’s right-hand side for a right-hand drive car) rather than between the front seats. This followed the practice in the ‘Audax’ cars.

The first Arrow model to be launched, the Hillman Hunter, was presented as a replacement for the Hillman Super Minx. The Hunter was lighter than its predecessor and the wheel-base of the new car was actually 2½ inches (6.4 cm) shorter than that of the old, but the length of the passenger cabin was nonetheless increased by moving the engine and the toe-board forwards.

For the first two years there were few changes. However, in May 1968 power assisted brakes were made available as a factory fitted option. Hitherto this possibility had been offered only as a kit for retro-fitting: it was stated that the factory fitted servo-assistance, at a domestic market price slightly below £13, would be cheaper for customers.

A mild facelift in 1970 gave new grilles to the various Hunter trim levels, and some derivatives gained a (then) more fashionable dashboard, exchanging wood for plastic, but the car remained fundamentally the same throughout its life.

A more detailed facelift for 1972 brought a new all-plastic dashboard with deeply hooded round dials (earlier versions had either a strip speedometer or round dials in a flat dashboard for more expensive models like the Vogue), new steering wheel, plastic instead of metal air cleaner, reshaped squarer headlamps in a new grille and some engine tuning changes.

For 1975, bumpers were enlarged and the tail lights were enclosed in a full-width anodised aluminium trim piece.

Following the 1967 acquisition of Rootes by Chrysler, the Arrow derivatives were rationalised until only the Hillman Hunter version was left by 1976. From September 1977 it was re-badged as a Chrysler, which it was to be for the remaining 2 years of its life. Hunter production was switched in 1969 to Rootes’ troubled Imp plant in Linwood, from its original home of Ryton.

Sales were lower after 1975 following the launch of the Chrysler Alpine, a similar sized car but with front-wheel drive and a hatchback bodystyle, at a time when rear-wheel drive saloons still dominated in this sector.

Following the Hillman Avenger‘s move to Linwood in 1976, the very last European Hunters were assembled in the Santry plant, Shanowen Road, Ireland from “complete knock down” (CKD) kits until production ended in 1979 – but no evidence exists to suggest that the Talbot badge was applied to any production Hunter following Chrysler Europe’s 1978 takeover by Peugeot, and the application of that badge to other Chrysler models sold on or after 1 August 1979.

The final Chrysler Hunter was built in September 1979 in Porirua, New Zealand, and was donated to the Southward Museum. In 2000 the Museum sold the car to a private collector.

Models and market positions

As Rootes looked to rationalise the number of platforms and the total engineering cost of their vehicle line-up during the 1960s, they kept alive the many names of the companies they had purchased to maintain product differentation out in the market place. As such, the Arrow was simultaneously aimed at several slightly different market segments, using a range of brand and model names during the car’s 13-year production run.

Hillman

1970 Hillman Minx

The first models, launched on the domestic market in October 1966 with a 1725 cc engine, were given the Hillman Hunter name with the respected name Hillman Minx (for the cheaper 1496 cc version), following in January 1967. Hillman would remain the British group’s most prolific marque. The Hunter model name was not in fact entirely new for a Rootes-related car, having been used for one year’s production of the Singer SM1500.

Sports models included the Hillman GT, which was based on the Minx trim, but was a model in its own right (not a “Hillman Minx GT” nor “Hillman Hunter GT”). It featured a twin Zenith Stromberg CD150 carburettor version of the 1725 engine developing 94 bhp and Ro-Style wheels. in 1972 came the Hillman Hunter GLS with a specially-tuned twin-Weber-carburettor engine (by Holbay) shared with the Sunbeam Rapier H120 model, as well as close ratio gearbox and quad headlights.

The estate version, announced in April 1967, was originally launched as the “Hillman Estate Car” without either Hunter or Minx badging. It came with a one piece tailgate which was much cheaper to produce than the horizontally split two piece tailgate featured on the car it replaced, but the change nevertheless drew some unfavourable press comment.

The car’s image was boosted when a Hunter driven by Andrew Cowan won the 1968 London-Sydney Marathon rally.

The range was soon simplified with trim levels and varying engine specifications: the Hillman Hunter DeLuxe or DL replaced the Minx and retained the 1496 cc engine; the 1725 cc engine with an iron cylinder head being an option on these entry level models. Above that were the Hunter Super and Hunter GL, both with the higher specification alloy headed engine and two different trim levels. The twin carburettor engined “Hillman Hunter GT” eventually replaced the Hillman GT, and the Holbay-engined GLS was positioned at the top of the range.

For the 1975 Motor Show, a limited edition Hillman Hunter Topaz was produced. This was largely based on the Hunter Super and equipped with overdrive, radio, vinyl roof, Rostyle wheels and a special half cloth upholstery as standard. This car was only available in a unique metallic bronze paint finish. The price was less than that of the standard Hunter Super when fitted with the optional overdrive. A Hillman Break de Chasse was sold in French-speaking markets, based on the Minx specification. (Also offered was a similar Sunbeam Break de Chasse; “break” being a French term for an estate,and the phrase break de chasse translating roughly as shooting-brake.)

Singer

1969 Sunbeam_Vogue_License_plate_ca_1969

Circa 1969 Sunbeam Vogue

The Singer Vogue and Singer Gazelle were positioned slightly upmarket of the Hillman Hunter and the Minx respectively. Nevertheless, the need to compete on price was evidenced with the announcement of the Singer Vogue estate car. The Vogue saloon was fitted with an alternator, but the Vogue estate, announced in April 1967, was fitted with a dynamo; the manufacturers explained that the change was made to help keep the model’s recommended UK-market selling price below £1,000.

The Singers were short-lived models, retired early in 1970 along with the rest of the Singer range. Briefly following the retirement of the Singer brand, and throughout the model life for principal export markets, the Singer Vogue was badged as a Sunbeam.

Sunbeam

1974 Sunbeam Rapier fastback coupé in “Grasshopper” green

The single-carburettor Sunbeam Alpine and twin-carburettor Sunbeam Rapier were only sold as fastback coupés, and were marketed with a strong sporting image – although it was eventually the Hillman Hunter which was used in long-distance rallying. The sportiest Sunbeam was the Rapier H120 model, though this shared its specially tuned Holbay engine with the Hillman Hunter GLS.

Sunbeam Arrow, Sunbeam Break de Chasse, Sunbeam Hunter, Sunbeam Minx, Sunbeam Sceptre, and Sunbeam Vogue were used for export markets where the Sunbeam name was more familiar or deemed more likely to succeed. The Sunbeam Arrow name was used in North America. Sunbeam Break de Chasse, Hunter, Vogue, and Minx were offered in some French-speaking markets (where “break” is a term for an estate).

A Sunbeam Sceptre appeared in France and some German-speaking markets (at least), and carried the Humber Sceptre level of specification, as described below. The Sunbeam Vogue was also available in the home (British) market for a short period after the Singer marque was retired in 1970.

Humber

Main article: Humber Sceptre

1975 Humber Sceptre

The Humber Sceptre traded on Humber’s tradition of building luxury cars and was the best-appointed version, with the exception of the similar Sunbeam-branded Sunbeam Sceptre sold in some markets.

The manual-gearbox model featured either the D-type or the later J-type Laycock De Normanville overdrive, with the J-type fitted from chassis numbers L3 onwards starting in July 1972. As with all Arrows, an automatic gearbox was an option. A closer ratio G-type gearbox was fitted to later Sceptres, using the J-type overdrive.

An estate version of the Humber Sceptre was introduced at the London Motor Show in October 1974. It featured a built-in roof rack and a carpeted loading floor protected by metal strips and illuminated by an additional interior light. Washer and wiper were provided for the rear window, a rare feature on UK-market estate cars of the time.

Chrysler

The Hillman Hunter was rebranded as the Chrysler Hunter for the UK market in September 1977, receiving at the same time a four headlight frontal treatment similar to that of the Hunter GLS model and the Humber Sceptre. In order to try to prolong the model life an improved level of equipment included a central console and a voltmeter. The Super version also featured an aluminium-head engine and viscous fan coupling along with reclining seats, a vinyl-covered roof and “simulated wood treatment” for the facia and door sills. By this time, however, Chrysler UK dealers had been selling the French-built Chrysler Alpine for more than two years: more than ten years after the launch of the original Hillman Hunter, the Chrysler Hunter was self-evidently a run-out model, and relatively few were produced. According to How Many Left, only 4 are still on UK roads. It was effectively replaced by the Talbot Solara – a four-door saloon version of the Alpine hatchback – which was launched in April 1980.

Iranian, Australian and New Zealand ranges

Australia

Starting in 1967, Chrysler Australia Ltd assembled the Hillman Hunter from imported CKD packs at their Port Melbourne factory, which they inherited as part of Chrysler’s acquisition of Rootes Australia.

Production commenced in 1967 with 2 models, designated as the HB series: the Arrow (with a trim level corresponding with the home market (United Kingdom) Minx, but with a front bench seat), and the Hunter.

These were replaced by the HC series in 1969. The major changes were adoption of the UK face-lifted Hunter radiator grille and rectangular headlights, and the renaming of the Arrow as the Hunter, retaining the Arrow’s trim specification and bench seat. At the same time came the introduction of the Safari estate (known in Australia as a station wagon.) The Safari name was also used to identify the Australian Chrysler Valiant estate model. There was also the addition of two, new, more upmarket saloon variants: the Hunter Royal (corresponding in trim level with the UK Singer Vogue, but retaining the Hunter plastic moulded dashboard, with simulated wood trim), and the Hunter GT, which corresponded with the UK Humber Sceptre in trim level, but with the standard Hunter grille. These cars featured trim parts from various UK models, including UK Humber Sceptre bonnet ornaments.

The Safari estate was a popular seller, particularly as the competing Holden Torana was not available as an estate.

In 1971, the Australian version of the Hunter was face-lifted again, with the introduction of the HE series. Marketing of the car, plus its rear badges, referred to it as the Hunter, rather than a Hillman.

The facelift involved a change to the radiator grille, with new and smaller rectangular headlights. Also, the appearance of the rear of the car was changed with a flush trim panel under the boot lid and new twin-lens tail lights. Depending on the model, this panel was painted in the body colour or a matte grey; this facelift was unique to Australia.

Inside, the HE models received a new collapsible steering column, with the Valiant’s steering wheel.

The model range was later modified again: a new cut price performance version called the Hustler was introduced. This was similar in concept and execution to the UK Hillman GT – a sparsely trimmed car with high performance.

The Hunter GT was renamed the Hunter Royal 660. Outside, this car gained Rostyle wheels. Inside, the car was trimmed in the same “buffalo grain” textured vinyl, which also was to be found in the VG series luxury Valiant, the Regal 770.

These cars sold steadily, but they became overshadowed when Chrysler Australia commenced assembly of the Mitsubishi Galant in 1972. By this time, the Mitsubishi was a conspicuously more modern car, and by 1973, the Hunter was phased out, and became the last Rootes car to have been marketed in Australia. Chrysler Australia then closed the former Rootes factory, focusing Australian production at their Tonsley Park plant in Adelaide.

New Zealand

New Zealand importer and CKD assembler Todd Motors also created its own unique versions of the Arrow line. The single 1967 launch version (1725 cc aluminium head engine with four-speed manual transmission or three-speed Borg Warner 35 automatic transmission with twin fron seats) was almost identical to its UK counterpart but Todd started to use its own upholstery designs from the 1969 rectangular headlight update. For 1970, it added a silver rear trim panel to the Hunter and introduced the estate although this had a lower specification than the saloon – an iron head 1725 cc engine, no automatic option, simpler dashboard trim (no locking glovebox), painted rather than bright metal door window trim and fixed rather than opening front quarter-lights.

Todd’s also offered a Singer Vogue saloon with a 1725 cc engine and a more upmarket wood veneer dashboard from 1967–71 when it was replaced by the Hunter GL.

The range was given a unique-to-NZ update early in 1971: the iron head “deluxe” estate (never badged as such) was almost unchanged apart from the side “Hunter” badges moving from the front doors to the front guards and revised seat and door trim patterns, and the door tops switched from black to the same colour as the seats. The alloy headed “super” saloon got these changes plus a spray-on black, instead of silver, tail panel — the texture of this changed from textured fake vinyl to a matte black over the year’s run. Initially the cars were offered with tan, red, blue or black upholstery with the dash painted to match but after a few months, Todd’s switched to a new type of vinyl with different texture for their Avenger, Hunter and Valiant lines and the blue option was dropped and the dashboards reverted to black paint. By now the equivalent Super model in the UK had seen its specification reduced to the iron head engine, no bumper over-riders, less exterior bright metal detailing and fixed front quarterlights — so the New Zealand version was unique.

The range’s first major facelift for 1972 brought an uprated motor with new carburettor and ignition tuning, re-profiled camshaft and a plastic air cleaner housing (these models were always harder to keep in tune than their predecessors), smaller, squarer headlamps, a new dashboard with deeply hooded round dials (the Hunters had strip speedometers previously), high-backed front seats, and a revised silver trim panel surrounding the tail lights.

Todds also added a new “GL” model, replacing the Singer Vogue, that initially had little to distinguish it (and justify a higher price) apart from wooden dashboard and door inserts, the same different trim patterns from the old Vogue and standard reversing lights. In 1973 Todds created another completely unique model by updating the GL with the four-headlight nose from the upmarket Humber Sceptre (a rare UK-assembled import) and altering the tail with a new silver strip below the tail lights, incorporating the reversing lights. These changes gave the GL a much more distinctive appearance front and rear.

By the mid-70s, the Hunter was an old model and under siege from newer Japanese rivals. Todd’s Hunters adopted the larger bumpers and new grille introduced for 1975 in the UK but the range was eventually rationalised into a single Super saloon model with the four-headlight front end and “wood” dashboard inserts (by then it was synthetic wood rather than the real material used originally). The final updates included standard cigarette lighter and heater control illumination.

Around 1975, the optional automatic was uprated from the three-speed Borg Warner 35 to the new, four-speed 45 but there were supply problems and Todds reverted to the 35 three-speed for several assembly runs of the automatic versions.

As in Australia, though six years later, Mitsubishis from Japan sounded the Hunter’s death knell. After beginning with CKD assembly of a single Galant coupé model in 1972, Todds had added the Lancer saloon in 1975 and launched its first mid-size Mitsubishi Galant Sigma saloon line in 1977, effectively replacing the Hunter. The far more modern, better equipped “Mitsis” were pricier, and the Hunter still had its fans and lingered on until 1979, when it was axed in the UK and Todd’s built the last Chrysler-badged version anywhere.

The Hunter’s other claim to Kiwi fame was being the first CKD model line to pass the 30,000-unit mark during its 12-year run.

Iranian Paykan

In 1966, Iran National (now Iran Khodro) of Iran began to assemble Hillman Hunters from CKD kits, after a deal was struck between the Rootes Group and Iran National’s director, Mahmoud Khayami. The resulting Paykan (Persian for arrow) saloon, pick-up and taxi models became known as Iran’s national car.

Earlier versions used the Hunter 1725 cc engine, but later kits were shipped with the Avenger’s 1600 cc engine mated to the Arrow range 4-speed gearbox via a special bell-housing. Later, they were all equipped with a 5-speed gearbox. The engine was upgraded to a Multi Point Electronic Fuel Injection made by Sagem Company. Also the Spark distributor was replaced with ECU Controlled Spark Coils. The differential was also upgraded to a more compatible version to Avenger Engine.

Full local production began in 1985, after the original British production lines were closed. The new owner in Britain, Peugeot, established a new contract whereby Iran Khodro would manufacture the Paykan with the same body panels but Peugeot 504 engines and suspension, for six more years. This deal has a similarity to one in South Africa, where Hunters were once built with locally made Peugeot 404 engines (from which the 504 units evolved) to meet strict local-content laws applicable in the late 1960s.

The Paykan saloon ceased production in May 2005, to be replaced by the Peugeot RD, based on the Peugeot 405 platform. The Bardo 1600i, the pick-up version of the Paykan is still in production (2012) (Although they do not achieve the required standards like having ABS and Airbag). The production rights for the Paykan have now been acquired by the government of Sudan, and production of the Paykan is expected to restart.

Paykan Iran National built, Tehran
Paykan gathering in Northen Tehran
One of the last Paykans to be produced in Iran

Sunbeam Funwagon/Sunbeam Highwayman

Sunbeam-Coatalen engines

Sunbeam, Wolverhampton, England, started to build aircraft engines in 1912. Louis Coatalen joined Sunbeam as chief engineer in 1909, having previously been Chief Engineer at the Humber works in Coventry. The company quickly became one of the UK’s leading engine manufacturers and even designed an aircraft of its own. Sunbeam discontinued the production of aero engines after Coatalen left the company in the 1930s.

Sunbeam Crusader V8, 150 hp (110 kW)
Sunbeam Zulu V8, 160 hp (120 kW), developed from Crusader
Sunbeam Mohawk V12, 225 hp (168 kW)
Sunbeam Gurkha V12, 240 hp (180 kW), developed from Maori
Sunbeam Cossack V12, 320 hp (240 kW), 18.4 litres
Sunbeam Nubian V8, 155 hp (116 kW), 7.7 litres
Sunbeam Afridi V12, 200 hp (150 kW), 11.476 litres
Sunbeam Maori V12, 250 hp (190 kW), 14.7 litres, developed from Afridi
Sunbeam Amazon Straight-6, 160 hp (120 kW), 9.2 litres, developed from Cossack
Sunbeam Saracen Straight-6, 200 hp (150 kW), 11.2 litres, developed from Amazon
Sunbeam Viking W18 “Broad Arrow” 450 hp (340 kW), 33.6 litres, developed from Cossack
Sunbeam Arab V8, 200 hp (150 kW), 11.8 litres
Sunbeam Bedouin inverted V8, 200 hp (150 kW), 12.3 litres, developed from Arab
Sunbeam Manitou V12, 325 hp (242 kW), 14.7 litres, developed from Maori
Sunbeam Tartar V12, 300 hp (220 kW), 15.4 litres
Sunbeam Kaffir W12 “Broad Arrow” 300 hp (220 kW), developed from Arab, 18.3 litres
Sunbeam Spartan V12, 200 hp (150 kW), 14 litres, air-cooled
Sunbeam Matabele V12, 400 hp (300 kW), 22.4 litres, developed from Cossack
Sunbeam Malay Five-pointed star arrangement of 20 cylinders, 500 hp (370 kW), 29.4 litres
Sunbeam Pathan Straight-6, 100 hp (75 kW), 8.8 litres, diesel
Sunbeam Dyak Straight-6, 100 hp (75 kW), 8.8 litres
Sunbeam Sikh V12, 800 hp (600 kW), 64.1 litres
Sunbeam Sikh II
Sunbeam Sikh III
Sunbeam 2,000hp

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

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 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 Marelli distributors.

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
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

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

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
Year	Nemo	Qubo	Bipper	Nemo	Qubo	Bipper	Notes
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.

1980-1989

SIMCA (Société Industrielle de Mécanique et Carrosserie Automobile) 1934 – 1979

Simca

Simca

Industry	Automotive
Fate	merged into Chrysler Europe, subsequently into PSA
Successor	Talbot, a brand of PSA Peugeot Citroën
Founded	1934
Founder	Henri Théodore Pigozzi
Defunct	1970 taken over by Chrysler, 1979 by PSA
Headquarters	France
Products	Simca Aronde, Simca Ariane, Simca Vedette, Simca 1000, Simca 1100, Simca 1300/1500, Simca 1307
Parent	Chrysler Europe

Simca 1000 GL (1974)

Simca (Société Industrielle de Mécanique et Carrosserie Automobile) (Mechanical and Automotive Body Manufacturing Company) was a French automaker, founded in November 1934 by Fiat and directed from July 1935 to May 1963 by Italian Henri Théodore Pigozzi (born Enrico Teodoro Pigozzi, 1898–1964). Simca was affiliated with Fiat and then, after Simca bought Ford‘s French activities, became increasingly controlled by the Chrysler Group. In 1970, Simca became a subsidiary and brand of Chrysler Europe, ending its period as an independent company. Simca disappeared in 1978, when Chrysler divested its European operations to another French automaker, PSA Peugeot Citroën. PSA replaced the Simca brand with Talbot after a short period when some models were badged as Simca-Talbots.

During most of its post-war activity, Simca was one of the biggest automobile manufacturers in France. The Simca 1100 was for some time the best-selling car in France, while the Simca 1307 and Simca Horizon won the coveted European Car of the Year title in 1976 and 1978, respectively — these models were badge engineered as products of other marques in some countries. For instance the Simca 1307 was sold in Britain as the Chrysler Alpine, and the Horizon was also sold under the Chrysler brand.

Simca vehicles were also manufactured by Simca do Brasil in São Bernardo do Campo, Brazil, and Barreiros (another Chrysler subsidiary) in Spain. They were also assembled in Chile, Colombia and the Netherlands during the Chrysler era.

Foundation

Henri Théodore Pigozzi was active in the automotive business in the early 1920s when he met Fiat founder, Giovanni Agnelli. They began business together in 1922 with Pigozzi acting as a scrap merchant, buying old automobile bodies and sending them to Fiat for recycling. Two years later Pigozzi became Fiat’s General Agent in France, and in 1926 SAFAF (Société Anonyme Français des Automobiles Fiat) was founded. In 1928, SAFAF started the assembly of Fiat cars in Suresnes near Paris, and licensed the production of some parts to local suppliers. By 1934, as many as 30,000 Fiat cars were sold by SAFAF.

Simca-Fiat

The SIMCA (Société Industrielle de Mécanique et de Carrosserie Automobile) company was founded in 1935 by FIAT, when Fiat bought the former Donnet factory in the French town of Nanterre.

The first cars produced were Fiat 508 Balillas and Fiat 518 Arditas, but with Simca-Fiat 6CV and 11CV badges. They were followed during 1936 by the Simca Cinq or 5CV, a version of the Fiat Topolino announced in the Spring, but only available for sale from October 1936. The Huit, an 8CV version of the Fiat 508C-1100, appeared in 1937. Production of the 6CV and 11CV stopped in 1937, leaving the 5CV and the 8CV in production until the outbreak of World War II. The firm nevertheless remained closely connected with Fiat, and it was not until 1938 that the shortened name “Simca” replaced “Simca-Fiat”.

Of the businesses that emerged as France’s big four auto-makers after the war, Simca was unique in not suffering serious bomb damage to its plant. There were persistent suggestions that Henri Pigozzi‘s close personal relationship with the Agnelli family (which owned Fiat) and Fiat’s powerful political influence with the Mussolini government in Italy secured relatively favourable treatment for Simca during the years when France fell under the control of Italy’s powerful ally, Germany. Despite France being occupied, Simca cars continued to be produced in small numbers throughout the war.

Following the 1944 liberation, the company’s close association with Italy became an obvious liability in the feverish atmosphere of recrimination and new beginnings that swept France following four years of German occupation. Nevertheless, shortly after the liberation the Nanterre plant’s financial sustainability received a boost when Simca won a contract from the American army to repair large numbers of Jeep engines.

1946: a decisive year

On 3 January 1946 the new government’s five year plan for the automobile industry (remembered, without affection, as the Pons Plan) came into force. Government plans for Simca involved pushing it into a merger with various smaller companies such as Delahaye-Delage, Bernard, Laffly and Unic so as to create an automobile manufacturing combine to be called “Générale française automobile” (GFA). With half an eye on the Volkswagen project across the Rhine, the authorities determined that GFA should produce the two door version of the “AFG”, a small family car that had been developed during the war by the influential automobile engineer, Jean-Albert Grégoire. Grégoire owed his influence to a powerfully persuasive personality and a considerable engineering talent. Regarding the future of the French automobile industry, Grégoire held strong opinions, two of which favoured front-wheel drive and aluminium as a material for car bodies. A few weeks after the liberation Grégoire joined the Simca board as General Technical Director, in order to prepare for the production of the AFG at the company’s Nanterre factory.

For Simca, faced with a determinedly dirigiste left-wing French government, the prospect of nationalisation seemed very real. (Renault had already been confiscated and nationalised by the government at the start of 1945.) Simca’s long standing (but Italian born) Director General, Henri Pigozzi, was obliged to deploy his very considerable reserves of guile and charm in order to retain his own position within the company, and it appears that in the end Pigozzi owed his very survival at Simca to the intervention with the national politicians of his new board room colleague, Jean-Albert Grégoire. In return, Grégoire obtained the personal commitment of the surviving Director General to the production at Nanterre of his two-door AFG.

It is very easy to see how the two-door AFG looked, because its four door equivalent went into production, little changed from Grégoire’s prototype, as the Panhard Dyna X. It was a car designed by an engineer, and Pigozzi thought it ugly. In trying to make it more appealing to the style conscious car buyers who, it was hoped, would appear in Simca showrooms once the economy picked up and government restrictions or car ownership began to be relaxed, Simca designers took the underpinnings of the Grégoire prototype and clothed it with various more conventionally modern bodies, the last of which looked uncannily similar to a shortened Peugeot 203. This “Simca-Grégoire” performed satisfactorily in road tests in France and around Turin (home town of Fiat who still owned Simca), and by September 1946 the car was deemed ready for production. But Pigozzi was still cautious. He had little enthusiasm for the gratuitously unfathomable complexities involved in producing a mass-market front-wheel drive car. The experience of the Citroën Traction Avant, which had bankrupted its manufacturer in the mid-1930s, was not encouraging. Pigozzi therefore applied to the (at this stage still strongly interventionist) government for a far higher level of government subsidy than the government could contemplate. Both the “Simca-Grégoire” project and the government’s own enthusiasm for micro-managing the French automobile industry were by now running out of momentum. Sensing that there was no prospect of putting the “Simca-Grégoire” into production any time soon, General Technical Director Grégoire resigned from the company early in 1947.

Meanwhile, at the first Paris Motor Show since the end of the war, in October 1946, two models were on display on the Simca stand, being the Simca 5 and the Simca 8, at this stage barely distinguishable from their pre-war equivalents. A new car arrived in 1948 with the Simca 6, a development of the Simca 5 which it would eventually replace, and featuring an overhead valve 570 cc engine: the Simca 6 was launched ahead of the introduction of the equivalent Fiat.

The French economy in this period was in a precarious condition and government pressure was applied on the auto-makers to maximize export sales. During the first eight months of 1947, Simca exported 70% of cars produced, placing it behind Citroen (92% exported), Renault (90% exported), Peugeot (87% exported) and Ford France (83% exported). In the struggle to maximize exports, Simca was handicapped by the fact that it could not compete with its principal Italian shareholder, Fiat.

Aronde and Ford SAF takeover

Simca Aronde (1956)

The Simca Aronde, launched in 1951, was the first Simca model not based on a Fiat design. It had a 1200 cc engine and its production reached 100,000 units yearly. Following this success, Simca took over the French truck manufacturers Unic in 1951, Saurer in 1956, and the Poissy plant of Ford SAF in 1954. The Poissy plant had ample room for expansion, enabling Simca to consolidate French production in a single plant and, in 1961, to sell the old Nanterre plant.

The 1950s was a decade of growth for Simca, and by 1959 the combined output of the plants at Nanterre and at Poissy had exceeded 225,000 cars, placing the manufacturer in second among French automakers in volume terms, ahead of Peugeot and Citroën, though still far behind market leader Renault.

The Ford purchase also added the V-8 powered Ford Vedette range to the Simca stable. This model continued to be produced and progressively upgraded until 1962 in France and 1967 in Brazil, but with various names under the Simca badge. An Aronde-powered version was also made in 1957 and called the Ariane which, because it was economical and had a large body, was popular as a taxi.

In 1958 Simca bought Talbot-Lago.

Brazil

Main article: Simca do Brasil

A Brazilian made Simca Chambord, used on the TV series “Vigilante Rodoviário” (1961-1962)

The Simca plant received a visit by Juscelino Kubitschek before his inauguration in 1956, organized by a Brazilian General who had a family member employed there. He jokingly invited Simca to build a plant in Minas Gerais, his home state. Simca followed through and sent a letter of intent to this effect. In the interim, Brazil had formed an Executive Group for the Automotive Industry (GEIA), which had established a set of requirements for any producer wishing to establish a plant in Brazil. Simca claimed that their proposal and arrangement with Kubitschek pre-dated these rules and lobbied for exceptions. Simca also lobbied directly in Minas, but in the end were forced to present their own proposal, which was accepted with a number of conditions. The delays in passing the GEIA rules meant that Simca, which established its first plant in São Paulo, was unable to access hard currency and suffered severe parts shortages as a result. Simca quickly developed a reputation for low quality which it was unable to shake.

Simca do Brasil was originally 50% Brazilian-owned, but after Chrysler took over Simca France in 1966 they also obtained control of the Brazilian arm. Simca remained based in Sāo Paulo for the entire time they were active in Brazil and never moved to Minas, as originally promised. Their range was built around the 2.4 liter V8-engined Simca Vedette, which entered production in Brazil in March 1959. It was built under a variety of names and in a number of different bodystyles, until the Simca badge was retired there in 1969. Later models were redesigned completely, and were sold as the Simca Esplanada.

Fulgur

The Simca Fulgur was a concept car designed in 1958 by Robert Opron for Simca and first displayed at the 1959 Geneva Auto Show. It was also displayed at the New York Auto Show, and the 1961 Chicago Auto Show. The concept car was intended to show what cars in the year 2000 would look like. It was to be atomic powered, voice controlled, guided by radar, and use only two wheels balanced by gyroscopes when driven at over 150 kph. Fulgur is Latin for flash or lightning. Another translation is lensman.

Chrysler

In 1958, the American car manufacturer Chrysler Corporation, which wanted to enter the European car market, bought 15% of the Simca stocks from Ford in a deal which Henry Ford II was later reported as having publicly regretted. At this stage, however, the dominant shareholder remained Fiat, and their influence is apparent in the engineering and design of Simcas of that period such as the 1000 and 1300 models introduced respectively in 1961 and 1963. However, in 1963 Chrysler increased their stake to a controlling 64% by purchasing stock from Fiat, and they subsequently extended that holding further to 77%. Even in 1971 Fiat retained a 19% holding, but by now they had long ceased to play an active role in the business.

Also, in 1964 Chrysler bought the British manufacturer Rootes thus putting together the basis of Chrysler Europe. All the Simca models manufactured after 1967 had the Chrysler pentastar logo as well as Simca badging. In 1961 Simca started to manufacture all of its models in the ex-Ford SAF factory in Poissy and sold the factory at Nanterre to Citroën. The rear-engined Simca 1000 was introduced in 1961 with its sporting offspring, the Simca-Abarth in 1963. The 1000 also served as the platform for the 1000 Coupe, a handsome sports coupe sporting a Bertone-designed body by Giorgetto Giugiaro and 4-wheel disc brakes. It debuted in 1963 and was described by Car Magazine as “the world’s neatest small coupe”. 1967 saw the more powerful 1200S Bertone Coupe that, with a horsepower upgrade in 1970, could reach the dizzying speed of almost 112 mph (180 km/h), making it the fastest standard production Simca ever built. In 1967 a much more up to date car, the 1100, appeared with front wheel drive and independent suspension all round, and continued in production until 1979. On 1 July 1970 the company title was formally changed to Chrysler France.

Collapse of Chrysler Europe

The most successful pre-Chrysler Simca models were the Aronde, the Simca 1000 and the front-engined 1100 compact. During the late 1970s Chrysler era, Simca produced the new 160/180 saloon, 1307 range (Chrysler Alpine in the UK) and later the Horizon, (Dodge Omni and Plymouth Horizon in the USA), both of which were named European Car of the Year at launch. However, Chrysler’s forced marriage of Simca and Rootes was not a happy one: Chrysler Europe collapsed in 1977 and the remains were sold to Peugeot the following year. The Rootes models were quickly killed off, and the Simca-based Alpine/1307 and Horizon soldiered on through the first half of the 1980s using the resurrected Talbot badge. The last car to carry the Simca badge was the 1980 Solara, a 1307 with a boot, but by 1981 this had become a Talbot, thus ending the Simca marque entirely.

Afterlife

Peugeot eventually abandoned the Talbot brand, and the last Simca design was launched as Peugeot 309 (instead of Talbot Arizona as had been originally planned). The Peugeot 309 used Simca engines until October 1991 (some 18 months before the end of production) when they were replaced by PSA’s own TU and XU series of engines. The 309 was produced at the former Rootes factory in Ryton-on-Dunsmore, UK, as well as in the Poissy plant.

Simcas can still be seen on the road in several European countries and were also manufactured in Brazil, Colombia, Spain and Finland. The last Simca-based car produced was the Horizon-based Dodge Omni, which was built in the USA until 1990. The European equivalent had already been axed three years earlier when use of the Talbot name on passenger cars was finally discontinued.

Models

Simca 5

Simca 5

Overview
Manufacturer	Simca
Production	1936 – 1948
Assembly	Nanterre, France
Body and chassis
Class	Small car
Body style	2-door saloon
Layout	FR layout
Related	Fiat Topolino
Powertrain
Engine	I4 570 cc
Transmission	4-speed manual
Dimensions
Wheelbase	2,000 mm (78.7 in)
Length	3,220 mm (126.8 in)
Width	1,350 mm (53.1 in)
Height	1,400 mm (55.1 in)
Chronology
Successor	Simca 6

The Simca 5 is a small Franco-Italian passenger car designed, by Fiat engineers at Turin. It was produced and sold in France by Simca. It was virtually identical to the Fiat 500 Topolino on which it was based, but was first presented, at the company’s new Nanterre plant, three months ahead of the Fiat equivalent on 10 March 1936. Production was delayed, however, by a wave of strikes, that accompanied the June 1936 electoral victory of Léon Blum‘s Popular Front government. The manufacturer boasted at the time of its launch of being ahead of the “plans across the Rhine”: this was a reference to the already rumoured launch of the Volkswagen Beetle which would appear only in 1938.

Advanced features included independent front suspension, a four speed gear box, hydraulically controlled drum brakes on all four wheels and a twelve volt electrical system. The Simca 5 also offered exceptional fuel economy (in a test it managed to travel 110 kilometers on just 5 litres of fuel).

The car was originally intended for sale on the domestic market for less than 10,000 French Francs, an aspiration soon overtaken by a decline in the currency’s value that gathered pace in the second half of the 1930s. By the time of the 32nd Paris Motor Show in October 1938, the manufacturer’s listed price even for the base “standard” bodied car, was 13,980 francs. With an engine size that corresponded with the 3CV car tax band the Simca 5, along with its Fiat sibling, could be presented as the “smallest volume production car in the world”.

Production of the Simca 5 was slowed down (but did not ever cease entirely) by the war and the period of German occupation in the early 1940s, but resumed in 1946. 46,472 of the cars had been produced by the time the car was delisted by Simca in 1949. By now it had been replaced on the company’s production lines by the similar but partially reskinned and slightly more powerful Simca 6.

Simca 6

Simca 6

Overview
Manufacturer	Simca
Production	1947 – 1950
Assembly	Nanterre, France
Body and chassis
Class	Small car
Body style	2-door saloon light panel van
Layout	FR layout
Related	Fiat Topolino
Powertrain
Engine	I4 570 cc
Transmission	4-speed manual
Dimensions
Wheelbase	2,000 mm (78.7 in)
Length	3,220 mm (126.8 in)
Width	1,350 mm (53.1 in)
Height	1,400 mm (55.1 in)
Chronology
Predecessor	Simca 5
Successor	Simca 8

The Simca 6 is a small budget priced passenger car produced and sold in France by Simca between 1947 and 1950. Simca had been established as a French subsidiary of Fiat and the Simca 6 was developed from the Simca 5 which itself had been a version of Fiat’s Topolino badged and manufactured in France as a Simca.

With the launch, at the 1947 Paris Motor Show, of the Simca 6, the company’s Nanterre based development office demonstrated a hitherto unseen level of independent thinking for a Simca production model. The Simca was distanced from its Fiat origins by a modified « Americanised » front end, featuring a widened and lowered front grill, flanked by raised headlights integrated into the wing panels, along the lines featured by the then newly introduced Peugeot 203 and Renault 4CV. The rear overhang was extended with the addition of a small boot/trunk, accessible only from the interior of the car and almost entirely filled by the spare wheel. In addition to the small two seater coupe style body, a small van capable of carrying up to 250 kg was available.

Claimed output from the 569 cm³ engine was boosted from 12 to 16.5 bhp achieved at 4,400 rpm. The engine employed overhead valves operated with a side-mounted camshaft. The light-weight 6 inherited its predecessor’s excellent fuel economy, with 5 litres of fuel propelling it over a distance of 108 km, equivalent to more than 61 mpg (UK gallons). The advertised maximum speed of 90 or 95 km/h (56 or 59 mph) also reflected the car’s light build, and was considered excellent for a car of this size and price.

In most respects, the principal mechanical elements followed conventional practice. The four speed gear box featured synchromesh on the top two ratios. Stopping power came from drum-brakes on all four wheels.

Despite having its first public presentation at the 1947 Motor Show, the car got off to a slow start, with just 11 produced during the closing month of 1947 and 191 during the whole of 1948:^[1] during these years the older Simca 5 remained the company’s smaller volume model. However, in 1949 the Simca 6 fulfilled its manufacturer’s plans and replaced its predecessor. More than 16,000 Simca 6s were produced during its production run which came to an end in 1950: after this loyal Simca customers would need to upgrade to the larger (and far more commercially successful) Simca 8. Unlike its predecessor, the 6 was not seen as a commercial success, and it was not until 1961 that Simca would return to the small car sector (in French terms), with their Simca 1000.

By the time the Simca 6 production run ended, the Italian Fiat Topolino on which it was based had also been upgraded: The Topolino C, arriving two years later than the Simca 6, featured the upgraded mechanical components first seen on the Simca, as well as a modern square front grill; but the Fiat offering came without the American style chrome of the Simca, and the Fiat’s headlights were positioned at a lower level. In retrospect Italian sources tend to view the Simca 6 as a French version of the upgraded Fiat Topolino while French sources stress the independent development of the Simca.

Simca 8

Simca 8

Overview
Manufacturer	Simca
Production	1937 – 1951
Assembly	Nanterre, France
Body and chassis
Class	Medium sized car
Body style	2-door/4-door saloon 2-door coupe 2-door cabriolet coach-built estate … (from 1948)
Layout	FR layout
Related	Fiat 508C Nuova Balilla 1100^[1]
Powertrain
Engine	I4 1090 cc till 1949 I4 1221 cc from 1949
Transmission	4-speed manual synchromesh on top 2 ratios
Dimensions
Wheelbase	2,420 mm (95.3 in)
Length	4,000 mm (157.5 in)
Width	1,480 mm (58.3 in)
Height	1,530 mm (60.2 in)
Chronology
Successor	Simca Aronde

Simca 8 coupé deux places (2 seat coupé)

The Simca 8 was a car built and sold in France between November 1937 and 1951 (including wartime), available as a sedan, coupé or cabriolet. It was a rebadged Fiat 508C “nuova Balilla” made at Fiat’s Simca plant in Nanterre France.

High profile launch breaking records

The Simca 8 was first presented, at the Motor Show in October 1937, and sales in France started almost immediately in November. Early the next summer Henri Pigozzi, Simca’s energetic boss, organised a three part endurance run under the supervision of the ACF. A single Simca 8 undertook a “non-stop” 50,000 kilometer (31,075 miles) run split as follows:

10,000 kilometers (6,215 miles) lapping the Montlhéry circuit averaging 115.1 km/h (72 mph) and returning 7.9 l/100 km
20,000 kilometers (12,430 miles) on open roads averaging 65 km/h (40 mph) and consuming 6.0 l/100 km
20,000 kilometers (12,430 miles) in Paris averaging (impressively) 54 km/h (34 mph) and consuming 6.5 l/100 km

The initial 10,000 km round the race-circuit south of Paris involved breaking no fewer than 8 international records, although the manufacturer’s advertisement including this information does not spell out what these records were. The purpose of the exercise was, of course, to gain positive publicity for the Simca 8, and as soon as the 50,000 kilometers had been completed, on 12 May 1938, a press dinner was organised at which the journalists were able to dine with the drivers, the ACF monitors, and the Simca directors as well as representatives from Shell and Dunlop, whose products had presumably played a key role in the exercise.

The printed summary of the event, used to advertise to the wider public, concluded with an invitation that the reader “achetez la mêmevoiture” (buy the same car).

The engine

The ‘8’ in the car’s name did not indicate an eight-cylinder engine; it had but four cylinders, and was officially rated as a 6CV vehicle for tax purposes. At launch the car featured a 1,089 cc engine with a claimed output of 32 hp at 4,000 rpm. Fuel feed came via a Solex 30mm carburetor and overhead valves driven, using rods and rocker arms, by a side-mounted camshaft. An unusual feature at the time was the use of aluminium for the cylinder head.

Shortly before it was replaced in 1951, the Simca 8 had acquired, in September 1949, the Fiat designed 1,221 cc engine which would also be employed its successor, the popular 7CV Simca 9 Aronde.

The body

At launch only two bodies were offered, these being a 4-door “berline” (saloon/sedan) and a 2-door four seater cabriolet. This contrasted with the Simca’s Italian cousin for which a wider range of bodies was available from the start and it also marked a departure from the strategy followed by Simca themselves with the predecessor model, the Simca-Fiat 6CV which had been offered with almost as wide a range of body variants as its Turin built relative. The four door body was unusual in that there was no central pillar between the front doors, hinged at the front, and the rear doors, hinged at the back, permitting particularly easy access when a front and rear door were opened simultaneously. In 1937 the Simca 8 4-door Berline was priced at 23,900 Francs for a “Normale” version and at 25,900 Francs for a “Grande Luxe”. The Peugeot 202 made its debut only six months later, in Spring 1938, and was priced at 21,300 Francs for a “Normale” version and at 22,500 Francs for a “Luxe”. The cars were similar in size and power, but sales data suggest that the market found space for both of them, despite the Simca’s higher price.

The post war range became wider, with coupé, cabriolet and after 1948 station wagon versions listed, but these were all substantially more expensive than the berline(sedan): virtually all the cars sold were still Simca 8 Berlines, which early in 1947 were priced at 330,000 francs against 420,000 francs for the cabriolet. (The slightly longer but slightly slower competitor from Peugeot, the 202 was priced at 303,600 francs which included a sun roof at no extra cost.)

Over the course of a few years the Simca 8 underwent some grille changes, and other minor upgrades.

Market reaction

The Simca 8 won plaudits for its lively temperament and excellent fuel economy. The four ratios on the new gear box were chosen so that even when cruising at 110 km/h (68 mph) fuel consumption remained reasonable, and set to permit good progress along country roads and reasonable acceleration even in hilly areas. The car also came with unusually precise steering and efficient hydraulically controlled brakes that did not overheat.

Commentators nevertheless noted that the engine was noisy when working hard, the (semaphore style) direction indicators were fragile, and the ambitiously sophisticated front suspension also proved fragile when confronted with France’s rural roads, many of which were still unpaved. The gear box could be disagreeable when changing down across the gate from third speed to second, and the car was only just large enough for four people, with only a small storage area for luggage, located in a hard to get at position behind the back seat and without any external access.

Commercial

For most of the time the Simca 8’s principal competitors were the “bargain basement” Renault Juvaquatre and the Peugeot 202. After the war, with the Juvaquatre range restricted to an estate/ station wagon version, and Peugeot moving half a market segment up at the end of 1948 replacing the Peugeot 202 with the larger 203, sales of the Simca 8 held up impressively even though the Simca was itself by now clearly nearing the end of its production run. In 1948 the Simca 8 was Simca’s top seller, with approximately 14,000 sold, almost all of them saloons/sedans. Two years later, in its penultimate year, the car was being produced at an even higher rate.

The principal complication arose from the fact that the car was in most respects a badge engineered Fiat, which compromised its export potential, which was a particular issue after the war, when government (and the state of the French economy) were demanding heroic export effort from France’s leading auto-makers.

The French car market in the early 1950s was concentrated, with just three models between them accounting for two thirds of domestic sales in 1950. Nevertheless, as the fourth best selling car of 1950 the Simca 8 with unit sales of 17,705 in that year achieved a respectable 10.2% market share. http://www.simca8.nl/

Simca 9

The Simca 9 was a French sports car of the mid-1950s, being a development of the Simca 8, from which it differed by being lengthened a bit (a few centimetres or inches) between the rear edge of the door and the bulge of the rear fender, to provide more interior room.

Its running gear was similar to that of the Simca 8.

1951 simca 9 50 p15

1951 simca 9

1952 simca 9 sport

1954 Simca 9 aronde

Simca 11

1936 Simca-Fiat 11 CV Cabriolet

1937 Simca-Fiat 11CV Berline 5pl

Simca Fiat 11cv

Simca Gordini Type 15 (Grand Prix racing car)

Gordini

Gordini

Type	Division
Industry	Automotive
Founded	1946
Headquarters	Les Ulis, France
Parent	Renault Sport

Gordini (French pronunciation: [ɡɔʁdini]) is a division of Renault Sport Technologies (Renault Sport). In the past, it was a sports car manufacturer and performance tuner, established in 1946 by Amédée Gordini, nicknamed “Le Sorcier” (The Sorcerer). Gordini became a division of Renault in 1968 and of Renault Sport in 1976.

History

Gordini Type 32

1950 Simca Gordini T15s, as raced, and retired, at the 1950 24 Hours of Le Mans by José Froilán González and Juan Manuel Fangio

Amédée Gordini tuned cars and competed in motor races since the 1930s. His results made Simca (the French assembler of Fiat) to hire him for its motorsport programme and to develop road cars. Their association continued after World War II.

In 1946, Gordini introduced the first cars named after him, Fiat-engined single-seaters raced by him and Jose Scaron, achieving several victories. In the late 1940s the company opened a workshop at the Boulevard Victor in Paris, entering into sportcar and Grand Prix races. Gordini and Simca started to diverge in 1951 because of political conflicts.

Gordini competed in Formula One from 1950 to 1956 (with a brief return in 1957), although it achieved a major success in Formula Two during that period.

After its Formula One programme ended Gordini worked with Renault as an engine tuner, entering Renault-Gordini cars at the 24 Hours of Le Mans between 1962 and 1969. It also tuned engines for Alpine, a rival sports car manufacturer also associated with Renault. In 1957, Gordini and Renault manufactured the Dauphine Gordini, a modified version of the Renault Dauphine which was a sales success. Gordini-tuned Renault cars also won various rallies during the 1950s and 1960s. In 1963, the Gordini company planned to move its headquarters to Noisy-le-Roi. At the end of 1968, Gordini retired and sold a 70% majority stake from his firm to Renault. Renault-Gordini was moved to Viry-Châtillon in 1969 and became a sport division of Renault, before be merged with Alpine to form Renault Sport in 1976. The Gordini company name became wholly owned by Renault in 1977.

Renault sold Gordini-badged performance versions of models including the Renault 5, the Renault 8 the Renault 12 and the Renault 17.

In November 2009, Renault announced that it would be reviving the Gordini name for an exclusive line of hot hatches, in a similar fashion to Fiat‘s revival of its Abarth name. Modern models to bear the name include the Renault Twingo and the Renault Clio.

Dauphine Gordini (1957–1967)

Renault 8 Gordini (1964–1970)
Renault 12 Gordini (1970–1974)
Renault 17 Gordini (1974–1978)
Clio Gordini RS (2010–present)
Twingo Gordini (2010–present)
Twingo Gordini RS (2010–present)
Wind Gordini (2011–2013)

Car colours

Since its early Renault models the most characteristic colour scheme of Gordini cars has been bleu de France (the French motor racing colour) with white stripes, although different combinations have been used over the years.

Simca Aronde

Simca Aronde
Overview
Manufacturer	Simca
Production	1951–1964
Body and chassis
Class	Family car
Body style	4-door saloon 2-door hardtop coupé 2-door coupé 2-door convertible 3-door estate 2-door pickup 2-door van 5-door station wagon(Australia)
Layout	FR layout
Powertrain
Engine	1.1 L ohv I4 1.2 L ohv I4 1.3 L Flash ohv I4 1.3 L Rush ohv I4
Chronology
Predecessor	Simca 8
Successor	Simca 1300/1500

The Simca Aronde was a family car manufactured by the French automaker Simca from 1951 to 1963. It was Simca’s first original design (earlier models were all to a greater or lesser extent based on Fiats), as well as the company’s first unibody car. “/ Aronde -hirondelle”means “swallow” in Old French and it was chosen as the name for the model because Simca’s logo at that time was a stylized swallow.

The three generations

There were three generations of the model: the 9 Aronde, made from 1951 to 1955, the 90A Aronde, made from 1955 to 1958, and theAronde P60 , which debuted in 1958 and continued until the model was dropped in 1964. Some 1.4 million Arondes were made in total, and this model alone is largely responsible for Simca becoming the second-biggest French automaker at the end of the 1950s.

Simca 9 Aronde

Simca 9 Aronde

Overview
Production	1951–1955
Body and chassis
Body style	4-door saloon 2-door hardtop coupé 2-door coupé 2-door convertible 3-door estate 2-door pickup 2-door van
Powertrain
Engine	1221 cc ohv I4
Transmission	four-speed manual
Dimensions
Wheelbase	2,440 mm (96.1 in)
Length	4,070 mm (160.2 in)
Width	1,560 mm (61.4 in)
Height	1,520 mm (59.8 in)

The first Aronde debuted in the spring of 1951 but initially only a few hundred pre-production cars were distributed to carefully selected “guinea-pig” buyers, and the full production version was finalised only in time for the Paris Motor Show, becoming available for sale in October 1951. The full production version incorporated various detailed changed when compared to the pre-volume production cars, including a changed material for the seat covers and a moulded plastic dash-board which at the time appeared very modern when compared to the metal dashboard on the Aronde’s most obvious competitor, the Peugeot 203. A few months later, at the start of 1952, space was found to position the battery under the bonnet/hood: in the original cars the battery was stowed under the front seat.

The Aronde was fitted with a front-mounted 1221 cc 44.5 bhp (33.2 kW) engine from the previous Simca model, the Simca 8, fuel feed being provided by a Solex 32 carburetor. Power was delivered to the rear wheels via a traditional four-speed manual gear box incorporating synchromesh on the top three ratios. The car had independent suspension at the front using coil springs, with a live axle at the rear, suspended using semi-elliptic leaf springs. Hydraulically operated 9.85 in (250 mm) drum brakes were used all round.

The only body style offered at the October 1951 launch was a four-door saloon/sedan/berline, but other configurations very soon became available such as the three-door estate (branded initially as the “Aronde commerciale” and later as the “Châtelaine”) with a horizontally split tailgate. There was also a van, called the “Messagère”, and a “commerciale semi-vitrée” – part panel van and part estate – became available in 1953. Of more interest to collectors is the two-door coupé coachbuilt by Facel. The Facel-built coupé was replaced for 1953 by a coupé based on the saloon Aronde body, called Grand Large, featuring a large three piece wrap-around rear window and a “pillarless” side window effect when both side windows were wound down.

A two-door cabriolet conversion, prepared by the coachbuilder Figoni, was presented to the public for the 1953 model year in a display involving ballerinas, but it proved impossible to confer sufficient structural rigidity on this car without unacceptable cost and weight penalties, and Figoni’s Aronde cabriolet was never produced for sale.

The 1952 Motor Show saw several manufacturers attempting to broaden the appeal of mainstream ranges with stripped down versions offered at a reduced price. The trend seems to have been started by Renault with their 4CV Service, and they were quickly followed by other automakers in including Rosengart and Simca. Simca’s “Aronde Quotidienne” was offered from January 1953 with an advertised price of 630,000 francs, which was a saving of 45,000 against the previous base model (confusingly branded, even then, as the “Aronde Berline Luxe”). The interior of the Quotidienne was simplified and the heater disappeared, as did most of the exterior trim. Nevertheless, chrome headlight surrounds remained in place: importantly, too, buyers of the “Aronde Quotidienne” could still choose from the full range of body colours offered on the “Aronde Berline Luxe”. The company was keen to stress that the stripped down Aronde was not as fully stripped down as the Renault Frégate Affaires (available only in black), the Renault 4CV Service or the Rosengart Artisane (these last two being offered only in grey).

A panel van was displayed in 1951 and sold from 1953

The 9 Aronde was well received, especially in France. It took only until 17 March 1953 before total production of this model at the Nanterre plant passed 100,000.

The company’s flamboyant boss. Henri Pigozzi, was keenly aware of the publicity that could be gleaned from the craze for record breaking runs. In May 1952 an Aronde broke five international records by covering a distance of 50,000 km (31,000 mi) at an average speed of 117 km/h (73 mph), and in August 1953 another Aronde, selected at random from the production line, returned to the Montlhéry circuit for a new record attempt whereby during the course of forty days and forty nights the car covered 39,242 laps which represented 100,000 km (62,000 mi) at an average speed of more than 104 km/h (65 mph). This achievement, which involved breaking more than 30 international records, was undertaken under the supervision of the ACF.

A car tested in France by the British Motor magazine in 1951 had a top speed of 73.9 mph (118.9 km/h) and could accelerate from 0-60 mph (97 km/h) in 30.2 seconds. A fuel consumption of 34.1 miles per imperial gallon (8.3 L/100 km; 28.4 mpg_-US) was recorded. The test car was reported to cost 970 Francs on the French market. It was not at the time available in the UK but the price was converted to £657.

Simca 90A Aronde

Simca 90A Aronde

Overview
Production	1955–1958
Assembly	France Australia
Body and chassis
Body style	4-door saloon 2-door hardtop coupé 2-door coupé 2-door convertible 3-door estate 2-door pickup 2-door van
Powertrain
Engine	1290 cc Flash ohv I4
Dimensions
Wheelbase	2,440 mm (96.1 in)
Length	4,115 mm (162.0 in)
Width	1,560 mm (61.4 in)
Height	1,510 mm (59.4 in)

The second-generation Aronde debuted in October 1955. The new Aronde was now powered by the ungraded and newly named 1290 ccFlash engine. The unit retained the 75 mm (3.0 in) cylinder stroke of the previous engine, but the cylinder bore was increased to 74 mm (2.9 in). The Solex 32 carburetter was unchanged but a raised compression ratio provided for a small increase in claimed maximum power which, for the models as displayed at the motor show in October 1955, now given as 45 hp (34 kW) at 4,500 rpm or 48 hp (36 kW) at 4,800 rpm (and more in some low volume more highly tuned versions).

Externally the Aronde for 1956 had an updated 9 Aronde body, with restyled front and rear ends. A very slight lengthening of the car at the back made it possible to position the spare wheel under the floor of the boot/trunk which allowed for a substantial increase in usable luggage capacity.

New trim levels, marketed as Elysée and Montlhéry (named after the Autodrome de Montlhéry) appeared. The wagon (“Commerciale”) and van (“Messagère”) remained available, with a 45 PS (33 kW) version of the 1.3 litre “Flash” engine. They received the 90K modelcode.

In January 1957, the 500,000th Aronde was made, and the cars were now exported even to the USA. In October 1957, two new versions joined the Aronde range: the Océane, a 2-seater cabriolet, and Plein Ciel, a 2-seater coupé, both with bodies by Facel.

An Aronde Elysee was tested by the British magazine The Motor in 1956 and was recorded as having a top speed of 82.6 mph (132.9 km/h) and could accelerate from 0-60 mph (97 km/h) in 23.9 seconds. A fuel consumption of 32.6 miles per imperial gallon (8.7 L/100 km; 27.1 mpg_-US) was recorded. The test car cost £915 including taxes on the UK market. In 1960 they also tested one of the Montlhéry models. This had a slightly higher top speed of 83.6 mph (134.5 km/h), faster acceleration from 0-60 mph (97 km/h) in 19.6 seconds and a better fuel consumption of 35.0 miles per imperial gallon (8.1 L/100 km; 29.1 mpg_-US). The test car cost £896 including taxes on the UK market.

Simca Aronde P60

Simca Aronde P60

Overview
Manufacturer	Simca
Production	1958–1964
Assembly	France Mile End, Australia
Body and chassis
Body style	4-door saloon 2-door hardtop coupé 2-door coupé 2-door convertible 3-door estate 2-door pickup 2-door van 5-door station wagon (Australia)
Powertrain
Engine	1090 cc (6CV) ohv I4 40 hp (30 kW)

1290 cc (7CV) Rush ohv I4
42 hp (31 kW)
45 hp (34 kW)
48 hp (36 kW)
52 hp (39 kW)
57 hp (43 kW)
62 hp (46 kW)
70 hp (52 kW)Transmission4-speed manualDimensionsWheelbase2,440 mm (96.1 in)Length4,190 mm (165.0 in)Width1,570 mm (61.8 in)Height1,440 mm (56.7 in)

Simca Aronde Monaco 2-door pillarless saloon, promoted in some markets as a hardtop coupé

The P60 Aronde saloons, presented at the Paris Motor Show in October 1958, came with a new modern-looking body. The 2,440 mm (96.1 in) wheelbase was unchanged and, apart from a slightly lowered roof-line, the central portion of the body was still broadly similar to that of the original 1951 Aronde, but the discrete tail-fins and rear lights were restyled as were the headlights, set on either side of a larger grill at the front. Mechanically little had changed: more innovative was the wide range of versions and permutations now offered, with customers able to choose from a range of engines offering four different levels of power output (40, 45, 47 or 57 hp) and an options list that even included leather upholstery and a “Simcamatic” clutch.

A proliferation of names

In line with the manufacturer’s determination to offer customers more choice, the Simca Aronde P60 was offered with various names. The following cars all shared the same wheelbase and the same length/width footprint:

Simca Aronde P60 Élysée: 4-door berline (sedan/saloon) 1290cc (7CV) 48 hp (36 kW)
Simca Aronde P60 Grand Large: 2-door “coach panoramique” (pillarless sedan/saloon) 1290cc (7CV) 48 hp (36 kW)
Simca Aronde P60 Montlhéry: 4-door berline (sedan/saloon) 1290cc (7CV, higher compression) 57 hp (43 kW)
Simca Aronde P60 Monaco: 2-door “coach panoramique” (pillarless sedan/saloon) 1290cc (7CV, higher compression) 57 hp (43 kW)
Simca Aronde P60 Châtelaine: 5-door estate/station wagon 1290cc (7CV) 45 hp (34 kW)

Although the engines were unchanged, direct comparisons between the Aronde P60 Élysée and the previous model disclosed a small deterioration in overall top-end performance which was attributed to various “improvements” to the car’s overall profile which, taken together, reduced the body’s aerodynamic efficiency. The Aronde Châtelaine (estate) at this stage retained the body of the earlier Aronde 90A Châtelaine, but by 1960 a more luxurious estate version, branded as the Simca Aronde P60 Ranch, combined the new front end (resembling, according to one source, the 1957 Ford Thunderbird) from the new Aronde P60 with the back end of the previous generation of Aronde estates.

Broadening the range

The announcement of the Aronde P60 coincided with a resurrection for the old 1090cc (6CV) engine last seen in the Simca 8 before that model received a larger engine in 1949. The old 6CV unit was now fitted in a reduced specification Simca Aronde, but the bodies of these downmarket Arondes still, at this stage, were those of the 90A Aronde of 1955-58, and not from the new Aronde P60. The cylinder stroke of the two engines was the same, but the bore diameter on the 1090cc unit was smaller and in return for a rather anaemic level of performance, buyers enjoyed a small improvement in fuel consumption. The car, known as the Aronde Deluxe Six, was aggressively priced at 598,000 Francs which enabled it to compete with the popular Renault Dauphine for which listed prices started at 594,500 Francs.

The “old” Aronde body was also available with the 1290cc (7CV) unit fitted in the new Aronde P60s, and in this form the car was known as the Aronde Super Deluxe.

A year later the entry level Arondes acquired the P60 body that the other models had received in 1958, and the 1960 cars exhibited at the Paris Motor Show in October 1959 combined the newer bodies with the engines and the reduced specifications of the previous year’s entry level models. The price had crept up too, with the entry level Aronde Deluxe Six now listed at 6,050 New Francs for a basic saloon, while the basic Renault Dauphine was still listed at less than 6,000 New Francs. The changes for the 1960 model year also involved more names, and the three low end Aronde models were now named as follows:

Simca Aronde P60 Deluxe six: 4-door berline (sedan/saloon) 1090cc (6CV) 40 hp (30 kW)
Simca Aronde P60 Étoile six: 4-door berline (sedan/saloon) 1090cc (6CV) 40 hp (30 kW) (featuring more sophisticated rear suspension)
Simca Aronde P60 Étoile sept: 4-door berline (sedan/saloon) 1290cc (7CV) 48 hp (36 kW)

After this the old Aronde body was restricted to a single model, the Simca Deluxe sept also known as the “Aronde Outremer” since it was intended for sale overseas, chiefly in Algeria, at that time blighted by an increasingly bitter war for independence.

Engines

A new engine, the Rush 1290 cc unit, with the same cylinder dimensions as before, but now incorporating a five-bearing crankshaft, was fitted to the Arondes beginning from October 1960. A wide range of power outputs for the new engine was offered according to model, ranging initially from 48 hp (36 kW) to 57 hp (43 kW). During this period higher octane fuels were becoming the norm at filling stations across France, and some of the changed power outputs correlated with changed compression ratios. The situation is further complicated by changes to the basis for computing power output in France (and elsewhere in Europe) at the end of the 1950s.

A 70 hp (52 kW) version of the engine, called Rush Super, debuted in September 1961 in two models – the Montlhéry Spéciale saloon and Monaco Spéciale hardtop coupé.

Australian production

The Simca P60 Aronde Station Wagon was developed by Chrysler Australia

The 90A Aronde was produced in Australia from 1956 by Northern Star Engineering which, along with Continental and General Distributors, had been contracted to assemble the model from CKD kits, using local content. In July 1959, Chrysler Australia announced that future production of the Aronde would be undertaken at its factories in Adelaide. In late 1959 the P60 was introduced, selling alongside the 90A well into 1960, and a five-door P60 station wagon was introduced in late 1961. The wagon, which was unique to Australia, was based on the four-door sedan and featured an extended roof-line and a tail-gate fitted with a wind-down window. Australian production of the Aronde ceased in 1964.

Simca Sport

Simca Sport
Simca Sport Plein Ciel
Overview
Manufacturer	Simca
Production	1950–1962
Assembly	Nanterre, France
Body and chassis
Body style	2-seater sports coupe 2-seater sports cabriolet
Powertrain
Engine	Till 1955: 1221 cc (7CV) ohv I4 50 hp (37 kW) From 1956: 1290 cc (7CV) ohv I4 57 hp (43 kW) later increased to 60 hp (45 kW), then 70 hp (52 kW)
Transmission	4-speed manual
Dimensions
Wheelbase	2,440 mm (96.1 in)

The Simca Sport was a two seater sports car. It originated as a coupé version of the Simca 8, but with the arrival of the Aronde the Simca Sport acquired a new grill in October 1951, and six months later it gained an extra 20 mm (0.8 in) of wheelbase, from 1952 sharing its 2,440 mm (96.1 in) wheelbase with the Aronde as well as its (at this stage) 1221cc (7CV) engine. The Simca Sport would continue to share its engine and other technical components, as well as its wheelbase, with the Aronde until its withdrawal in 1962.

It became increasingly expensive and correspondingly rare. Although its origins predated those of the Simca Aronde, the Simca Sport is now usually presented as a low volume stylishly rebodied version of the Aronde.

The arrival of the 2,440 mm (96.1 in) wheelbase in 1952 coincided with the loss of a separate chassis, and from now on the Sport used an elegant monocoque body. The new monocoque bodied car was offered only as a two-seater hardtop coupé, there being for the time being no replacement for the former Simca Sport cabriolet. In October 1952 a cabriolet version of the now chassisless Simca Sport was exhibited, but the cabriolet version only entered production more than two years later in the Spring of 1955, presumably reflecting the challenges involved achieving sufficient structural rigidity in a slim and shapely cabriolet body, without incurring an excessive weight penalty.

Simca Sport: More names and other changes for 1957

The “Flash Spécial” engine in a 1959 Aronde Océane, with 57 hp

A new generation of the Simca Sport was launched at the 1956 Paris Motor Show. There was, as before, a choice between a two seater sports cabriolet and a two seater sports hardtop. The bodies came from Facel. The cost of organising and producing a coachbuilt body was reflected in the price of the Sport, which at the 1957 Motor show was listed as 1,079,000 francs for the fixed roof “Plein Ciel” version: this compared with a starting price of 595,000 Francs for the Simca Aronde with which the Sport shared its engine and other mechanical elements. Mechanically and visually the new cars were not so different from those they replaced, but they were readily differentiated by their fashionable wrap-around “panoramic” windscreens.

This open topped version was badged as the Simca Sport Océane.

The two versions of the Simca Sport now received extra names, which was in keeping with the manufacturer’s marketing strategy at the time. The Cabriolet version, from which on a sunny day the driver could enjoy an unimpeded view of the sky, was now branded as the Simca Sport Océane while, bizarrely, the fixed roof version was branded as the Simca Sport Plein Ciel (Simca Sport Open Sky). Although precluded by their prices from becoming big sellers, the eye catching sports models served the company well, adding glamour to Simca show rooms and exhibition stands.

The final years of the Simca Sport

When the Aronde received a reworked body in 1958 there was no corresponding update for the Simca Sport which changed very little after 1957. Under the bonnet/hood, however, the Sport benefited from the upgraded version of the 1290cc “Rush” engine, shared with the newly announced Simca Aronde P60 Montlhéry Spéciale introduced for both models at the Motor show in October 1961. The uprated engine featured a further increase in compression ratio, now set at 8.5:1, and an increase in power to 70 hp (52 kW). The result was a small gain in performance and a useful improvement in flexibility.

At the end of the 1950s prototype replacements for the Simca Sport were developed and four cars were built, but the project did not progress to production. In 1961 the Sport was still priced at nearly twice the level of the entry level Aronde, and in 1961 production of the car ended without replacement.

Simca Ariane

Simca Ariane
1952 Simca Ariana
Overview
Manufacturer	Simca
Production	1957–1963
Body and chassis
Class	Large family car
Body style	4-door saloon
Layout	FR layout
Related	Ford Vedette Simca Vedette Simca / Chrysler Esplanada
Powertrain
Engine	1.3 L Flash I4 (1957 – 1963) 2.4 L Aquillon V8 (1958 – 1961)
Transmission	4-speed manual. Synchromesh on top 3 ratios
Dimensions
Wheelbase	2,690 mm (105.9 in)
Length	4,500 mm (177.2 in)
Width	1,750 mm (68.9 in)
Height	1,480 mm (58.3 in)

The Simca Ariane was a large saloon car launched in April 1957 by the French automaker Simca. It was manufactured in the company’s factory at Poissy until 1963.

Origins

The plant at Poissy had been built by Ford France between 1937 and 1940, but after the war the economic direction of France was uncertain. Ford had equipped the plant to produce the V8 engined Ford Vedette but the government was imposing punitive levels of car tax on cars with large engines and sales fell well short of expectations. In addition, the Poissy plant experienced above average levels of industrial unrest. Simca purchased the plant from Ford in 1954, together with rights to build the latest version of the car produced in it, which now became the Simca Vedette, relaunched by Simca with different model names according to equipment levels.

Simca Ariane

The Simca Vedette competed in France’s large car market at a time when the economy was finally returning to growth, and enjoyed moderate success with their fashionably American style finished off by an Italian designer called Rapi. In 1954 the big Simcas competed in France against the Citroën Traction which was still popular despite its twenty year old design and the Renault Frégate which struggled to find buyers thanks to a poor mechanical reputation and, it was suggested, from the reluctance of France’s haute-bourgeoisie to buy a big expensive car from a state owned enterprise.

The Suez Crisis of October 1956 was a catalyst that undermined the position of the V8 Simcas, however, due to the fuel shortages and price increases that it triggered. By this time domestic competition was in any case much intensified by the arrival of the Citroen DS which, despite getting off to a slow start, and despite being stuck with an engine design that had changed little since the 1930s, now became increasingly dominant in France’s market for large family cars.

It was often asserted that the Simca Ariane’s launch was a direct result of the Suez Crisis, but it is now clear that by 1956 Simca’s project for a big car with a little engine (“une grande voiture à petit moteur”) had already existed for several years. The urgency of the project was increased in the summer of 1956 when the Simca chief learned of a dastardly plan by Paul Ramadier, the Minister for Economy and Finance, and a still influential former prime minister, to introduce in December 1956 an additional savage annual car tax for owners of cars with larger engines. The Suez crisis simply built on the economic case for a small engined version of the car, and Simca was therefore ready to respond very nimbly to the changed circumstances created by the crisis, fitting a 1290cc “Flash” series engine from their successful small family car, the Aronde, into the most basic version of their V8 engined Simca Trianon, which was one of the models in the Vedette range. The new car was badged as the “Simca Ariane” and was soon available in several versions.

The car

Fitting the body of the former first-generation Simca Vedette with a 1290cc (7CV) Flash four cylinder engine from the much smaller Simca Aronde produced a car that focused on economy rather than speedy acceleration. Presented in April 1957, the Ariane filled the gap between Aronde and Vedette. In October of the same year, the Ariane 8 was presented – a version powered by the same Aquillon 2351 cc (13CV) V-eight-cylinder unit that powered the Vedette. The Ariane 8 effectively replaced the former Simca Trianon, which was a bottom-of-the-range Vedette, as the Vedette range was moved upmarket. The Ariane 8 would be discontinued along with the company’s other V8 powered models in 1961, however.

For the 1959 model year the company introduced an Ariane Super Luxe with increased levels of chrome trim on the outside as well as vanity mirrors on the inside and a windscreen washer to help the view out. All the Arianes also received restyled tail light clusters at this point which resembled those already used on the more flamboyantly styled but broadly similar Vedette models. Further upgrades to the interior trim were implemented for 1961, and newly available options included bench seats that could now be folded flat to form a double bed of sorts. There followed yet another new name: for the final two years of its life the Ariane was branded as the Simca Miramas.

Commercial

The Ariane was manufactured until 1963, with 166,363 produced. Towards the end, production slowed strikingly. 33,733 Arianes were produced in 1961, which slumped to just 14,284 during 1962. By this time attention at the company’s Poissy plant had switched to the new Simca 1000. The most direct replacement for the Simca Ariane/Miramas would be the Simca 1300/1500, introduced in 1963.

Argentina

The Ariane Miramas, were made in Argentina by Metalmecánica. Approx. 507 units built until 1967 in two versions: “Std” and “Lujo”.

Simca Ariane, rear view. The increased height of the fins incorporating the tail-light clusters identify this example as a car produced during or after 1959.

External links

Ariane history at RitzSite

Simc@riane

Simca Vedette

Simca Vedette

Overview
Manufacturer	Simca
Also called	Ford Vedette
Production	1954–1961
Assembly	Poissy, France Brazil Adelaide, Australia
Body and chassis
Class	Large car
Body style	4-door saloon 5-door estate 2-door convertible 4-door convertible
Layout	FR layout
Related	Ford Vedette Simca Ariane Simca Esplanada
Powertrain
Engine	2.4 L Aquillon V8
Transmission	3-speed manual Rush-Matic automatic

The Simca Vedette is a large car, manufactured from 1954 to 1961 by the French automaker Simca, at their factory in Poissy, France. It was marketed with different model names according to trim and equipment levels. The Vedette was Simca’s largest model at that time and it spawned a more economical version, the Simca Ariane.

Simca acquired the Poissy factory from Ford France (Ford Société Anonyme Française, the French subsidiary of the Ford Motor Company), along with the model line, in 1954. The Vedette was therefore initially still marketed as the Ford Vedette.

The Vedette was manufactured in Poissy until 1961 and the Ariane until 1963. After that, production continued in Brazil, where the Vedette finally evolved into the Simca Esplanada, following Simca’s takeover by Chrysler.

Origins and launch

In the early 1950s, Henri Théodore Pigozzi was looking to expand the manufacturing operations of his Simca company, which was enjoying much success at the time, thanks to the popular Aronde. At the same time, Ford was seeking to divest itself of its French subsidiary, Ford SAF, which had a factory in Poissy, close to Paris, where it had been manufacturing a large car called the Ford Vedette. The Poissy plant was large and there was capacity for further expansion. The Vedette was a larger car than anything that Simca had on offer at that time. These points attracted Pigozzi, who decided to take over the entire factory, along with the rights to the cars manufactured there.

The cars appeared at the Paris Motor Show in October 1954 on the Ford France stand, but there was no mention of the Ford name on the covers of the brochures offered to potential customers. The name “Ford” appeared just once, in very small print, on the final page, presumably in order to avoid confusing customers who would be expected to call the cars “Simcas” from 1 December 1954, the date set for the formal hand-over of the business. In export markets the name change was less immediate, and even in adjacent Belgium, in January 1955 at the Brussels Motor Show the cars were still appearing on the stand of the Belgian Ford importer, sharing the space with models imported from Ford of Britain.

First generation

First Generation

Overview
Also called	Simca Trianon Simca Versailles Simca Régence Simca Marly
Production	1954–1957
Dimensions
Wheelbase	2,690 mm (105.9 in)
Length	4,520 mm (178.0 in)
Width	1,750 mm (68.9 in)
Height	1,480 mm (58.3 in)
Curb weight	1,150 kg (2,540 lb)

The acquisition by Pigozzi took place in July 1954, just when Ford was poised to launch its new, modern Vedette, with a four-door saloonbody of “American” style, much like the contemporary British Fords or Vauxhalls. The car was powered by an unusually small 2351 cc sidevalve V8 engine called Aquillon in France, derived from Ford’s Flathead engine family, the dimensions of which put the car into the “13 CV” French tax class. Equipped with a two-barrel Zenith-Stromberg 32NX carburetor, it produced 75 to 84 hp (56 to 63 kW). Power was transferred to the rear live axle through a three-speed manual transmission with column shift. The Vedette had independent front suspension (by MacPherson struts) and drum brakes on all four wheels.

As with the Aronde, Simca marketed different trim levels of the Vedette under different model names, this time with references to the grand period of baroque in French history. The basic version was called the Simca Vedette Trianon, the mid-level was the Simca Vedette Versailles and, at the top of the range, the Simca Vedette Régence. An option on all versions was a large glass moonroof that slid into the roof, called Vistadome The Vedette range was still marketed under the Ford brand in some markets, including the Netherlands and Germany, until 1956. As the new model caught on, Simca was able to increase production from the 150 daily achieved during Ford’s ownership of the factory to 250 cars a day.

Pigozzi maintained a schedule of year-to-year model revisions, much like US manufacturers. For 1956, an estate version called the Simca Vedette Marly joined the line-up and the whole range was revised. A new license plate holder was added to the front bumper and the rear license plate now concealed the fuel tank filler. A peculiar addition was a pedal-operated windscreen washer, while other more ordinary changes included a second odometer, also known as a ‘trip meter’, for measuring partial distances. The Versailles and Régence were made even more comfortable with the addition of central armrests (Versailles in the rear only, Régence in front and rear), while the Trianon was simplified, losing bumper guards and chrome windscreen decor. In 1957, an option of the Gravina automatic clutch was added, along with better brakes and more direct steering. The Trianon regained the chrome decor around the windscreen, while the other models acquired slimmer tail lights and the front ornament was replaced with a new design. Fender-mounted V8 badges were introduced but, although the whole range featured the same V8 engine, the new badges appeared on the fenders of only the Régence and Marly.

Production figures

1955 – 42,439
1956 – 44,836
1957 – 17,875

Second generation

Second Generation

Overview
Also called	Simca Beaulieu Simca Chambord Simca Présidence Simca Marly
Production	1958–1961
Dimensions
Wheelbase	2,690 mm (105.9 in)
Length	4,750 mm (187.0 in)
Width	1,770 mm (69.7 in)
Height	1,480 mm (58.3 in)
Curb weight	1,260 kg (2,780 lb)

After three years in production, the Vedettes were given new names and a new, elongated body, with a more ornate front end and large tailfins, making the cars even more American-looking than before. This was part of a styling trend shown by most large European cars of that period, which were, to some extent, inspired by American styling, as tailfins appeared on Peugeots, Fiats, BMC models (Pinin Farina-styled), Fords and even Mercedes-Benz cars of that era. The engine was uprated to 84 hp (63 kW) (now called Aquillon 84) but the fiscal qualification of the car remained unchanged. Using the new body, the Versailles was replaced by Simca Vedette Beaulieu and the Régence by the Chambord, while the estate retained the Vedette Marly name.

The three-year-old body of the previous Vedette nevertheless continued in production but it lost its V8 2.4-litre engine. In April 1957, fitted with the 1.3 L Aronde engine, the old body now clothed a new model in the Simca range, the Simca Ariane. Later, in October 1957, a V8 version of the old bodied car, with the Aquillon 84 engine, and badged as the Ariane 8, joined the range, replacing the Trianon.

1959 brought a new option, the Rush-Matic automatic transmission, which featured two modes: Rush (fully automatic) and Road (manual gear selection). The same year, assembly of the Vedette started at Simca do Brasil. Also during 1959, a new top-of-the-line model joined the Vedette range, the Présidence, featuring a luxurious interior, a radiotelephone (a European first) and a continental kit. French coachbuilder Chapron built two 2-door Présidence convertibles for a governor of one of the French colonies. Chapron had another order the next year, to build two four-door convertibles for the French President Charles de Gaulle. The Beaulieu was dropped in autumn 1960, but the other models remained unchanged until the 1961 model year, when they received new seats, new chrome decor, and the engine was fitted with a new anti-vibration crankshaft.

French production of the V8-engined cars ended in the summer of 1961, by when 173,288 had been produced, although a Simca Chambord was exhibited at the Paris Motor Show in October of that year, suggesting that Simca still had some stock of the cars to clear. The small-engined 4-cylinder Ariane, of which 166,363 were produced, survived until 1963.

The model was continued for longer in Brazil, where it was marketed with the 2.4-litre V8 under a variety of names like “Tufão”, “Jangada”, and “EmiSul”. It was eventually replaced by a version with new sheetmetal, called the Simca Esplanada.

Simca Vedette Marly

A Brazilian made Simca Chambord, used in the TV series “Vigilante Rodoviário” (1961-1962)

Production figures

1958 – 28,142
1959 – 15,966
1960 – 13,914
1961 – 3,813

Australian production

Following an announcement in July 1959 that it would assemble and market Simca models in Australia, Chrysler Australia produced the Vedette Beaulieu through to 1962, using both fully imported and locally sourced components.

Simca Profissional – Predicence

Simca Profissional
Overview
Manufacturer	Simca do Brasil
Production	1965–1966
Body and chassis
Class	Large car
Body style	4-door saloon
Layout	FR layout
Related	Ford Vedette Simca Vedette Simca Chambord
Powertrain
Engine	2.4 L Aquillon V8
Transmission	3-speed manual
Dimensions
Wheelbase	2,690 mm (105.9 in)
Length	4,520 mm (178.0 in)
Width	1,750 mm (68.9 in)
Height	1,480 mm (58.3 in)
Curb weight	1,150 kg (2,535 lb)
Chronology
Predecessor	Simca Chambord, Simca Alvorada

The Simca Profissional was a successor to the Simca Alvorada, which was itself a stripped version of the entry level Simca Chambord. Simca do Brasil had responded reluctantly to the demand by the Brazilian government of president Juscelino Kubitscheck that every car manufacturer must offer an affordable basic version within their range. The idea was to give as many Brazilians as possible the opportunity to own a car.

1957 simca-presidence-cabriolet (france)

1965 Simca Presidence

New incentive, new version

In 1965, the Brazilian government created a new public financing tool through its publicly owned bank Caixa Econômica Federal that would allow Brazilians to finance their vehicle over four years with a monthly interest rate of 1%. This obviously was to attract a new range of clients and Simca do Brasil looked into how to make the Alvorada even cheaper in order to make it attractive for, for example for taxicab drivers.

1961 vigilante carlos simca 619

Plastic replaces leather

The Simca Profissional appeared in 1965 with three colour options (yellow, green and cream white), no chrome (even the bumpers were painted in dark gray, no trimmings), the already very simple interior of the Alvorada was downscaled further with plastic seat covers and the door covers were dark and naked cardboard screwed onto the metal. But the Profissional was 30% cheaper than its far posher brother, the all chrome and leather Simca Chambord. The production numbers of this version apparently were never documented and, unlike the Simca Alvorada, the Simca Profissional had no distinct range of chassis numbers so that this version is mixed in with the production figures cited for the Simca Chambord.

Simca Professional

Production figures

1965 – 1966 = number of units produced not documented by Simca do Brasil

Simca Jangada (Brasil)

Simca Esplanada (Brasil)

Simca Esplanada

Overview
Manufacturer	Simca do Brasil
Production	1966–1969
Body and chassis
Class	Large car
Body style	4-door saloon
Layout	FR layout
Related	Ford Vedette Simca Vedette Simca Chambord
Powertrain
Engine	2.5 L Emi-Sul V8
Transmission	3-speed manual
Dimensions
Wheelbase	2,690 mm (105.9 in)
Length	4,520 mm (178.0 in)
Width	1,750 mm (68.9 in)
Height	1,480 mm (58.3 in)
Curb weight	1,150 kg (2,540 lb)
Chronology
Predecessor	Simca Rallye / Présidence

The Esplanada was a large car designed by the Brazilian subsidiary of French automaker Simca. Launched at the 1966 motor show in São Paulo (Salão do Automóvel), it replaced the models Présidence and Rallye, and was manufactured until 1969 at the São Bernardo do Campo factory. It was a radically restyled version based on the originally Ford designed Ford Vedette (later rebadged Simca Vedette) and its successor, the Simca Présidence and Rallye.

French origin, Brazilian styling

1966 Simca Esplanada Chico Santoro

While technically pretty much identical to its predecessors, the Esplanada featured radically restyled front and rear ends. The interior featured reclinable leather seats and fine Jacarandá wood trimmings on dashboard and doors. The top Models 3M and 6M could easily be recognized by their vinyl top. The 140 hp (104 kW) engine now was fed by an electric fuel pump and featured a 34-Ampère alternator. A newly introduced hydraulic clutch improved gear changing and driving comfort significantly, the gearbox was upgraded with an overdrive.

The Chrysler touch

Facelifted (1968-1969) Esplanada

From August 1967 on, the Simca Esplanadas featured a small badge at the rear end with the writing “fabricado pela Chrysler” (“built by Chrysler”) following the takeover by the American auto manufacturer.

Stringent quality tests dictated by the Detroit headquarters lead to improvements on 53 items on the Esplanda’s mechanical side being introduced at once, including a power reduction to 130 hp (97 kW) for the sake of higher durability. The visual was also slightly updated with new headlamps, a new grille and different chrome items and new rear end lights. In 1968, for the 1969 model year, the luxurious Regente and the sporting GTX were added to the lineup.

1967 Simca Esplanada brochure

The significant mechanical improvements allowed Chrysler the confidence to shock main up-market competitor Ford with a novel 2-year or 36.000 warranty. The production of the Esplanada ceased in 1969 as Chrysler decided to introduce an opponent for Ford Galaxie over market shares in Brazil with the roomier Dodge Dart from then on.

Production figures

1966 –
1967 –
1968 –
1969 –

Total Production

1967 Simca Esplanada

Esplanada (Basic version) – 12.040
Esplanada Regente – 4.778
Esplanada GTX – 631

Total production – 17.449 cars

Simca Regence (Brasil)

Simca Regente (Brazilian model)

Simca Tufão

Simca Tufão (Brazilian model)

Simca (Chrysler) Esplanada Regent GTX Brazil 1967 – 1969

Simca GTX (Brazilian model)

Simca 1000

Simca 1000
1973 Simca 1000 GL
Overview
Manufacturer	Simca
Also called	Simca 900 Simca 4 CV Simc’4 Simca 1118 Simca 1005/1006
Production	1961-1978
Assembly	Poissy, France Villaverde, Spain Bogotá, Colombia Casablanca, Morocco
Designer	Mario Boano
Body and chassis
Class	Small car
Body style	4-door saloon
Layout	RR layout
Related	Simca 1000 Coupé/1200S
Powertrain
Engine	777 cc type 359 ohv I4 844 cc Poissy type ohv I4 (Spain) 944 cc type 315/349/1D1 ohv I4 1118 cc type 351/1E1 ohv I4 1204 cc type 353 ohv I4 (Spain) 1294 cc type 371/1G ohv I4
Transmission	4-speed manual all-synchromesh
Dimensions
Wheelbase	2,220 mm (87 in)
Length	3,785 mm (149.0 in)
Width	1,473 mm (58.0 in)
Height	1,335 mm (52.6 in)
Curb weight	730 kg (35% front)

The Simca 1000 is a small, rear-engined, four-door saloon which was manufactured by the French automaker Simca from 1961 to 1978.

Origins

The origins of the Simca 1000 lie not on France but in Italy. Simca’s President-director general, Henri Pigozzi, had been born in Turin and had known Fiat’s founder, Giovanni Agnelli from 1922 till Agnelli’s death in 1945: the Agnellis still controlled Fiat. Fiat would remain Simca’s dominant share holder till 1963. Pigozzi remained a regular visitor to Fiat’s vast Turin operation throughout his time at the head of Simca, and when Pigozzi visited it was as an honoured friend.

Following the launch in 1955 of the well received Fiat 600, Fiat’s development department, still headed up by the legendary designer-engineer Dante Giacosa, set about planning for its successor. The replacement foreseen would be a little larger and more powerful than the current car, reflecting growing prosperity in Italy at the time. Two projects were run in parallel: “Project 119” was for a two door successor, building on the strengths of the current model, while “Project 122” was for a more radically differentiated four door successor. The entrance to the inner sanctum of Fiat’s Development Department would have been blocked to most visitors, but Pigozzi’s privileged relationship with the Agnellis opened even these doors, and during the late 1950s he took a particular interest in the Department. It became clear that Pigozzi’s intentions to extend the Simca range further down in the small car sector aligned closely with Fiat’s own “Projects 119” and “122”, intended to build a presence upmarket from the Fiat 600. Pigozzi obtained the agreement of the Fiat directors to select one of the six different rather boxy four-door clay models and mock-ups that then comprised the output of “Project 122” to be developed into Simca’s new small car.

The styling department at Simca was headed up by Mario Revelli de Beaumont, another Italian expatriate who had transferred from General Motors in 1955 but who had been born in Rome back in 1907. Dividing his time between Fiat’s Industrial Design Centre at Turin and Simca’s Styling Centre at Poissy, Revelli de Beaumont spent the two years between 1959 and 1961 working with Fiat’s Felice Mario Boano, developing the Simca 1000 to production readiness. Although the surviving prototypes differ in detail, the basic architecture and boxy shape of the car had evidently been “right first time” and the Simca 1000 of 1961 is entirely recognizable as the model that Pigozzi had selected from Fiat’s “Project 122”. In the meantime, in Italy the Fiat 600 continued to sell strongly and there was little sense of urgency about investing to replace it. Management evidently decided that a four door replacement for the 600 would represent too big a jump from the existing car. However, in 1964 the fruits of “Project 119” became public with the launch of the Fiat 850.

The launch

The “Simca Mille” (as the car is called in French) was inexpensive and, at the time of launch, quite modern, with a brand-new inline-fourwater-cooled “Poissy engine” of (at this stage) 944 cc. Production began on 27 July 1961, with the official unveiling taking place in the context of a high profile publicity campaign at the Paris Motor Show on 10 October 1961. At the launch Pigozzi, for obvious reasons, placed great stress on the extent to which the new car marked a landmark achievement for an increasingly independent Simca, and the company’s new Development Department at Poissy, while omitting to mention that the Simca 1000 was the product of close collaboration with the company’s majority shareholder, Fiat.

Initially, cars could be ordered in one of three colours (red/rouge tison, egg-shell blue/bleu pervenche or off-white/gris-princesse). However, the show stand featured two additional body colours and the range of colours available to customers was soon expanded. The company’s marketing strategy was characteristically imaginative, and having acquired a Paris taxi business in 1958, in November 1961 Simca replaced 50 of that company’s Simca Ariane based taxis with 50 much smaller (but evidently spacious enough for the relatively short journeys normally undertaken by taxi) Simca 1000s: thus the stylish little car, often with iconic Paris landmarks in the background, quickly became a familiar sight on the capital’s roads. Pictures of Simca 1000s working as Paris taxis turned up in the press. It was nevertheless made clear that this was not a permanent change and after a few months the red and black Simca 1000 taxis were removed from circulation and replaced with more conventionally sized taxis.

The car

Use of the RR layout was a first for Simca, although leading auto-makers in France and Germany had been applying it to mainstream small cars for more than a decade.^[5] In addition to the rear engine, the fuel tank of the Simca 1000 was located in the rear, behind the rear passenger seat. This gave the car a 35/65 front/rear weight distribution, with an extremely light and nimble front end and a responsive oversteer on curvy roads.

The interior was considered “surprisingly” spacious for this class of car, with plenty of space for four, although the luggage locker under the front hood/bonnet offered only limited space: unlike the similarly configured competitor Renault Dauphine and Renault 8 (and Simca’s own prototypes for the Simca 1000) which stowed their spare wheels flat underneath the front luggage locker, the Simca 1000 had its spare wheel stowed vertically in the front luggage compartment, just behind the front bumper. The driver enjoyed an excellent view out: the speedometer pod and minor controls positioned ahead of the driver were basic, although the manufacturer stressed that the glass covering the speedometer was angled to minimize reflections.

Evolution

Over the course of time, the 1000 (whose name was pronounced “mille” in French) was available in a number of versions featuring different equipment levels and variations of the original Type 315 engine. In 1963 the poverty spec Simca 900 arrived; in spite of the name change it also had the 944 cc engine with 36 PS (26 kW), but the 1000 now gained three more horsepower. In 1966 only the 900C was available, equipped with the more powerful iteration of the 315. In late 1968 the low cost Simca 4 CV (marketed in France as the Simc’4) appeared, powered by a 777 cc unit providing 31 PS (23 kW) (DIN), and very competitively priced. Power was later increased somewhat, to 33 PS (24 kW). The 1000 engine was updated simultaneously, it was now called the type 349. At the top end of the range, the 1118 cc unit from the larger Simca 1100 was added for the 1969 model year (the Simca 1000 was marketed in the USA as Simca 1118). Finally, the 1294 cc “Poissy engine”, used in the bigger 1300, found its way into the little 1000 in the early 1970s.

Apart from the standard manual transmission, some versions could be fitted with a three-speed semiautomatic developed by Ferodo. The car underwent a light facelift first shown at the 1968 Paris Motor Show (for the 1969 model year): new hubcaps, redesigned bumpers, bigger headlamps, and square taillights.

The high-specification versions were offered in the British market with a walnut dashboard decor. In 1977, the model was revised for the last time, gaining the new names of 1005/1006(depending on the specifications), to put it in line with the newer Simca 1307 and its derivatives. Production stopped in 1978 without a direct replacement.

Spain

1966-1968 Simca 1000 by Barreiros

In Spain, the Simca 1000 was built by Barreiros Diesel from late 1965. In 1970 this company changed names to “Chrysler España, S. A.”; early cars feature a chrome “Barreiros” script. The low-specification 844 cc version was sold in Spain only, a market where cars with engines of less than 850 cc received a sizable tax break, as the Simca 900. These originally had 38 PS (28 kW). After a hiatus, the 900 returned in 1970 and was then updated in the form of the twin-carb 900 Special of 1973; this model has 43 PS (32 kW).

A special Spanish-market model introduced in April 1970 was the 61 PS (45 kW) DIN 1000 GT, which had a milder version of the 1204 cc engine as found in the 1200 Coupé. This engine also powered the more luxurious 1000 Special (from 1972). In the spring of 1971 this received twin carburators and became the “1000 Rallye GT”, with power increased to 74 PS (54 kW) SAE. It had twin black stripes at the very rear and other sporting equipment. This version was discontinued in 1972, essentially being replaced by the 1000 Special. The more powerful French-built Simca 1000 Rallye models were not available in the Spanish market, but in February 1976 the Spanish-built Simca 1000 Rallye appeared. This has a single carburated version of the 1294 cc engine with 63 PS (46 kW), making it considerably less powerful than its French contemporaries. It also did not benefit from disc brakes all around. Its appearance was similar to the French built Rallye 2, with lots of black stripes and a black front bonnet. As with the rest of the 1000 range, the Spanish Rallye received a facelift with large, rectangular headlamps in September 1976.

Spanish production ended in May 1977. Spanish-built CKD kits were also shipped to Colombia, where Chrysler Colmotores built the car from 1969 until 1977. The 1000 also served as a taxi in Colombia.

Commercial

The Simca 1000 became a popular car in France, and to some extent also in export markets. During 1962, its first full year of production, the manufacturer produced 154,282. The achievement was the more impressive because Simca and its dealers had no recent experience of selling small cars, so apart from first time buyers and customers trading down, all the little car’s buyers had to be lured away from competitor manufacturers. As a comparison, France’s top seller for 1962 in this class was the Renault Dauphine which had been able to build on more than a decade of class leading sales by the Renault 4CV. Renault produced (including the sporty Ondine versions) 266,767 Dauphine’s in 1962. The other major competitor in this segment was Citroën whose Ami model managed 85,358 units in 1962 which for the Ami, as for the little Simca, was the first full year of production. Throughout the 1960s and early 1970s the Simca 1000 would continue to appear well up the rankings in the French sales charts, with annual sales remaining above 100,000 without a break until 1974. In its 17 years of production, almost 2 million were sold.

1963 Simca 1000

1963 Simca 1000 – rear view

1963-simca-1000-interior

abarth-simca-1150-ss

The Simca-Abarth (1964-66) and Simca 1000 Rallye

Simca 1000 Rallye 2

In the model’s early years, the Italian tuner Abarth was offering modified versions of the 1000, and later Simca itself began offering a “Rallye” version, which helped boost the model’s popularity in the motorsport community. The Rallye was followed by the Rallye 1, the Rallye 2 and the Rallye 3.

Simca-Abarth 1150 – 1137 cc – 55 PS (40 kW; 54 hp) at 5600 rpm – disk brakes – 11000 F
Simca-Abarth 1150 S – 1137 cc – 58 PS (43 kW; 57 hp) at 5600 rpm – disk brakes
Simca-Abarth 1150 SS – 1137 cc – 65 PS (48 kW; 64 hp) at 5600 rpm – disk brakes – Option : six speed gear box

The swan song of the Simca 1000 in this series was the Simca 1000 Rallye 3, with a 103 hp (77 kW) engine. Only 1000 were produced during the last year of production of the Simca 1000, 1978.

Simca 1000 Coupé

Simca Coupé 1000 Simca 1200S
Simca 1200 S
Overview
Manufacturer	Simca and Bertone
Production	1962-1971
Assembly	Poissy, France and Turin, Italy
Designer	Giorgetto Giugiaro while with Studio Bertone
Body and chassis
Class	Compact Coupé
Body style	2-door Coupé
Layout	RR layout
Related	Simca 1000
Powertrain
Engine	944 cc Type 315 ohv I4 1204 cc Type 315 ohv I4
Transmission	4-speed manual all-synchromesh
Dimensions
Wheelbase	2,220 mm (87 in)
Length	3,925 mm (154.5 in) 3,990 mm (157 in)
Width	1,525 mm (60.0 in) 1,530 mm (60 in)
Height	1,255 mm (49.4 in) 1,270 mm (50 in)
Curb weight	795 kg (1000 Coupé) 890 kg (1200 S)

The Simca Coupé 1000 and its successor, the Simca 1200S are small, rear-engined two-door coupés (described by one well informed commentator as “Pseudo-sportives”) which were produced by Simca between 1962 and 1971. Simca also provided the engine and the mechanical underpinnings while the small elegant bodies were built in Turin by Bertone before being transferred for final assembly to Simca’s Poissy plant on specially configured trains.

The change of name in 1967 marked a major upgrade that included the installation of a more powerful engine and styling adjustments enforced by moving the radiator from the rear to the front of the car. This improved weight distribution, but the engine itself remained at the back.

Origins and launch

The Simca 1000 saloon was launched in France in October 1961 and was an instant success with French buyers, but the response in export markets was much more muted. The new management at Simca were keen to raise the profile of their new car internationally. Mindful of the precedent set by Renault with their (initially Frua bodied) Renault Floride, Simca turned initially to Facel to discuss a joint project with Facel produicing the bodies, but in the judgement of Henri Pigozzi, Simca’s aging but still unusually “hands on” boss, Facel’s proposal lacked the necessary style and was considered unrealistic: there were also concerns that Facel’s parlous financial position might impact the project adversely. Simca then turned to Bertone and commissioned a coupe version of their new car. Bertone gave the job to a recently recruited young designer called Giorgetto Giugiaro and the car, having already been heavily trailed, was formally launched at the Geneva Motor Show early in 1962, though official French homologation for production only took place in November 1962: customer deliveries began in 1963. The style of the car was widely admired, but the cost of the Bertone built body made it difficult for the car to compete on price alone, while use of the standard 944 cc engine block from the Simca 1000 meant that performance was unlikely to live up to its racey styling. From the start Simca presented the Coupé 1000 as a separate model.

The car

1966 Simca 1000 Coupé

Despite sharing its chassis and mechanical elements with the boxy Simca 1000 saloon, the Coupé was able to offer superior road holding and performance because its centre of gravity was lower and its shape more aerodynamic.

Between the car’s appearance at the Swiss motor show in March 1962 and customer deliveries, the front side lights moved from a position beside the headlights, integrated into the front wings, to a location directly above the front bumper. It is not clear whether this was a response to regulatory requirements or simply a change driven by production-cost considerations.

On the inside the interior fittings contrasted with the stark interior of the Simca 1000 saloon, and the generous display of gauges and switches on the dashboard was also a world away from the aggressively plain view from the driver’s seat through the steering wheel on the four-door car.

In its original form the Simca was thought in the 1960s to resembled the cheaper Fiat 850 Coupé, although that car was launched only in 1965. In the French market, where the great majority of the cars would be sold, the Simca Coupé 1000 was pitched squarely against the Renault Floride.

The water-cooled 4-cylinder 944 cc engine shared its dimensions and basic lay-out with the engine fitted in the saloon, but from the start the Coupé engine featured a higher compression ratio and provided a maximum 52 hp of claimed output (as against 45 hp in the saloon). A maximum speed of 140 km/h (87 mph) was listed (as against 125 km/h (78 mph) for the saloon). Stopping power was also better on the Coupé which, unusually at this time, featured disc brakes on all four wheels.

During the early years the car experienced modest success on the French market, especially among young affluent buyers. Between the 1962 launch and the 1967 upgrade approximately 10,600 were produced.

Upgrade

By 1962 Simca’s midrange cars had been replaced and in 1967 the focus of the manufacturer’s volume cars switched to the new Simca 1100. The Simca brand image was becoming increasingly starchy and the “sheep in wolf’s clothing” image of the Simca Coupe 1000 did little to improve it.

Bertone was commissioned to upgrade the body. This was achieved by adding a pair of grills to the top of the bonnet/hood, shamelessly emulating a design theme of the Lamborghini Miura. It was also necessary to add an opening at the front for a grill, now that the radiator was moved to the front of the car. Otherwise the profile of the car was little changed.

At the back, the engine was now replaced by a four-cylinder in-line water-cooled 1204 cc unit which would later find its way into versions of the Simca 1100. The car was renamed as the Simca 1200S, and in this form, supported by two carburetors, the engine produced a maximum 82 hp of power, and permitted Simca to claim a top speed of 170 km/h (105 mph).

In 1970 a further upgrade saw the claimed power increased to 85 hp and the claimed top speed to 179 km/h (111 mph).

Commercial

The 1960s was a decade of growing prosperity in France. By the time production of the 1200S ended in 1971 approximately 25,000 of its bodies had made the train journey, mounted on their sides in two rows, on the specially configured railway wagons from Bertone’s workshops in Turin to Simca’s plant at Poissy for transformation into completed cars. (One source indicates that final assembly was subcontracted to a firm in Rotterdam during the car’s final year, due to capacity constraints at Poissy.)

The Simca 1200S was not immediately replaced, although the Matra Bagheera launched in 1973 can be seen as a belated replacement.

Simca 1100

Simca 1100

Overview
Manufacturer	Simca
Also called	Talbot 1100 Simca 1200 Simca 1204 Talbot 1200
Production	1967–1985
Assembly	Poissy, France Nyköping, Sweden (Philipsons)
Body and chassis
Class	Supermini
Body style	3-door hatchback 5-door hatchback 5-door estate 2-door coupe utility (pickup) 3-door van 2-door van (high roof)
Layout	Front engine, front-wheel drive
Related	Matra Rancho Simca 1204 Simca 1118 Simca VF
Powertrain
Engine	944 cc type 352/3D1 I4 1118 cc Poissy engine I4 1204 cc Poissy engine I4 1294 cc Poissy engine I4 1442 cc type 6Y2 I4 (Spain only)
Dimensions
Wheelbase	2,520 mm (99.2 in)
Length	3,937 mm (155.0 in)
Width	1,587 mm (62.5 in)
Height	1,460 mm (57.5 in)
Kerb weight	918 kg (2,024 lb)
Chronology
Successor	Talbot Horizon

The Simca 1100 is a car built from 1967 to 1982 by Chrysler Europe‘s division Simca. It was replaced by the (Simca) Talbot Horizon.

History

The 1100 was the result of “Project 928”, started in 1962, finalized by engineers Philippe Grundeler and Charles Scales. The design was a result of Simca’s market research in the early 1960s, which showed the increasing popularity of front wheel drive cars that provided better utilization of space and comfort in small cars. In Spring 1962, Simca organized a 1966–67 launch of a new range of front wheel drive cars with saloons, estates cars and light commercial vehicles to be included, all fitting into France’s 6CV tax class – between the Simca Mille and Simca 1300. Both transverse and longitudinal engine placement were tested, and in 1963 the transverse-engine design was approved. The Simca 1100 was one of the first designs outside Fiat to feature a transverse engine with an end-on gearbox and unequal length driveshafts (now near-universal amongst small cars), a possible result of Fiat influence as a major shareholder.

In 1963, Chrysler took a controlling interest in Simca, approving the project in 1964, with a production target of summer 1967. The short timetable included developing a new transmission, and using a larger version of the rear engined rear wheel drive Simca Mille (Simca 1000)“Poissy engine”, displacing 1118 cc (the Mille used a 1.0 litre engine, the 1500 a 1.5 litre engine).

Introduction

Simca 1100 Break (estate)

When first shown on Sardinia and at the Paris Auto Show in 1967, the 1100 was advanced in design, featuring a hatchback with folding rear seats, disc brakes, rack and pinion steering, an independent front (double wishbone) and rear (trailing arm) suspension using Chrysler-style torsion bars (though Chrysler itself only used them at the front), and a full range of controls. Numerous permutations were available, with a manual, automatic and semi-automatic transmission. The engine was slanted to allow for a lower bonnet; and the engine, gearbox, and suspension were carried on a subframe to allow the unibody to be relatively unstressed. In American fashion, the body was welded to the frame, not bolted. The 1100 was reportedly studied closely by Volkswagen when the latter company was designing its Volkswagen Golf, after making rear-engined, rear-wheel-drive vehicles.

Models

The 1100 was (along with the pricier Renault 16 & Austin Maxi), one of the first hatchback designs, with a folding rear seat and in three and five-door variations. Different equipment levels were defined by LS, GL, GLS and “Special” tags. Three- and five-door estate cars were also included in the range.

Simca 1100 “Special” hatchback

Talbot 110 LS version

Simca 1100 Fourgonnette

The car was fitted with Simca Type 315 petrol OHV “Poissy engines” with 944, 1118, and 1294 cc variants, depending on year and market. A “stroked” 1118 cc engine displacing 1.2 litres was introduced in 1971 to the UK market as the Simca 1204. It was also sold in the USA in limited quantities. In 1974, the sporty TI appeared with the 1294 engine (82 PS), at the time when the car also saw a cosmetic redesign. Based on the 1100 chassis, the Matra engineering firm created a crossover derivation named Matra Rancho.

The 1100 had a four-speed manual gearbox and room for five people. There was also a three-speed semi-automatic gearbox that required manual shifting but used an electronically activated clutch. The 1100s transmission configuration was revolutionary in that it was transverse and axial with the engine giving the “engine on one side, transmission on the other” layout copied on almost all “hot hatches” and front wheel drive vehicles throughout the world ever since. In France, the 1100 was very successful, achieving best-seller status, but it was less competitive in non-European export markets. In the UK, while recognised as an innovative and capable car, its poor record of body corrosion and top end engine wear counted against it. The engine needed frequent valve clearance adjustment.

Three LCV versions with van, pick-up truck and High Top Van bodystyles were also available. In France and most European markets these were sold as the “Simca 1100 Fourgonnette”. In the UK the high-roof van was called the Simca VF2 (short for “Voiture Fourgonnette”), and was sold from December 1972. The regular low-roof van was called the VF1, while an even higher roofed version introduced for 1978 became the VF3. The pick-up model arrived in December 1975. Commercial versions lasted until the spring of 1985, three years after the 1100 passenger car models had been removed from the market. In the United Kingdom, commercial models assumed the Dodge nameplate after 1976 and were called Talbots after 1979. The commercial models were sold as ‘Simca Fixaren’ (“the fixer”) in Sweden, where they were fitted with a 66 PS (49 kW) version of the 1.3 litre engine.

In addition to the dedicated van models, there was also a two-seater commercial version of the three-door hatchback available to French customers from December 1976. This, the 50 PS (37 kW) 1100 AS (for Affaires et Societés, businesses and companies) qualified for a considerably lower tax rate.

Commercial

During the first full year of production 1968, volumes were already strong with 138,242 vehicles made. Importantly, incremental sales appeared to come mostly from competitor manufacturers, since overall Simca production surged from 251,056 cars in 1967 to 350,083 in 1968, and volumes for the slightly smaller Simca 1000 were virtually identical in each of these two years.

Production peaked in 1973, with nearly 300,000 Simca 1100s rolling off the assembly line. However, production fell rapidly through 1977, when over 142,000 1100s were made, and in 1978 (with the Chrysler Horizon launched in February 1978), just half that number (72,695) of Simca 1100s was made. Volumes dwindled to below 20,000 in 1981 which was the last year of production in France, though in Spain production continued through to 1982 of the car and 1985 for the van version.

Production

The Simca 1100 was produced in different places; in Sweden, local production was handled by Phillipsons, on the same assembly lines that made Mercedes-Benz cars, and also in Madrid (Spain) at the former Barreiros Diesel factory. Curiously, Spanish-built 1100s were marketed as the Simca 1200 and the TI version had an 85 PS (63 kW; 84 hp) 1442 cc engine.

A total of 2.2 million cars were produced. The replacement for the 1100, the C2 project, became the (Simca) Talbot Horizon, and was an enormous success in the United States, where it sold as the Dodge Omni and Plymouth Horizon. The 1100 was also the basis for the Matra Rancho, an early crossover which had a genuine offroad appearance but was built on the front-wheel drive Simca 1100 basis.

Range

944 cc – 45 PS (33 kW)
1118 cc – 50/52/60 PS (37/38/44 kW)
1204 cc – 59 PS (43 kW)
1294 cc – 62/75 PS (46/55 kW)
1442 cc – 83 PS (61 kW) (Spanish market “Simca 1200” only)

Simca 1300/1500

Simca 1300/1500

Overview
Manufacturer	Simca
Also called	Simca 1301/1501
Production	1963–1975
Body and chassis
Class	Large family car
Body style	4-door saloon 5-door estate
Layout	FR layout
Powertrain
Engine	1.3 L Rush ohv I4 1.5 L ohv I4
Dimensions
Wheelbase	99 in (2,500 mm)
Length	175.5 in (4,460 mm) 1301 / 1501 saloon 169.5 in (4,310 mm) 1301 / 1501 estate
Width	62 in (1,600 mm)
Height	55 in (1,400 mm) unladen
Chronology
Predecessor	Simca Aronde
Successor	Simca 1307

Simca 1300 and Simca 1500 were large family cars manufactured by the French automaker Simca in its Poissy factory from 1963 to 1966, and between 1966 and 1975 in revamped versions, as Simca 1301 and Simca 1501.

They were essentially versions of the same car, fitted with either a 1.3 L or 1.5 L engine, hence the model names. Apart from different engines and differences in standard equipment, the models were for the most part identical, bar some styling details such as grille orbumpers. This model series replaced the popular, long-running Simca Aronde and was initially available only with a 4-door saloon body, but in 1964 the 1500 gained an estate version (1300 estate followed in 1965).

The estate versions had some interesting features. All had split tailgates – the rear windscreen would wind down into the bottom part, which could then be folded down. On the one hand, this allowed the access to the cargo compartment without opening the full tailgate. On the other, this meant that a rear window heater could never be installed in estates. Additionally, the 1500 GL version’s cargo floor, which doubled as the cover for the spare wheel (stowed flat), could be removed and, thanks to four folding legs, converted into a picnic table! A 1500Familial version had two child seats (facing each other) in the cargo compartment, and a luggage rack on the roof.

In September 1966 Simca presented the revised range, now bearing the 1301/1501 names. The saloons featured a new, extended front end, and a significantly stretched rear, which resulted in a larger boot and a more stately profile. The estates, while also receiving the new front end, retained their previous rear design. All models were also given new interiors. In 1969 and 1970 respectively, Simca presented the more “sporty” Special versions of the 1501 and 1301. The range continued to be produced until 1975, when Simca unveiled a replacement, the Simca 1307, which went on to become the 1976 European Car of the Year.

While being quite popular, especially in France and Germany, those Simcas can be remembered for some quirks regarding both series. The 1300/1500 came with column shift for left-hand drive markets, but the right-hand drive versions were converted to floor shift. The conversion for some reason resulted in a “mirror” shift pattern, with the first and second gear being closer to the driver, and the third and fourth farther to the left.

Moreover, the 1500 GLA model, which was initially the sole in the range featuring automatic transmission, was at first available in metallic brown only. A similar situation concerned the interior carpets, which would come deep red regardless of the exterior color. On 1301/1501 models from 1970 onwards a new badging scheme was used, which employed a red paint with a propensity to fade over time, resulting in the badges (and thus the model denomination) becoming unintelligible.

Simca 1500 – rear view

Simca 1500 – interior

1963 Simca 1301 break speciale

Simca-1301-1501

Simca 1301 Spécial

Simca 1200S

Simca 1200S Bertone

Simca 1200 S Coupé

Chrysler 180

Chrysler 180

Overview
Manufacturer	Chrysler Europe
Also called	Chrysler 160/180/2 litre Chrysler-Simca 1609/1610/2 litres Talbot 1610/2 litres
Production	1970–1982
Designer	Roy Axe Curt Gwinn
Body and chassis
Class	Large car
Body style	4-door saloon
Layout	FR layout
Related	Chrysler Centura
Powertrain
Engine	1.6 L Type 180 I4 1.8 L Type 180 I4 2.0 L Type 180 I4 1.9 L Barreiros diesel I4 2.0 L Barreiros diesel I4
Transmission	4-speed manual 3-speed automatic
Dimensions
Wheelbase	2,667 mm (105.0 in)
Length	4,460–4,530 mm (175.6–178.3 in)
Width	1,730 mm (68.1 in)
Height	1,430 mm (56.3 in)
Chronology
Predecessor	Simca 1501 Humber Hawk Chrysler Valiant
Successor	Talbot Tagora

Interior of a Chrysler 160 fitted with manual transmission.

The Chrysler 180 was the base name for a series of large saloon cars produced by Chrysler Europe. Resulting from joining development efforts of Rootes Group and Simca, the car was produced from 1970 to 1975 in Poissy, France, and later in Chrysler’s subsidiary Barreiros’factory in Spain. The Chrysler 180 was also the base for the medium-sized model built by Chrysler Australia, the Chrysler Centura.

Depending on engine employed, the cars were marketed as Chrysler 160/180/2 litre, and since 1977 in France and rest of continental Europe as Chrysler-Simca 1609/1610/2 litres. After the takeover of Chrysler Europe by PSA Peugeot Citroën, the continental Europe models were renamed Talbot 1610/2 litres for 1979 and 1980 model years, after which the model was discontinued in Europe save for Spain, where a diesel model was sold until 1982.

The large Chrysler fared quite poorly in the principal European markets. The replacement for the car was developed by Chrysler Europe under the codename C9 and was finally launched by PSA as the even more ill-fated Talbot Tagora.

Development

Although Chrysler gradually took financial control of both Simca and Rootes Group during the 1960s, there was little effort to coordinate the operations of both automakers. Therefore, the first “common” European Chrysler car was actually a result of two separate development programmes.

Rootes Group C Car

In 1966, under the direction of Roy Axe, the Head of Design, Rootes Group team started working on what was internally named the “C Car” (in reference to the smaller “B car“, which became the Hillman Avenger), a new large car for Rootes to replace the Humber Hawk (and the imported Australian Chrysler Valiant, which served as a placeholder in Rootes’ lineup after the Hawk’s demise in 1967, without much success). In a typical Rootes fashion, the plan was to market the car under three brands – the base version as Hillman, a 2.0-litre one as Sunbeam 2000, and atop the range a Humber Hawk with a 2.5-litre engine. A further development of the C Car with a stretched platform was planned, a “D Car“, which was to replace the Humber Super Snipe.

The Rootes development programme also comprised the development of a brand-new V6 engine, with a 60° vee angle, with two versions of the abovementioned displacements of 2.0 and 2.5 litres. There were four (Series IV, presumably) Humber Hawk- and some Hillman Avenger-bodied prototypes built to test the new engine. Some other design propositions included the use of De Dion tubes for rear suspension (like in the competing Rover P6), as well as a five-speed gearbox (which would still be a rather daring proposition at that time).

Simca Projet 929

At the same time, in France, Simca was working on Projet 929, which would be Simca’s first large car since the Vedette was cancelled in 1961, and also partially replace the Simca 1501 in its role of the range-topping Simca. The car would not use a V6 engine, as the displacement-based puissance fiscale tax system in France would make the costs prohibitive, but rather four-cylinder units of more modest specifications. There were three styling propositions prepared for the new car. The 929 XA was styled by Simca’s design team, featuring angular design and rather top-heavy proportions. Bertone designed the 929 XB, which was much more rounded and somewhat reminiscent of contemporary BMWs. Finally, the929 XC was sent straight from Chrysler’s Detroit design studios, and was very American in style, somewhat resembling a smaller version what later became the Australian VE Series Chrysler Valiant.

The decision

In early 1969, Chrysler realized that there were actually two potentially competing cars being developed and called for both the British and the French proposition to be presented before the general management of Chrysler Europe. The decision was taken to go ahead with the British C Car programme, but to develop two versions for both the UK and the French part of the concern. Chrysler funded a new plant along with a development centre for the Rootes Group at the Whitley plant, Coventry, where the development was continued. Roy Axe employed former Chrysler USA designer Curt Gwinn as project designer, and the C Car took a shape very similar to an enlarged version of Hillman Avenger. Initial designs were inspired by contemporary American Chryslers, with twin headlamps and a light bar in the rear.

In 1970, however, Chrysler reviewed the programme once again and decided to trim it down to just one version, to be built in Simca’s Poissy factory in France, for all markets. The responsibility for the programme was then passed in turn to Simca (where it became known internally as “Simca 1800“), who gave the car a different front end with rectangular single front lamps, as well as stripped the interior of some features proposed by the Rootes Group team, such as genuine wood and leather and air conditioning. Much to the shock of the British engineers, the entire V6 engine programme was scrapped, even despite allegedly £31 million of the £38 million of the programme budget was already spent, and the tooling for the new engine was already being installed in the Rootes’ Humber Road factory. The car also ended up with more conventional coil sprung rear live axle and MacPherson struts in the front and a four-speed manual transmission (with an option of a three-speed automatic).

Marketing

Spanish-built Chrysler 180

Launch

Following the renaming of Simca to “Chrysler France” and Rootes Group to “Chrysler UK” (which combined formed Chrysler Europe), the new large car was the first one to spearhead the concept of unifying the offerings from both sides of the Channel under the common brand. Thus, the vehicle was launched as Chrysler 160, 160 GT and 180. In a fashion similar to Simca models, the designations referred to the displacement of the engines employed by the given version. The 160 employed the 1632 cc unit, while the 180 came with the 1812 cc one. A bit confusingly, the 160 GT came equipped with the larger engine. The 160 has 80 PS (59 kW) while the 160 GT and 180 have 97 PS (71 kW).

The three models were introduced to the public at the 1970 Salon International d’Automobile under the slogan ” An American from Paris”. The British launch took place in 1971, with only the 180 on offer. The 2.0-litre model (marketed simply as “Chrysler 2 litre”) joined the lineup for 1973, unveiled at the Amsterdam Auto Show in 1972 for the first time. The 1981 cc unit was available solely with Chrysler’s TorqueFlite automatic transmission (which was an option on the 180 model), and the model came with a host of features that distinguished it from the lesser versions, including a full-length vinyl roof (which became an option for the 160 and 180), bumper-mounted auxiliary driving lights and a small “2L” badge adorning the C-pillar. The 160 and 180 also gained some chrome and metal trim on the outside in 1972, and since the advent of the 2.0-litre, all models featured 14-inch (rather than previous 13-inch) wheels and new hubcaps. The 160 GT was cancelled at the same time.

Press reaction

A Chrysler 180 saloon tested by the British Motor magazine in April 1971, a few months after the model’s UK launch, had a top speed of 101.0 mph (162.5 km/h) and could accelerate from 0-60 mph (97 km/h) in 12.4 seconds. An overall fuel consumption of 21.7 miles per imperial gallon (13.0 L/100 km; 18.1 mpg_-US) was recorded. The test car was offered at £1498 including taxes. For all three of these measurements, the car was ranked third out of five UK market competitor vehicles: competitors identified by the journal, included the Ford Cortina Mk III 2000 GXL and the Vauxhall VX 4/90. The overall tone of the road test, written at a time when new models were generally greeted with uncritical enthusiasm by UK motoring journalists, is summed up in its description of the Chrysler 180 as a “very pleasing car that only just falls short of being a luxury sporting saloon”.

Barreiros

A Spanish Chrysler 180 converted to estate

When it became apparent that the model was far less than a market hit, Chrysler decided to move the assembly lines from the Poissy factory to the Villaverde plant of its Spanish subsidiary, Barreiros. Barreiros had been assembling many Simca and Chrysler models previously for the protected Spanish market, but for the first time it would become the sole supplier of the entire model line for all markets. The vehicle became reasonably popular in its new home market, and local coachbuilders even created estate and stretched versions of the car. The lineup remained for the most part unchanged in most markets, although the 160 was not offered in Spain, which in turn received a new diesel model, powered by the Barreiros 2.0-litre diesel engine (not offered in other European markets).

Chrysler 180 Diesel

The engine was a traditional four cylinders diesel with indirect injection. It was mated to the four-speed manual transmission and delivered 48 kilowatts (65 hp). The diesel model was fitted with the most basic 160 dashboard. An important change to the Spanish lineup was forced by the November 1977 change of the Spanish taxation system, similar to France’s puissance fiscale – a new 13 CV tax band was introduced, which attracted the very high rate of 35%, and encompassed both the petroleum and diesel 2.0-litre models. While the petroleum 2.0 Litre model was simply replaced by a 180 automatic, the diesel engine had to be modified for 1978 to avoid increased taxation. The displacement was decreased from 2007 cc to 1917 cc (without a drop in actual maximum power or speed), just below the border of the 13 CV tax band, which stood at 1920 cc.

Later model life

In 1977, the car was for the first time officially badged as Chrysler-Simca in continental Europe (the Simca badge appeared on the bootlid, while the stylized Chrysler plate continued to adorn the front end). The individual models were renamed to be in line with the newly launched Simca 1307/1308 series. While the first two digits in this model naming system stood for the base engine’s displacement (1.6 in case of the Chrysler 160), the latter two represented the French fiscal class in which the car slotted. Thus, the 1.6-powered model became the Chrysler-Simca 1609, as it fitted in the French 9 CV tax band (even though this model actually was cancelled from the French market lineup), and the 1.8, slotting one class higher, became the Chrysler-Simca 1610, and was fitted with the vinyl roof and extra driving lamps from the 2.0-litre model. However in the UK, where only the 180 was on offer, it retained its name. To add to the confusion, the 2.0-litre retained its name in all markets.

PSA takeover

In 1979, the large Chrysler saw the sale of its parent company, Chrysler Europe, to the French PSA concern, due to Chrysler’s financial difficulties. Some minor reshuffles in the range were made. The 1.8-litre engine was cancelled—in France, the 1610 got the 2.0-litre engine (which made it technically a “11 CV” car, but the name was not changed), while in Britain the 180 model was simply dropped, with the 2.0-litre now being offered with either the manual or automatic transmission to mirror the continental lineup. A minor rehash of the exterior decals also occurred. From 1 August 1979, PSA decided to rename all previous Chrysler Europe cars as Talbots (and Talbot-Simcas in case of the French models, to capitalize on the established brand), and hence the Chrysler-Simca 1609 and 1610 became the Talbot Simca 1609 and 1610, and in Britain, the car became the Talbot 2 litre. The range was sold for only one year with the new names, as for 1981 PSA presented a replacement, the brand-new Talbot Tagora. Peugeot had originally intended to replace it with the Solara, the saloon version of the Alpine, which was launched in April 1980.

The production of petrol-engine Talbot 1610 stopped at the Barreriros plant, but diesel versions continued under the Talbot badge until 1982 for the Spanish market.

Lack of market success

The Chrysler 180/2-litre probably found its best market in Spain, albeit only after production had been transferred there in the later 1970s: Spain was effectively closed off to any competitor product not assembled in Spain. The only significant locally assembled competitor here was the Seat 132.

The car was not received too well either in France or in the UK. Its mixed pedigree and exotic brand did not fit in well with the expectations of more nationalistic buyers and reviewers, and there was little that would make the car stand out among the crowd of similar cars, many of which already had an established position in the class. By 1976, with the number of cars sold in the UK not yet up to 10,000, British sales had settled down at the annual rate of about 2,000 which was seen to be below the company’s expectations, but UK sales were more impressive than those in France. In France, the sales of the Chrysler were so disappointing that the old Simca 1501 was offered again for 1974 (it remained in production sometime after the Chrysler’s launch for export markets mostly, in order to use up the remaining parts).

The German Auto Katalog remarked that the car bore resemblance to the Opel Rekord (which can perhaps be said not only of its styling, but also of almost identical dimensions and similar engine selection), yet it also pointed out that the Rekord in question was a four-year-old car at that time (and was subsequently replaced by a new model in 1971). In the British market the car’s chances against rivals, such as the successful Rover SD1, were also hampered by the lack of engines larger than the 2.0-litre, as the competitors offered six- or even eight-cylinder units, being unhampered by the French tax regulations.

Moreover, Chrysler seemed not to support the model after the launch. Advertising was scanty and updates scarce and rather limited in scope. Chrysler did not bother to fit the supposedly upmarket model with such features as power windows, central locking, ( though a then-unusual fitment was a low fuel warning lamp which would come on when a couple of gallons of fuel was left in the tank ), even though they were all available in the smaller Simca 1307, launched around the time when the 180 was in mid-life.

Chrysler Centura

Main article: Chrysler Centura

A variant of the Chrysler 180 was produced in Australia from 1975 to 1978 by Chrysler Australia as the Chrysler Centura. The Centura was offered with a choice of 4-cylinder and 6-cylinder engines mated to a manual or automatic transmission and was fitted with a modified front radiator grille to allow more airflow to the radiator, and four round headlamps to complete the makeover. The Centura had limited market success in Australia.

Matra Bagheera

Matra Bagheera

Overview
Manufacturer	Matra Automobiles
Also called	Matra-Simca Bagheera, Talbot-Matra Bagheera
Production	1973–1980
Designer	Antonis Volanis
Body and chassis
Class	Sports car
Body style	3-door hatchback
Layout	MR layout
Related	Simca 1100 Ti
Powertrain
Engine	1.3 L Poissy engine ohv I4 1.5 L Poissy engine ohv I4
Transmission	4-speed manual all-synchromesh
Dimensions
Wheelbase	2,370 mm (93 in)
Length	3,974 mm (156.5 in)
Width	1,734 mm (68.3 in)
Height	1,175 mm (46.3 in)
Curb weight	965 kg (2,127 lb)
Chronology
Predecessor	Matra 530
Successor	Matra Murena

The Matra Bagheera is a sports car created by the French engineering group Matra in cooperation with the automaker Simca and design by Greek designer Antonis Volanis. It was marketed as Matra-Simca Bagheera to highlight the link, except for the final production year 1980, when it was re-badged Talbot-Matra Bagheera after Chrysler Europe‘s demise and subsequent takeover by PSA. Named after the panther from The Jungle Book, the Bagheera was created using stock Simca components, including the engines, gearbox and suspension elements, but unlike the Simca cars it shared them with, it was a mid-engined car (the Simcas in question, Simca 1100 and Simca 1307, were front-wheel drive).

The Bagheera’s body was made of polyester, mounted on a steel structure. It was formed in the shape of a sleek hatchback, with a rear hatch that allowed access to the engine mounted behind the passenger compartment. There was only one row of seats, but it featured an unusual combination of three abreast. The Bagheera remains one of the few three-passenger sports cars.

When launched in 1973, the Bagheera was only available with the 1.3 L straight-4 engine, belonging to Simca’s “Poissy engine”. In 1975, the range was complemented by a 1.5 L version of the same engine. In 1976, the Bagheera underwent a major restyling, with basically only the rear hatch unchanged (Bagheera type II). Another change took place in 1978, when the dashboard was replaced again, and in 1979 the Bagheera was given conventional door handles in lieu of the previous “hidden” ones (Bagheera type III). Since PSA took control of Simca in the previous year (after the demise of Chrysler Europe), all Simcas were re-badged Talbot and Matra-Simca became Talbot-Matra.

Production of the Bagheera ended in 1980, when it was replaced by Matra Murena, with 47,802 Bagheeras built in total.

The Bagheera is also notable as one of the few manufacturers in the world to have developed a “U engine” for this vehicle. As Matra engineers believed the Bagheera could use a more powerful unit, they created a unique construction out of two 1.3 L Simca straight-4 engines, joined side-by-side by a common pan unit, the two crankshafts being linked by chain. This resulted in a 2.6 L 8-cylinder unit, producing 168 bhp. However, Chrysler Europe (the parent company of Simca) was unwilling to pursue the project due to the developing fuel crises as well as its own financial problems. Thus, the U8-powered Bagheera remained as a prototype and only three units were ever built.

Early in 1974 the German Magazine Auto, Motor und Sport tested a 1294 cc Bagheera, comparing it with obvious competitors in the process. The car’s light-weight body served it well in the performance comparisons: a top speed of 186.5 km/h (116 mph) was recorded as against 176.5 km/h (110 mph) for the Alfa Romeo GT 1300 Junior, despite the Alfa Romeo’s claim of an extra 3 bhp. The French car also beat the Milanese on acceleration, taking 12.2 seconds to reach 100 km/h (62 mph) as against the Alfa’s 13.5 seconds. The Matra-Simca’s DM 14,198 price tag was usefully lower than the DM 14,490 listed for the Alfa Romeo, though both were undercut on price by models from mass market producers such as the 1900 cc Opel Manta SR at DM 13,990.

Very few Bagheeras remain in existence today, as they were suffering badly from quality issues (the Bagheera won the ADAC Silberne Zitrone = “Silver Lemon” award in 1975 for the poorest quality car of that moment) and extensive body rot. Though the polyester panels couldn’t rust, the underlying steel chassis had almost no protection. Matra learned from this and fully galvanized the Bagheera’s successor, Matra Murena.

Matra Rancho

Matra Rancho

Overview
Manufacturer	Matra
Also called	Matra-Simca Rancho (1977-1979) Talbot Matra Rancho (1980-1984) Matra-Simca and Talbot-Matra Ranch for italian market
Production	1977–1984
Designer	Antonis Volanis
Body and chassis
Class	Leisure activity vehicle
Body style	3-door estate
Layout	FF layout
Related	Simca 1100
Powertrain
Engine	1.4 L Type 315 ohv I4
Dimensions
Wheelbase	2,520 mm (99 in)
Length	4,315 mm (169.9 in)
Width	1,665 mm (65.6 in)
Height	1,735 mm (68.3 in)
Curb weight	1,130 kg (2,490 lb)

The Rancho’s optional third row of seats (making it an early MPV) shared head restraints with the normal rear seats

The Matra Rancho is a leisure activity vehicle created by the French engineering group Matra, in cooperation with the automaker Simca, to capitalize on the off-road trend started by the Range Rover. The Rancho provided an “off-road look” at a lower price.

The Rancho was launched in 1977, and became a popular model, but this did not alleviate larger problems at Chrysler Europe (Simca’s parent company). Chrysler finally sold its European arm to PSA in 1978, which was then rebranded as Talbot in 1979. The Matra-Simca Rancho became the Talbot Matra Rancho and production continued until 1984 (although it remained on sale up to January 1985), reaching 57,792 cars in total.

Designed by Antonis Volanis, the Rancho was based on the pick-up version of Simca’s popular supermini, the Simca 1100, using its front structure and a stretched chassis. The rest of the body was made by Matra from fibreglass and polyester, including the mouldings adorning the body, which made it look more “sturdy”. This technology would later be used on the Renault Espace, Europe’s first MPV, which was manufactured by Matra. The ground clearance was also increased. Unlike most off-roaders, it was not fitted with all-wheel drive, retaining the 1100s front-wheel drive layout. Other elements retained from the 1100 included the dashboard and front seats (identical with the ones found in the Simca 1100 GLS). The Rancho was powered by the 1442 cc, 80 bhp version of the “Poissy engine” straight-4 engine.

During its life, the Rancho was offered in several versions. Apart from the basic Rancho, there was the Grand Raid, fitted with such “off-road” extras as an electric winch on the front bumper and the spare wheel mounted on the roof – as well as a limited-slip differential. TheRancho X was the upscale model, with additional standard items such as alloy wheels and metallic paint. The Découvrable model’s rear cabin consisted of an open frame with roll-down fabric covers, which could serve as an “open” car during good weather. Finally, the Rancho AS was the commercial version, with no rear seat, making it exempt from the French tax on passenger cars.

The Rancho spawned an unlikely successor: the Renault Espace. Matra wanted to replace the Rancho with their prototype of the Espace known as the “dessin orange”, which translates to “the orange drawing” in English – both the prototype and the background it was drawn on were orange. It predicted the basic shape of the first Espace but only had three doors instead of five. Peugeot (who controlled Matra at the time) deemed the project too expensive and not promising enough. Determined to take its design to production Matra knocked on Renault’s door and they quickly adopted the project, one that upon its launch in 1984 arguably became the first European minivan.

Simca 1307

Simca 1307
Simca 1307 GLS
Overview
Manufacturer	Chrysler Europe / PSA
Production	1975-1986
Assembly	Poissy, France Ryton-on-Dunsmore, United Kingdom Madrid, Spain
Designer	Roy Axe
Body and chassis
Class	Large family car
Layout	FF layout
Related	Simca 1100 Simca Horizon
Powertrain
Engine	1057 1294, 1442 1592 cc ohv straight-4
Transmission	4 speed manual all-synchromesh 5-speed manual Automatic
Dimensions
Wheelbase	102.5 in (2,604 mm)
Length	167 in (4,242 mm)
Width	66 in (1,676 mm)
Curb weight	2,314 lb (1,050 kg)
Chronology
Predecessor	Simca 1301 / 1501

Simca 1307
Simca 1308GT
Overview
Also called	Simca 1308 / 1309 Chrysler Alpine Chrysler 150
Production	1975–80
Body and chassis
Body style	5-door hatchback
Chronology
Successor	Talbot 1510

Simca-Talbot 1510

Overview
Also called	Dodge Alpine (Colombia)
Production	1980–85
Body and chassis
Body style	5-door hatchback

Simca-Talbot Solara

Simca-Talbot Horizon

From Wikipedia, the free encyclopedia

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Chrysler/Simca/Talbot Horizon
Talbot Horizon
Overview
Manufacturer	Chrysler Corporation PSA Group
Also called	Simca Horizon (Most of Europe: 1978-79) Chrysler Horizon (UK: 1978-79) Talbot Horizon (Europe: 1979-1987)Dodge Omni & Plymouth Horizon (North America: -1990) shared the silhouette but were in other respects very different
Production	1978–1990
Assembly	Finland: Uusikaupunki France: Poissy (PSA Poissy Plant) United Kingdom: Ryton-on-Dunsmore
Body and chassis
Class	Subcompact
Body style	5-door hatchback
Layout	Transverse front-engine, front-wheel drive
Platform	L-body
Related	Dodge Charger Dodge Omni Dodge Omni 024 Dodge Rampage Plymouth Horizon Plymouth Horizon TC3 Plymouth Scamp Plymouth Turismo
Powertrain
Engine	1,118 cc Poissy I4 (gasoline) 1,294 cc Poissy I4 (gasoline) 1,442 cc Poissy I4 (gasoline) 1,905 cc I4 (diesel)
Chronology
Predecessor	Simca 1100
Successor	Peugeot 309

The Horizon was a subcompact automobile (or supermini) developed by Chrysler Europe and was sold in Europe between February 1978 and June 1986 under the Chrysler, Simca and Talbot nameplates. Derivative variants of the Horizon were manufactured and marketed in the United States as the Dodge Omni and Plymouth Horizon until 1990.

Origins

The Horizon was designed by Simca, the French division of Chrysler Europe in the 1970s and introduced in summer 1978. It survived in various guises until 1990. In France it was initially sold under the Simca brand, whilst elsewhere in Europe it was initially badged as a Chrysler. As a result of the acquisition of Chrysler’s European car division by Peugeot in 1978, both the Chrysler and Simca brands were dropped and the car was then sold under the Talbot brand in all its European markets.

Talbot Horizon in profile

Born largely out of the need to replace the ageing Simca 1100 in France, the Horizon was essentially a shortened version of the larger Alpine model, giving the vehicle an unusually wide track for its length. Featuring “Poissy engine” of transversely mounted, Simca-designed 1.1, 1.3 and 1.5 litre OHV engines, 4-speed gearbox and torsion-bar suspension, the Horizon gained praise for its crisp styling, supple ride, and competent handling. The SX version which joined the range for the Paris Motor Show, in October 1978, attracted much interest on account of its innovative trip computer. The device took information from three sources, a clock, a “débitmètre” mounted on the fuel feed to the carburetor and a distance information from the feed for the odometer. Using these three pieces of information the “computer” was able to report current fuel consumption and average speeds as well as information on distances and times.

The Horizon was voted European Car of the Year in 1979. Initially only available in LS or GL trim, its launch saw the end of the rear-engined Simca 1000. The Simca 1100 remained in production in France till 1981 being sold for a time as a low cost alternative to the Horizon, but the two cars competed in virtually the same segment and the older car, its model range drastically reduced, saw its sales plummet. On the British market, the rear-wheel drive Avenger saloons and estates remained in production alongside it, giving British buyers a full choice of bodystyles in a market where hatchbacks still only accounted for a minority of sales.

North American variants — Dodge Omni and Plymouth Horizon

Main article: Dodge Omni

1984-’85 Dodge Omni GLH

Production life

Subsequent to the collapse of Chrysler Europe in 1978 and its sale to Peugeot, the Horizon was rebadged as a Talbot in 1979. The Horizon was initially built in the former Simca factory in France but from 1980 production expanded to the former Chrysler Europe Ryton plant, near Coventry inEngland.

In 1981, the revisited models were introduced with minor improvements. By then however, the Horizon was becoming increasingly uncompetitive next to rivals such as the Volkswagen Golf(which was actually four years older), Opel Kadett/Vauxhall Astra and the third generation Ford Escort. The unrefined ohv engines which had been carried over from the Simca 1100 were largely to blame, while body corrosion was a serious issue, at least until Series II, giving many cars a short service life.

Fewer paint colours were available and fewer models. Many of the late cars, which were built between 1985 and 1987, were painted in an un-sympathetic pale green or cream. Horizons had initially been available in more adventurous colours including orange, but many of these colours had gone out of fashion after the 1970s.

A Talbot Horizon turbo concept car was produced in 1984 with a full cream leather interior and sporty body kit, the car was designed at the Whitley design centre, Coventry. The Turbo Horizon is very different from those models once seen out on the street and is kept at Coventry Transport Museum, Coventry England.

Due to corrosion problems there are few left, Horizon is now a rare sight with possibly less than 200 surviving examples in the UK.

The main production lines of Talbot Horizon were Poissy factory in France and Ryton in England. It was also manufactured in Spain and in Finland by Saab–Valmet from 1979 onwards. The Finnish Talbot Horizons integrated many Saab components, especially in the interior and electrical system. The Saab-Valmet factory also made a series of 2,385 cars that ran on kerosene or turpentine.

The Horizon was produced in France and also Britain (where production had begun in the 1980s) until June 1986, and in Spain and Finland until 1987. Its successor was the Peugeot 309, a car developed in the UK and launched towards the end of 1985, originally destined to be sold as the Talbot Arizona. The end of Horizon production early in 1987 also marked the end of the Talbot badge on passenger cars. However, the North American version of the car continued to be produced until 1990.

The Peugeot 309 made use some of the Horizon range of Simca based engines for most of its production life, until replaced with the more modern Peugeot TU engine in 1992.

Horizon in the UK

UK sales of the Horizon (which went on sale there in early 1978 and was badged as a Chrysler until 1 August 1979, when it became a Talbot) were initially quite strong, but by 1983 it was starting to lose sales in a segment dominated by an increasing number of newer models including the Ford Escort Mark III, Vauxhall Astra and Austin Metro. Foreign models like theVolkswagen Golf, Datsun Sunny and Volvo 340 were also proving popular in the early 1980s.

The Ryton factory remained open until December 2006.

UK Specifications range

Capacity	1118–1905 cc
Power	59–90 hp
Max. speed	147 km/h (91 mph) – 175 km/h (109 mph)
Acceleration	0–60 mp/h: 17.9–11.4 seconds

Models

The UK Horizon was available in the following trim levels:

1100 GL
1100 GLE
1300 GL
1300 GL Auto
1300 LS
1300 LX
1300 GLX
1500 LE
1500 LS
1500 LS EXS
1500 GLS
1500 S
1500 SX Auto
1500 EX
1900 LD

Some limited editions were:

1500 “Pullman” top of range model. This had upmarket trim and a design of alloy wheel similar to the Lotus Sunbeam and a wider tyre. The Pullman also had radio upgrade with 4 speakers, and rear seatbelts. Most had beige over brown metallic, two-tone paintwork. Around 20% of the Pullman models were two tone silver and blue.
1300 “Summertime Special” This had red plastic trim in place of the usual black.
1500/1300 “Ultra” (1985) an upmarket high-spec car in silver metallic, had its name ‘ULTRA’ on the front wings in black lettering. Ultra had grey velour interior with red piping.
1500 “Silver Fox” which had two tone paintwork half silver, half blue metallic.

Talbot-Simca Solara