For several years, I’ve been travelling to Italy to the largest classic car show held in the country, the Auto e Moto d’Epoca, which takes place in Padova (Padua) in late October. I love it, as you always get to see all manner of Italian obscurati among the several thousand of display cars. Of course this is far from the only large Classic Car event to take place in the country, with annual shows on Torino and Milano both being well publicised, and hence on my radar for quite a while. The only reason for not having attended either was their timing, which has always conflicted with something else in my diary. But for 2018, thanks to the Los Angeles Show, which I am keen not to miss, being moved into early December, my diary was clear to fly out to Milan for the last weekend of November to sample the event which is called AutoClassica. It is held at the Fiera Milano (Rho) which is just off the main autostrada that runs from near to Malpensa Airport towards the City, so making it very easy to access, not least because earlier in the year I had discovered that there is an excellent Sheraton Hotel actually set in the airport terminal. Flights to Milan are cheap at this time of the year, as was the hotel and a rental car.The Milano AutoClassica is not as big as the Padova event, but it is still sizeable. Display stands are populate with exhibits either from manufacturer and importer collections or major Car Clubs and there are also a large number of vendors who attend, meaning that there were over 2000 cars on show, with an estimated total value of over 150 million euros. A large section was dedicated to spare parts, with 150 companies presenting their goods. The “Milano-Racing and Sports Cars” auction organised by the CAMBI Auction House was held on Saturday, for added interest. There was lots to see, and I spend the whole day at the show. Here is what I saw.
BEFORE THE SHOW
Only one car in the public car caught my eye as I parked up my rental Mercedes, this splendid Abarth 695 Edizione Maserati – as rare in Italy as it is in the UK. At the 2012 Geneva Show, Abarth showed the 695C Edizione Maserati, a limited production version of the Abarth 500C convertible with the 1.4 Turbo T-Jet 16v engine rated at 180 hp, a 5-speed electrically operated manual Abarth Competizione gearbox with steering wheel controls, Maserati “Neptune” 17″ alloy wheels with performance tyres, Brembo 305 mm brake discs with fixed four-piston caliper and special shock absorbers, Record Modena variable back-pressure “dual mode” exhaust, Pontevecchio Bordeaux body colour, Xenon headlights with dipped and driving light functions, sand beige Poltrona Frau leather seats with containment strips featuring single-layer padding and the pista grey contrasting electro-welding, black leather steering wheel, aluminium pedal unit and sill plate, carbon fibre kick plate, boosted hi-fi audio system. Production was limited to 499 units.
The first Abarth 750 GT appeared in early 1956, and was the first Abarth product to use standard Fiat bodywork, that of the little 600 saloon. Fiat delivered these cars incomplete, to make it easier and more cost effective for Abarth to carry out their performance modifications. Rather than the 633 cc original or Abarth’s own 710 cc model, the engine now displaced 747 cc thanks to a one millimetre wider bore and a stroke increased by four millimetres. Sharper cams, lighter flywheel, a bigger carburettor, and a myriad other traditional tuning tricks were employed; as a result power nearly doubled, up from 21.5 to 40 bhp. Claimed top speed was 80 mph. As well as the “standard” car, a special model was then built with a Zagato body, known as the Fiat Abarth 750 GT Zagato. It was launched at the 1955 Salon di Torino. The original model was also offered in a more luxurious variant for export (called “America”, as it was almost strictly meant for the United States) and a stripped down model with lower, uncovered headlamps and smaller taillights for the domestic Italian market. The “America” also has a different layout around the rear license plate. The all-aluminium bodywork has Zagato’s famous “double-bubble” design and Abarth’s tuned derivazione engine with 43 bhp. Aside from the floorpan, not much of the Fiat 600 remains in use for these cars. It had a top speed of around 90 mph and proved popular. Around 600 were sold. By the time of the appearance of the Abarth Zagato Record Monza 750 Bialbero, the bodywork had been unified into a separate model with a rather large hump on the engine lid, made necessary by the taller twin-cam motor. There were then three distinct models 750 “Double Bubble”, 750 Record Monza and 750 “Sestrieie”, this last having a single cam pushrod engine and the majority built with a steel body and a very small number of Alloy cars, just one of which is known to exist today. he 750 GT Bialbero model appeared at the 1958 Turin Show; along with various alterations to the bodywork, it had the new twin-cam engine with 57 bhp at 7000 rpm. The first series constituted 100 cars, enough to homologate the car for the Gran Turismo competition category. The “Record Monza” was the most successful racing Abarth in the USA under the Franklin D. Roosevelt Jr Racing team, (Abarth cars winning over 700 races worldwide), including both Sebring with the 750cc Bialbero engine and Daytona under 1000cc races in 1959 widely believed to have had the first 982cc Bialbero engine. The Sestriere had upright headlights and two very large air intakes on the engine lid much wider than a double bubble. The Sestriere was believed to be the last model produced for Abarth by Zagato, due to disagreements between Abarth and Zagato, so Abarth developed the 750 GTZ with a twin cam engine and the body evolved by Sibona and Basono into the Bialbero 700 and 1000 models. which were first seen in 1960. They are equally rare these days.
Most Abarths of the 1960s were based on regular Fiat models, and there were some of these on show as well. Smallest of these were those based on the Nuova 500, and there were a couple of them here. For the 595 SS, Abarth increased the engine capacity to 594 cc, just under the limit for the European 600cc racing sedan class. High compression 10:1 pistons were used together with a special camshaft, a specific alloy sump, Abarth valve covers and air filter, propped up engine lid and wheels were fitted and of course the exhaust system was a special in house model. This package together with lowered suspension, flared arches and 10 inch rims amounted to what was known as the Assetto Corsa SS model. These cars have become very rare as many were crashed in competition or simply rotted away due to bad rust protection in the 70s A number of recreations have been built, and these are likely such. So, not original, but still nice and still a lot of fun.
The larger 850TC actually predates the 595/695 cars. Officially known as the Fiat-Abarth 850TC Berlina (Turismo Competizione, or “touring competition”), it was introduced towards the end of 1960, using Fiat 600 bodywork with some modifications, most notably a boxlike structure ahead of the front bumper which held the engine’s oil cooler. The rear wings were usually blistered, to accommodate larger wheels. The engine is a four-cylinder model based on a Fiat unit, with 847 cc capacity and 51 hp. Overall length is 3,090 mm (122 in), overall width is 1,400 mm (55 in), height is 1,380 mm (54 in), wheelbase is 2,000 mm (80 in), and its front and rear track are 1,160 mm (46 in). The fuel tank holds 5.9 imperial gallons, and its empty weight was 793 kg (1,748 lb). The 850TC remained in the price lists until 1966. In 1962 the 850TC Nürburgring was introduced, with 55 PS at 6500 rpm. The name was intended to celebrate the class victory of an Abarth 850TC at the 1961 Nürburgring 500 km race. There followed the 850TC/SS with two more horsepower; this was renamed the 850TC Nürburgring Corsa towards the end of the year. Between 1962 and 1971 the 850cc and 1000cc class cars won hundreds of races all over the World and were commonly called “Giant Killers” due to their superior performance over much larger cars, culminating in a famous dispute with SCCA authorities in the USA when Alfred Cosentino (FAZA) was banned from running his 1970 Fiat Abarth Berlina Corsa 1000 TCR “Radiale” engine because his car was faster (mainly in wet conditions) to many V8 Mustangs, AMC AMX’s and Chev Camaro’s etc. The SCCA authorities dictated FAZA and Cosentino be forced to use an early design engine a non “Radiale” engine from 1962 model in his cars but still achieved 51 Victories from 53 races. The most victories in SCCA racing history, thereby cementing the superiority of the Fiat Abarth Berlina Corsa over larger and more powerful cars.
Abarth produced several tuned versions of the Fiat 850 Berlina, Coupé, and Spider, with ever-increasing displacements. These belonged to the OT series of Abarth cars—standing for Omologata Turismo or “touring homologated”, which also included two-seater sports racing cars. The Fiat-Abarth OT 850, as seen here, was Abarth’s first 850 derivative, introduced in July 1964. Its Tipo 201 engine was the regular saloon’s 847 cc inline-four brought from 34 bhp to 44 bhp. The top speed went up accordingly from 75 mph (120 kn/h) to 81 mph (130 km/h). The OT 850 could be distinguished from the standard Fiat model by its Abarth badging, an asymmetric front ornament with the Abarth shield on the right hand side and the “Fiat Abarth” script on a red field on the left, and wheels with cooling slots. From October of the same year it became available in two guises: OT 850 Oltre 130 (“Over 130”), almost unchanged from the initial model, and OT 850 Oltre 150, with a 52 bhp engine, front disc brakes and a 150 km/h (93 mph) top speed. In October 1964, Abarth added the Fiat-Abarth OT 1000. With engine displacement increased to 982 cc, it produced 60 bhp and 58 lb·ft of torque. The front brakes were changed to discs. Coupe and Spider models would follow from 1965, initially with the same 982cc engine, but it was not long before 1300, 1600 and then 2 litre engines were inserted in the car.
There’s an even more complex history associated with this car, which bore a number of badges during its production life. Among the badges are the Abarth Scorpione 1000, as well as the Lombardi Grand Prix,. This was a small, rear-engined sports car, based on Fiat 850 underpinnings, developed by the Carrozzeria Francis Lombardi with an in-house design by Giuseppe Rinaldi. It was first shown in March 1968, at the Geneva Motor Show. The design had a Kammback rear and a very low nose with flip-up headlights, and a large single windshield wiper. The headlights were electrically powered. The bodywork was all steel, except the rear panel. The design was originally shown as a prototype based on the front-wheel drive Autobianchi A112, and was adapted by Lombardi for the 850 sedan’s floorpan. At the 1969 Turin Show, a targa version was also shown; called the “Monza”, this open model has a rollover bar. At least two were built but it is unknown whether any were sold. The original Lombardi Grand Prix had the regular 843 cc Fiat 850 engine with 37 PS at 5000 rpm, coupled to a four-speed gearbox. Low drag resistance and weight (630 kg or 1,390 lb) meant that this was supposedly enough for a top speed of 99 mph. Later production models had the 850 Special engine, with 47 PS at 6400 rpm – in a period German test the maximum speed of the more powerful variant was 95.6 mph. Luggage space is limited, with very little space next to the spare wheel up front and with a tiny area behind the seats. In case the electric wind-up mechanism for the headlights should fail, there is also a mechanical lever underneath the bonnet. The single round tail lights are Fiat 850 Coupé units. The front suspension consists of a transverse leaf spring on the bottom and A-arms on top, while the rear received coil sprung semi-trailing arms. The Lombardi Grand Prix was built in two series: early models used the regular, metal engine cover from the Fiat 850 while the Series II has a louvred unit in black metal. The door windows are also different, being of a three-piece design (one on top, two lower pieces of which one could be slid open) while later cars have a more conventional layout with a vent window up front and a single piece which, however, could only be rolled halfway down. A Cypriot casino owner and millionaire had also shown interest in the Lombardi Grand Prix around the time of its introduction. Frixos Demetriou intended to market the car in the United Kingdom and began planning for an order of 1000 cars. After his death in a British Army tank accident in Cyprus, this project came to a sudden halt. Only ten cars were imported into the UK, with the remaining parts languishing in storage in Turin. A few unsold cars were re-exported to Cyprus in 1969 to avoid pending customs bills. The story gets more complex than that. The tiny OTAS company (Officina Trasformazioni Automobili Sportive, or “Sports car conversion shop”) was founded in 1969 and was a collaboration between Francis Lombardi and Franco Giannini – the son of Domenico Giannini of Giannini Automobili – allowing for a more powerful, Giannini-engined Grand Prix model to be marketed abroad. The resulting OTAS Grand Prix has a tuned, 982 cc twin-cam “Tigre” engine. In Italy, this model was sold as the “Giannini 1000 Grand Prix” (beginning in 1969). In a very convoluted operation, Francis Lombardi sold engineless cars to Giannini, while Giannini sold their engines to OTAS for sale outside of Italy. Responding to interest in the important North American market, OTAS also sold the Grand Prix in the United States and in Canada as the “OTAS Grand Prix 820cc”, to give the tiny car its full name. Going on sale in 1970 it was fitted with the same down-sleeved 817 cc version of the inline-four engine as used in federalised Fiat 850s – all to sneak under 50 cubic inches, thereby avoiding the need to carry emissions controls equipment. Sixty-five of these cars were brought to North America, or perhaps as many as a hundred. Fiat 850 chassis numbers were retained for the OTAS 820. Importer John Rich of Glendale, California, also offered tune-up kits directly and Siata International in New Jersey imported nine of the bigger Tigre-engined cars before the strictures of the EPA put a halt to such activities. This was the first car to have US sales curtailed by the EPA. The OTAS was sold until 1971, when the company shut its doors following homologation troubles. The car never sold particularly well, being expensive considering its performance and with a tendency to overheat. Along with other tuners (such as Giannini), Carlo Abarth also had a look at the Grand Prix. Abarth’s version, first seen at the 1968 Paris Motor Show, received a tuned version of the larger 903 cc engine from the recently introduced Fiat 850 Sport Coupé/Sport Spider. The resulting variant has a claimed 52 PS, providing performance more suitable to the sporting bodystyle and name. For better cooling than the original Lombardi and OTAS, Abarth mounted the cooler up front, in the air stream. In 1970 Abarth showed the considerably more powerful “Abarth 1300 Scorpione”, which was to be Abarth’s last independently developed car. Equipped with a version of the Fiat 124s 1.2 litre engine, bored out by 2.5 mm for a total of 1280 cc, this model has 75 PS and only moderately more weight, ranging from 680 to 750 kg (1,500 to 1,650 lb) depending on the source. In a 1970 road test by Auto, Motor und Sport, the Scorpione reached 109.1 mph, close to the claimed 112 mph. There is also mention of a 982 cc Abarth 1000 OT-engined version of the Scorpione. The Scorpione had a special Abarth-made bell housing, to allow matching the 124 engine to the four-speed 850 gearbox. After Abarth was taken over by Fiat in 1971, the Scorpione was quickly cancelled.
Awaiting restoration is this 2400 Allemano. In the late 1950s, Abarth mostly made small, high-performance cars either based on an existing Fiat model, or built using Fiat-sourced components. The company also quietly dabbled in stately grand tourers, like the 2400 Coupe, that were equal parts quick and luxurious. Like the firm’s smaller models, the 2400 Coupe started life as a Fiat. It traced its roots to the high-end 2300 Coupe. Abarth raised the straight-six engine’s displacement from 2279 to 2323 cubic centimeters to obtain 157 horsepower. The brand also installed three Weber carburettors, lighter pistons, and a brand-new exhaust system. Michelotti designed an elegant, well-proportioned coupe body that could nearly pass as a member of the Ferrari family, and Allemano handled production. Abarth’s records indicate a few dozen 2400 Coupes were built. They were hand-made, so no two cars were exactly alike. The aluminium-bodied example in Engelbert Möll’s collection was Carlo Abarth’s personal car. The grandiose coupe illustrates a rarely-seen facet of the Abarth brand, one it later gave up on to focus entirely on flat-out performance.
In 1971 the Fiat 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 was relatively successful with wins at the 1972 Hessen Rally, Acropolis Rally, 1973 Polish Rally, 19th on the 1973 RAC rally and seventh to mostly the Alpine Renaults on the 1973 Monte Carlo Rally. The Spider continued to perform with first, second and third in the 1974 eighth Portuguese TAP Rally, sixth in the 1974 1000 Lakes, fourth in the 1975 Monte Carlo Rally and also with Markku Alén driving the spider to third place. By 1976 the days of 124 rallying were numbered due to the appearance of the Fiat-Abarth 131. The Fiat Abarth 124 Rally is a street legal rally version of the 124 Sport Spider sold to the masses, known also as “124 Abarth Stradale”, introduced in November 1972. Its main purpose was to receive FIA homologation in the special grand touring cars (group 4) racing class, and replace the 1.6-litre Fiat Sport Spider rally cars which were presently being campaigned. At the time 124 had already won the 1972 European Rally Championship at the hands of Raffaele Pinto and Gino Macaluso. The 124 Rally was added to the Sport Spider range, which included the 1600 and 1800 models; the first 500 examples produced were earmarked for the domestic Italian market. Amongst the most notable modifications over the standard spider there were independent rear suspension, engine upgrades, lightweight body panels, and a rigid hard top. In place of the usual rear solid axle, there is independent suspension from lower wishbones, the original trailing arms, an upper strut and an anti-roll bar. At the front a radius rod on each side was added to the standard double wishbones. The Abarth-tuned type 132 AC 4.000 1.8-litre, twin-cam engine was brought from the standard 118 to 128 PS DIN (126 hp) by replacing the standard twin-choke carburettor with double vertical twin-choke Weber 44 IDFs, and by fitting an Abarth exhaust with a dual exit exhaust. The 9.8:1 compression ratio was left unchanged. The transmission is the all-synchronised five-speed optional on the other Sport Spider models, and brakes are discs on all four corners. Despite the 20 kg (44 lb) four-point roll bar fitted, kerb weight is 938 kg (2,068 lb), roughly 25 kg (55 lb) less than the regular 1.8-litre Sport Spider. Engine bonnet, boot lid and the fixed hard top are fibreglass, painted matt black, the rear window is perspex and the doors aluminium. Front and rear bumpers were deleted and replaced by simple rubber bumperettes. A single matte black wing mirror was fitted. Matte black wheel arch extensions house 185/70 VR 13 Pirelli CN 36 tyres on 5.5 J × 13″ four-spoke alloy wheels. Inside centre console, rear occasional seats, and glovebox lid were eliminated; while new features were anodised aluminium dashboard trim, a small three-spoke leather-covered Abarth steering wheel, and Recaro corduroy-and-leather bucket seats as an extra-cost option. The car carries Fiat badging front and rear, Abarth badges and “Fiat Abarth” scripts on the front wings, and Abarth wheel centre caps. Only three paint colours were available: Corsa red, white, and light blue.
Based on the two-door body of the 131 first series, the Fiat 131 Abarth Rally was equipped with a four-cylinder twin camshaft engine derived from the Fiat two-litre and developed by Abarth. The road version had a 1995 cm3 displacement and delivered a power of 140 HP beefed up to 235 on the racing version. It was the “golden age” of the so-called Group 4: technical rules allowed teams to convert everyday family sedans into authentic race cars. The brand won the constructors’ world championship for the first time after its debut in 1977 with the Fiat 131 Abarth Rally. The title was successfully defended the following year and won once again in 1980 thanks to the many victories of the duo Markku Alén – Walter Röhrl: the German won the drivers’ championship title in 1980. Had there been an official drivers ranking in 1977 and 1978, Alén would have been world champion already back then.
Bringing things somewhat uptodate was this 500 Assetto Corse. Unveiled at the 2008 Paris Auto Show, the 500 Abarth Assetto Corse was a limited production model of 49 cars, designed by the Fiat Group Automobiles Style Centre and produced by a team of Abarth Engineers and Designers. The engine is rated at 200 PS at 6500 rpm and 300 N⋅m (220 lb⋅ft) at 3000 rpm. It includes white 17-inch special ultralight racing wheels, low ride, sports racing mirrors and a place for a number on the sides, pastel grey body with red Abarth side stripes.
This is the Volpe, a small two-seat vehicle made by Alca (Anonima Lombarda Cabotaggio Aereo). The concept was certainly intriguing: the tiny car was 135 kilos, two and a half meters in length, only a little over a meter in width and height, and could reach a maximum speed of 75 km/h. It was launched in Rome on March 30, 1947, during a show presented by the famous comedian Erminio Macario, and anticipated the “microcars” (or “bubble cars”) that would have been successfully sold throughout Europe about a decade later. The Volpe responded to the needs of the Italian market, still in recovery from the war. It was innovative, yet simple, easy to drive, robust. And cheaper than Fiat’s Topolino, the beauty queen among the cars produced in that period by the Turin-based company. The Volpe (Fox) was met with much enthusiasm by the Italian Press. Pre-production models had engines installed but apparently these were for display purposes only. But then the lights dimmed with the charges for fraudulent bankruptcy that hit Alca in 1948: the company had not provided a number of customers with the cars they had paid for, illegally holding on to the equivalent of five and a half million euros. Thus no more than ten Alca Volpes were ever manufactured; even fewer have survived until this day, on exhibit inside museums or in private collections. The car was also pre-sold and marketed in Spain as the Hispano-Volpe.
As you might expect from an event in Italy, there were literally dozens of Alfa models here, scattered among all the halls and parked up outside. Some were on Club stands, and the rest were singletons. Collating them all for this report is a pretty good history lesson in the marque with lots of lovely models to delight the enthusiast.
Oldest of these was a nice example of the fabulous 6C Alfa Romeo here. In the mid-1920s, Alfa’s RL was considered too large and heavy, so a new development began. The 2-litre formula that had led to Alfa Romeo winning the Automobile World Championship in 1925, changed to 1.5-litre for the 1926 season. The 6C 1500 was introduced in 1925 at the Milan Motor Show and production started in 1927, with the P2 Grand Prix car as starting point. Engine capacity was now 1487 cc, against the P2’s 1987 cc, while supercharging was dropped. The first versions were bodied by James Young and Touring. In 1928, a 6C Sport was released, with a dual overhead camshafts engine. Its sport version won many races, including the 1928 Mille Miglia. Total production was 3000 (200 with DOHC engine). Ten copies of a supercharged (compressore) Super Sport variant were also made. The more powerful 6C 1750 was introduced in 1929 in Rome. The car had a top speed of 95 mph, a chassis designed to flex and undulate over wavy surfaces, as well as sensitive geared-up steering. It was produced in six series between 1929 and 1933. The base model had a single overhead cam; Super Sport and Gran Sport versions had double overhead cam engines. Again, a supercharger was available. Most of the cars were sold as rolling chassis and bodied by coachbuilders such as Zagato, and Touring. Additionally, there were 3 examples built with James Young bodywork. In 1929, the 6C 1750 won every major racing event it was entered, including the Grands Prix of Belgium, Spain, Tunis and Monza, as well as the Mille Miglia was won with Giuseppe Campari and Giulio Ramponi, the Brooklands Double Twelve and the Ulster TT was won also, in 1930 it won again the Mille Miglia and Spa 24 Hours. Total production was 2635.
Final evolution of the Alfa Romeo 6C was the 2500 which was announced in 1938. The 2500 had an enlarged engine compared to the predecessor models, with this Vittorio Jano designed double overhead cam engine available with either one or three Weber carburettors. The triple carburettor version was used in the top of line SS (Super Sport) version. The 2443 cc engine was mounted in a steel ladder frame chassis, which was offered with three wheelbase lengths: 3,250 mm (128.0 in) on the Turismo, 3,000 mm (118.1 in) on the Sport and 2,700 mm (106.3 in) on the Super Sport. Although it was clear that World War II was coming and car development would be stopped, Alfa did continue to produce a few hundred 6C 2500s were built from 1940 to 1945 before resuming production, Postwar. The first new Alfa in his period was the 1946 6C 2500 Freccia d’Oro (Golden Arrow), of which 680 were built through 1951, with bodies by Alfa. Various coachbuilders made their own versions of the 2500, with most of the bodies made by Touring of Milan, though this one has a Rigoli Robini Cabriolet style which is rather attractive. The car was sold to wealthy customers like King Farouk, Alì Khan, Rita Hayworth, Tyrone Power, and Prince Rainier. One was also featured in The Godfather in 1972. The 6C 2500 was one of the most expensive cars available at the time. The last 6C was produced in 1952, when it was replaced by the 1900.
Designed by Orazio Satta, the 1900 was Alfa Romeo’s first car built entirely on a production line. It was also Alfa’s first production car without a separate chassis and the first Alfa offered with left-hand drive. Launched at the 1950 Paris Motor Show, the 1900 was offered in two-door or four-door models, with a new 1,884 cc 90 bhp 4-cylinder twin cam engine. It was spacious and simple, yet quick and sporty. The slogan Alfa used when selling it was “The family car that wins races”, not-so-subtly alluding to the marque’s success in the Targa Florio, Stella Alpina, and other competitions. In 1951 the short wheelbase 1900C (C for Corto, the Italian for short) version was introduced. It had a wheelbase of 2,500 mm In the same year the 1900TI with a more powerful 100 bhp engine was introduced, it had bigger valves, a higher compression ratio and it was equipped with a double carburetor. Two years later the 1900 Super and 1900 TI Super (also 1900 Super Sprint) with 1975 cc engine were introduced. The TI Super had two double carburettors and 115 bhp. The transmission was a 4-speed manual on basic versions and 5-speed manual in Super Sprint version, the brakes were drums. The 1900 had independent front suspension (double wishbones, coil springs and hydraulic telescopic shock absorbers) and live rear axle. Production at the company’s Milan plant continued until 1959: a total of 21,304 were built, including 17,390 of the saloons.
Following the 1900 family, Alfa’s next new model range would be cheaper and aimed at capturing some of the market from middle class buyers. Known as Giulietta, the 750 and later 101 Series were a series of family-sized cars made from 1954 to 1965, and Alfa Romeo’s first, successful, foray into the 1.3-litre class. The first to be introduced was the Giulietta Sprint 2+2 coupé which was premiered at the 1954 Turin Motor Show. Designed by Franco Scaglione at Bertone, it was produced at the coachbuilder’s Grugliasco plant, near Turin. A year later, at the Turin Motor Show in April 1955, the Sprint was joined by the 4-door saloon Berlina. In mid 1955, the open two-seat Giulietta Spider, featuring convertible bodywork by Pininfarina arrived. The Giulietta used unibody construction and a front-engine, rear-wheel-drive layout. Front suspension was by control arms, with coaxial coil springs and hydraulic dampers. At the rear there was a solid axle on coil springs and hydraulic dampers. The axle was located by a longitudinal link on each side, and by a wishbone-shaped arm linking the top of the aluminium differential housing to the chassis. All Giuliettas (save for the last SZ examples) had hydraulic drum brakes on all four corners. The Giulietta used an Alfa Romeo Twin Cam straight-four of 1290 cc, with an aluminium alloy engine block and cast iron inserted sleeves. Bore and stroke measured 74.0 mm and 75.0 mm. The aluminium alloy cylinder head was of a crossflow design and featured hemispherical combustion chambers. The double overhead camshafts were driven by two timing chains, and acted on two valves per cylinder, angled 80°. In 1957 a more powerful Berlina version, called Giulietta T.I. (Turismo Internazionale) was presented with minor cosmetic changes to the bonnet, the dial lights and rear lamps. Carrozzeria Colli also made the Giulietta station wagon variant called Giulietta Promiscua. Ninety-one examples of this version were built. Carrozzeria Boneschi also made a few station wagon examples called Weekendina. A new version of the Giulietta Berlina debuted at the Frankfurt Motor Show in 1959. Mechanical changes were limited to shifting the fuel pump from the cylinder head to a lower position below the distributor, and moving the previously exposed fuel filler cap from the tail to the right rear wing, under a flap. The bodywork showed a revised front end, with more rounded wings, recessed head lights, and new grilles with chrome frames and two horizontal bars. The rear also showed changes, with new larger tail lights on vestigial fins, which replaced the earlier rounded rear wings. The interior was much more organised and upholstered in new cloth material; the redesigned dashboard included a strip speedometer flanked by two round bezels, that on the T.I. housed a tachometer and oil and water temperature gauges. The T.I. also received a front side repeater mounted in a small spear, unlike the Normale which kept the earlier small round lamp with no decorations. During 1959 the type designation for all models was changed from 750 and 753 to 101. In February 1961 the 100,001st Giulietta rolled out of the Portello factory, with a celebration sponsored by Italian actress Giulietta Masina. In Autumn 1961 the Giulietta was updated a second time. Both Normale and T.I. had revised engines and new exhaust systems; output rose to 61 bhp and 73 bhp. With this new engine the car could reach a speed of almost 100mph. At the front of the car square mesh side grilles were now pieced together with the centre shield, and at the rear there were larger tail lights. Inside the T.I. had individual instead of bench seats, with storage nets on the seatbacks. June 1962 saw the introduction of the Alfa Romeo Giulia, which would eventually replace the Giulietta. As until 1964 the Giulia only had a larger 1.6-litre engine, production of the standard Berlina ended with 1963, whilst the T.I. continued for a full year more. A last T.I. was completed in 1965. The Giulietta sport models had a different fate: Sprint, Sprint Speciale and Spider were fitted with the new 1.6-litre engine, received some updates and continued to be sold under the Giulia name until they were replaced by all-new Giulia-based models during 1965. These days., the Berlina is the model you see the least often. A few of the model are used in historic racing where the car takes on the might of those with far larger engines. A total of 177,690 Giuliettas were made, the great majority in Berlina saloon, Sprint coupé or Spider roadster body styles, all three of which were much in evidence here.
Alfa replaced the Giulietta with the Giulia in 1962, but as the Coupe and Spider were not ready, the Giulietta based models were kept in production, and renamed as Giulia. They gained a larger 1600cc engine, and this meant that the bonnet need to be raised a little to accommodate the new unit, so the easy recognition beyond Giulietta and Giulia Spiders is whether there is a flat bonnet or one with a slight hump and a vent in it.
There was also an example of the very lovely Giulietta SZ. The SZ (for Sprint Zagato, officially the Tipo 101.26, or “Type 101.26”) was an aluminium-bodied 2-seater berlinetta, built by Zagato for competition use on the chassis and mechanicals of the Sprint Speciale. A crashed Sprint Veloce was rebodied by Zagato in late 1956, and was immediately successful in competition. Zagato ended up building 18 rebodied Veloces, called the SVZ and the version gave rise to a full production version. The SVZ was about 120 kg (260 lb) lighter than the Coupé on which it was based, and had the highest tuned, 116 hp, version of the Giulietta engine. A production competition version of the Giulietta, with lightened bodywork designed by Franco Scaglione for Bertone was then premiered at the 1960 Geneve Salon. Handbuilt by Zagato, entirely in aluminium and with plexiglass windows, the lightened Sprint Zagato (SZ) was light, fast, and expensive. Two hundred seventeen were built, the original design with a rounded rear and with the last thirty (some say 46) receiving a longer kamm-style rear end as well as disc brakes up front. The original design is called the “Coda Tonda” (round tail), while the Kamm-design is referred to as the “Coda Tronca” (truncated tail). The Coda Tronca is sometimes also referred to as the “SZ2”. The first examples were built in December 1959, and production continued into 1962. Zagato also rebodied a few existing cars with this bodywork, leading to discrepancies in the production numbers. The SZ was very successful in racing, on a national level as well as internationally. The SZ helped Alfa Romeo secure a victory in the 1.3 litre class of the International Championship for GT Manufacturers in 1962 and 1963. Michel Nicol won the Tour de Corse in 1957. On the rare occasions that these cars come up for sale, the price is massive compared to other Giulietta family models.
The 2600, or 106 Series, were an evolution of the model first seen in 1958 as a replacement for the 1900, and called the 2000 and known internally as the 102 Series. This was the time when Alfa was still in transition from being a maker of exclusive coachbuilt and racing cars to one that offered volume production models. The 102 Series were never likely to be big sellers, in a world that was still recovering economically from the ravages of the Second World War, but the range was an important flagship, nonetheless. The 2000 models ran for 4 years, from 1958 to 1962, at which point they were updated, taking on the name of 106 Series, with minor styling changes being accompanied by a larger 2600cc engine under the bonnet. As with the 2000 models, the new 2600 cars were sold in Berlina (Saloon), Sprint (Coupe) and Spider (Convertible) versions, along with a dramatically styled SZ Coupe from Italian styling house Zagato and a rebodied Berlina from OSI, all of them with an inline twin overhead cam six cylinder engine of 2.6 litres, the last Alfas to offer this configuration. Just 6999 of the Sprint models were made and 2255 Spiders, very few of which were sold new in the UK where they were exceedingly expensive thanks to the dreaded Import Duty which made them much more costly than an E Type. Many of the parts were unique to these cars, so owning one now is far harder than the more plentiful 4 cylinder Alfas of the era. Whilst the rather square styling of the Berlina, which won it relatively few friends when new and not a lot more in recent times means that there are few of these versions to be seen, the Sprint and Spider models do appear from time to time, and market interest in the cars is now starting to accelerate, with values rise accordingly. Seen here were the regular Coupe, the Spider and the 2600 Zagato.
It was with the 105 Series of cars that Alfa really found the sort of sales volume that they would need to be able to survive throughout the 1960s. The first car in this range, known as the Giulia, because it was larger than the Giulietta, was the Berlina model launched in 1962. The Giulia was produced from 1962 to 1978 in a bewildering array of similar models, which even the marque enthusiast can find hard to untangle. The styling was quite straight forward, but great attention was paid to detail. The engine bay, cabin and boot were all square shaped. But the grille, the rooflines and details on the bonnet and boot made for an integrated design from bumper to bumper. Thanks to Alfa Romeo using a wind tunnel during its development, the Giulia was very aerodynamic with a drag coefficient of Cd=0.34, which was particularly low for a saloon of the era and not a bad figure even for cars of today. Couple that with the fact that Alfa Romeo was one of the first manufacturers to put a powerful engine in a light-weight car (it weighed about 1,000 kilograms) and thanks to an array of light alloy twin overhead camshaft four-cylinder engine, similar to that of the earlier Giulietta models range, the car had a lively performance which bettered that of many sports cars of the day. The Tipo 105.14 was the first model introduced in 1962. with a 1,570 cc Twin Cam engine with single down-draft carburettor generating 91 hp at 6500 rpm. The “TI” nomenclature referred to a class of Italian saloon car racing known as “Turismo Internazionale”, and had previously been applied to higher-performance versions of the 1900 and Giulietta saloons in the 1950s. However, for the Giulia saloon, the Ti was at first the only version available, and later, with the introduction of the TI Super and Super, the TI became the base version for the 1,600 cc engine class. The steering column gearchange (the only one in the Giulia range) was replaced with a floor change for 1964 (Tipo 105.08). Right hand drive cars, available from 1964, only ever had a floor change (Tipo 105.09). Brakes were by drums all around at first. Discs were introduced later, first at the front, and later all around. A brake servo was not fitted at first, but was introduced in later cars. The steering wheel featured the only horn ring ever in the Giulia range. The dashboard with a strip speedo is a notable feature, as is the steering wheel with a horn ring. The Giulia TI was phased out in 1968 and re-introduced as the austerity model 1600 S. Tipo 105.16 was a special racing model introduced in 1963. Quadrifoglio Verde stickers on the front wings were a distinguishing feature. Only 501 were made for homologation and today it is very rare and desirable. The 1,570 cc engine was fitted with two double-choke horizontal Weber 45DCOE carburettors for 110 hp at 6500 rpm. The body was lightened and a floor gearchange was fitted as standard, as were alloy wheels of very similar appearance to the standard steel ones of the TI. The TI’s instrument cluster with its strip speedometer was replaced with a three-instrument binnacle comprising speedometer, tachometer and a multi-gauge instrument (fuel, water temperature, oil temperature and pressure) – these instruments were similar to those fitted to the contemporary Giulia Sprint and Sprint Speciale coupes and Spider convertibles. The steering wheel was a three-spoke item with centre hornpush, also similar to that of the more sporting models. Braking was by discs all around, although the first cars used drums and early disc models lacked a servo which was introduced later. The police cars seen in The Italian Job were of this type. Tipo 105.06 was an austerity model made from 1964 to 1970 with a 1,290 cc single-carburettor engine for 77 hp at 6000 rpm. Four-speed gearbox with floor change fitted as standard (the 1300 was the only Giulia model not fitted with a five-speed gearbox). Though the engine was given a 105 series type number, it was basically the engine from the 101 series Giulietta Ti. This model appears not to have been exported to many markets outside Italy, if at all. Braking was by discs all around, without a servo at first, later with a servo. Tipo 105.26 was introduced in 1965. It transferred the technology from the racing TI Super to a road car, to make the most successful Giulia saloon. 1,570 cc engine with two double-choke Weber 40DCOE carburettors for a milder, but torquier tune than the TI Super – 97 hp at 5500 rpm. There was a new dashboard with two large round instruments (speedo and tacho) and clock, a sportier steering wheel with three aluminium spokes and centre horn push, similar to that of the Ti Super, later changed for one with the horn pushes in the spokes. All-around disc brakes with servo were fitted as standard from the outset. The serpent crest of the Sforza family appears in a badge on the C-pillar and is a distinguishing feature of the Super. For 1968, there was a suspension update, including revised geometry and a rear anti-roll bar. The wheels were changed in size from 5J x 15 to 5J x 14, and tyres from 155/15 to 165/14. For 1970, updates included dual-circuit brakes, centre-mounted handbrake lever to replace under-dash “umbrella handle”, larger external doorhandles, and top-hinged pedals (the latter in left hand drive models only; right hand drive continued with bottom-hinged pedals to the end of production). In 1972, Tipo 105.26 was rationalised into the Giulia 1.3 – Giulia 1.6 range. Tipo 105.39 built from 1965 to 1972. Right hand drive model replaced in 1970 by the 1300 Super. 1,290 cc engine with single down-draft carburettor for 81 hp at 6000 rpm. Unlike the re-deployed 101-series Giulietta engine of the austerity-model 1300, the 1300 ti motor was a 105 series engine, basically that of the sportier GT1300 Junior coupe with different camshaft timing (but the same camshafts) and induction system. Five-speed gearbox. Three-spoke bakelite steering wheel with plastic horn push covering the centre and spokes. Dashboard initially with strip speedo like that of the TI. For 1968, updates included a dashboard based on that of the Super, but with a simpler instrument binnacle, still featuring two large round instruments (speedo and tacho) and a separate fuel gauge, and the same suspension, wheel and tire updates applied to the Giulia Super in the same year. For 1970, updates included dual-circuit brakes, centre handbrake, larger external doorhandles and top-hinged pedals (on left hand drive cars only), again as applied to the Super for that year. Tipo 105.85 was basically a Giulia TI re-introduced in 1968 as a lower-level model to come between the 1300 and 1300 ti on one hand, and the Super on the other. It had a re-interpretation of the 1,570 cc single-carburettor engine for 94 hp at 5500 rpm and similar trim to the 1300 ti. Replaced in 1970 by the 1300 Super which offered similar performance in a lower tax bracket. The last cars from 1970 featured the top-hinged pedals, centre handbrake and dual-circuit brakes as for the Super and 1300 ti. Tipo 115.09 was introduced in 1970. It was basically a 1300 ti fitted with the engine from the GT 1300 Junior coupe that featured two double-choke horizontal carburettors; the engine actually had the GT 1300 Junior type number. This model was rationalised into the Giulia Super 1.3 – Giulia Super 1.6 range in 1972. In 1972 a rationalisation of the Giulia range saw the Super 1300 (Tipo 115.09) and the Super (Tipo 105.26) re-released as the Super 1.3 and Super 1.6. The two models featured the same equipment, interior and exterior trim, differing only in engine size (1,290 cc and 1,570 cc) and final drive ratio. The 1300 ti was dropped. A small Alfa Romeo badge on the C-pillar is a distinguishing feature, as are hubcaps with exposed wheel nuts. In December 1972 Alfa-Romeo South Africa released the 1600 Rallye. This locally developed more powerful 1600 cc version of the 1300 Super, using the 1300’s single-headlight body shell. The car was largely ready for competition and was only planned to be built in limited numbers, and was fitted with racing-style rear-view mirrors, rally lamps, fully adjustable seats, and a limited-slip differential. Claimed power was 125 hp. The Giulia Super range was re-released in 1974 as the Nuova Super range, including the Giulia Nuova Super 1300 and 1600 This and featured a new black plastic front grille and a flat boot lid without the characteristic centre spine. Otherwise the cars differed little from their Giulia Super predecessors and bore the same Tipo numbers with an S suffix. A Nuova Super fitted with a Perkins 1,760 cc diesel with 54 hp at 4000 rpm, the firm’s first attempt at diesel power. The same Perkins diesel was used also in Alfa Romeo F12 van. The diesel version was slow, 138 km/h (86 mph), and the engine somehow unsuitable for a sport sedan so it was not big seller, only around 6500 examples were made in 1976 and the car was not sold in the UK. Production of the Giulia ceased in 1977.
By 1963, Alfa were ready to add a Coupe version to their new 105 Series Giulia range. It evolved over a 14 year production life, with plenty of different models, though the basic design changed little. The first car was called the Alfa Romeo Giulia Sprint GT, and was revealed at a press event held at the then newly opened Arese plant on 9 September 1963, and displayed later the same month at the Frankfurt Motor Show. In its original form the Bertone body is known as scalino (step) or “step front”, because of the leading edge of the engine compartment lid which sat 1/4 an inch above the nose of the car. The Giulia Sprint GT can be distinguished from the later models by a number of features including: Exterior badging: Alfa Romeo logo on the front grille, a chrome script reading “Giulia Sprint GT” on the boot lid, and rectangular “Disegno di Bertone” badges aft of the front wheel arches; flat, chrome grille in plain, wide rectangular mesh without additional chrome bars; single-piece chrome bumpers; no overriders. Inside the cabin the padded vinyl dashboard was characterised by a concave horizontal fascia, finished in grey anti-glare crackle-effect paint. Four round instruments were inset in the fascia in front of the driver. The steering wheel was non-dished, with three aluminium spokes, a thin bakelite rim and a centre horn button. Vinyl-covered seats with cloth centres and a fully carpeted floor were standard, while leather upholstery was an extra-cost option. After initially marketing it as a four-seater, Alfa Romeo soon changed its definition of the car to a more realistic 2+2. The Giulia Sprint GT was fitted with the 1,570 cc version of Alfa Romeo’s all-aluminium twin cam inline four (78 mm bore × 82 mm stroke), which had first debuted on the 1962 Giulia Berlina. Breathing through two twin-choke Weber 40 DCOE 4 carburettors, on the Sprint GT this engine produced 105 hp at 6,000 rpm. Like all subsequent models, the Sprint GT was equipped with an all-synchromesh 5-speed manual transmission. The braking system comprised four Dunlop disc brakes and a vacuum servo. The rear brakes featured an unusual arrangement with the slave cylinders mounted on the axle tubes, operating the calipers by a system of levers and cranks. According to Alfa Romeo the car could reach a top speed of “over 180 km/h (112 mph)”. In total 21,902 Giulia Sprint GT were produced from 1963 to 1965, when the model was superseded by the Giulia Sprint GT Veloce. Of these 2,274 were right hand drive: 1,354 cars fully finished in Arese, and 920 shipped in complete knock-down kit form for foreign assembly. For 1966, the Giulia Sprint GT was replaced by the Alfa Romeo Giulia Sprint GT Veloce, which was very similar but featuring a number of improvements: a revised engine—slightly more powerful and with more torque—better interior fittings and changes to the exterior trim. Alongside the brand new 1750 Spider Veloce which shared its updated engine the Sprint GT Veloce was introduced at the 36th Geneva Motor Show in March 1966, and then tested by the international specialist press in Gardone on the Garda Lake. Production had began in 1965 and ended in 1968. The Giulia Sprint GT Veloce can be most easily distinguished from other models by the following features: badging as per Giulia Sprint GT, with the addition of round enamel badges on the C-pillar—a green Quadrifoglio (four-leaf clover) on an ivory background—and a chrome “Veloce” script on the tail panel; black mesh grille with three horizontal chrome bars; the grille heart has 7 bars instead of 6; stainless steel bumpers, as opposed to the chromed mild steel bumpers on the Giulia Sprint GT. The bumpers are the same shape, but are made in two pieces (front) and three pieces (rear) with small covers hiding the joining rivets. Inside the main changes from the Giulia Sprint GT were imitation wood dashboard fascia instead of the previous anti-glare grey finish, front seats revised to a mild “bucket” design, and a dished three aluminium spoke steering wheel, with a black rim and horn buttons through the spokes. The Veloce’s type 00536 engine, identical to the Spider 1600 Duetto’s, featured modifications compared to the Giulia Sprint GT’s type 00502—such as larger diameter exhaust valves. As a result it produced 108 hp at 6,000 rpm, an increase of 3 hp over the previous model, and significantly more torque. The top speed now exceeded 185 km/h (115 mph). Early Giulia Sprint GT Veloces featured the same Dunlop disc brake system as the Giulia Sprint GT, while later cars substituted ATE disc brakes as pioneered on the GT 1300 Junior in 1966. The ATE brakes featured an handbrake system entirely separate from the pedal brakes, using drum brakes incorporated in the rear disc castings. Though the Sprint GT Veloce’s replacement—the 1750 GT Veloce—was introduced in 1967, production continued throughout the year and thirty final cars were completed in 1968. By then total Giulia Sprint GT Veloce production amounted to 14,240 examples. 1,407 of these were right hand drive cars, and 332 right hand drive complete knock-down kits. The Alfa Romeo 1750 GT Veloce (also known as 1750 GTV) appeared in 1967 along with the 1750 Berlina sedan and 1750 Spider. The same type of engine was used to power all three versions; this rationalisation was a first for Alfa Romeo. The 1750 GTV replaced the Giulia Sprint GT Veloce and introduced many updates and modifications. Most significantly, the engine capacity was increased to 1779 cc displacement. Peak power from the engine was increased to 120 hp at 5500 rpm. The stroke was lengthened from 82 to 88.5 mm over the 1600 engine, and a reduced rev limit from 7000 rpm to 6000 rpm. Maximum torque was increased to 186 N·m (137 lb·ft) at 3000 rpm. A higher ratio final drive was fitted (10/41 instead of 9/41) but the same gearbox ratios were retained. The result was that, on paper, the car had only slightly improved performance compared to the Giulia Sprint GT Veloce, but on the road it was much more flexible to drive and it was easier to maintain higher average speeds for fast touring. For the United States market, the 1779 cc engine was fitted with a fuel injection system made by Alfa Romeo subsidiary SPICA, to meet emission control laws that were coming into effect at the time. Fuel injection was also featured on Canadian market cars after 1971. Carburettors were retained for other markets. The chassis was also significantly modified. Tyre size went to 165/14 from 155/15 and wheel size to 5 1/2J x 14 instead of 5J x 15, giving a wider section and slightly smaller rolling diameter. The suspension geometry was also revised, and an anti-roll bar was fitted to the rear suspension. ATE disc brakes were fitted from the outset, but with bigger front discs and calipers than the ones fitted to GT 1300 Juniors and late Giulia Sprint GT Veloces. The changes resulted in significant improvements to the handling and braking, which once again made it easier for the driver to maintain high average speeds for fast touring. The 1750 GTV also departed significantly from the earlier cars externally. New nose styling eliminated the “stepped” bonnet of the Giulia Sprint GT, GTC, GTA and early GT 1300 Juniors and incorporated four headlamps. For the 1971 model year, United States market 1750 GTV’s also featured larger rear light clusters (there were no 1970 model year Alfas on the US market). Besides the chrome “1750” badge on the bootlid, there was also a round Alfa Romeo badge. Similar Quadrofoglio badges to those on the Giulia Sprint GT Veloce were fitted on C pillars, but the Quadrofoglio was coloured gold instead of green. The car also adopted the higher rear wheelarches first seen on the GT 1300 Junior. The interior was also much modified over that of earlier cars. There was a new dashboard with large speedometer and tachometer instruments in twin binnacles closer to the driver’s line of sight. The instruments were mounted at a more conventional angle, avoiding the reflections caused by the upward angled flat dash of earlier cars. Conversely, auxiliary instruments were moved to angled bezels in the centre console, further from the driver’s line of sight than before. The new seats introduced adjustable headrests which merged with the top of the seat when fully down. The window winder levers, the door release levers and the quarterlight vent knobs were also restyled. The remote release for the boot lid, located on the inside of the door opening on the B-post just under the door lock striker, was moved from the right hand side of the car to the left hand side. The location of this item was always independent of whether the car was left hand drive or right hand drive. Early (Series 1) 1750 GTV’s featured the same bumpers as the Giulia Sprint GT Veloce, with the front bumper modified to mount the indicator / sidelight units on the top of its corners, or under the bumper on US market cars. The Series 2 1750 GTV of 1970 introduced other mechanical changes, including a dual circuit braking system (split front and rear, with separate servos). The brake and clutch pedals on left hand drive cars were also of an improved pendant design, instead of the earlier floor-hinged type. On right hand drive cars the floor-hinged pedals were retained, as there was no space for the pedal box behind the carburettors. Externally, the series 2 1750 GTV is identified by new, slimmer bumpers with front and rear overriders. The combined front indicator and sidelight units were now mounted to the front panel instead of the front bumper, except again on the 1971-72 US/Canadian market cars. The interior was slightly modified, with the seats retaining the same basic outline but following a simpler design. 44,269 1750 GTVs were made before their replacement came along. That car was the 2000GTV. Introduced in 1971, together with the 2000 Berlina sedan and 2000 Spider, the 2 litre cars were replacements for the 1750 range. The engine displacement was increased to 1962 cc. Oil and radiator capacities remained unchanged. The North American market cars had fuel injection, but everyone else retained carburettors. Officially, both versions generated the same power, 130 hp at 5500 rpm. The interior trim was changed, with the most notable differences being the introduction of a separate instrument cluster, instead of the gauges installed in the dash panel in earlier cars. Externally the 2000 GTV is most easily distinguished by its grille with horizontal chrome bars, featuring protruding blocks forming the familiar Alfa heart in outline, smaller hubcaps with exposed wheel nuts, optional aluminium alloy wheels of the same size as the standard 5. 1/2J × 14 steel items, styled to the “turbina” design first seen on the alloy wheels of the Alfa Romeo Montreal, and the larger rear light clusters first fitted to United States market 1750 GTV’s were standard for all markets. From 1974 on, the 105 Series coupé models were rationalised and these external features became common to post-1974 GT 1300 Junior and GT 1600 Junior models, with only few distinguishing features marking the difference between models. 37,459 2000 GTVs were made before production ended and these days they are very sought after with prices having sky-rocketed in recent years. There were several of these cars here, ranging from the “Step front” Giulia GT to the 1750 and 2000 GTV and GT Junior on show.
Alfa replaced the Giulia-based Spider model with an all-new design which finally made its debut in 1966 together with the Giulia Sprint GT Veloce at an event organised in Gardone Riviera. With its boat tailed styling, it quickly found favour, even before taking a starring role in the film “The Graduate”. The original 1600cc engine was replaced by a more powerful 1750cc unit at the same time as the change was made to the rest of the range, and the car continued like this until 1970, when the first significant change to the exterior styling was introduced on the 1750 Spider Veloce, with the original’s distinctive elongated round tail changed to a more conventional cut-off tail, called the “Kamm tail”, as well as improving the luggage space. Numerous other small changes took place both inside and out, such as a slightly different grille, new doorhandles, a more raked windscreen, top-hinged pedals and improved interior trim. 1971 saw the Spider Veloce get a new, larger powerplant—a 1962 cc, 132 hp unit—and consequently the name was changed from 1750 Spider Veloce to 2000 Spider Veloce. The 1600 Spider restarted production a year later as the Spider 1600 Junior, and was visually identical to the 1300. 1974 saw the introduction of the rare, factory request, Spider-Targa. Based upon the Spider, it featured a Porsche style solid rear window and lift out roof panels, all made out of black GRP type material. Less than 2,000 models of such type were ever made and was the only part solid roof Spider until the introduction of the factory crafted hard top. The 1300 and 2000 cars were modified in 1974 and 1975 respectively to include two small seats behind the front seats, becoming a “two plus two” four seater. The 1300 model was discontinued in 1977. Also, between 1974 and 1976, the early-style stainless-steel bumpers were discontinued and replaced with black, rubber-clad units to meet increasingly stringent North American crash requirements. 4,557 examples of the 1300 Junior were made and 4,848 of the 1600 Junior as well as 16,320 2000 Spider Veloces and 22,059 of 2000 Spider Veloce US version. There were also 4,027 1750 Spider Veloces produced. Several examples of the Series 1 and Series 2 cars were to be seen here
Looking very different from the rest of the range was a rather special Coupe, designed by Zagato. First seen in public at the Turin Motor Show of 1969, the GT 1300 Junior Zagato was a limited production two seater coupe with aerodynamic bodywork penned by Ercole Spada while he was at renowned Milanese styling house Zagato Based on the floorpan, driveline and suspension of the 1300 Spider, the Junior Zagato had a floorpan shortened behind the rear wheels to fit the bodyshell. the model evoked the earlier, race-oriented Giulietta Sprint Zagatos which featured aluminium bodywork and had a very active competition history. However, the Junior Zagato featured a steel bodyshell with an aluminium bonnet and, on early cars, aluminium doorskins. The Junior Zagato was not specifically intended for racing and did not see much use in competition. In total 1,108 units were constructed, with the last being built in 1972 although the records suggest that a further 2 cars were built in 1974. In 1972 the 1600 Zagato came out of which 402 units were produced. In this case the floorpan was unaltered from the 1600 Spider, so that the normal fueltank could be left in place. As a consequence, the 1600 Zagato is approximately 100 mm (3.9 in) longer than the 1300 model. This can be seen at the back were the sloping roofline runs further back and the backpanel is different and lower. The lower part of the rear bumper features a bulge to make room for the spare wheel. The 1600 Zagato has numerous other differences when compared to the 1300 Junior Zagato.so if you ever see two side by side, and were a real expert, you could probably tell them apart easily. The last 1600 Zagato was produced in 1973 and the cars were sold until 1975. This is definitely a “marmite” car, with some people loving the rather bold styling and others finding to just odd for their tastes. I am in the former category.
The 1750 and 2000 Berlina models are largely ignored these days in favour of the GTV models, and whereas you would also say the Coupe cars are genuinely pretty whereas the Berlina is, in its own rather boxy way, more of an elegant car, it still seems a shame to me that this car is so little known outside Alfa enthusiast circles. With the commercially unsuccessful 2600 Berlina out of production, Alfa’s only Saloon car of the mid 1960s was the Giulia, and it was clear that they needed something larger to compete against the Ford Corsair, BMW 2000 and Lancia Flavia, the result being the 1750 Berlina which as introduced in Italy in January 1968, along with the 1750 engined versions of the established GT Veloce Coupé and Spider Veloce. Based on the Giulia saloon, which continued in production, and indeed would outlast its larger sibling, the 1750 had a longer wheelbase and revised external panels, but it shared many of the same internal panels and the windscreen. The revisions were carried out by Bertone, and while it resembled the Giulia some of that vehicle’s distinctive creases were smoothed out, and there were significant changes to the trim details. The car’s taillights were later used on the De Tomaso Longchamp. The new car had a 1,779 cc twin-carb engine which produced 116 hp with the help of twin carburettors on European cars and SPICA fuel injection in the US. There was a hydraulic clutch. In 1971, the 1750 Berlina was fitted with an experimental three-speed ZF automatic gearbox. The model designation was 1750A Berlina. The automatic gearbox wasn’t well-suited to the four-cylinder motor due to baulky shifting and ill-chosen gear ratio. Because of this, its fuel consumption was frighteningly high and acceleration was a bit too slow. According to official Alfa Romeo archives, just 252 of these were produced with very few surviving to this day. During 1971 the 1750 series was superceded across the Alfa Romeo range by the 2000 series; creating, in this case, the 2000 Berlina. Key difference was a larger engine, bored and stroked out to 1,962 cc. With two carburettors, this 2 litre Alfa Romeo Twin Cam engine produced 130 hp, giving a top speed of 200 km/h (124 mph) and 0-100 km/h (62 mph) acceleration took 9 seconds. The gearbox was a 5-speed manual though the 3-speed automatic was also offered. A different grille distinguishes the 2000 from 1750, and the lights were also changed. The 1750 had 7 inch diameter outboard headlights, whereas on the 2000 all four units were of 5 3/4 inch diameter. The tail light clusters were also of a simpler design on the 1750. In USA this engine was equipped with mechanical fuel injection.. A direct replacement for the car in the 1.8-litre saloon class came that same year, in the form of the all-new Alfa Romeo Alfetta, though the two models ran in parallel for the next five years and it was only in 1977 with the launch of the Alfetta 2000, that the 2000 Berlina was finally discontinued. version, replaced the 2000 Berlina. Total sales of the 1750/2000 amounted to 191,000 units over a 10 year production life, 89,840 of these being 2000 Berlinas, of which just 2.200 units were fitted with the automatic gearbox. You don’t see these cars that often.
During the 1950s, Alfa underwent a fairly fundamental transformation from producing cars designed for racing or very high-end sports touring road machines, in small quantities, to being a manufacturer of more affordable cars, albeit with a sporting bias to their dynamics. But the desire to produce something exclusive and expensive was not completely lost, and indeed it was re-manifest in the next Alfa to be seen here, the very lovely Montreal. First seen as a concept car in 1967 at Expo 67, as depicted above in this report, the car was initially displayed without any model name, but the public took to calling it the Montreal. It was a 2+2 coupe using the 1.6-litre engine of the Alfa Romeo Giulia TI and the short wheelbase chassis of the Alfa Romeo Giulia Sprint GT, with a body designed by Marcello Gandini at Bertone. One of the two concept cars built for Expo 67 is displayed in the Alfa Romeo Historical Museum in Arese, Italy, while the other is in museum storage. Reaction to the concept was sufficiently encouraging that Alfa decided to put the car into production. The result, the Tipo 105.64, was shown at the 1970 Geneva Motor Show and was quite different from the original, using a 2593 cc 90° dry-sump lubricated V8 engine with SPICA (Società Pompe Iniezione Cassani & Affini) fuel injection that produced around 200 PS (197 hp), coupled to a five-speed ZF manual gearbox and a limited-slip differential. This engine was derived from the 2-litre V8 used in the 33 Stradale and in the Tipo 33 sports prototype racer; its redline was set at 7,000 rpm, unheard of for a V8 at that time. The chassis and running gear of the production Montreal were taken from the Giulia GTV coupé and comprised double wishbone suspension with coil springs and dampers at the front and a live axle with limited slip differential at the rear.Since the concept car was already unofficially known as The Montreal, Alfa Romeo kept the model name in production. Stylistically, the most eye catching feature was the car’s front end with four headlamps partly covered by unusual “grilles”, that retract when the lights are switched on. Another stylistic element is the NACA duct on the bonnet. The duct is actually blocked off since its purpose is not to draw air into the engine, but to optically hide the power bulge. The slats behind the doors contain the cabin vents, but apart from that only serve cosmetic purposes. Paolo Martin is credited for the prototype instrument cluster. The Montreal was more expensive to buy than the Jaguar E-Type or the Porsche 911. When launched in the UK it was priced at £5,077, rising to £5,549 in August 1972 and to £6,999 by mid-1976. Production was split between the Alfa Romeo plant in Arese and Carrozzeria Bertone’s plants in Caselle and Grugliasco outside Turin. Alfa Romeo produced the chassis and engine and mechanicals and sent the chassis to Caselle where Bertone fitted the body. After body fitment, the car was sent to Grugliasco to be degreased, partly zinc coated, manually spray painted and have the interior fitted. Finally, the car was returned to Arese to have the engine and mechanicals installed. It is worth noting that because of this production method, there is not necessarily any correspondence between chassis number, engine number and production date. The Montreal remained generally unchanged until it was discontinued in 1977. By then, production had long ceased already as Alfa were struggling to sell their remaining stock. The total number built was around 3900. None of them were sold in Montreal, Quebec since Alfa did not develop a North American version to meet the emission control requirements in the United States & Canada. The car was both complex and unreliable which meant that many cars deteriorated to a point where they were uneconomic to restore. That position has changed in the last couple of years, thankfully, with the market deciding that the car deserves better, and prices have risen to you whereas a good one would have been yours for £20,000 only a couple of years ago, you would now likely have to pay more than double that.
Taking its name from the successful Formula One car of 1951, the Type 159, was the Alfetta, and there were several of these to be seen here. The 116 Series Alfetta was launched in 1972, equipped with a 1.8-litre four-cylinder. It was a three-box, four-door saloon (Berlina in Italian) with seating for five designed in-house by Centro Stile Alfa Romeo; the front end was characterised by twin equally sized headlamps connected to a central narrow Alfa Romeo shield by three chrome bars, while the tail lights were formed by three square elements. At the 1975 Brussels Motor Show Alfa Romeo introduced the 1,594 cc 08 PS Alfetta 1.6 base model, easily recognizable by its single, larger round front headlights. Meanwhile, the 1.8-litre Alfetta was rebadged Alfetta 1.8 and a few months later mildly restyled, further set apart from the 1.6 by a new grille with a wider central shield and horizontal chrome bars. Engines in both models were Alfa Romeo Twin Cams, with two overhead camshafts, 8-valves and two double-barrel carburettors. Two years later the 1.6 was upgraded to the exterior and interior features of the 1.8. In 1977 a 2.0-litre model was added. Launched at the March Geneva Motor Show, the Alfetta 2000 replaced the long running 115 Series Alfa Romeo 2000. This range-topping Alfetta was 10.5 cm (4.1 in) longer than the others, owing to a redesigned front end with square headlights and larger bumpers with polyurethane inserts; the rectangular tail light clusters and C-pillar vents were also different. Inside there were a new dashboard, steering wheel and upholstery materials. Just a year later, in July 1978, the two-litre model was updated becoming the Alfetta 2000 L. Engine output rose from 122 PS to 130 PS; inside, the upholstery was changed again and dashboard trim went from brushed aluminium to simulated wood. The 2000 received fuel injection in 1979. A turbodiesel version was introduced in late 1979, the Alfetta Turbo D, whose engine was supplied by VM Motori. Apart from a boot lid badge, the Turbo D was equipped and finished like the top-of-the-line 2000 L both outside and inside. Therefore, it received a tachometer—very unusual in diesels of this era, but no standard power steering, in spite of the additional 100 kg (220 lb) burden over the front axle. The turbodiesel, a first on an Alfa Romeo’s passenger car, was of 2.0 litres and produced 82 PS. The Alfetta Turbo D was sold mostly in Italy and in France, as well as a few other continental European markets where the tax structure suited this model. It was never offered in the UK. In 1981 Alfa Romeo developed in collaboration with the University of Genoa a semi-experimental Alfetta version, fitted with a modular variable displacement engine and an electronic engine control unit. Called Alfetta CEM (Controllo Elettronico del Motore, or Electronic Engine Management), it was shown at the Frankfurt Motor Show. The 130 PS 2.0-litre modular engine featured fuel injection and ignition systems governed by an engine control unit, which could shut off two of four cylinders as needed in order to reduce fuel consumption. An initial batch of ten examples were assigned to taxi drivers in Milan, to verify operation and performance in real-world situations. According to Alfa Romeo during these tests cylinder deactivation was found to reduce fuel consumption by 12% in comparison to a CEM fuel-injected engine without variable displacement, and almost by 25% in comparison to the regular production carburetted 2.0-litre. After the first trial, in 1983 a small series of 1000 examples was put on sale, offered to selected clients; 991 examples were produced. Despite this second experimental phase, the project had no further developments. In November 1981 the updated “Alfetta ’82” range was launched, comprising 1.6, 1.8, 2.0 and 2.0 Turbo Diesel models. All variants adopted the bodyshell and interior of the 2.0-litre models; standard equipment became richer. All Alfettas had black plastic rubbing strips, side sill mouldings, tail light surround and hubcaps; the 2000 sported a satin silver grille and a simulated mahogany steering wheel rim. July 1982 saw the introduction of the range topping Alfetta Quadrifoglio Oro (meaning Gold Cloverleaf, a trim designation already used on the Alfasud), which took the place of the discontinued 2000 L. The Quadrifoglio Oro was powered by a 128 PS version of the usual 1962 cc engine, equipped with the SPICA mechanical fuel injection used on US-spec Alfettas; standard equipment included several digital and power-assisted accessories like a trip computer, check control panel and electrically adjustable seats. Visually the Quadrifoglio Oro was distinguished by twin round headlights, concave alloy wheels, and was only available in metallic grey or brown with brown interior plastics and specific beige velour upholstery. In March 1983 the Alfetta received its last facelift; the exterior was modernised with newly designed bumpers (integrating a front spoiler and extending to the wheel openings), a new grille, lower body plastic cladding, silver hubcaps and, at the rear, a full width grey plastic fascia supporting rectangular tail lights with ribbed lenses and the number plate. The C-pillar ventilation outlets were moved to each side of the rear screen. Inside there were a redesigned dashboard and instrumentation, new door panels and the check control panel from the Quadrifoglio Oro on all models. Top of the range models adopted an overhead console, which extended for the full length of the roof and housed three reading spot lamps, a central ceiling light, and controls for the electric windows. Alongside the facelift two models were introduced: the 2.4 Turbo Diesel, replacing the previous 2.0-litre, and a renewed Quadrifoglio Oro, equipped with electronic fuel injection. Thanks to the Bosch Motronic integrated electronic fuel injection and ignition the QO had the same 130 PS output of the carburetted 2.0, while developing more torque and being more fuel efficient. In April 1984 the successor of the Alfetta debuted, the larger Alfa Romeo 90. At the end of the year the Alfetta Berlina went out of production, after nearly 450,000 had been made over a 12-year production period.
As was still the practice in the 1970s, Alfa followed up the 1972 launch of the Alfetta Berlina with a very pretty coupe. Styled by Giugiaro, this car, initially called the GT, and premiered in the autumn of 1974, looked completely unlike the saloon on which it was based. The first cars had 1.8 litre four cylinder engines and there was one of those on show. In 1976 the range was expanded both up and down with a 1.6 and a 2.0 model, the latter adopting the legendary GTV name. In 1981, with the 2.5 litre V6 engine that had been developed for the ill-fated Alfa 6 luxury saloon available, Alfa was able to create a true rival for the 2.8 litre Capri with the GTV6. A facelift modernised the look of the car with plastic bumpers front and rear and a new interior looked rather better as well as being more ergonomically logical. These days you more often see the later plastic bumpered models, and these were the cars on display here. Included among them were a couple of cars sporting 3.0 badging and right hand drive. These are South African cars. From 1974 South African Alfetta’s were manufactured at Alfa Romeo’s own Brits plant. South Africa was one of two markets to have a turbocharged GTV6, with a Garrett turbocharger and a NACA intake. An estimated 750 were assembled before all production ceased in 1986. The South African range included a 3.0 litre GTV-6, predating the international debut of the factory’s 3.0 litre engine in 1987 (for the Alfa 75). and 212 of these were built in South Africa for racing homologation. The last 6 GTV-6 3.0’s were fuel injected. To this day, the GTV-6 remains the quintessential Alfa Romeo for South Africans.
Follow on to the much-loved AlfaSud was the Alfa 33. Despite the low survival rate, believe it or not, the 33 is actually the best selling Alfa in history, with just under a million of them sold between 1983 and 1994. One reason why precious few seem to have survived is that the 33 struggled even new to gain the affections of the enthusiasts in the way that the model’s predecessor, the AlfaSud, did, so when rust and old age came on, the vast majority of the cars were simply scrapped. There were two distinct generations of the 33. The first ran from 1983 until 1990 and then a major facelift was applied with new front and rear styling to bring the looks more into line with the new 164. A mild facelift was applied to the first 905 series cars in late 1986. Exterior alterations were limited to clear indicator lens, wheel covers and alloy wheels of new design, the adoption of side skirts on all models, and a new front grille. Two-tone paint schemes were discontinued. There were more significant changes inside, with a more conventionally designed dashboard and steering wheel, which superseded the innovative moveable instrument binnacle. All 1.5 variants now had the 105 PS engine from the now discontinued 1.5 QV; a TI (Turismo Internazionale) trim level was exclusive to the front-wheel drive 1.5 hatchback. Changes were made to the suspension, brakes and gearbox, with closer-spaced ratios. A new 1,712 cc 116 bhp engine was introduced on the 1.7 Quadrifoglio Verde, which replaced the 1.5 QV. The 1.7 engine was developed from the 1.5 by enlarging bore and stroke; it also used new cylinder heads, incorporating hydraulic tappets. To cope with the increased power the new QV was equipped with vented front brake discs. The 1.7 QV looked close to its predecessor, but had lost the grey mid-body stripe and gained new alloy wheels, wind deflectors on the front windows, more pronounced side skirts and a rear body-colour spoiler on the boot lid. Inside it featured a leather-covered steering wheel, red carpets, and leatherette-backed sport seats upholstered in a grey/black/red chequered cloth. Diesel models were offered in some continental markets, but these were not sold in the UK, where only 1.5 and 1.7 Green Cloverleaf hatchback models were sold, as well as a market-specific 1.7 Sportwagon estate; all three were also available in “Veloce” versions, outfitted by Alfa Romeo GB with a colour-matching Zender body kit.
There were a number of Alfa 75s here, the last Alfa model to be developed before the company was bought by Fiat. It was introduced in May 1985, to replace the 116 Series Giulietta with which it shared many components. It was named to celebrate Alfa’s 75th year of production. The body, designed by head of Alfa Romeo Centro Stile Ermanno Cressoni, was styled in a striking wedge shape, tapering at the front with square headlights and a matching grille. The 75 was only ever sold as a four door saloon, though at the 1986 Turin Auto Salon, a prototype 75 estate was to be seen, an attractive forerunner of the later 156 Sportwagon. This version was, however, never listed for sale, being cancelled after Fiat took control of Alfa Romeo. The car, dubbed the 75 Turbo Wagon, was made by Italian coachbuilder Rayton Fissore using a 75 Turbo as the basis. Two estate versions were to be found at the later 1987 Geneva Motor Show; one was this Turbo Wagon and the other was a 2.0 litre version named the Sportwagon. The 75 featured some unusual technical features, most notably the fact that it was almost perfectly balanced from front to rear. This was achieved by using transaxle schema — mounting the standard five-speed gearbox in the rear connected to the rear differential (rear-wheel drive). The front suspension was a torsion bar and shock absorber combination and the rear an expensive de Dion tube assembled with shock absorbers; these designs were intended to optimize the car’s handling; moreover the rear brake discs were fitted at the centre of the rear axle, near the gearbox-differential group. The engine crankshaft was bolted directly to the two-segment driveshaft which ran the length of the underside from the engine block to the gearbox, and rotated at the speed of the engine. The shaft segments were joined with elastomeric ‘doughnuts’ to prevent vibration and engine/gearbox damage. The 2.0 litre Twin Spark and the 3.0 Litre V6 were equipped with a limited slip differential. The 75 featured a then-advanced dashboard-mounted diagnostic computer, called Alfa Romeo Control, capable of monitoring the engine systems and alerting the drivers of potential faults. The 75 engine range at launch featured four-cylinder 1.6, 1.8 and 2.0 litre petrol carburettor engines, a 2.0 litre intercooled turbodiesel made by VM Motori, and a 2.5 litre fuel injected V6. In 1986, the 75 Turbo was introduced, which featured a fuel-injected 1779 cc twin-cam engine using Garrett T3 turbocharger, intercooler and oil cooler. In 1987, a 3.0 litre V6 was added to the range and the 2.0 lire Alfa Romeo Twin Cam engine was redesigned to have now two spark plugs per cylinder, the engine was named as Twin Spark. With fuel injection and variable valve timing this engine produced 146 hp. This was the first production engine to use variable valve timing. In North America, where the car was known as the Milano, only the 2.5 and 3.0 V6s were available, from 1987 to 1989. The North American 2.5-litres were fundamentally different from their European counterparts. Due to federal regulations, some modifications were required. Most noticeable from the outside were the ‘America’ bumpers, with the typical rubber accordions in them. Furthermore, these bumpers had thick (and heavy) shock-absorbing material inside them and in addition, they were mounted to the vehicle on shock absorbers. To accommodate these shock absorbers, the ‘America’-bodies were slightly different from the European ones. The North American cars also had different equipment levels (depending on the version: Milano Silver, Milano Gold or Milano Platinum). electrically adjustable outside mirrors, electrically reclining seats and cruise control were usually optional in Europe. The car was also available with a 3-speed ZF automatic gearbox option for the 2.5 V6. Other, more common options such as electrically operated rear windows and an A/C system were standard in the USA. The USA-cars also had different upholstery styles and of course different dashboard panels also indicating speed in mph, oil pressure in psi and coolant temperature in degrees F, and as a final touch the AR control was different, including a seat belt warning light. The European-spec 2.5 V6 (2.5 6V Iniezione or 2.5QV) was officially sold only between 1985 and 1987, although some of them were not registered until 1989. Relatively few of them were sold (about 2800 units), especially when the 155 PS 1.8 Turbo was launched, which in some countries was cheaper in taxes because of its lower displacement. To create a bigger space between the V6 and the inline fours, the 2.5 was bored out to 2959 cc’s to deliver 188 PS and this new engine was introduced as the 3.0 America in 1987. As its type designation suggests, the 3.0 only came in the US-specification, with the impact-bumpers and in-boot fuel tank. However, the European ‘America’s’ were not equipped with side-markers or the door, bonnet and boot lid fortifications. Depending on the country of delivery, the 3.0 America could be equipped with a catalytic converter. In 1988 engines were updated again, the 1.8 litre carburettor version was replaced with fuel injected 1.8 i.e. and new bigger diesel engine was added to the range. In the end of 1989 the 1.6 litre carburettor version was updated to have fuel injection and 1990 the 1.8 Turbo and 3.0i V6 got some more power and updated suspension. The 3.0 V6 was now equipped with a Motronic system instead of an L-Jetronic. The 1.8 Turbo was now also available in ‘America’-spec, but strangely enough not available for the USA market. The 3.0 V6 did make it to the United States, and was sold as Milano Verde. The UK never particularly warmed to the 75 when it was new, but its reputation has got ever stronger as the car ages. Many UK cars were snapped up by the owners of driving schools at racing circuits, thanks to its handling characteristics, but there are also some nice road cars left and there were a couple here.
The 1987 Alfa 75 Turbo Evoluzione, made to compete in Group A touring categories, was developed the following year with a version tuned to comply with IMSA (International Motor Sport Association) regulations. In the latter configuration, the 75 delivered a power of 335 HP, which were upped to 400 in 1989, unleashed by its classic supercharged, twin-cam, 1762 cm3 straight-4. The body of the IMSA features wider track and streamline aerodynamics with a showy carbon-fibre rear spoiler. The 75 Turbo Evoluzione IMSA won two editions of the “Giro d’Italia Automobilistico” in 1988 and in 1989.
The 155 was one of a series of cars built by the Fiat Group on a shared platform, the so called Tipo 3 or Tipo Tre, which sat under the Fiat Tipo, and Lancia Delta 2, as well as the Fiat Coupe. Built to replace the rear wheel drive 75, the 155 was somewhat larger in dimension than its predecessor. The 155 was designed by Italian design house I.DE.A Institute which achieved an exceptional drag coefficient of 0.29, and the rather boxy design gave the car a sizeable boot, as well. The single most significant technical change from the 75 was the change to a front-wheel drive layout. This new configuration gave cost and packaging benefits but many Alfa die-hards and the automotive press lamented the passing of the “purer” rear-wheel drive layout on a car from this sporting marque. Not even the availability of the 155 Q4, which had a 2.0-litre turbocharged engine and a permanent four-wheel drive powertrain, both derived from the Lancia Delta Integrale; making the car essentially a Lancia Delta Integrale with a different body was enough to win the sceptics over. Reception of the model was generally lukewarm. The 75 had been conceived prior to Fiat’s acquisition of the Alfa brand, so as “the last real Alfa” it cast rather a shadow over the 155; the loss of rear-wheel drive was frequently cited as the main cause of the disappointment. Nevertheless, the 155 was entered in Touring Car racing and was successful in every major championship it entered, which gradually improved its image. Belatedly, the factory introduced a wider version in 1995 (the “wide-body”) which as well as a wider track and revised steering based on racing experience or requirements, also brought in new 16-valve engines for the 1.8 and 2.0-litre whilst retaining the 2.5 V6 and making some improvements to cabin materials and build quality. There were several Sport Packs available, including a race-inspired body kit (spoiler and side skirts) and black or graphite-coloured 16-inch Speedline wheels. The more genteel could opt for the Super which came with wood inserts in the cabin and silver-painted alloy wheels. With this version, the 155 really came good. When production ceased in 1998, following the launch of the 156, 192,618 examples had been built.
There were quite a number of examples of the 4C Competizione here, with a mix of the Coupe and Spider models on show. First seen as a concept at the 2011 Geneva Show, the production model did not debut for a further 2 years. Production got underway later that year at the Maserati plant in Modena, and the first deliveries were late in 2013. Production was originally pegged at 1000 cars a year and a total of just 3500, which encouraged many speculators to put their name down in the hope of making a sizeable profit on selling their cars on. That plan backfired, and in the early months, there were lots of cars for sale for greater than list price. Press reaction to the car has been mixed, with everyone loving the looks, but most of them feeling that the driving experience is not as they would want. Owners generally disagree – as is so often the case! For sure, it has no radio, and no carpets and no luggage space to speak of, but you know that when you buy it. It won’t be the car everyone, but if you can live with these limitations, you are sure to enjoy it. Indeed, all owners I have ever spoke to do love their car. I know I would if I could find space (and funds!) for one in my garage!
Displayed with them was this car, known as the Stratosferica, it is created by Boldrin Auto and is a kit based on the Alfa Romeo 4C. Its creator believes that Alfa’s current sports car lends itself very well to this transformation: the size, the line, the engine … practically perfect! Hence the idea of creating an aesthetic kit to transform your 4C into the rally car that has made history. As you can see from the photos and the video, the front is totally different from the 4C: there are the retractable headlights, the block of “faroni” on the muzzle and a large rectangular air intake. The detail of the carbon fibre miniskirt is very interesting. The rear bumper has also been replaced , but the round lights are the original one: more rounded lines, spoilers across the entire width of the car and old-style splash guards. The 5-spoke yellow wheels could not miss in combination with the Alitalia livery. The interiors have been simplified but the version you see is not yet the definitive one: the seats are very beautiful , red with rhombus stitching and with the possibility of mounting the 5-point belt. The kit is totally customizable, from graphics to colours. In addition, Boldrin Auto is in contact with a tuner to improve the set-up and make the base of the Alfa Romeo 4C even more performance. Very important detail : you can restore the original car without problems. This kit will be sold for around € 20,000, which may vary according to the needs requested by the customer. There are still many aspects to be finalised, and there are plans for both road and track versions.
Also here was a very rare Alpina A4S. Big engines in small cars have always been a recipe for fun. But long before the hot hatchback was a gleam in designers’ eyes, the little BMW 2002 was terrorising Mercedes and Porsche drivers on the Autobahns. Max Hoffman, the US BMW importer in 1966, was the man partly responsible. Over the moon with his 1500 Series four door-derived 1600-2 two-door coupe, he agreed with his customers that the car would be a knockout with more power. He thus – over two years persuaded BMW to drop the 100 Bhp 1990cc engine used in the Neue Klass saloons into the smaller car, creating the 2002. However, the previous year a BMW 1600-2 with the 1990cc engine already existed with outputs of up to 160 Bhp. But these cars were not products of the Munich factory. They came from a small firm; Alpina, in the Bavarian town of Kaufbeuren. Burkhard Bovensiepen started his career in his fathers firm as a typewriter engineer, where the Alpina label was applied to machines with 45 keys and a sloping front. He managed to persuade his father to let him dabble with his hobby of tuning cars and developed a few kits in the early 1960’s. In 1965 the typewriter firm was sold, and Bovensiepen committed himself fully into the car tuning business. Starting from his workshop in Kaufbeuren, he developed further the ideas for the 1500cc BMW straight four he had started in 1963, and by the time the new small BMW 1600-2 was launched and so impressing Max Hoffman in 1966, he was already working on a 1990cc power unit that would fit. The mating of the two was swift and well chosen, but through the arrival of BMW’s own such car – designated as the 2002 – meant the specialist Alpina equivalent was short-lived, it gave Bovensiepen the chance to advance the concept further still from a higher base. A whole range of 2002 modifications came to life The tuning was varied but straight forward, if you wanted a “warmed-over” 2002, you chose an Alpina A1. This involved throwing away the single choke Solex 40PDSI carburettor and replacing it with a twin 40DDH Solex item, enlarging the inlet valves by 2mm, polishing the cylinder head and installing a 264o duration camshaft. Power and torque increased from 100 bhp at 5500 rpm and 116Ib/ft at 3000 rpm, to 115 bhp at 5800 rpm and 126Ib/ft at 4000 Rpm. The more ambitious Alpina A2 derivative used the same 46/38mm intake/exhaust valve size, but with modified cylinder head and pistons raised the compression ratio to 10.0:1 This engine used the 300o duration camshaft and twin 45DDH Solexes for 150 bhp at 6600 rpm and 137 Ib/ft torque at 5000 Rpm. Top speed was restricted by gearing to 120 mph (at 6000 rpm), 0-60 Mph was a startling (for the 1960’s) 8.2 seconds and 0-100 Mph came in a 20.3 seconds. Moving on, the most powerful carbureted version on offer was the A2S, as per the A2 but with KS racing pistons and 1mm larger exhaust valves, which offered a further 8 Bhp and 8Ibs/ft more torque 500 Rpm further up the rev range. The A3 was the same engine, but with twin Weber DCOE’s added. In 1971 saw the factory upping the pace again, with the introduction of the Tii package 130 bhp at 5800 rpm and weighing in with 131Ib/ft of torque at 4500 Rpm, this time the mechanical Kugelfischer injection system of the 1990cc engine. Alpina upped the stakes again, applying most of the tuning parts from the A2 and A2S cars to achieve 160 bhp and 169 bhp respectively from what became known as the A4 and A4S. All Alpinas were special order only with the A4S working out at approximately twice the price of a standard 2002 in 1972. The A4S was truly the pick of the bunch; a well thought out, simple, but superbly executed engineering exercise.
The Aston Martin V12 Vanquish was designed by Ian Callum and bore a large resemblance to the production DB7 Vantage. However, the car had a strong influence from the Project Vantage Concept prototype which debuted with a V12 engine at the North American International Auto Show in January 1998. As underneath the car featured a strong aluminium/carbon composite construction, bonded chassis with a 5,935 cc V12 engine. It was available in 2+0 and 2+2 seating configurations. The 48-valve 60° engine produces 460 bhp and 400 lb⋅ft of torque. It is controlled by a drive-by-wire throttle and a six-speed Electrohydraulic manual transmission. The standard Vanquish model had 14.0 inch drilled and ventilated disc brakes with four-pot calipers, ABS, with electronic brake distribution. Its appearance in the 2002 James Bond film Die Another Day earned the V12 Vanquish the number three spot on the list of Best Film Cars Ever, behind the Minis from The Italian Job, and DB5 from Goldfinger & Thunderball. The car also appears in the video games Need For Speed: Hot Pursuit 2, James Bond 007: Nightfire, and James Bond 007: Everything or Nothing. The Vanquish S debuted at the 2004 Paris Auto Show, with increased horsepower and performance and slight styling revisions. The engine displacement remained at 5,935 cc with power increased from 460 to 520 bhp. Visual changes included new wheels, a slightly different nose shape, a new raised bootlid with a larger integrated spoiler incorporating the third high level brake light (in the rear window on the original Vanquish), a Vanquish S badge on the bootlid (the original Vanquish had no rear model designation) and the addition of a small front splitter (although this was mainly done for aerodynamic reasons). As part of its improvements, the Vanquish S featured a slightly improved coefficient of drag of 0.32 (from 0.33), with help from a redesigned splitter and boot lid. Its front and rear track were 1,524 mm (60.0 inches) and 1,529 mm (60.2 inches), respectively. It also incorporated the features of a 2004 option package, the Sports Dynamic Pack, which incorporated sportier suspension, steering, and brake features. This model was sold for the 2005 (alongside the base Vanquish) and 2006 (as a stand-alone) model years in the United States with only minor running changes; it was not sold in the United States for 2007. The Vanquish S featured larger brakes than the V12 Vanquish; 14.9 in front discs with six-pot calipers and 13.0 inches rear discs. The end of the Vanquish’s production run was celebrated with the Vanquish S Ultimate Edition. Aston Martin announced that the last 50 cars built would have a new ‘Ultimate Black’ exterior colour, upgraded interior, and personalised sill plaques. 1086 Vanquish S were built. With a 200+ MPH top speed, the Vanquish S was (as measured by top speed capability) the fastest Aston Martin ever until the Vantage V12 S was introduced in May 2013. Vanquish production ended on 19 July 2007, coinciding with the closing of the company’s Newport Pagnell factory after 49 years of operation.
The first million selling model was the B1 model Audi 80, which was launched in 1972. This car shared its underpinnings with the VW Passat, and proved very popular for those who wanted a well finished medium sized car, even if in 1.3 litre LS guise, as this car is, it now appears ever so basic. It effectively took the place of several models that Audi had discontinued (the F103 series, which included the first model designated as an “Audi 80”), and provided the company with a viable rival to the Opel Ascona and the Ford Taunus (Ford Cortina in the UK), as well as more upmarket offerings including the Alfa Romeo Alfetta and Triumph Dolomite. The Audi 80 B1 was only the second modern-era Audi product to be developed entirely under Volkswagen ownership – Audi chief engineer Ludwig Kraus had famously been disparaging about the outgoing F103 series, referring to it as the “bastard”, owing to its Auto Union/DKW bodyshell and Mercedes-Benz engine. The B1 was a clean break from the Auto Union era, being equipped with a range of brand new 1.3- and 1.5-litre SOHC inline-four petrol engines – the first appearance of the now legendary EA827 series of engines, whose descendants are still used in VW Group vehicles to the present day. The internal combustion engines were available in various rated power outputs. The 1.3-litre engines were rated at 55 PS (54 bhp) and 60 PS (59 bhp). The 1.5-litre at 75 PS (74 bhp) and 85 PS (84 bhp). On the home market, two- and four- door saloons were available in base trim (55 or 60 PS, called simply Audi 80 and 80 S, respectively), as L models (LS with 75 PS engine) or as a more luxurious GL (85 PS only). In September 1973, Audi added the sporty 80 GT (two-door only) featuring a carburettor 1.6-litre engine rated at 100 PS (99 bhp). Audi’s design and development efforts paid off during the 1973 European Car of the Year competition where the 80 won ahead of the Renault 5 and the Alfa Romeo Alfetta. In certain markets a five-door “Avant”, effectively a rebadged Volkswagen Passat with Audi front panels, appeared in mid-1975. A facelift in autumn 1976 brought about a revised front end in the style of the newly introduced Audi 100 C2 with square instead of round headlights, 1.6- instead of 1.5-litre engines (still of 75/85 PS) and a new 80 GTE model with a fuel-injected version of the 1.6-litre (110 PS (108 bhp)) replacing the former 80 GT. The B1 was replaced by the B2 in the autumn of 1978.
The idea for a high-performance four-wheel-drive car was proposed by Audi’s chassis engineer, Jörg Bensinger, in 1977, when he found that the Volkswagen Iltis could outperform any other vehicle in snow, no matter how powerful. Bensinger’s idea was to start developing an Audi 80 variant in co-operation with Walter Treser, Director of Pre-Development.. Following an unveiling on 1st March 1980, Audi released the original Quattro to European customers in late 1980, with the car featuring Audi’s quattro permanent four-wheel drive system (hence its name), and the first to mate four-wheel drive with a turbocharged engine. The original engine was the 2,144 cc in-line-5-cylinder 10 valve SOHC, with a turbocharger and intercooler. It produced 197 bhp propelling the Quattro from 0 to 100 km/h in 7.1 seconds, and reaching a top speed of over 220 km/h (137 mph). The engine was eventually modified to a 2,226 cc inline-5 10 valve, still producing 197 bhp, but with peak torque lower in the rev-range. In 1989, it was then changed to a 2,226 cc inline-5 20v DOHC setup producing 217 bhp, now with a top speed of 230 km/h (143 mph) Audi Quattros are referred to among owners and enthusiasts by their engine codes, to differentiate between the earlier and later versions: the earliest 2144 cc 10v being the “WR” engine, the 2226 cc 10v being the “MB” engine, and the later 20v being the “RR” engine. Hence, Quattro models may be referred to as either the WR Quattro, MB Quattro, and RR or “20v” Quattro, respectively. Quattro car production was 11,452 vehicles over the period 1980–1991,and through this 11 year production span, despite some touch-ups, there were no major changes in the visual design of the vehicle. For the 1983 model year, the dash was switched from an analogue instrument cluster, to a green digital LCD electronic instrument cluster. This was later changed in 1988 to an orange LCD electronic instrument cluster. The interior was redesigned in 1984, and featured a whole new dash layout, new steering wheel design, and new centre console design, the switches around the instrument panel were also redesigned at this time. In 1985 the dash changed slightly with harder foam and lost a diagonal stripe, the dash switches were varied slightly and the diff lock pull knob gave way to a two-position turning knob with volt and oil temp digital readouts. External styling received very little modification during its production run. Originally, the car had a flat fronted grille featuring four separate headlamp lenses, one for each of the low and high beam units. This was altered for the 1983 model year, and replaced with combined units featuring a single lens, but housing twin reflectors. This was changed again, for the 1985 model year, in what has become known as the ‘facelift model’ and included such alterations as a new sloping front grille, headlights, and trim and badging changes. Max speed was 124 mph. The RR 20v Quattro also featured a new three spoke steering wheel design, leather covering for door arm rests, gloveboxes, centre console and door pockets. There was also a full length leather-wrapped centre console running all the way to the rear seats. The 20v was also the first Ur-Q to have “quattro” script interior with partial leather seats. The floor on the drivers side had a bulge due to dual catalytic exhaust setup. The different models may be distinguished by the emblems on their boot lids: the WR had a vinyl ‘quattro’ decal or a brushed aluminium effect plastic emblem, the MB had chrome plated ‘audi’, ‘audi rings’ and ‘quattro’ emblems, whilst the RR had only chrome plated ‘audi rings’. The rear suspension was altered early on with geometry changes and removal of the rear anti-roll bar to reduce a tendency for lift-off oversteer. For the 1984 facelift, the wheel size went from 6×15-inch with 205/60-15 tyres to 8×15-inch wheels with 215/50-15 tyres. At the same time the suspension was lowered 20 mm with slightly stiffer springs for improved handling. For 1987, the Torsen centre differential was used for the first time, replacing the manual centre differential lock. The last original Audi Quattro was produced on 17 May 1991, more than two years after the first models of the new Audi Coupe range (based on the 1986 Audi 80) had been produced.
The Audi RS2 Avant, usually known as Audi 80 RS2, was a limited edition, high-performance Audi five-door, five-seat estate car manufactured from March 1994 to July 1995. Collaboratively designed as a joint venture between Audi AG and Porsche and built on Audi’s 80 Avant, designated internally as P1 (instead of B4/8C that it was based on). It was Audi’s first “RS” vehicle, and the first of their high-performance Avants. It was powered by a modified version of their 2,226 cc inline 5 DOHC 4 valves/cylinder 20 valves total turbocharged petrol engine. This produced 315 PS (311 bhp) @ 6,500 rpm and 410 N⋅m (302 lb⋅ft) @ 3000 rpm of torque. Although much of the car’s underpinnings were manufactured by Audi, assembly was handled by Porsche at their Rossle-Bau plant in Zuffenhausen, Germany, which had become available after discontinuation of the Mercedes-Benz 500E, which Porsche had manufactured there under contract. The Rossle-Bau plant also produced the famous Porsche 959. Like the rest of the vehicle, the RS2’s five-cylinder engine was based on a unit that Audi already produced, although Porsche considerably modified the engine; the standard KKK turbocharger was switched for a larger unit, along with a heavy-duty intercooler and higher flow fuel injectors, a newly designed camshaft, a more efficient induction system, and a low-pressure exhaust system replaced the standard fare; a specially modified URS4/URS6 Bosch-supplied engine management system (ECU) controlled the engine. With so much power available, the RS2 could accelerate from 0 to 100 km/h (62 mph) in 4.8 seconds, and achieve a maximum speed of 262 km/h (163 mph) (electronically restricted), despite weighing over 1,600 kg (3,500 lb). In a road test conducted in 1995, British car magazine Autocar timed the RS2 from 0 to 30 mph (48 km/h) at just 1.5 seconds, which they confirmed was faster than both the McLaren F1 road car, and also Jacques Villeneuve’s Formula One car of that time. Even by more modern standards, its performance is exceptional; it could accelerate on-par with the 5th generation Chevrolet Corvette (C5) and a 996 generation Porsche 911. The top speed was 166 mph (267 km/h). A six-speed manual gearbox was the only transmission choice. Audi’s Torsen-based ‘trademark’ quattro permanent four-wheel drive system was standard. Front and rear final drive units contained a conventional ‘open’ differential, and have a ratio of 4.111, although the rear also has an electro-mechanical diff lock. Porsche-designed braking and suspension systems replaced the standard Audi 80 equipment, however, the Bosch Anti-lock braking system (ABS) was retained. There were upgraded brakes, with large radially ventilated disc brakes, and Brembo four-opposed piston fixed calipers. 40 millimetres (1.6 in) lower than a standard 80 Avant, the suspension and braking upgrades combined to give the RS2 the handling and braking capabilities of a high-end sports car; 7.0Jx17 inch Porsche ‘Cup’ wheels, and high-performance 245/40 ZR17 Dunlop tyres were standard as well. In fact, the braking system wore Porsche-badged Brembo calipers, and both the wheels and side mirrors were identical in design to those of the 964 Turbo. Additionally, the word “PORSCHE” is inscribed in the RS2 emblem affixed to the rear tailgate and front grille. A three-spoke leather steering wheel, Recaro sports-bucket seats (available in full leather or a leather/suede combination), and console materials in either wood or carbon fibre trim rounded out the vehicle’s interior changes. Audi’s proprietary Safety Restraint System, procon-ten remained from its donor vehicle. Approximately 2200 RS2s were to be built initially, but due to demand the total was 2891 cars built. Of these, only 180 were right hand drive cars built for the UK, New Zealand and South African markets.
It was good to see the “Big Healey” here. Donald Healey had been producing a range of expensive sports cars from the 1940s, cars such as the Silverstone, the Abbott and the Farnham. For the 1952 London Motor Show, he produced a new design, which was called the Healey Hundred, based on Austin A90 mechanicals, which he intended to produce in-house at his small car company in Warwick. It was one of the stars of the 1952 Show, and it so impressed Leonard Lord, the Managing Director of Austin, who was looking for a replacement to the unsuccessful A90. that Lord struck a deal with Healey on the spot, to build it in quantity. Bodies made by Jensen Motors would be given Austin mechanical components at Austin’s Longbridge factory. The car was renamed the Austin-Healey 100, in reference to the fact that the car had a top speed of 100 mph. Production got under way in 1953, with Austin-Healey 100s being finished at Austin’s Longbridge plant alongside the A90 and based on fully trimmed and painted body/chassis units produced by Jensen in West Bromwich—in an arrangement the two companies previously had explored with the Austin A40 Sports. By early 1956, production was running at 200 cars a month, 150 of which were being sold in California. Between 1953 and 1956, 14,634 Austin-Healey 100s were produced, the vast majority of them, as was the case for most cars in this post war era, going for export. The car was replaced by an updated model in 1956, called the 100-6. It had a longer wheelbase, redesigned bodywork with an oval shaped grille, a fixed windscreen and two occasional seats added (which in 1958 became an option with the introduction of the two-seat BN6 produced in parallel with the 2+2 BN4), and the engine was replaced by one based on the six-cylinder BMC C-Series engine. In 1959, the engine capacity was increased from 2.6 to 2.9 litres and the car renamed the Austin-Healey 3000. Both 2-seat and 2+2 variants were offered. It continued in this form until production ceased in late 1967. The Big Healey, as the car became known after the 1958 launch of the much smaller Austin-Healey Sprite, is a popular classic now. You come across the 3000 models more frequently than the 100s, as they accounted for more than 60% of all Big Healey production.
The Bianchina cars were the first Autobianchi models to be produced. Based on the Fiat 500, they were available in various configurations: Berlina (saloon), Cabriolet, Trasformabile (convertible), Panoramica (station wagon), and Furgoncino (van). The car was presented to the public on 16 September 1957 at the Museum of Science and Technology in Milan. Initially, the car was equipped with the smallest Fiat engine, air-cooled 479 cc producing 15 PS. In 1959, the engine power was increased to 17 PS and in 1960, the cabriolet version was launched. In the same year, the Trasformabile, whose engine cylinder capacity was increased to 499 cc (18 hp), was made available in a Special version with bicolour paint and an engine enhanced to 21 PS. The Trasformabile featured fixed B-pillar and partial roof, as the rest of the opening was covered with foldable fabric hood. Cabriolet version had no B-pillar. Also this was the only version to feature suicide doors. In 1962, the Trasformabile was replaced by a four-seat saloon. The engine and chassis were the same as in the Trasformabile. In 1965, a minor facelift was made. In France, the models were sold under different names: the Berlina became the Lutèce, the Familiare the Texane, and the Trasformabile was marketed as the Eden Roc. Production ceased in 1970.
There were also a number of examples of the later A112 here. The Autobianchi A112 was a supermini, developed using a shrunken version of the contemporary Fiat 128’s platform. The mechanicals of the A112 subsequently underpinned the Fiat 127. It was introduced in November 1969, as a replacement for the Bianchina and Primula, and was built until 1986, when it made way for the more modern Autobianchi Y10 (branded in most export markets as the Lancia Y10). Over 1.2 million A112s were produced in Autobianchi’s Milan factory. The A112 was available only with a 3-door body. It was offered with the OHV engine of 903 cc from the Fiat 850 capable of attaining 42 PS. The Autobianchi represented the first appearance of this engine in a front-engine, front-wheel drive configuration which would later become familiar to a wider range of drivers in the top selling Fiat 127 and its derivatives. Claimed power increased to 47 PS in 1971, but without any mechanical changes having taken place. The A112 reached a very particular market; by 1984 female buyers represented 35% of A112 owners and about a third were in the 18-24 age range. In September 1971 the A112 E (“E” for Elegant, which also became its name after the 1973 facelift) was introduced. This featured improved seats, higher grade trimming and equipment, as well as a five-speed gearbox later in life. The mechanics were originally identical to the regular version, now referred to as the Normale, but from 1975 until 1977 the Normale’ received a less powerful engine. A performance edition “Abarth” was introduced too. In March 1973 the A112 received a makeover. The grille was new, with a larger mesh, and the bumpers were now of rubber with chrome insert (although the Normale retained the old metal bumpers with rubber strips). A new style of alloys were also available, and the seats and dashboard underwent some changes. The Abarth received a new chess pattern upholstery. In 1975 the third series arrived. The insides in the rear were recontoured, so that the car now became a five-seater (instead of four). The easiest way to spot a third series is that it received new, much larger vents on the C-pillars, as well as redesigned taillights – with integrated reversing lights on the Elegant and Abarth. The Abarth also received a new larger 1050 cc engine (“70HP”), while the Normale’s output dropped to 42 PS in July 1975. All engines were still pushrod units, derived from the old tipo 100 engine first introduced in the Fiat 600. In 1976, due to new emissions standards, the Elegant lost two horsepower, now down to 45 PS. Third series Normales still received metal bumpers, but from now on they were painted black (instead of being chromed) and no longer had a rubber strip. This was the last model to have the diamond shaped turn signals on the front fenders, with later models receiving more orthodox rectangular ones. In November 1977 the “Nuova A112” (new A112) was introduced: The most obvious difference is a slightly taller roof, with a marked edge around the sides. This improved interior habitability considerably. Autobianchi also at this time modified the upmarket version branded as the “A112 Elegant” with an engine enlarged to 965 cc, now promising 48 PS and improved torque. Later, there were also “A112 Elite” and “A112 LX” versions which received even more comfortable equipment. The 903 cc engine of the lesser A112 Normale remained unchanged. In July 1979 the car underwent another styling modification, receiving large black plastic cladding on the rear, surrounding new taillights, and new side trim and bumpers. The grille was also new, and there was black plastic wheelarches to link all of the plastic parts together. The extractor vents behind the rear side windows were also larger, of black plastic, and wrapped around the pillar. In terms of transmissions, a five-speed transmission now became available on certain models. The fifth gear was an overgear, while the ratios of the four lower speeds and the final gearing remained unchanged. The front turn signals were moved from the front of the fenders to a spot just in front of the leading edge of the doors, while a small badge denoting the trim level appeared in the turn signal’s old place. The Normale now became the Junior, and the Elite version was added, a notch above the Elegant in the lineup. There were some very light modifications to the interior. A large, rollback canvas sunroof became available on the Junior, and a rear window wiper became optional across the range. Aside from the new transmission there were no notable mechanical changes. Power outputs remained at 42, 48, and 70 PS. The Abarth also received the new five-speed gearbox, as well as new alloy wheels and foglights as standard. A lot of the plastic excesses of the fifth series were reversed for the sixth series, which was introduced in the autumn of 1982. New smoother bumpers, removal of the wheelarch trim, and a less heavy grille treatment brought back some of the original elegance of the A112, while the interior was also completely renovated. Another new version arrived, the top-of-the-line LX, which featured tinted windows, velvet seat trimming, power windows, metallic paintwork, and a digital clock amongst other creature comforts. Mechanically, the LX was identical to the Elite, with the five-speed transmission and 965 cc engine. The Elegant version was discontinued, with the Elite taking its position in the lineup. The sixth series also received new body-coloured vents on the C-pillar, and the front corner lights were incorporated into the top of the bumper. The seventh series, presented in 1984, only saw minor changes, largely remaining the same as the sixth. The taillights were again redesigned and were now joined by a reflective strip. The rear license plate was relocated to the bumper and the dashboard received modifications, more noticeable in the better equipped Elite and LX versions. The Abarth received standard front foglights, which were optional on the other versions. The Abarth also has red seatbelts. While the Junior retained small hubcaps, and the Abarth received alloys, the rest of the range now received full-face hubcaps. The front corner lights were now white, instead of orange as before. The engines remained as before, all models except the lowest-priced Junior now used five-speed transmissions. By this time, only France, Italy and Israel still used the “Autobianchi” badge; all others had switched to calling the car a Lancia. At the time of the seventh series introduction, a total of 1,115,000 A112s had been built. As the new Autobianchi Y10 was introduced in 1985, the A112 range was cut down considerably, with only the Junior remaining on sale as a low-priced alternative. It was no longer called Junior, however, now being marketed simply as the “Autobianchi A112”. Other than the name change, there were no design changes to the car. Production continued into 1986, at which point 1,254,178 Autobianchi A112s had been built. The most interesting version was the A112 Abarth, introduced in September 1971 at the same time as the Elegant. It was prepared by the motorsports division of the Fiat Group, at first with a 982 cc engine, obtained by increasing the stroke, coupled to a sportive exhaust, a twin carburettor, and a different camshaft. In 1975, displacement was increased to 1,050 cc, while power climbed from 58 HP to 70 HP at 6600 rpm, for a weight of only 700 kg (1,540 lb). The two engines were offered in parallel until production of the smaller unit ended in late 1976. The 1975 model was also the first A112 to use a 5-speed manual gearbox. These changes turned the A112 into a nervous machine, much admired by young performance enthusiasts. The car was entered in various rallying events throughout Europe and even spawned a one-make trophy: the Campionato A112 Abarth spanned eight editions, from 1977 to 1984, and adopted contemporary Group 1 rules, which meant nearly-stock cars. Some famous Italian rally drivers, including Attilio Bettega, Fabrizio Tabaton and Gianfranco Cunico, were among the winners of the championship. The increasing popularity of the A112 in historic rallies and hillclimbs led to the reintroduction of a one-make trophy, called Trofeo A112 Abarth, in 2010. Abarths have often led hard lives, having been preferred by young owners with aggressive driving styles!
Final car to bear the Autobianchi name was the Y10, which was launched in 1985 as a replacement for the long running Autobianchi A112. It retained the Autobianchi badging in some European markets, but in the UK where that brand had never been sold, it was a Lancia. A boutique city car, it created a small market niche all of its own long before the world had become obsessed with “premium” at every point of the market. When first launched, the top model of the range was the Turbo, which was a slightly raw pocket rocket created by the simple expedient of strapping a small IHI turbo on the 1050cc engine, resulting in a car with 85 bhp at its disposal. When the Y10 was facelifted in 1989, the Turbo was gone, replaced by the GTie, which is the version seen here. The new unit, a naturally aspirated 1301cc engine of 1301 cc and Multi Point fuel injection was derived from the previous 1050, and although not quite as potent, with maximum power of 78 hp at 5750 rpm and a maximum torque of 100 Nm at 3250 rpm was still able to propel the car to 178 km/h and to accelerate from 0 to 100 km/h in 11.5 seconds. It also delivered more comfort and a smoother drive than the rather raucous turbo version, which made the GT a much more “usable” and “all-rounder” of a GT. As was common with sports models at the time, the GT i.e. is characterised by red border that frames the front grille, by an adhesive strip, with the mark of identification, which runs through the lower edge of the side, by original hub caps (optional alloy wheels) and chrome tailpipe. It was the lesser models which achieved most of the sales, of course. Over 850,000 Y10s were made between 1985 and 1992.
There were two brand new Bentley models on the importer’s stand, the Bentayga and the new third generation Continental GT Coupe.
The Isetta is far more significant than many show-goers would realise, as without these cars, the modern BMW company simply would not exist. However, the car originated with the Italian firm of Iso SpA, and it is two of those models which were to be seen here. In the early 1950s the company was building refrigerators, motor scooters and small three-wheeled trucks. Iso’s owner, Renzo Rivolta, decided he would like to build a small car for mass distribution. By 1952 the engineers Ermenegildo Preti and Pierluigi Raggi had designed a small car that used the motorcycle engine of the Iso Moto 200 and named it Isetta—an Italian diminutive meaning little ISO. The Isetta caused a sensation when it was introduced to the motoring press in Turin in November 1953, it was unlike anything seen before. Small (only 7.5 ft long by 4.5 ft wide) and egg-shaped, with bubble-type windows, the entire front end of the car hinged outwards to allow entry. In the event of a crash, the driver and passenger were to exit through the canvas sunroof. The steering wheel and instrument panel swung out with the single door, as this made access to the single bench seat simpler. The seat provided reasonable comfort for two occupants, and perhaps a small child. Behind the seat was a large parcel shelf with a spare wheel located below. A heater was optional, and ventilation was provided by opening the fabric sunroof. Power came from a 236 cc 9.5 hp split-single two-stroke motorcycle engine. The engine was started by a combination generator-starter known as Dynastart. A manual gearbox provided four forward speeds and reverse. A chain drive connected the gearbox to a solid rear axle with a pair of closely spaced 25 cm (10 in) rear wheels. The first prototypes had one wheel at the rear, but having a single rear wheel made the car prone to roll-overs, so the rear wheel layout was changed to two wheels set 19 in apart from each other. This narrow track eliminated the need for a differential. The front axle was a modified version of a Dubonnet independent front suspension. The Isetta took over 30 seconds to reach 50 km/h (31 mph) from rest. Top speed was only about 75 km/h (47 mph). The fuel tank held only 13 litres. However, the Isetta would get somewhere between 50 and 70 mpg depending on how it was driven. In 1954, Iso entered several Isettas in the legendary Mille Miglia where they took the top three spots in the economy classification. Over a distance of 1,600 km (1,000 mi) the drivers achieved an average speed of over 70 km/h (43 mph). In view of its maximum speed, which was just 15 km/h (9 mph) higher, this was an almost incredible figure. However, despite its initial success, the Isetta was beginning to slip in popularity at home. This was mainly due to renewed competition from Fiat with its 500C model. Renzo Rivolta wanted to concentrate on his new Iso Rivolta sports car, and was extremely interested in doing licensing deals. Plants in Spain and Belgium were already assembling Isettas and Autocarros using Italian made Iso components. BMW began talking with Rivolta in mid-1954 and bought not just a license but the complete Isetta body tooling as well. Rivolta did not stop with licensing the Isetta to BMW. He negotiated similar deals with companies in France and Brazil. After constructing some 1,000 units, production of the Italian built cars ceased in 1955, although Iso continued to build the Isetta in Spain until 1958. In addition to the Turismo, Iso in Spain also built the Autocarro, a commercial version with full-width rear axle. The Autocarro was offered in several body styles, a flatbed pickup, enclosed truck, a tilt-bed, or even a fire engine, although some of these might not have been sold. The Autocarro was an extremely popular type of vehicle in Italy, and numerous manufacturers produced some variant of the type. Iso had previously produced a motorcycle-type Isocarro. The Iso Autocarro was larger than most, with its four-wheel layout, conventional rear axle with differential and leaf springs, and a large tubular frame. It could carry a 500 kg load. It is thought that more than 4,000 Autocarros were built. Seen here was a Turismo.
Quite a rarity these days are examples of the E21 3 Series, this one an entry level 316 car. Presented in July 1975, the first 3 Series was only available as a 2 door saloon, looking like a shrunken version of the E12 5 Series which pre-dated it by 3 years. The first cars came with either a 1.6 or 2 litre four cylinder carburettor engine, with a fuel injected 2 litre, in the 320i arriving a few months later. The car was well received, but universally praised, as not only were the cars costly and very spartan, but the rear suspension was capable of catching the unwary out (these days the journalists would praise this, but not in the mid 70s). Visually little changed over the next 6 years, though in late 1977 the 320 received the M20 six cylinder engine and the top of the range received a larger 2.3 litre unit. Baur produced open-topped cabrio versions in small quantities. 1,364,039 examples were produced before the E30 model arrived to replace it in early 1982.
Precursor to the 3 series were the 02 cars. The 1600-2, as the first “02 Series” BMW was designated, was an entry-level BMW, and was smaller, less expensive, and less well-appointed than the New Class Sedan on which it was based. BMW’s design director Wilhelm Hofmeister assigned the two-door project to staff designers Georg Bertram and Manfred Rennen. The 9.1 in shorter length and wheelbase and lighter weight of the two-door sedan made it more suitable than the original New Class sedan for sporting applications. As a result, the two door sedan became the basis of the sporting 02 Series. The 1600-2 (the “-2” meaning “2-door”) made its debut at the Geneva Show in March 1966 and was sold until 1975, with the designation being simplified to “1602” in 1971. The 1.6 litre M10 engine produced 84 hp at 5,700 rpm and 96 lb·ft. A high performance version, the 1600 TI, was introduced in September 1967. With a compression ratio of 9.5:1 and the dual Solex PHH side-draft carburettor system from the 1800 TI, the 1600 TI produced 110 hp at 6,000 rpm. Also introduced in September 1967 was a limited-production cabriolet, which would be produced by Baur from 1967 through 1971. A hatchback 1600 Touring model was introduced in 1971 but was discontinued in 1972. It was what came next which was more significant. Helmut Werner Bönsch, BMW’s director of product planning, and Alex von Falkenhausen, designer of the M10 engine, each had a two litre engine installed in a 1600-2 for their respective personal use. When they realised they had both made the same modification to their own cars, they prepared a joint proposal to BMW’s board to manufacture a two litre version of the 1600-2. At the same time, American importer Max Hoffman was asking BMW for a sporting version of the 02 series that could be sold in the United States. As per the larger coupe and 4-door saloon models, the 2.0 engine was sold in two states of tune: the base single-carburettor 2002 producing 101 hp and the dual-carburettor high compression 2002 ti producing 119 hp.In 1971, the Baur cabriolet was switched from the 1.6 litre engine to the 2.0 litre engine to become the 2002 cabriolet, the Touring hatchback version of the 02 Series became available with all engine sizes available in the 02 Series at the time and the 2002 tii was introduced as the replacement for the 2002 ti. The 2002 tii used the fuel-injected 130 hp engine from the 2000 tii, which resulted in a top speed of 185 km/h (115 mph). A 2002 tii Touring model was available throughout the run of the tii engine and the Touring body, both of which ended production in 1974. The 2002 Turbo was launched at the 1973 Frankfurt Motor Show. This was BMW’s first turbocharged production car and the first turbocharged car since General Motors’ brief offerings in the early 1960s. It produced 170 hp. The 2002 Turbo used the 2002 tii engine with a KKK turbocharger and a compression ratio of 6.9:1 in order to prevent engine knocking. Kugelfischer mechanical fuel injection was used, with a sliding throttle plate instead of the usual throttle butterfly. The 2002 Turbo was introduced just before the 1973 oil crisis, therefore only 1,672 were built. The 1802 was introduced in 1971 and was available with either the original 2-door sedan body or the 3-door Touring hatchback introduced that year. Production of the Touring model continued until 1974, with the 1802 sedan ending production the following year. The 1502, an economy model with an engine displacement of 1573 cc was introduced in 1975. This engine had a lower compression ratio of 8.0:1, therefore standard-octane petrol could be used. While the rest of the 02 Series was replaced in 1975 by the E21 3 Series, the 1502 was continued until 1977.
The first car to bear the 6 Series nomenclature was the E24, which was launched in 1976, as a replacement for the E9 model 3.0 CS and CSL coupés first produced in 1965. The 3.0 CS was almost changed by adding a few cm in height to make it easier for customers to get into the car. However, Bob Lutz rebelled against the decision and rough drafted an alternative version that soon became the 6 series. Production started in March 1976 with two models: the 630 CS and 633 CSi. Originally the bodies were manufactured by Karmann, but production was later taken in-house to BMW. In July 1978 a more powerful variant, the 635 CSi, was introduced that featured as standard a special close-ratio 5-speed gearbox and a single piece black rear spoiler. The bigger bore and shorter stroke facilitated max 218 hp at 5200rpm and a better torque curve. For the first year, the 635 CSi was offered in three colours (Polaris, Henna Red, Graphite), and could also be spotted by the front air dam that did not have attached fog lights. These simple cosmetic changes reportedly worked to reduce uplift on the car at high speeds by almost 15% over the non-spoiler body shape. This early model shared suspension components with the inaugural BMW 5-series, the E12. In 1979 the carburettor 630 CS was replaced with the 628 CSi with its fuel injected 2.8 litre engine taken from the BMW 528i. In 1980 the 635 CSi gained the central locking system that is also controlled from the boot. Also, the E24 body style converted from L-jetronic injection to a Bosch Motronic DME. In 1982 (Europe) and 1983 (US), the E24 changed slightly in appearance, with an improved interior and slightly modified exterior. At the same time, the 635 CSi received a new engine, a slightly smaller-bored and longer-stroked 3430 cc six to replace the former 3453 cc engine and became available with a wide-ratio 5-speed manual or an automatic. This slight change was in fact a major change as pre-1982 cars were based on the E12 5-series chassis; after mid-1982, E24s shared the improved E28 5-series chassis. The only parts that remained the same were some of the exterior body panels. E24s produced after June 1987 came with new, ellipsoid headlamps which projects beam more directly onto road surface (newly introduced E32 7-series also sporting them). The sleeker European bumpers were also discontinued. Previous cars had either a European-standard bumper or a larger, reinforced bumper to meet the US standard requiring bumpers to withstand impact at 5 mph without damage to safety-related components. 1989 was the last year for the E24 with production stopping in April. The E24 was supplanted by the considerably heavier, more complex, and more exclusive 8 Series. BMW Motorsport introduced the M 635 CSi in Europe at the Frankfurt Motor Show in 1983. It is essentially an E24 powered by the powerplant of the BMW M1 – the M88 with 286 PS). Most of the cars were equipped with special metric 415 mm diameter wheels requiring Michelin TRX tyres. A catalysed, lower compression ratio version of the car with the S38 engine (260 PS ) was introduced in the U.S. in 1987. All M6 cars came standard with a 25% rear limited slip differential. U.S. models included additional comforts that were usually optional on models sold in Europe such as Nappa leather power seats and a dedicated rear A/C unit with a centre beverage chiller. 4,088 M635CSi cars were built between 1983 and 1988 with 1,767 U.S. M6 built.
Originally presented as a concept, the Z07, a styling exercise intended to evoke and celebrate the 1956-’59 BMW 507 and to celebrate the millennium change, the car was a sensation at the ’97 Tokyo Auto Show and its overwhelming popularity spurred BMW’s decision to produce a limited production model. Fortunately, the Z07 had been designed with production in mind. As a result, practical and regulatory considerations necessitated very few changes for the production model. Nevertheless, the windscreen of the Z8 was extended upward, and a larger front airdam was fitted. Both changes were implemented to provide aerodynamic stability and a reasonably placid cockpit environment. The four-spoke steering wheel of the concept car was replaced by a three spoke design. The hardtop was changed from a double-bubble form with a tapering faring to a single dome with a truncated convex backside. The concept’s exotic driver’s side helmet fairing was eliminated to allow easy operation of the power soft top. Despite these changes, the Z8 remained extremely faithful to the concept car. The side-mounted indicators were integrated into the side vents in a fashion that rendered them invisible until activated. The vintage simplicity of the interior was preserved by hiding the modern equipment under retracting panels. Complex compound curves were preserved through the use of an expensive MIG-welded aluminium space frame. The Z8 even retained the concept’s five-spoke wheel design, albeit without the race-style centre lug nut. The Z8’s spaceframe was produced in the Dingolfing Plant and the car hand-finished in Munich. It had an all-aluminium chassis and body and used a 4941 cc 32-valve V8, that developed 400 hp and 370 lb·ft (500 N·m) torque. This engine, known internally as the S62, was built by the BMW Motorsport subsidiary and was shared with the E39 M5. The engine was located behind the front axle in order to provide the car with 50/50 weight distribution. The factory claimed a 0–100 km/h (0–62 mph) time of 4.7 seconds; Although it could outperform a Ferrari 360 Modena in several respects, as with most BMW products, its top speed was electronically limited to 155 mph (250 km/h). The Z8 used neon exterior lighting, the tail lights and indicators are powered by neon tubes that offer quicker activation than standard lightbulbs and expected to last for the life of the vehicle. The Z8’s head and tail lights were done by Vipin Madhani. Every Z8 was shipped with a colour-matching metal hardtop. Unlike many accessory hardtops, which are provided for practical rather than stylistic considerations, the Z8 hardtop was designed from the outset to complement the lines of the roadster. In order to promote the Z8 to collectors and reinforce media speculation about the Z8’s “instant classic” potential, BMW promised that a 50-year stockpile of spare parts would be maintained in order to support the Z8 fleet. Due to the limited volume of Z8 production, all elements of the car were constructed or finished by hand, thereby compounding the importance of ongoing manufacturer support for the type. The price point and production process allowed BMW to offer custom options to interested buyers. A significant number of Z8s with non-standard paint and interior treatments were produced over the course of the four-year production run by BMW Individual. 5,703 Z8s were built.
BMW introduced the M4 GTS concept in August 2015 at the Pebble Beach Concours d’Elegance, and then in 2016, released this “production” track-focused version of the standard M4 coupe, limited to 700 units with a US price tag of $133,205 (and about the same in £ sterling!0 It is powered by the same 3.0-litre twin-turbo straight-six engine as in the normal M4, but the power has been raised to 500 PS (493 bhp), largely due to a novel water injection system that is the first to be used on a production car in almost twenty years. In addition to the increased engine power, the M4 GTS is 27 kg (60 lb) lighter than the standard M4 Coupé with the DCT transmission, so the weight now stands at 1,585 kg (3,494 lb). The 0 to 100 km/h (62 mph) is reduced to just 3.8 seconds, while the top speed is 305 km/h (190 mph). The M4 GTS has, according to BMW, lapped the Nürburgring Nordschleife in 7min 28sec, 24 seconds faster than the base M4, 20 seconds faster than the M3 GTS and the same time as a Porsche Carrera GT.
The BMW Auto Club Italia had the latest M4 CS and a 2002 Tii rally car on their stand, showing the evolution of this model over 7 generations and nearly 50 years.
Final car on the BMW Club stand was this Louis Descartes ALD 06 C2 BMW. Louis Descartes started competing in hill climbs in 1972 while concentrating on building his publishing business. Firstly he race a Renault 8 Gordini and then a Berlinette Alpine. Still competing in hillclimbs, he switched from saloon cars to full competition cars with a Jidé, a Tecma and finally a Lola in 1978. In 1979 he switched to circuit racing in the Championnat de France and continued in the series in 1980. Working with Hervé Bayard in 1981 the formed L’Automobile Renard-Delmas (ARD) aimed at deleloping a 2 liter sports prototype, a class that was very popular at that time. He aslo made his first appearance at Le Mans driving a Renard Delmas RD81, failing to be classified. He met up with Jean Paul Sauvée in September 1983 and started ALD, Automobiles L. Descartes, with a view to make a Group C car from a Lola T298 with an enclosed body and a modified chassis to meet the new regulations. The project was abandoned and they set out to build an entirely new car for 1984. Designed by Sauvée, the ALD 01 was scheduled to participate at Le Mans that year but is was not ready maily due to lack of time and budget. It finally appeared at the Paris Auto Show early in 1985 with an aluminium chassis powered by a 6-cylinder 3.5-litre BMW engine. After a couple of shake down races in France at Albi and Montlhéry, they entered the 24 Hours of Le Mans running a BMW M1 engine provided by the German tuners Randlinger. Driven by Louis and Jacques Heuclin, they finished but were not classified due not completing the minimum required distance as they lost time with gearbox and electrical problems. They failed again at Hockenheim in the 1000 Kilometre race due to a gearbox problem and were not classified at Spa two months later. However the car showed some promise at Brands Hatch finishing 9th. An updated design was ready in 1986 and the ALD 02 and the Descartes-Heuclin duo were once again not classifeid at Spa but later in May in the Le Mans Sprint at the Official Test Session they were classified 4th and 1st in C2. The 24 hour race was less successful when they crashed out after just 41 laps. The season was beset with DNFs due to accidents and mechanical failure though they did manage a class 5th at the 1000 km race at Silverstone. For the 1987 season a new car was designed Sauvée, the ALD 03. Drawn around a Porsche 962 windshield, the idea was to use Audi 2-litre 4-cylinder turbocharged engines. The team entered two cars, the BMW poweered ALD 02 and the Audi powered ALD 03, in the European races of the World Endurance Championship. The Audi engine was a disaster and the decision was made to switch the ALD 03 to BMW M1 power. At Le Mans, both cars finished the race for the first time. 11th for O3 in the hands of Descartes, Heuclin and Dominique Lacaud and 15th for 02 with Gérard Tremblay, Sylvain Boulay and Michel Lateste sharing driving duties. For the rest of the season the cars proved competitive in C2 class of the various European races. At the start of the 1988 season the team raced the two existing BMW M1 powwered ALD prototypes but the forth round at Silverstone saw the appearance of the ALD 04. At the 24 Hours of Le Mans the ALD 04 driven by Louis Descartes-Jacques Heuclin and Dominique Lacaud finished 5th in C2 and the older ALD 03 dropped out on the 103rd lap. The team went into 1989 with big ambitions. Three new cars were built, predictable ALD 05 and ALD 06 and less predictably the ALD C289. The C289 had a carbon chassis and was powered by a Ford Cosworth DFL engine. Despite a new team of engineers and participation in the majority of WEC races between 1989 and 1991 competitiveness and reliability were lacking as were results. Sadly Louis was killed at the end of December when his road car crashed into a tree just north of Paris. After his death, Team MP Racing entered the ALD C289 at the 1992 Le Mans with a V6 PRV Peugeot engine but the car failed to qualify after their qualifying times were disallowed when the car was found to be underweight in post-qualifying inspection. The final appearance of an ALD at Le Mans came in 1994 when the Stealth Engineering/SBF team entered ALD 06. With Sylvain Boulay, Dominique Lacaud and Bernard Robin at the helm, the old car qualified in 36th position but gave on lap 96 with mechanical problems.
Oldest of the Citroen cars present was this Traction Avant. 1934 saw the introduction of the Citroen’s revolutionary and mould-shattering front-wheel-drive semi-monocoque car, the Traction Avant. The Traction endured a troubled and prolonged birth process, however, and was part of an ambitious investment programme which involved, also in 1934, the bankruptcy of the business, and its acquisition by Citroën’s principal creditor. The patron himself died in 1935. In this troubled situation, availability of the larger Rosalies (although re-engined with a turned-around version of the new Traction’s OHV four-cylinder engines) continued till 1938: it is only through the distorting prism of subsequent events that its reputation has been diminished when set against the technical brilliance of its successor. Produced for over 20 years, many different versions were made during that time, all with the same styling outline, but with power outputs ranging from 7 to 15CV, and different wheelbases, as well as some with Coupe and Convertible body styles. There was even one model with a large opening tailgate, the Commerciale.
There were a number of the legendary 2CV model here, including the Van.
Completing the collection was a Sahara, a four-wheel drive (4×4) car, equipped with two engines (12 hp each), each one having a separate fuel tank. One was mounted in the front driving the front wheels and one in the back driving the rear wheels. A single gearstick, clutch pedal and accelerator were connected to both engines. It was originally intended for use by the French colonies in Northern Africa. As well as a decreased chance of being stranded, it provided four-wheel-drive traction with continuous drive to some wheels while others were slipping because the engine transmissions were uncoupled. Therefore, it became popular with off-road enthusiasts. The top speed was 65 km/h (40 mph) on one engine, and 105 km/h (65 mph) with both engines running. Between 1958 and 1971, Citroën built 694 Saharas. These rare vehicles are highly collectible.
It is hard to imagine just how revolutionary this car must have seemed when it was unveiled at the Paris Show in 1955. 18 years in secret development as the successor to the Traction Avant, the DS 19 stole the show, and within 15 minutes of opening, 743 orders were taken. By the end of the first day, that number had risen to 12,000. Contemporary journalists said the DS pushed the envelope in the ride vs. handling compromise possible in a motor vehicle. To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the DS was a symbol of French ingenuity. It also posited the nation’s relevance in the Space Age, during the global race for technology of the Cold War. Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had “fallen from the sky”. An American advertisement summarised this selling point: “It takes a special person to drive a special car”. Because they were owned by the technologically aggressive tyre manufacturer Michelin, Citroën had designed their cars around the technically superior radial tyre since 1948, and the DS was no exception. The car featured a novel hydropneumatic suspension including an automatic levelling system and variable ground clearance, developed in-house by Paul Magès. This suspension allowed the DS to travel quickly on the poor road surfaces common in France. In addition, the vehicle had power steering and a semi-automatic transmission (the transmission required no clutch pedal, but gears still had to be shifted by hand though the shift lever controlled a powered hydraulic shift mechanism in place of a mechanical linkage, and a fibreglass roof which lowered the centre of gravity and so reduced weight transfer. Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars. As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six-cylinder engine. Citroën had planned an air-cooled flat-6 engine for the car, but did not have the funds to put the prototype engine into production. The 1955 DS19 was 65% more expensive than the car it replaced, the Citroën Traction Avant. This did impact potential sales in a country still recovering economically from World War II, so a cheaper submodel, the Citroën ID, was introduced in 1957. The ID shared the DS’s body but was less powerful and luxurious. Although it shared the engine capacity of the DS engine (at this stage 1,911 cc), the ID provided a maximum power output of only 69 hp compared to the 75 hp claimed for the DS19. Power outputs were further differentiated in 1961 when the DS19 acquired a Weber-32 twin bodied carburettor, and the increasing availability of higher octane fuel enabled the manufacturer to increase the compression ratio from 7.5:1 to 8.5:1. A new DS19 now came with a promised 83 hp of power. The ID19 was also more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS’s hydraulically controlled set-up. Initially the basic ID19 was sold on the French market with a price saving of more than 25% against the DS, although the differential was reduced at the end of 1961 when the manufacturer quietly withdrew the entry level ID19 “Normale” from sale. An estate version was introduced in 1958. It was known by various names in different markets: Break in France, Safari and Estate in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon. It had a steel roof to support the standard roof rack. ‘Familiales’ had a rear seat mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back. During the 20 year production life, improvements were made on an ongoing basis. In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front bumpers. A more luxurious Pallas trim came in for 1965 Named after the Greek goddess Pallas, this included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery and external trim embellishments. The cars were complex, and not always totally reliable, One of the issues that emerged during long term use was addressed with a change which came in for 1967. The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time, but later switched to a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids. Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every “inhalation” of fresh moisture- (and dust-) laden air, the fluid absorbed more water. For the 1967 model year, Citroën introduced a new mineral oil-based fluid liquide hydraulique minéral (LHM). This fluid was much less harsh on the system. LHM remained in use within Citroën until the Xantia was discontinued in 2001. LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black. All models, including the Safari and ID, were upgraded at the same time. The hydraulic fluid changed to the technically superior LHM (Liquide Hydraulique Minéral) in all markets except the US and Canada, where the change did not take place until January 1969, due to local regulations. Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The Cabriolet d’Usine (factory convertible) were built by French carrossier Henri Chapron, for the Citroën dealer network. It was an expensive car, so only 1,365 were sold. These DS convertibles used a special frame which was reinforced on the sidemembers and rear suspension swingarm bearing box, similar to, but not identical to the Break/Safari frame. The cars here included a nice DS23EFi, the top model in the range, which came with a fuel injected 2.3 litre engine, five speed gearbox as well as those iconic swivelling headlights which turned with the steering wheel.
The splendid SM was here as well. This glamorous Sports/GT Coupe still wows people over 45 years since its debut. The Citroën SM was first shown at the 1970 Geneva Motor Show, but work on the car had started way back in 1961, with ‘Project S’, which was envisaged to be a a sports variant of the revolutionary Citroen DS. For the next few years, many running concept vehicles were developed, and these became increasingly complex and upmarket from the DS. In 1968, Citroën purchased Maserati, with the intention of harnessing Maserati’s high-performance engine technology to produce a true Gran Turismo car, which would combine Citroen’s advanced suspension with a V6 Maserati engine. The car was a sensation when revealed, with its distinctive styling, an amazingly low drag coefficient of just 0.26, and as well as the advanced features from the DS such as lights that swivelled with the steering and the advanced hydropneumatic self-levelling suspension there were numerous technical innovations such as variable assistance for the power steering, rain sensitive wipers and the option of lightweight wheels of composite alloys. It was a further six months before customers could get behind the wheel, with the SM finally going on sale in France in September of that year. The origin of the model name ‘SM’ is not clear. The ‘S’ may derive from the Project ‘S’ designation, and the ‘M’ may refers to Maserati, hence SM is often assumed to stand for ‘Sports Maserati’. Another common hypothesis is that SM stood for Série Maserati and others have suggested it is short for ‘Sa Majesté’ (Her Majesty in French), which would aligns with the explanation that the DS model was so called as a contraction of the French word ‘Déesse’ (The Goddess). Regardless of the origins of the name, it attracted lots of attention, and came third in the 1971 Car of the Year competition (behind Citroen’s own revolutionary GS model). For a couple of years, sales were reasonable, but they fell off dramatically in 1973, not just because of the Oil Crisis that struck late that year, but largely because the SM’s technical complexity came with a price tag of some terrible reliability problems, something which owners of rival cars simply did not experience. To compound the owner’s misery, they needed to find and pay for Citroen specialists who understood the hydraulics and a Maserati specialist for the engine. Both categories were kept busy. Citroen declared bankruptcy in 1974 and the company was purchased in May 1975. Thanks to changes in US legislation, sales in that market, which had hitherto been the SM’s largest had ceased, and so with global sales of under 300 SMs in 1974, having divested itself of Maserati, new owner Peugeot took the obvious decision to cease production of the SM almost immediately. During the SM’s 5 year product life, a total of 12,920 cars were produced. With the exception of a handful of conversions for the Australian market, all SMs were made in left hand drive, which is perhaps one reason why UK sales amounted to just 325 cars from that total. Although this is often labelled as one of the 4 “nightmare cars of the apocalypse” (along with the Triumph Stag and Alfa Montreal), the reality is that the surviving cars have largely been “fixed” and they are now not the fearsome ownership proposition that many still assume.
There were several examples of the uber-cool Méhari here. Much like the way the 1959 Mini became the 1964 Mini Moke, this small Citroen was based on an existing model, in this case, the 2CV/Dyane. 144,953 Méharis were built between the car’s French launch in May 1968 and 1988 when production ceased. A méhari is a type of fast-running dromedary camel, which can be used for racing or transport. A méhariste was a French Armée d’Afrique and Army of the Levant cavalryman that used these camels. The Méhari was based on the Citroën Dyane 6, and had a body made of ABS plastic with a soft-top. It also employed the 602 cc flat twin engine shared with the 2CV6 and Citroën Ami and because the standard Méhari weighed just 535 kg (1,179 lb), performance was respectable though very far from brisk. The vehicle also had the interconnected fully independent long-travel 2CV suspension used by all of the Citroën ‘A-Series’ vehicles. The colour was integrated into the ABS plastic material in production, and as a utilitarian vehicle, the options chart was quite limited. Only the Vert Montana remained in the catalogue for all the 18 years of production. Except for Azur blue, the official names of colours all refer to desert regions. Ultraviolet rays from the Sun impact the colourfastness of ABS plastic, so unrestored cars have a faded appearance. New bodies for restorations are only supplied in white colour, and now require painting on top of a specialist primer. A four-wheel drive version of the Méhari was produced from 1980 to 1983 and had excellent off-road qualities, due to the lightness of the vehicle. Unlike the earlier four wheel drive 2CV Sahara, which had two engines, this car only had one. Only 1300 were produced and so these cars are now both rare and highly sought after. The Méhari was sold in the United States in 1969 and 1970, where the vehicle was classified as a truck. As trucks had far more lenient National Highway Traffic Safety Administration safety standards than passenger cars in the US, the Méhari did not have seat belts. The Mehari did have limited sales success. Budget Rent-A-Car bought a number of them and offered them as rentals in Hawaii. Hearst Castle, in San Simeon, California, used them as groundskeeper cars. The cars had some differences from those sold elsewhere, with an altered front panel with larger 7″ sealed-beam headlamps being the most obvious.
This would be the first chance for a lot of people to see the Dallara Stradale, a car that was first revealed in 2017. Company founder Gian Paolo Dallara had the desire to create a car bearing his own name after having worked with various manufacturers and over seeing their projects ranging from the development of Formula 1 and Formula 3 cars as well as Indycars and even designing the chassis of sports cars for other manufacturers, notable manufacturers include Ferrari, Lamborghini, McLaren and Alfa Romeo. The development of such a car was halted six times as the funds received from the completion of projects of other companies were invested in development of other projects but finally after accumulating enough funds for the development of a road car, the CEO of the company, Andrea Pontremoli was tasked with the development work. Development began in 2015 with design work contracted to Granstudio, a small Italian design consultancy firm located in Turin. Hours of wind tunnel testing was performed on the final mockups in order to ensure that the car was aerodynamically refined. Chassis work was undertaken by former race car driver Loris Bicocchi. Dallara had been inspired by Colin Chapman’s philosophy of lightweight minimalist sports cars and the final product, the Stradale embodied those principals. With a dry weight of 855 kg (1,885 lb), the Stradale has performance comparable to high performance sports cars while being driver-focused. The first car was delivered to Dallara himself, on the occasion of his 81st birthday, at the company’s headquarters in Varano de’ Melegari, Italy, in 2017. The Stradale is powered by a 2.3-litre turbocharged Ford EcoBoost Inline-four engine also used in the Ford Focus RS. The engine is reworked by Bosch in order to generate a maximum power output of 400 PS (395 bhp) at 6,200 rpm and a peak torque of 500 N⋅m (369 lb⋅ft) at 3,000–5,000 rpm. Bosch also worked on the car’s aerodynamics and as a result, the car in the berlinetta body style is able to generate 820 kg (1,808 lb) of downforce with its optional rear wing. The conversion to different body styles was made possible by a removable windscreen made from motosport grade polycarbonate glass and a carbon fibre frame. The windscreen has a shape and a central windscreen wiper reminiscent of the Group C race cars of the 1990s. A T-shape removable frame combined with detachable gull-wing doors makes the conversion to a targa top and berlinetta bodyshell possible, but the driver enters the car in the same way, regardless of body structure (i.e by climbing over the side). The base of the chassis is a hollow carbon-fibre tub with solid carbon fibre side structure in order to channel air to the rear of the car. The air from one side goes to the engine while the air from the other side goes to the air-to-air intercooler. The carbon tub is joined by aluminium sub-structures front and aft. Two control arms are present at each corner, with the front arms directly mounted on the tub. The floor of the chassis is flat with a front splitter mounted at the front and a rear diffuser mounted at the rear. These elements combined without the optional rear wing create so much downforce that the format of the car requires to be fitted with reverse Gurney flaps that help maintain appropriate aerodynamic balance. The engine is transversely mounted and is combined with a 6-speed manual transmission (also from the Focus RS) or an optional 6-speed sequential manual transmission with paddle shifters mounted on the steering column transferring the power of the engine to the rear wheels. Both of the transmissions come with a limited slip differential. The Stradale comes with electronic stability control as standard that can be turned off and set to intervene as minimum as possible. The braking system utilises steel brake discs as the engineers working on the car believed that steel brake discs worked just as good without the added complexity and cost of a carbon-ceramic brake disc. The brake calipers are supplied by Brembo. The interior of the car has carbon fibre as its main element and has all of the main controls of the car integrated into the steering wheel. Vital information of the car such as speed and rpm are displayed on a motorsports-style display screen on the steering column. The seats are carbon-fibre shells fixed to the chassis and have foam padding applied on them. The steering column and paddles are adjustable in order to alter the driving position. Minimal luggage can be stowed in two compartments located behind the engine and two additional compartments in the seats are designed to store two race helmets. The total space of these compartments is four cubic-feet. Other features of the car include Pirelli Trofeo R tyres, active racing suspension system by Tractive suspension which drops the car’s ride height by 0.8-inches in track mode and an oil pressure accumulator enabling the fuel pump to withstand the 2.0 g of lateral acceleration the chassis is capable of generating. The Stradale can generate a downforce of 400 kp (881 lbf) at 241 km/h (150 mph) in its basic form and 853 kp (1,880 lbf) with its optional rear wing. The car accelerates from 0–60 mph in 3.2 seconds, 0–100 mph in 8.1 seconds, can complete a quarter-mile in 11.4 seconds and can attain a top speed of 280 km/h (174 mph). The company plans to produce no more than 600 units of the Stradale in five years offering a limited number of units for sale every year. Each car has a cost of €191,000 before taxes.
The De Tomaso Deauville was a luxury four-door saloon first exhibited at Turin Motor Show 1970. The Deauville was powered by the same 5763 cc Ford Cleveland V8 as the De Tomaso Pantera, rated at 330 hp. The car had a top speed of 230 km/h (143 mph) and featured styling similar to that of the Jaguar XJ. The Deauville had an independent rear suspension very similar to that used by Jaguar, and ventilated discs front and aft. It shares its chassis with the Maserati Quattroporte III. There were three Deauville variants: the early series 1 (1970–1974: serial number 10##, 11## and 12##), late series 1 (1975–1977: serial numbers 14##) and the series 2 (1978–1985: serial numbers 20## and 21##). One Deauville station wagon was made for Mr. De Tomaso’s wife. There were also two armoured Deauvilles produced, one for the Belgian Royal Family and the other for the Italian government. The latter is on display in the Museo delle Auto della Polizia di Stato in Rome. A total of 244 cars were produced.
Oldest Ferrari here was this 1948 166S Touring Berlinetta. Only 37 of these Ferrari’s were produced in the years 1948-50. These “inter” models were the road version of the racing models (166 MM). They sold well outside of Italy and especially helped build a reputation for Ferrari in the USA market.
1954 saw the introduction of a new four-cylinder sports racer, the 750 Monza. Sporting a three-litre version of the 500 Mondial’s engine, the Monza was much more powerful, with 250 hp available, but barely heavier at 760 kg (1,675 lb). The new-style body was penned by Pinin Farina and presaged the droop-nose look of the famed 250 GTO, but it was Scaglietti’s 750 Monza, with its faired-in headrest suggesting the flowing Testa Rossa that drew attention. Alberto Ascari was killed in the car during an impromptu testing session at Monza in 1955. Mike Hawthorn and Umberto Maglioli piloted their 750 Monza to victory at Monza on its very first race, giving the car its name. Although they were strong on the track, the Monza was unable to hold off the Mercedes-Benz 300 SLR in 1955, allowing the Germans to seize the sports car championship that Ferrari claimed in 1954. 31 of these cars were built.
There was no information on this car which looks like a version of the 250.
The 330 GT 2 + 2 was first seen at the Brussels Show in January 1964. This was much more than a re-engined 250, however, with a sharper nose and tail, quad headlights, and a wide grille. The wheelbase was 50 mm (2.0 in) longer, but Koni adjustable shock absorbers improved handling. A dual-circuit Dunlop braking system was used with discs all around, though it separated brakes front to back rather than diagonally as on modern systems. When leaving the factory the 330 GT originally fitted Pirelli Cinturato 205VR15 tyres (CN72). The 1965 Series II version featured a five-speed gearbox instead of the overdrive four-speed of the prior year. Other changes included the switch back to a dual-light instead of quad-light front clip, alloy wheels, and the addition of optional air conditioning and power steering. Prior to the introduction of the ‘Series II’ 330 GTs, a series of 125 ‘interim’ cars were produced, with the quad-headlight external configuration of the Series I cars, but with the five-speed transmission and ‘suspended’ foot pedals of the ‘Series II’ cars. 625 Series I (including 125 ‘interim’ cars) and 455 Series II 330 GT 2+2 cars had been built when the car was replaced by the 365 GT 2+2 in 1967. Production of the smaller 330 GTC and GTS models overlapped with the GT 2+2 for more than a year.
The 330 GTC and 330 GTS were more like their 275 counterparts than the 330 GT 2+2. They shared the short wheelbase of the 275 as well as its independent rear suspension & the same tyres 205VR14 Michelin XWX. These models were more refined than earlier Ferraris, quieter and easier to drive. It has been stated that this “was probably the first Ferrari in which you could actually enjoy a radio”. The GTC berlinetta was introduced at the Geneva Motor Show in March, 1966. It was a two-seater coupé with a Pininfarina-designed body. A 1967 GTC was given one-off bodywork by Zagato at the behest of American importer Luigi Chinetti in 1974. This car was called the “Zagato Convertibile”, since it was of a targa-style. The GTS spider followed at the Paris Motor Show. About 600 coupés and 100 spiders were produced before the 1968 introduction of the 365 GTC and GTS. Both models’ four litre engines produced 300 PS 598 examples of the GTC were produced and 100 of the GTS.
Top of the Ferrari range from the mid 70s for 10 years was the Berlinetta Boxer, object of many a small child’s intense desire, as I can attest from my own childhood! Production of the Berlinetta Boxer was a major step for Enzo Ferrari. He felt that a mid-engined road car would be too difficult for his buyers to handle, and it took many years for his engineers to convince him to adopt the layout. This attitude began to change as the marque lost its racing dominance in the late 1950s to mid-engined competitors. The mid-engined 6- and 8-cylinder Dino racing cars were the result, and Ferrari later allowed for the production Dino road cars to use the layout as well. The company also moved its V12 engines to the rear with its P and LM racing cars, but the Daytona was launched with its engine in front. It was not until 1970 that a mid-engined 12-cylinder road car would appear. The first “Boxer” was the 365 GT4 BB shown at the 1971 Turin Motor Show. Designed to rival the Lamborghini Miura and the newly developed Lamborghini Countach, it was finally released for sale in 1973 at the Paris Motor Show. 387 were built, of which 88 were right-hand drive (of which 58 were for the UK market), making it the rarest of all Berlinetta Boxers. The Pininfarina-designed body followed the P6 show car with popup headlights. Though it shared its numerical designation with the Daytona, the Boxer was radically different. It was a mid-engined car like the Dino, and the now flat-12 engine was mounted longitudinally rather than transversely. Although referred to as a Boxer, the 180° V12 was not a true boxer engine, but rather a flat engine. It had 380 hp, slightly more than the Daytona. The 365 GT4 BB was updated as the BB 512 in 1976, resurrecting the name of the earlier Ferrari 512 racer. The name 512 referred to the car’s 5 litre, 12 cylinder engine; a deviation from Ferrari’s established practice of naming 12-cylinder road cars (as the 365 BB) after their cylinder displacement. The engine was enlarged to 4943.04 cc, with an increased compression ratio of 9.2:1. Power was slightly down to 360 hp, while a dual plate clutch handled the added torque and eased the pedal effort. Dry sump lubrication prevented oil starvation in hard cornering. The chassis remained unaltered, but wider rear tires (in place of the 365’s equally sized on all four corners) meant the rear track grew 63 mm. External differentiators included a new chin spoiler upfront, incorporated in the bumper. A NACA duct on the side provided cooling for the exhaust system. At the rear there were now twin tail lights and exhaust pipes each side, instead of triple units as on the 365 GT4 BB. 929 BB 512 models were produced. The Bosch K-Jetronic CIS fuel injected BB 512i introduced in 1981 was the last of the series. The fuel injected motor produced cleaner emissions and offered a better balance of performance and daily-driver temperament. External differentiators from the BB 512 besides badging include a change to metric sized wheels and the Michelin TRX metric tyre system, small white running lights in the nose, and red rear fog lamps outboard of the exhaust pipes in the rear valance. 1,007 BB 512i models were produced.
The 308 GTB was launched at the Paris Motor Show in 1975 as a direct replacement for the Dino 246. Designed by Pininfarina with sweeping curves and aggressive lines, the 308 has gone on to become one of the most recognised Ferraris of all time. Fitted with a 2.9 litre DOHC V8 engine fed by four Webber 40DCNF Carburettors, the power output of 255bhp was sufficient to propel the 308 from 0 to 60mph in 6.5 seconds and on to a top speed of 159 mph.Tougher emissions standards in the 1980s challenged Ferrari more than many other marques. In 1980, fuel injection was adopted for the first time on the 308 GTB and GTS models, and power dropped quite noticeably fro 240 bhp to 214bhp. Two years later, at the 1982 Paris Motor Show, Ferrari launched the 308 quattrovalvole, in GTB and GTS form. The main change from the 308 GTBi/GTSi it succeeded were the 4-valves per cylinder—hence its name, which pushed output back up to 240 hp restoring some of the performance lost to the emission control equipment. The new model could be recognised by the addition of a slim louvred panel in the front lid to aid radiator exhaust air exit, power operated mirrors carrying a small enamel Ferrari badge, a redesigned radiator grille with rectangular driving lights on each side, and rectangular (in place of round) side repeaters. The interior also received some minor updates, such as a satin black three spoke steering wheel with triangular centre; cloth seat centres became available as an option to the standard full leather. Available included metallic paint, a deep front spoiler, air conditioning, wider wheels, 16-inch Speedline wheels with Pirelli P7 tyres, and a satin black roof aerofoil (standard on Japanese market models). Apart from the 32-valve cylinder heads, the V8 engine was essentially of the same design as that used in the 308 GTSi model. The gear and final drive ratios were altered to suit the revised characteristics of the four valves per cylinder engine. One other significant benefit of the QV four valve heads was the replacement of the non-QV models sodium valves which have been known to fail at the joint between the head and the stem. Bosch K-Jetronic fuel injection and Marelli Digiplex electronic ignition were carried over from the GTBi/GTSi. The car was produced in this form until the launch of the 328 models in the autumn of 1985 which had larger 3.2 litre engines and a number of styling changes. 308 GTB models are becoming increasingly sought after, with prices rising steadily and quite steeply. There was a 308 GTB here.
For those who needed a bit more space, Ferrari also offered the 308 GT4 Dino, which was launched at the Paris Motor Show in 1973. It only gained the “Prancing Horse” badge in May 1976, replacing the Dino badges on the front, wheels, rear panel and the steering wheel. This has caused major confusion over the years by owners, enthusiasts and judges. During the energy crisis at that time many prospective owners were hesitant to buy such an expensive automobile not badged “Ferrari” being confused at the significance of the Dino name. The GT4 was a groundbreaking model for Ferrari in several ways: it was the first production Ferrari to feature the mid-engined V8 layout that would become the bulk of the company’s business in the succeeding decades, and was the first production Ferrari with Bertone (rather than Pininfarina) designed bodywork. Pininfarina was upset by the decision to give cross-town rival Bertone the design, considering all they had done for Ferrari. The styling featured angular lines entirely different from its curvaceous 2-seater brother, the Dino 246, and was controversial at the time. Some journalists compared it to the Bertone-designed Lancia Stratos and Lamborghini Urraco, also penned by Marcello Gandini. From the cockpit the driver sees only the road. It has perfect 360 degree visibility, no blind spots, upright and comfortable seating position, a real boot, a back seat for soft luggage, and very easy engine access. Enzo Ferrari himself took a major role in its design, even having a mock-up made where he could sit in the car to test different steering, pedals and cockpit seating positioning. The chassis was a tubular spaceframe based on the Dino 246, but was stretched for a 115.2 in wheelbase to make room for the second row of seats. The suspension was fully independent, with double wishbones, anti-roll bars, coaxial telescopic shock absorbers and coil springs on both axles. Niki Lauda helped set up the chassis. The 2927 cc V8 was mounted transversally integrally joined with the 5-speed transaxle gearbox. The engine had an aluminium alloy block and heads, 16-valves and dual overhead camshafts driven by toothed belts; it produced 255 hp in the European version and 240 hp in the American. The induction system used four Weber 40 DCNF carburettors. The GT4 was replaced by the Mondial 8 in 1980 after a production run of 2,826 308s and 840 208s.
Introduced at the 1985 Frankfurt Show alongside the Mondial 3.2 series, the Ferrari 328 GTB and GTS (Type F106) were the successors to the Ferrari 308 GTB and GTS which had first been seen in October 1975. While mechanically still based on the 308 GTB and GTS respectively, small modifications were made to the body style and engine, most notably an increase in engine displacement to 3185 cc for increased power and torque output. As had been the case for a generation of the smaller Ferraris, the model name referred to the total cubic capacity of the engine, 3.2 litres, and 8 for the number of cylinders. Essentially the new model was a revised and updated version of the 308 GTS, which had survived for eight years without any radical change to the overall shape, albeit with various changes to the 3-litre engine. The 328 model presented a softening of the wedge profile of its predecessor, with a redesigned nose that had a more rounded shape, which was complemented by similar treatment to the tail valance panel. The revised nose and tail sections featured body colour bumpers integral with the valance panels, which reflected the work done concurrently to present the Mondial 3.2 models, with which they also shared a similar radiator grille and front light assembly layout. Thus all the eight-cylinder cars in the range shared fairly unified front and rear aspects, providing a homogeneous family image. The exhaust air louvres behind the retractable headlight pods on the 308 series disappeared, coupled with an increase in the size of the front lid radiator exhaust air louvre, which had been introduced on the 308 Quattrovalvole models, whilst a new style and position of exterior door catch was also provided. The interior trim also had a thorough overhaul, with new designs for the seat panel upholstery and stitching, revised door panels and pulls, together with more modern switchgear, which complemented the external updating details. Optional equipment available was air conditioning, metallic paint, Pirelli P7 tyres, a leather dashboard, leather headlining to the removable roof panel plus rear window surround, and a rear aerofoil (standard on Japanese market models). In the middle of 1988 ABS brakes were made available as an option, which necessitated a redesign of the suspension geometry to provide negative offset. This in turn meant that the road wheel design was changed to accommodate this feature. The original flat spoke “star” wheels became a convex design, in the style as fitted to the 3.2 Mondial models, whether ABS was fitted or not. The main European market 328 GTS models had a tubular chassis with a factory type reference F 106 MS 100. Disc brakes, with independent suspension via wishbones, coil springs, and hydraulic shock absorbers, were provided all round, with front and rear anti roll bars. There were various world market models, each having slight differences, with right and left hand drive available. The V8 engine was essentially of the same design as that used in the 308 Quattrovalvole model, with an increase in capacity to 3185 cc. The engine retained the Bosch K-Jetronic fuel injection system of its predecessor, but was fitted with a Marelli MED 806 A electronic ignition system, to produce a claimed power output of 270 bhp at 7000 rpm. As with the preceding 308 models the engine was mounted in unit with the all synchromesh five-speed manual transmission assembly, which was below, and to the rear of the engine’s sump. The 328 GTS continued in production for four years, until replaced by the 348 ts model in the autumn of 1989, during which time 6068 examples were produced, GTS production outnumbering the GTB (1344 produced) version almost five to one.
Among the older four seater models was this 400GT, an elegant model that has languished in the doldrums of affection for far too long, but which is gradually gaining new fans, as people realise that it is not just worthy of the Ferrari badge on the front, but also an elegant and surprisingly practical Grand Tourer. The 400 was an evolution of the 365 GT4 2+2, which was first seen at the 1976 Paris Motor Show. It proved quite controversial, as this was the first Ferrari to be offered with an automatic gearbox, a Borg Warner 3-speed unit, though a five speed manual was also offered. The 365’s V12 engine had been stroked to a displacement of 4.8 litres and given six 38 DCOE 110-111 Webers, and now produced 340 PS. 0-60 mph took 7.1 seconds. Other changes compared to the 365 GT4 included five-stud wheels to replace the knock-off hubs (Borrani wheels weren’t offered anymore), a revised interior, the addition of a lip to the front spoiler, and double circular tail light assemblies instead of triple. A total of 502 examples were produced, 355 of which were Automatics and 147 GTs before a further upgrade in 1979 which saw the addition of fuel injection. It was replaced by the visually similar 412i in 1985. which had a larger 5 litre engine. Production of this version ran for 4 years, meaning that by the time the model was deleted from the range, this elegant Pininfarina design had been produced for 17 years, the longest run of any Ferrari bodystyle ever. It was some years before another 4 seater V12 Ferrari would join the range, the 456 GT in 1994.
Object of many a poster that would have been in a young enthusiast’s bedroom when the car was new, was the Testarossa, a true supercar when there were only a couple of other cars for which the label could apply. A replacement for the BB512i, the Testarossa was launched at the Paris Show in October 1984. The Pininfarina-designed car was produced until 1991, with the same basic design then going through two model revisions, with the 512 TR and later F512 M which were produced from 1992 to 1996 before the model was replaced by the front-engined 550 Maranello. Almost 10,000 Testarossas, 512 TRs, and F512 Ms were produced, making it one of the most-produced Ferrari models, despite its high price and exotic design. The Testarossa followed the same concept as the BB512, but was intended to fix some of the criticisms of the earlier car, such as a cabin that got increasingly hot from the indoor plumbing that ran between the front-mounted radiator and the midships-mounted engine and a lack of luggage space. This resulted in a car that was larger, and at 1,976 millimetres (78 in) wide the Testarossa was half a foot wider than the Boxer and immediately condemned for being too wide, though these days it does not appear anything like as wide as it did when new. This resulted in an increased wheelbase that stretched about 64 mm (2.5 in) to 2,550 mm (100 in) which was used to accommodate luggage in a carpeted storage space under the front forward-opening lid. The increase in length created extra storage space behind the seats in the cabin. Headroom was also increased with a roofline half an inch taller than the Boxer. The design came from Pininfarina with a team of designers led by design chief Leonardo Fioravanti, the designer of many contemporary Ferraris. The design was originated by Nicosia, but the guidance of Fioravanti was equally important. Being a trained aerodynamicist, Fioravanti applied his know-how to set the aerodynamics layout of the car. This meant the large side intakes were not only a statement of style but actually functional – they drew clean air to cool the side radiators and then went upward and left the car through the ventilation holes located at the engine lid and the tail. As a result, the Testarossa did not need a rear spoiler like Lamborghini’s Countach yet produced zero lift at its rear axle. The aerodynamic drag coefficient of 0.36 was also significantly better than the Lamborghini’s 0.42. Pininfarina’s body was a departure from the curvaceous boxer—one which caused some controversy. The side strakes sometimes referred to as “cheese graters” or “egg slicers,” that spanned from the doors to the rear wings were needed for rules in several countries outlawing large openings on cars. The Testarossa had twin radiators in the back with the engine instead of a single radiator up-front. In conjunction the strakes provided cool air to the rear-mounted side radiators, thus keeping the engine from overheating. The strakes also made the Testarossa wider at the rear than in the front, thus increasing stability and handling. One last unique addition to the new design was a single high mounted rear view mirror on the driver’s side. On US based cars, the mirror was lowered to a more normal placement in 1987 and quickly joined by a passenger side rear view mirror for the driver to be able to make safe easy lane changes. Like its predecessor, the Testarossa used double wishbone front and rear suspension systems. Ferrari improved traction by adding 10-inch-wide alloy rear wheels. The Testarossa drivetrain was also an evolution of the BB 512i. Its engine used near identical displacement and compression ratio, but unlike the BB 512i had four-valve cylinder heads that were finished in red. The capacity was 4,943 cc, in a flat-12 engine mid mounted. Each cylinder had four valves, lubricated via a dry sump system, and a compression ratio of 9.20:1. These combined to provide a maximum torque of 490 Nm (361 lb/ft) at 4500 rpm and a maximum power of 390 hp at 6300 rpm. That was enough to allow the Testarossa to accelerate from 0–60 mph in 5.2 seconds and on to 100 mph. The original Testarossa was re-engineered for 1992 and released as the 512 TR, at the Los Angeles Auto Show, effectively as a completely new car, with an improved weight distribution of 41% front: 59% rear. The F512 M was introduced at the 1994 Paris Auto Show, with the M standing for “modificata”. That car is easy to spot as it lost the pop-up headlights and gained awkward glazed in units. Seen here were both the Testarossa and the 512TR.
Launched in May 1994 as an evolution of the Ferrari 348, just about everything was changed, and improved for the F355, seen here in Berlinetta and Targa formats. Design emphasis for the F355 was placed on significantly improved performance, but driveability across a wider range of speeds and in different environments such as low-speed city traffic was also addressed, as the Honda NS-X had proved that you could make a supercar that could be lived with every day. Apart from the displacement increase from 3.4 to 3.5 litres, the major difference between the V8 engine in the 348 and F355 was the introduction of a 5-valve cylinder head. This new head design allowed for better intake permeability and resulted in an engine that was considerably more powerful, producing 375 hp. The longitudinal 90° V8 engine was bored 2mm over the 348’s engine, resulting in the small increase in displacement. The F355 had a Motronic system controlling the electronic fuel injection and ignition systems, with a single spark plug per cylinder, resulting in an unusual 5 valves per cylinder configuration. This was reflected in the name, which did not follow the formula from the previous decades of engine capacity in litres followed by number of cylinders such as the 246 = 2.4 litres and 6 cylinders and the 308 of 3.0 litres and 8 cylinders. For the F355, Ferrari used engine capacity followed by the number of valves per cylinder (355 = 3.5 litres engine capacity and 5 valves per cylinder) to bring the performance advances introduced by a 5 valve per cylinder configuration into the forefront. 5. The frame was a steel monocoque with tubular steel rear sub-frame with front and rear suspensions using independent, unequal-length wishbones, coil springs over gas-filled telescopic shock absorbers with electronic control servos and anti-roll bars. The car allows selection between two damper settings, “Comfort” and “Sport”. Ferrari fitted all road-going F355 models with Pirelli tires, size 225/40ZR 18 in front and 265/40 ZR 18 in the rear. Although the F355 was equipped with power-assisted steering (intended to improve low-speed driveability relative to the outgoing 348), this could optionally be replaced with a manual steering rack setup by special order. Aerodynamic designs for the car included over 1,300 hours of wind tunnel analysis. The car incorporates a Nolder profile on the upper portion of the tail, and a fairing on the underbody that generates downforce when the car is at speed. These changes not only made the car faster but also much better to drive, restoring Ferrari to the top of the tree among its rivals. At launch, two models were available: the coupe Berlinetta and the targa topped GTS, which was identical to the Berlinetta apart from the fact that the removable “targa-style” hard top roof could be stored behind the seats. The F355 would prove to be last in the series of mid-engined Ferraris with the Flying Buttress rear window, a lineage going back to the 1965 Dino 206 GT, unveiled at the Paris Auto Show. The Spider (convertible) version came later in the year. In 1997 the Formula One style paddle gear shift electrohydraulic manual transmission was introduced with the Ferrari 355 F1 adding £6,000 to the dealer asking price. This system promised faster gearchanges and allowed the driver to keep both hands on the steering wheel, It proved to be very popular and was the beginning of the end for the manual-transmission Ferrari. Ferrari produced 4,871 road-going Berlinetta models, of which 3,829 were 6-speed and 1,042 were F1 transmissions. The Spider proved to be the second-most popular F355 model, with a total production of 3,717 units, of which 2,664 were produced with the 6-speed transmission and another 1,053 produced with the F1 transmission. A total of 2,577 GTS models were produced, with 2,048 delivered with the 6-speed transmission and another 529 with the F1 transmission. This was the last GTS targa style model produced by Ferrari. This made a total production run of 11,273 units making the F355 the most-produced Ferrari at the time, though this sales record would be surpassed by the next generation 360 and later, the F430. There were examples of the Berlinetta and Spider here.
A front-engined grand tourer, the 456 was produced from 1992 until 2003, as an overdue replacement for the long-defunct front-engined 412 as the company’s V12 four seater. Pietro Camardella and Lorenzo Ramaciotti at Pininfarina designed the original 456 which was available in GT and from 1996 in GTA forms. The difference in name signifies the transmission: the former has a six-speed manual and the latter has a four-speed automatic developed in partnership with FF Developments, in Livonia, MI (which was later purchased by Ricardo Engineering in the UK). This was only the fourth automatic transmission ever offered by Ferrari. The 5473 cc 65° V12 engine was derived from the Dino V6 rather than the more conventional 60° V12s used in the 412 and Daytona. It produced 442 PS with 4 valves per cylinder and Bosch Motronic M2.7 engine management. It could push the 1690 kg car and four passengers to 302 km/h (188 mph) making it the world’s fastest production four-seater. Acceleration to 100 km/h was just 5.2 seconds, with a 13.4 second quarter-mile time. At the time of its development it was the most powerful road car ever developed by Ferrari (aside from the F40). In 1996 engine was changed with Motronic M5.2 management and typed as F116C. The name 456, as was Ferrari practice, came from the fact that each cylinder displaces 456 cubic centimeters. This was the last Ferrari to use this naming convention. Despite its supercar performance, the 456 has a relatively unstressed engine, which has proven to be a very reliable unit. The chassis is a tubular steel spaceframe construction with a one-piece composite bonnet and body panels of aluminium. The body panels are welded to the chassis by using a special “sandwich filler” called feran that, when laid between, allows steel and aluminium to be welded. The Modificata 456M appeared in 1998, starting with chassis number 109589. Many changes were made to improve aerodynamics and cooling, and the interior – still featuring Connolly Leather – was freshened with new seats and other conveniences (fewer gauges on dash, and a new Becker stereo fitted in front of gear stick rather than behind as in the very shallow and special Sony head unit in the 456 GT). The 456 has a smaller grille with fog lights outside the grille, and lacked the bonnet-mounted air scoops. The undercarriage spoiler on the 456M is fixed, where the older 456 had a motorised spoiler that began its deployment above 105 km/h (65 mph). Power remained unchanged on the Modificata using Bosch Motronic M5.2 engine management at 442 PS; the cylinder firing order was changed for smoother running, and the torque remained the same for later versions of the 456 GT. The Tour de France Blue with Daytona Seats was the most desirable colour and leather combination. Approximately 3,289 of all versions were built, consisting of: 456 GT: 1,548; 456 GTA: 403; 456M GT: 688; 456M GTA: 650.
The 360 was followed by F430, which debuted at the 2004 Paris Motor Show. Designed by Pininfarina, under the guidance of Frank Stephenson, the body styling of the F430 was revised from its predecessor, the Ferrari 360, to improve its aerodynamic efficiency. Although the drag coefficient remained the same, downforce was greatly enhanced. Despite sharing the same basic Alcoa Aluminium chassis, roof line, doors and glass, the car looked significantly different from the 360. A great deal of Ferrari heritage was included in the exterior design. At the rear, the Enzo’s tail lights and interior vents were added. The car’s name was etched into the Testarossa-styled driver’s side mirror. The large oval openings in the front bumper are reminiscent of Ferrari racing models from the 60s, specifically the 156 “sharknose” Formula One car and 250 TR61 Le Mans cars of Phil Hill. Designed with soft-top-convertible. The F430 featured a 4.3 litre V8 petrol engine of the “Ferrari-Maserati” F136 family. This new power plant was a significant departure for Ferrari, as all previous Ferrari V8’s were descendants of the Dino racing program of the 1950s. This fifty-year development cycle came to an end with the entirely new unit. The engine’s output was 490 hp at 8500 rpm and 343 lb/ft of torque at 5250 rpm, 80% of which was available below 3500rpm. Despite a 20% increase in displacement, engine weight grew by only 4 kg and engine dimensions were decreased, for easier packaging. The connecting rods, pistons and crankshaft were all entirely new, while the four-valve cylinder head, valves and intake trumpets were copied directly from Formula 1 engines, for ideal volumetric efficiency. The F430 has a top speed in excess of 196 mph and could accelerate from 0 to 100 km/h in 3.9 seconds, 0.6 seconds quicker than the old model. The brakes on the F430 were designed in close cooperation with Brembo (who did the calipers and discs) and Bosch (who did the electronics package),resulting in a new cast-iron alloy for the discs. The new alloy includes molybdenum which has better heat dissipation performance. The F430 was also available with the optional Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brake package. Ferrari claims the carbon ceramic brakes will not fade even after 300-360 laps at their test track. The F430 featured the E-Diff, a computer-controlled limited slip active differential which can vary the distribution of torque based on inputs such as steering angle and lateral acceleration. Other notable features include the first application of Ferrari’s manettino steering wheel-mounted control knob. Drivers can select from five different settings which modify the vehicle’s ESC system, “Skyhook” electronic suspension, transmission behaviour, throttle response, and E-Diff. The feature is similar to Land Rover’s “Terrain Response” system. The Ferrari F430 was also released with exclusive Goodyear Eagle F1 GSD3 EMT tyres, which have a V-shaped tread design, run-flat capability, and OneTRED technology. The F430 Spider, Ferrari’s 21st road going convertible, made its world premiere at the 2005 Geneva Motor Show. The car was designed by Pininfarina with aerodynamic simulation programs also used for Formula 1 cars. The roof panel automatically folds away inside a space above the engine bay. The conversion from a closed top to an open-air convertible is a two-stage folding-action. The interior of the Spider is identical to that of the coupé. Serving as the successor to the Challenge Stradale, the 430 Scuderia was unveiled by Michael Schumacher at the 2007 Frankfurt Auto Show. Aimed to compete with cars like the Porsche RS-models and the Lamborghini Gallardo Superleggera it was lighter by 100 kg/220 lb and more powerful (510 PS) than the standard F430. Increased power came from a revised intake, exhaust, and an ion-sensing knock-detection system that allows for a higher compression ratio. Thus the weight-to-power ratio was reduced from 2.96 kg/hp to 2.5 kg/hp. In addition to the weight saving measures, the Scuderia semi-automatic transmission gained improved “Superfast”, known as “Superfast2”, software for faster 60 millisecond shift-times. A new traction control system combined the F1-Trac traction and stability control with the E-Diff electronic differential. The Ferrari 430 Scuderia accelerates from 0-100 km/h in 3.6 seconds, with a top speed of 202 miles per hour. Ferrari claimed that around their test track, Fiorano Circuit, it matched the Ferrari Enzo, and the Ferrari F430’s successor, the Ferrari 458. To commemorate Ferrari’s 16th victory in the Formula 1 Constructor’s World Championship in 2008, Ferrari unveiled the Scuderia Spider 16M at World Finals in Mugello. It is effectively a convertible version of the 430 Scuderia. The engine produces 510 PS at 8500 rpm. The car has a dry weight of 1,340 kg, making it 80 kg lighter than the F430 Spider, at a curb weight of 1,440 kg (3,175 lb). The chassis was stiffened to cope with the extra performance available and the car featured many carbon fibre parts as standard. Specially lightened front and rear bumpers (compared to the 430 Scuderia) were a further sign of the efforts Ferrari was putting into this convertible track car for the road. Unique 5-spoke forged wheels were produced for the 16M’s launch and helped to considerably reduce unsprung weight with larger front brakes and callipers added for extra stopping power (also featured on 430 Scuderia). It accelerates from 0-100 km/h in 3.7 seconds, with a top speed of 315 km/h (196 mph). 499 vehicles were released beginning early 2009 and all were pre-sold to select clients.
A variant of the 575 was the 575M SuperAmerica, created to satisfy demand for open-topped V12 motoring and with a rather better roof arrangement than had been on the 550 Barchetta. The 575M Superamerica featured an electrochromic glass panel roof which rotated 180° (both of these attributes being production car firsts) at the rear to lie flat over the boot. The patented Revocromico roof incorporates a carbon fibre structure that is hinged on the single axis with a luggage compartment lid, allowing the access to the latter even with an open roof. With the roof open the rear window, apart for holding the third stop light, also acts as a wind deflector. This roof design was previously used on the 2001-designed Vola by Leonardo Fioravanti. The Superamerica used the higher-output tune of the V-12 engine, F133 G, rated at 533 hp and Ferrari marketed it as the world’s fastest convertible, with a top speed of 199 mph. The GTC handling package was optional. A total of 559 Superamericas were built; this number followed Enzo Ferrari’s philosophy that there should always be one fewer car available than what the market demanded.
The next V12 engined Ferrari was the 599 GTB (internal code F141) a new flagship, replacing the 575M Maranello. Styled by Pininfarina under the direction of Ferrari’s Frank Stephenson, the 599 GTB debuted at the Geneva Motor Show in February 2006. It is named for its total engine displacement (5999 cc), Gran Turismo Berlinetta nature, and the Fiorano Circuit test track used by Ferrari. The Tipo F140 C 5999 cc V12 engine produced a maximum 620 PS (612 hp), making it the most powerful series production Ferrari road car of the time. At the time of its introduction, this was one of the few engines whose output exceeded 100 hp per litre of displacement without any sort of forced-induction mechanism such as supercharging or turbocharging. Its 448 ft·lb of torque was also a record for Ferrari’s GT cars. Most of the modifications to the engine were done to allow it to fit in the Fiorano’s engine bay (the original Enzo version could be taller as it would not block forward vision due to its mid-mounted position). A traditional 6-speed manual transmission as well as Ferrari’s 6-speed called “F1 SuperFast” was offered. The Fiorano also saw the debut of Ferrari’s new traction control system, F1-Trac. The vast majority of the 599 GTB’s were equipped with the semi-automatic gearbox, with just 30 examples produced with a manual gearbox of which 20 were destined for the United States and 10 remained in Europe. The car changed little during its 6 year production, though the range did gain additional versions, with the HGTE model being the first, with a number of chassis and suspension changes aimed at making the car even sharper to drive, and then the more potent 599GTO came in 2010. With 670 bhp, this was the fastest road-going Ferrari ever made. Just 599 were made. The model was superceded by the F12 Berlinetta in 2012.
Also here were was a 458 Speciale, the latest of a long line of specially engineered cars added to complement the “regular” V8 models that started with the 100 units of the 348 Speciale produced in 1992, and followed up by the 360 Challenge Stradale, the 430 Scuderia and the 16M. In essence they are all about adding power and shedding weight. In simplistic terms, the road to the Speciale can be summed up in four words: more power, less weight. There are other, more detailed changes, too, obviously, but those are the cornerstones around which everything else is shaped. The normally aspirated, flat-plane crank V8 retains its 4497cc swept capacity but receives new cam geometry with higher valve lift, shorter inlet manifolds and different pistons providing a higher compression ratio. Internal friction is reduced, through the use of uprated materials and the upshot is 597bhp (up from 562bhp) generated at the engine’s 9000rpm limit. Torque is the same, at 398lb ft, still delivered at 6000rpm. The engine is mated to a seven-speed, dual-clutch gearbox whose upshifts, we were told at the launch of such gearboxes, are all but instant. That’s still true, but Ferrari has improved the response time to a pull on the lever and made the engine rev-match more quickly on downshifts to reduce the time that those take. The engine’s changes shave 8kg from the car’s overall weight – the exhaust is all aluminium and the intake is carbonfibre. Those 8kg form part of a claimed 90kg total saving at 1395kg now, versus 1485kg for a 458 Italia. Of this 90kg, 12kg is contributed by lighter, forged wheels, 13kg comes from bodywork and window changes (lighter glass all round and Lexan for the engine cover), and 20kg comes from the cabin. There are two flaps on the Speciale’s front valance, one either side of the prancing horse badge in its centre. Below 106mph these flaps remain closed, which diverts air towards the radiators. Above that speed, the radiators get quite enough cool air, thanks very much, so the flaps open, which reduces drag. Then, above 137mph, they move again, lowering to shift downforce to the rear of the car, in turn adjusting the balance 20 per cent rearward in order to promote high-speed cornering stability. At the rear, meanwhile, there is a new diffuser (the exhausts have been rerouted to make the most of its central section). Movable flaps in the diffuser adjust, but this time they are dependent not only on speed but also on steering angle and throttle or brake position. When lowered, the flaps stall the path of air into the diffuser and improve the Cd by 0.03. When raised, the diffuser adds downforce as it should. Bodywork changes, though, also bring some aerodynamic improvements, you’ll not be surprised to hear, with lessons applied from the LaFerrari and FXX programmes. In the front valance and under the rear diffuser, there are flaps that open at speed to reduce drag and improve downforce. Finally, there are new Michelin Pilot Sport Cup 2 tyres in a unique compound – rather a sticky one, we suspect – plus new calibration for the adaptive dampers. The carbon-ceramic brake discs also use a new compound. 499 of them were built and they sold out very quickly.
This is 1922 501 “Doctor’s Coupe”. Introduced at the 1919 Paris Salon, the Fiat Tipo IT (or 501 as ‘IT’ is better known) was engineered under the guidance of renowned Works Manager Avocato Carlo Cavalli. Based around a sturdy ladder frame chassis equipped with semi-elliptic leaf-sprung suspension and cable-operated drum brakes, it was powered by a smooth-running 1460cc sidevalve four-cylinder engine allied directly to a four-speed manual gearbox. Credited with developing some 23bhp @ 2,600rpm, the model could also boast such design niceties as a detachable cylinder head, water pump, cooling fan, 12-volt electrics and full-pressure lubrication. Built at Fiat’s state-of-the-art Lingotto factory (famous for its rooftop racetrack), the 501 featured an ultra-low ‘go anywhere’ first gear yet was reputedly capable of some 50mph. Available in a wide variety of open, closed and even commercial bodystyles, the popular Fiat remained in production until 1926 by which time some 46,000 are thought to have been made. Finished in red over black with black vinyl upholstery. Riding on 19-inch artillery wheels, it sports a wooden dashboard, two-piece windscreen, bulb horn, calormeter and rear luggage rack.
The 508 Balilla was a compact car launched in 1932. It was effectively the replacement of the Fiat 509, although production of the earlier model had ceased back in 1929. It had a three-speed transmission (increased to four in 1934), seated four, and had a top speed of about 50 mph (80 km/h). It sold for 10,800 lire (or 8,300 2005 euro). About 113,000 were produced. It was offered with a number of different body styles. The first 508 came with a front-mounted four cylinder petrol/gasline side-valve engine of 995cc. Maximum power was listed as 20 hp at 3500 rpm, providing for a top speed of approximately 80 km/h (50 mph). Power passed to the rear wheels through a 3-speed manual gear box without the assistance of synchromesh on any of the ratios. Stopping power was provided by drum brakes on all four wheels. At the end of 1933 power was increased to 24 hp at 3500 rpm, and the maximum speed went up to 85 km/h (53 mph). Transmission was upgraded to a four speed gear box. For 1934 the car now came with a slightly more aerodynamic looking “berlina” (saloon/sedan) body, available with either two or four doors. This version was identified as the Fiat 508B, and the original 1932 model was now, retrospectively, became the Fiat 508A. The first 508A, introduced in 1932, was a 2-door “Berlina” (saloon/sedan) with four seats and a three speed “crash” gearbox. The front seats could be slid forwards and the backrests tilted in order to facilitate access to the back seat in what was a relatively small car. Unusually, the windows in the doors could be wound down by turning a crank handle fitted to the door, while the windscreen was hinged at the top and could be opened, while two windscreen wipers were powered by their own electric motor, positioned inside just above the windscreen. The interior used rubber mats while the seats were cloth covered. Accessories offered included a dash-mounted rear-view mirror, an interior light mounted on the centre of the roof and an externally mounted luggage platform at the back which, when specified, came with the spare wheel repositioned to a mounting point on the side of the car between the left-side door and the front wing. A “Lusso” (“de Luxe”) version also featured a better type of cloth covering for the seats as well as extra bright work around the lights, front grille, wheels and door handles. With the 508B, introduced early in 1934, the body was described as “more aerodynamic” although from the perspective of later developments in car styling, the 508B still followed the rather boxy lines associated with cheap cars from the early 1930s. The gear box was upgraded, now offering four forward speeds, and while the a 2-door “Berlina” remained on offer for a few more months, a 4-door “Berlina” was now added. In June of the same year the 2-door “Berlina” was delisted for Italy and there was a further face-lift for the 4-door bodied car, which now received a modified front grille and a windscreen, previously vertical, that was slightly raked, hinting at the more wholesale styling changes that would accompany the appearance in 1937 of the 508C version of the car. Standard and “Lusso” versions of the 4-door “Berlina” were both offered. A “Torpedo” bodied 508 was added to the range in 1933, with four seats and four doors, and in 1933 still with the 3-speed “crash” gear-box. It was offered only with the “Lusso” (“de Luxe”) trimmings. As on the “Spider”, seat covers and interior trimmings used coloured leather. The windscreen pillars and door hinges were chrome plated, and the removable fabric hood could be stored in a suitably shaped storage bag provided for the purpose. The upgrade to a four speed transmission in 1934 was not accompanied by any aesthetic changes to the “Torpedo” bodywork. The Italian military was active in Tripolitania (now known as Libya) during this period, and a special “Torpedo Coloniale” was produced, sharing the features of the regular 508 Torpedo, but this car came with wider tyres and was painted the colour of sand. A commercial version of the Balilla was offered, both as a panel van or as a small flat-bed truck, with a 350 kg load capacity, based initially on the 3-speed 508A and later on the 4-speed 508B. Around 113,000 were produced.
There were lots of examples of the 500 Topolino and the later 500C here. Known for being the car which really put Italy on wheels, the Topolino was one of the smallest cars in the world at the time of its production. Launched in 1937, three versions were produced until 1955, all with only minor mechanical and cosmetic changes. It was equipped with a 569 cc four-cylinder, side-valve, water-cooled engine mounted in front of the front axle, which meant that it was a full-scale car rather than a cyclecar. The radiator was located behind the engine which made possible a lowered aerodynamic nose profile at a time when competitors had a flat, nearly vertical grille. The shape of the car’s front allowed exceptional forward visibility. The rear suspension initially used quarter-elliptic rear springs, but buyers frequently squeezed four or five people into the nominally two-seater car, and in later models the chassis was extended at the rear to allow for more robust semi-elliptic springs. With horsepower of about 13 bhp, its top speed was about 53 mph and it could achieve about 48 mpg. The target price given when the car was planned was 5,000 lire. In the event the price at launch was 9,750 lire, though the decade was one of falling prices in several part of Europe and later in the 1930s the Topolino was sold for about 8,900 lire. Despite being more expensive than first envisioned, the car was competitively priced and nearly 520,000 were sold. Nowadays the car seen here is known as the 500A, and this shares its body with the later 500 Model B, but the later car had more power, a heady 16 hp. It was made between 1948 and 1949. The Model A was offered as a 2-door coupé, 2-door cabriolet and a 2-door van, while the Model B also introduced a 3-door estate under the name 500 B Giardinetta (“estate car”). The 500 Model C was introduced in 1949 with a restyled body and the same engine as Model B, and was offered in 2-door coupé, 2-door cabriolet, 3-door estate and 2-door van versions. In 1952, the Giardinetta was renamed the Belvedere (“A turret or other raised structure offering a pleasant view of the surrounding area”, referring to its sunroof). The Model C was produced until 1955. Among the 500s here were the original Topolino, as well as several 500c and Belvedere models.
Introduced at the 1950 Geneva Motor Show, the 1400 was the first unibody Fiat and had a 1.4 litre engine which generated a heady 44 bhp, giving it a maximum speed of 75 mph. In 1953 the Fiat 1400 also became the SEAT 1400, the first model produced by SEAT, and the first passenger car produced by Crvena Zastava in FNRY, the Zastava 1400 BJ. Equipped with a 2.0 litre Steyr engine, it was produced as “Steyr 2000” by Steyr-Daimler-Puch AG in Austria from 1953. The Fiat 1900, introduced in 1952, was an upmarket model that used the same body as the 1400, but came with a 1.9 litre engine and more standard features. The petrol-engined Fiat 1900 A, introduced in 1954, offered a claimed 70 bhp. It also featured a hydraulically operated clutch and, unusually for that time, a five speed column shifted manual transmission, as well as a radio and a rudimentary “trip computer” that showed the average speed. In 1953 the introduction of a diesel version with a 1900 cc engine marked another Fiat first, although the diesel version was known as the 1400 Diesel. The Motor magazine tested one in 1954 and recorded a top speed of 63.8 mph (102.7 km/h), acceleration from 0-60 mph (97 km/h) in 45.2 seconds and a fuel consumption of 33.9 mpg. The car was not at the time available on the UK market but a price in Italy of 1,545,000 Lire was quoted which they worked out as equivalent to £909. About 179.000 1400s and 19.000 1900s were built.
There were lots of examples of the long lived Fiat 1100 model here. Produced from 1953 to 1969, this was an all-new unibody replacement for the Fiat 1100 E, which descended from the pre-war, body-on-frame Fiat 508 C Balilla 1100. The 1100 was changed steadily and gradually until being replaced by the new Fiat 128 in 1969. There were also a series of light commercial versions of the 1100 built, with later models called the Fiat 1100T, which remained in production until 1971. The Fiat 1100 D also found a long life in India, where Premier Automobiles continued to build the car until the end of 2000. Like other manufacturers, after World War II Fiat continued producing and updating pre-war types. The first blank sheet design was the 1950 1400, the first with unibody Fiat, which took place of the 1935 1500. Fiat’s intermediate offering between the 1500 and the diminutive 500 was the 1100 E, the last evolution of the 508C Nuova Balilla 1100 first launched in 1937. Its replacement it was codenamed Tipo 103; like the 1400 was to use unit construction, while the 1100 E’s 1.1-litre engine was carried over unaltered. The Fiat Nuova 1100, or Fiat 1100/103 as it was called after its internal project number, was introduced at the April 1953 Geneva Motor Show. Unlike the 1100 E it replaced, the 103 had a modern four-door saloon pontoon body topping new unibody construction, both pioneered in Fiat’s range by the 1950 1400. If the 103’s body was all-new, its engine was well-tested, having debuted in 1937 on the predecessor of the outgoing 1100 E, the 508 C Balilla 1100. Updated as type 103.000, the 1,089 cc overhead valve four-cylinder was fed by a single Solex or Weber downdraught carburettor, and put out 36 PS at 4,400 rpm—just one horsepower more than on the 1100 E. The 4-speed manual transmission had synchromesh on the top three speeds and a column-mounted shifter, fashionable at the time. The car could reach a top speed of 116 km/h (72 mph). The new model was offered in two different versions: the spartan Tipo A and richer Tipo B. The former was only available in a grey-brown paint colour, had separate front seats instead of a bench, reduced, non-chromed exterior trim, and lacked a heater and ventilation. The type B came in a choice of paint hues and interior fabrics, and could be ordered with factory-fitted whitewall tyres and radio. A distinguishing feature of 103s throughout the 1950s were the doors, both hinged on the centre pillar; this would only change in 1960, when the 1100 started to adopt the more modern bodyshell of the Fiat 1200 saloon. At the October 1953 Paris Motor Show Fiat launched a sporting version of the 103, the 1100 TV—standing for Turismo Veloce, “Fast Touring”. The TV was fitted with an improved engine (type 103.006), which developed 48 PS at 5,400 rpm rather than the 36 PS of the regular versions, mainly thanks to a twin-choke Weber carburettor and a higher 7.4:1 (instead of 6.7:1) compression ratio. Later in 1954, compression ratio was raised further to 7.6:1 and power reached 50 PS. Top speed was 135 km/h (84 mph). Another notable mechanical difference was the propeller shaft, two-piece instead of one-piece in order to dampen torsional vibrations, intensified by the increased engine output. The TV’s bodyshell, outfitted by Fiat’s Carrozzerie Speciali special bodies department, differed from the standard in having a larger, curved rear window and prominent rear wings, supporting differently shaped tail lamps. A distinguishing trait of the TV was a single front fog lamp, inset in the grille and flanked by two chrome whiskers. Specific exterior trim included thicker chrome spears on the sides with “1100 TV” and “Fiat Carrozzerie Speciali” badging, a taller bonnet ornament, special hubcaps, and whitewall tyres. As standard the TV was painted in a two-tone livery, with the roof and wheel rims in a contrasting colour. Inside it featured a tortoiseshell celluloid two-spoke steering wheel, two-tone cloth and vinyl upholstery, colour-coded fully carpeted floor, and until the end of 1954 reclining buckets which could optionally be fitted instead of the standard bench seat. At 1,225,000 Italian lire (1953 price) the 1100 TV was markedly more expensive than the standard Tipo A and B saloons, priced respectively 945 and 975 thousand lire. The TV was appreciated by Fiat’s more sporting clientele, who entered it in numerous races in period; its most prestigious victories include class wins at the 1954 and 1955 Mille Miglia, and an outright win at the 1954 Cape Town to Algiers trans African rally. A new 1100 body style was introduced at the 1954 Geneva Motor show, a 5-door estate named 1100 Familiare on its home market. Abroad it was alternatively known as the 1100 Family, 110 Familiale, 1100 Kombiwagen or 1100 Familiar in English-, French- German-, and Spanish-speaking markets respectively. The rear door was side-hinged, and the vinyl-covered rear bench could be folded down to form a flat loading surface, able to carry a load of 300 kg (661 lb). A third row of two forward-facing jump seats allowed to carry a fifth and sixth passenger, folding level with the boot floor when not in use. From a mechanical standpoint, aside from taller tyres, the Familiare was identical to the standard saloon. The 1100/103 TV Trasformabile, a two-seater roadster, was introduced in March 1955 at the Geneva Motor Show. As its name implied, it was based on mechanicals from the 1100 TV. Like the Turismo Veloce saloon, the American-inspired design of the Trasformabile was the work of Dipartimento Carrozzerie Derivate e Speciali, the special bodies department of Fiat, rather than of a third-party coachbuilder; it was penned by the department’s head, engineer and designer Fabio Luigi Rapi. 571 of these first series Trasformabiles were built. In 1956 it received a more powerful engine (three more horsepower) and a modified rear suspension; 450 more of these were built. From 1957 it became the 1200 Trasformabile as it was now equipped with the more powerful 55 PS “1200” engine (1221 cc). Production of this model continued until 1959, with circa 2360 of the 1.2-litre Trasformabiles built. The 1.2 also received slight changes to the front and rear design, with bigger headlights being the most noticeable difference. From 1954 to 1956 Italian coachbuilder Carrozzeria Pinin Farina independently built and sold a 2-door 2+2 coupé based on 1100 TV mechanicals, in a small series of about 780 examples. The design was first seen on a one-off displayed at the 1953 Paris Motor Show and entered by Umberto Agnelli at a race event held in 1954 near Turin, the Orbassano 6 hours Cup. The hand-built body was steel with aluminium doors, bonnet and boot lid; starting from 1955 a panoramic rear window was used, similar to the one found on coeval Pinin Farina-bodied Ferraris. In June 1956, after three years and 257,000 cars built, the entire 1100/103 range was updated. The new series bore the type code 103 E. All models—saloon type A and B, Familiare, TV and TV Trasformabile—were continued. Compression ratios were raised to 7:1 for the standard engine and 8:1 for the Turismo Veloce’s, for a 4 PS (to 40 PS at 4,400 rpm) and 3 PS (to 53 PS at 5,200 rpm) gain in power respectively. Suspension was made softer, and the steering geometry altered. Standard saloons wore new chrome trim and a new radiator grille with vertical bars and a rectangular fog lamp in the middle, à la TV; the TV also had a similarly redesigned grille, but now had two rectangular driving lamps, one under each headlight. The TV’s contrasting paint colour was extended the body sides, from the side trim down. Inside the dashboard was new, and featured a strip speedometer, an ivory plastic steering wheel, and a lower padded fascia; new features were a glove compartment, armrests to all four redesigned door cards, two-tone seat upholstery, and a windscreen washer. Luggage space was improved by adopting a fold-down rear backrest and moving the spare tyre under the boot floor. The Trasformabile roadster was updated too to the new TV specifications; the 103 E TV Trasformabile can be identified from details like the turn signals, no more supported by chrome stems but rather attached directly to the front wings. In September 1957 the 1100 was updated again as a 1958 model, most notably with a completely redesigned rear end, and took on the new type code 103 D. It premiered at the Paris Motor Show in October, together with the new 1200 Granluce. The latter was an elegant saloon, developed from the 1100 designing a more modern bodyshell and enlarging the engine to 1.2 litres, and replaced the 1100 TV. Therefore, the 1100 range was left temporarily without an upmarket variant, and consisted of just two models: saloon and estate, both sporting contrasting colour roofs as standard. The saloon’s new tail was longer and carried tailfins. Boot space had increased, and the rear window had also been enlarged. On the other hand, the estate’s sheetmetal was unchanged; body-colour buttresses were added to fit the new tail lights to the 1954-vintage body. Almost all of the exterior trim was new, including door handles and turn signal repeaters. Exterior distinguishing features of the 1958 model were a new grille made of thin vertical bars crossed by four horizontal ones, with a Millecento (1100 spelled out in Italian) script on its centre, and “stepped” chrome spears on the sides. From a mechanical standpoint the main improvement were the uprated brakes, with self-centering brake shoes and wider drums, transversely instead of longitudinally finned. Engine output went up from 40 to 43 PS at 4,800 rpm, thanks to a larger carburettor, a new aluminium cylinder head, and a water-cooled inlet manifold with an individual duct per each cylinder. Top speed rose accordingly to 125 km/h (78 mph). In 1959 Fiat re-introduced an upmarket 1100 model, positioned between the standard saloon and the 1200 Granluce: the 1100 Lusso (type 103 H), also known as De luxe or Luxus on foreign markets. Based on the 1100 model 1958 bodyshell, the Lusso was distinguished by elaborate exterior trim. At the front for the first time on a 1100 the Fiat badge was moved from the bonnet to the centre of the grille, featuring a new square mesh radiator. The body-side chrome spear split in two to encompass a contrasting colour band (matching the roof paint) extended from the front doors to the end of the rear quarter panels, where there was a brass-plated ornament. The fuel filler cap was hidden under a lockable flap. There were new hubcaps, and the bumpers carried tall rubber-edged overriders. New interior features were a padded vinyl shelf added below the dashboard, and wind deflectors fixed to the front side windows. Thanks to a twin-choke carburettor and a higher 7.85:1 compression ratio the Lusso’s 1.1-litre engine developed 50 PS, rather than the 43 PS of the model 1958 1100. Top speed was 130 km/h (81 mph). Another change from the regular saloons was the two-piece propshaft, inherited from the TV saloons. Late in 1960 the 1958 1100/103 D and the 1110/103 H Lusso were replaced by three models, first shown at the November 1960 Turin Motor Show: the 1100 Export, the pricier 1100 Special, and the 1100 Familiare station wagon. The Special changed its name depending on the market—e.g. it was named Speciale in Italy and Spezial in Germany. The main difference between Special and Export saloons was the sheetmetal: the Export used a 103 H Lusso bodyshell, while the Special became the first 1100 with four front-hinged doors, as it adopted the more modern 1200 Granluce bodyshell. Otherwise the two saloons had nearly identical interior trim and equipment. Both had been stripped of the Granluce and Lusso’s glitzy trim and their complex paint schemes—though a contrast colour roof remained optional on the Special. Sole concessions to ornamentation were a chrome spear down the side and factory-fitted whitewall tyres, with a thicker band on the Special. Export, Special and Familiare all used the same front end, as fitted to the Lusso and the 1959 restyled Granluce; front and rear the bumpers had less bulky over-riders, without rubber inserts. The engine was the twin-carburettor type 103 H (50 PS) carried over from the outgoing Lusso, for a 130 km/h top speed. Thanks to new flexible rubber mounts it was possible to replace the two-piece propshaft with a simpler one-piece one, even with the more powerful engine. A Saxomat automatic clutch was available as on option on the Special only. At some point during the Special’s production run the tooling was modified, eliminating the decorative ridges extending from the front wheel opening to the front door, present since 1953. 1100 Export and Special remained on sale until 1962, when they were both replaced by the Fiat 1100 D. Indian production by PAL. The Fiat 1100/103 was imported to India and sold by Premier Automobiles Limited (PAL). The older model was known as the Millecento and the one with the centre light on the front grille (1100/103 E) as the Elegant. In 1958, the 1100/103 D tailfin model was introduced as the Select. It was followed by the Super Select in 1961. By 1964, the 1100 D was introduced and it was assembled in India by PAL. This model has most of the parts manufactured locally. In India it was considered a sportier alternative than the Hindustan Ambassador. Retaining the exterior changes of this model, in 1962 Fiat introduced the third generation 1100, called the 1100 D. It was a sober yet comfortable four-door sedan, very similar to the Granluce but with simpler sides and a new simpler rectangular front end. The 1100 D was a successful Italian Standard in the early sixties and along with its own Estate or Family car version and a Deluxe model that offered a higher performance of 50 PS, extra side mouldings, front bench seat with two reclining backs and carpet floor mats. These survived without any substantial alteration until 1966, when the introduction of the groundbreaking 124 model imposed a further change in styling. Power was 40 PS at the time of introduction, which was soon increased to 43 PS. The Fiat 1100 D was manufactured under licence in India by the Premier Automobiles Limited beginning in 1964. The vehicle was initially marketed as the Fiat 1100 D, as the Premier President for model year 1972, and as the Premier Padmini since 1974 until its discontinuation in 2000. By 1993, a diesel version with a 1366 cc diesel engine made in collaboration with FNM from Italy and was badged as the Premier Padmini 137D.The car manufacturing plant was closed down by 2000. The very last 1100 model, born in February 1966, was the 1100 R (“R” stood for Rinnovata). It had a longer, straighter and slimmer line, with a square back and a front-end look not very different from its bigger sister the Fiat 124. In terms of styling cues, the vestigial fins were further suppressed and the simple round rear light cluster from the Fiat 850 replaced the vertical form seen on the 1100 D. At the same time, the larger engine was withdrawn in order to avoid undue overlap with the 124. The 1100 R was offered only with the older 1,089 cc engine, now with a compression ratio of 8:1 and a claimed output of 48 bhp. This engine (with a somewhat narrower bore) had been first introduced in the 1937 508 C Balilla 1100. Clutch and gearbox were little changed, but the return of a floor mounted gear lever positioned between the front seats and connected to the gearbox with a rod linkage system was welcomed by the motoring press. The absence of synchromesh on the bottom forward speed nevertheless offered a reminder that under the surface this was becoming a somewhat aging design. Between the gearbox and the differential, the propeller shaft had now been separated into two parts with three couplings. The boot was usefully expanded, helped by a slight increase in the car’s overall length, and with more careful packaging of the spare wheel (under the floor) and the fuel tank (in the rear wing on the right). As configured for UK sales, reclining front seats were available as an optional extra for £8. The 1100 R finally gave way in 1969 to the new middle-class Fiat 128. It was also assembled by the Neckar-Automobilwerke in Heilbronn, Germany. Called the Neckar 1100 Millecento it only differed lightly in trim. Seen here were several examples.
Based on the regular 1100, this is a 1951 Derby Bertone.
There were several of the Nuova 500, Dante Giacosa’s much loved tiny city car, present. registered for the event. Known as project 110, the brief for the Nuova 500 was to create a micro-car that would not only carry on the tradition of the earlier Topolino, but which would also take sales away from the ever popular Lambretta and Vespa scooters of the day. It clearly needed to be smaller than the 600 which had been released with a conventional 4 cylinder engine. Not an easy task, but development started in 1953 and by August 1954, two designs were ready to be shown to Fiat management. They selected one, and serious development began. At first the car was referred to as the 400, as it was going to have a 400cc engine, but it was soon realised that this was just too small, so a larger 500cc air-cooled engine was developed. It was signed off in January 1956, with production starting in March 1957 in advance of a June launch. Fiat’s marketing department got busy, with hundreds of the new car taking to the streets of Turin, each with a pretty girl standing through the open sunroof that was a feature of all the early cars. The press loved it. 50 units were shipped to Britain, where the car made its debut at Brands Hatch, and again the reception was enthusiastic. But the orders just did not come in. Fiat went for a hasty rethink, relaunching the car at the Turin Show later that year. power was increased from 13 to 15 bhp, and the poverty spec was lessened a little, with headlight bezels, brightwork on the side and chrome hubcaps, a Nuova500 badge on the engine cover, winding side windows (the launch cars just had opening quarterlights) and the option of a heater fan. It was enough to get sales moving. The original car was still offered, at a lower price, called the Economy. In the first year of production, 28,452 Fiat 500s were made. Over the next 19 years, the car changed little in overall appearance, but there were a number of updates with more power and equipment added. A 500 Sport was launched in August 1958, with a more powerful version of the 499cc engine. It lost the soft top, having a ridged steel roof, to increase strength of the body. It was only available in grey with a red side flash. The first major changes came in 1960 with the 500D. This looks very similar to the Nuova, but with two key differences. One is the engine size: the D features an uprated 499 cc engine producing 17 bhp as standard, an engine which would be used right through until the end of the L in 1973; and the other is the roof: the standard D roof does not fold back as far as the roof on the Nuova, though it was also available as the “Transformable” with the same roof as the Nuova. The D still featured “suicide doors”. There were larger rear light clusters, more space in the front boot thanks to a redesign of the fuel tank and new indicators under the headlights. A year later, Fiat added a light on the rear-view mirrors and a windscreen washer, but the car still lacked a fuel gauge. Sales increased from 20,900 in 1960 to 87.000 in 1961, 132,000 in 1962 and by 1964, the last year of production, they hit 194,000 units. The D was replaced in 1965 by the 500F, which finally moved the door hinges from back to the front, owing to changes in Italian safety laws. There was a deeper windscreen and thinner door pillars, which increased the height of the car by 10mm, improving visibility for the driver. The 500F ran through to 1975, from 1968 alongside the more luxurious 500L which was added to the range in 1968. The L is easy to tell apart, with its bumper overriders. The final updates created the 500R, which incorporated many changes from the 126 under the skin of the classic shape, and in this form production continued alongside the newer 126 until 1976. There were examples of the 500D, 500F. and 500L, and they attracted lots of attention all day – everyone, it seems, has a soft spot for them. Seen here were several of the “regular” cars as well as rare 500 Sport and a Jolly conversion.
The Nuova 500’s larger brother was also here, the 600. You don’t see these cars that often, as the model was deleted from the UK range in 1964 when it was replaced by the larger 850. These days the 600 is somewhat overshadowed by the smaller 500, but in its day this was probably the more significant car. Codenamed Progetto 100 (“Project 100”), the Fiat 600 mirrored the layout of the Volkswagen Beetle and Renault 4CV of its era. Aimed at being an economical but capable vehicle, its design parameters stipulated a weight of around 450 kg with the ability to carry 4 people and luggage plus a cruising speed of no less than 85 km/h. A total of 5 prototypes were built between 1952 and 1954, which all differed from one another. Chassis number 000001 with engine number 000002 is believed to be the sole remaining example. It was powered by an innovative single-cam V2-cylinder engine designed to simplify maintenance and did not feature a clutch pedal. At the official launch in 1955, FIAT engineer, Dante Giacosa declared that the aim had been to create something new, both in the interest of progress and simplification. This prototype, however, did not become the chosen design. When the car made it to production, with a launch at the 1955 Geneva Show, it was christened the 600. It had hydraulic drum brakes on all four wheels. Suspension was a unique single double-mounted leafspring—which acts as a stabiliser—between the front wheels coupled to gas-charged shock absorbers, and an independent coil-over-shock absorber setup coupled to semi-trailing arms at the rear. All 600 models had 3-synchro (no synchro on 1st) 4-speed transaxles. Unlike the Volkswagen Beetle or Fiat 500, the Fiat 600 was water-cooled with an ample cabin heater and, while cooling is generally adequate, for high-power modified versions a front-mounted radiator or oil cooler is needed to complement the rear-mounted radiator. All models of the 600 had generators with mechanical external regulators. The first cars had a 633 cc inline-four cylinder engine which max-ed out at 59 mph. Sales were brisk, as it was just the right size for a market still recovering from the war of the previous decade. A year after its debut, in 1956, a soft-top version was introduced, and it was followed by a six-seater variant—the Fiat 600 Multipla, the very definite precursor of current multi-purpose vehicles. By 1957, assembly started in Spain, where the car would go on to become a legend, and where you can still see large numbers of them certainly at classic car events. Production was also undertaken by Steyr Puch in Austria, and in Yugoslavia and Argentina. The millionth 600 was produced in February 1961, less than six years after the car’s launch, and at the time when the millionth car was produced, the manufacturer reported it was producing the car at the then remarkable rate of 1,000 a day. Italian production ceased in 1969, but the model continued to made in other countries, and a grand total of nearly 3 million examples were eventually made.
In 1958 Fiat shipped a number of Fiat 600s to the Italian design house Ghia for conversion into the Jolly. Featuring wicker seats and the option of a fringed top to shield its occupants from the Mediterranean sun, these cars were originally made for use on large yachts of the wealthy (Aristotle Onassis owned one). The car was designed as a luxury vehicle for wealthy Europeans and the US market. With a cost of nearly double that of a standard “600”, they were made in a very limited production. It is believed that fewer than 100 exist today, each one being unique. 32 Jolly cars were used as taxis on the island of Catalina off the coast of Los Angeles in the US from 1958 to 1962. Famous Fiat Jolly owners include Aristotle Onassis, Yul Brynner, Grace Kelly, Mary Pickford, Mae West, Gianni Agnelli, Josip Broz Tito and James Inglis. Fiat Jollys are highly sought after by collectors; however, replicas are being made and are being passed off as authentic. A genuine 1960 Fiat Jolly “600” model brought a record price of $170,500 at a collector car auction in Scottsdale, Arizona, in January 2015.
It was nice to see several examples of the original Fiat 600 Multipla here as well. This innovative design was based on the Fiat 600’s drivetrain, had independent front suspension for a good drive and accommodated six people in a footprint just 50 centimetres (19.7 in) longer than the original Mini Cooper. The driver’s compartment was moved forward over the front axle, effectively eliminating the boot but giving the body a very minivan-like “one-box” look. Two rows of rear bench seats were reconfigurable, allowing for a large, nearly flat cargo area. Until the 1970s, the Multipla was widely used as a taxi in many parts of Italy, and one of the cars here was in the livery as used in Rome in period. These days a good Multipla will command prices in excess of the £20,000 mark.
Although Fiat replaced the 1200 Saloon with the new 1300 and 1500 models in 1960, the Pininfarina-designed Coupé and Cabriolet models continued with largely unchanged bodywork, although they were now equipped with the larger 1.5 litre engine. The O.S.C.A. engined 1600 S Coupé and Cabriolet also continued to be available. All of the coupés and convertibles were replaced by the new 124 coupés and spiders in 1966. Seen here was a 1500 Cabriolet.
Fiat launched a new large saloon in 1959, the 1800 and 2100, with Pininfarina styling which looked very similar to the BMC quintet of Austin Cambridge and Morris Oxford and relatives, as well as the Peugeot 404. A versatile Estate model followed not long after. In 1961, the model received a face lift, with a new front end featuring twin headlights and an enlarged 2.3 litre 4 cylinder engine, creating the 2300. Joining the saloon and estate models was the stylish Coupe, designed by Ghia. It was available in two versions, the regular 115 bhp 2300 Coupé and the more potent 2300S Coupé which put out 150 bhp thanks to double twin-choke carburettors. The shape of the car was first seen in public when Ghia presented it as a prototype sports coupé at the 1960 Turin Motor Show. The production version was presented in 1961 and went on general sale in 1962. Having developed the coupé body, Ghia lacked the production capacity needed for the volumes envisaged, and were obliged to subcontract its production to OSI. The coupé body was welded to the standard floor platform of the 2300 saloon with which it shared its core components. (Despite being a new model, the 2300 saloon was in most respects a well-proven design, being a larger engined version of the Fiat 2100 that had been available since 1959. The wheelbase was identical, but the coupé had a slightly wider track at both ends than the saloon, and final drive gearing for the coupé was increased to 3.9 (3.72 for the 2300S coupé) which translated to 20.9 mph per 1,000 rpm. Inside the 2300 Coupé featured power operated windows and other luxury fittings. It was a costly car and only sold in small quantities, with production ceasing in 1968. There were examples of the 2300 Coupe as well as an 1800 Familiare model.
The first Camapgnola was launched in 1951, a utility vehicle that was a sort of Italian Land-Rover. It came with short and long wheelbases, and a choice of a fixed, steel or canvas roof. A redesigned model was launched in June 1974 and in this form was 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.
Following the success of the 500 and 600 models, Fiat introduced a slightly larger and more expensive variant, the 850 in 1964. The regular 2 door saloon was soon joined in the range by other models and they are the ones you see more often these days, not that they are exactly common now. The 850 Coupe, early and later versions of which were to be seen here was seen for the first time at the 1965 Geneva Show. As was generally the case at the time, the body looked completely different from the saloon on which it was based, but underneath it shared the same mechanicals including the the original 843 cc engine producing 47 hp, which gave it a maximum speed of 84 mph. A Spider model was launched at the same time. In order to separate the sportier variants, equipment levels were raised, with both models getting sport seats, a sport steering wheel and round speedometer; The Spider even received a completely rearranged instrument panel. The front drum brakes were replaced with disc brakes, although drum brakes remained on the rear wheels. In 1968, Fiat revised both the Spider and Coupé and gave them a stronger engine with 903 cc and 52 hp. They were called Sport Spider and Sport Coupé. The Sport Spider body stayed essentially the same, but with a restyled front, whereas the Coupe gained twin headlights at the front and a revised tail with a slight lip on the trailing edge of the engine cover. Despite its popularity, the Coupe was the first model to cease production, being deleted in 1971. Seen here was an early 850 Coupe.
Among my favourite cars of all time are the Fiat Dino Coupe and Spider and I was pleased to see several examples of both here. They came about because of Enzo Ferrari’s need to homologate a V6 engine for Formula 2 racing cars. In 1965 the Commission Sportive Internationale de la FIA had drawn up new rules, to be enacted for the 1967 season. F2 engines were required to have no more than six cylinders, and to be derived from a production engine, from a road car homologated in the GT class and produced in at least 500 examples within 12 months. Since a small manufacturer like Ferrari did not possess the production capacity to reach such quotas, an agreement was signed with Fiat and made public on 1 March 1965: Fiat would produce the 500 engines needed for the homologation, to be installed in a yet unspecified GT car. The Fiat Dino was introduced as a 2-seater Spider at the Turin Motor Show in October 1966; a 2+2 Coupé version, built on a 270 mm (10.6 in) longer wheelbase, bowed a few months later at the Geneva Motor Show in March 1967. The two bodies showed very different lines, as they had been designed and were manufactured for Fiat by two different coachbuilders: the Spider by Pininfarina, and the Coupé by Bertone—where it had been sketched out by Giorgetto Giugiaro. Curiously the Spider type approval identified it as a 2+1 seater. The Spider had poorer interior trim than the Coupé, below par for its class: the dashboard was covered in vinyl, the metal-spoke steering wheel had a plastic rim, and the interior switchgear was derived from cheaper Fiat models. After a few months this issue was addressed, and Spiders produced after February 1967 had a wood-rimmed steering wheel as well as a wood trim on the dashboard like the sister Coupé car had since the beginning. Option lists for both models were limited to radio, metallic paint, leather upholstery, and for the Spider a vinyl-covered hardtop with roll-bar style stainless steel trim. The car was offered with an all-aluminium DOHC 2.0 litre V6, coupled to a 5-speed manual transmission. The same 2.0-litre engine was used in mid-engined, Ferrari-built Dino 206 GT, which was introduced in pre-production form at the 1967 Turin Motor Show and went on sale in 1968. Fiat quoted 160 PS (158 hp) for the Fiat Dino, while in 1967 Ferrari—presenting the first prototype of the Dino 206 GT—claimed 180 hp despite both engines were made by Fiat workers in Turin on the same production line, without any discrimination as to their destination. Jean-Pierre Gabriel in “Les Ferraris de Turin” notes that, “La declaration de Ferrari ne reposait sur aucun fondament technique”—Ferrari’s statement had no technical basis. The real reason for this difference was a mistake in between quotes made in SAE and BHP power output. In 1969, both Ferrari and Fiat introduced new 2.4-litre Dino models. The Fiat Dino 2400 premiered in October 1969 at the Turin Motor show; besides the larger engine, another notable improvements was independent rear suspension. The V6 now put out 180 PS, and used a cast iron instead of the previous light alloy engine block; the same engine was installed on the Dino 246 GT, Ferrari’s evolution of the 206. Whereas the original Dino was equipped with a rigid axle suspended by leaf springs and 4 shock absorbers, 2.4-litre cars used a coil-sprung independent rear suspension with 2 shock absorbers derived from the Fiat 130. Rather than engine power and absolute speed, the most important consequence of the larger displacement was a marked increase in torque, available at lower engine speeds; the Dino 2400 had much better pickup, and it was found more usable, even in city traffic. Other modifications went on to improve the car’s drivability and safety: larger diameter clutch, new dogleg ZF gearbox with revised gear ratios, wider section 205/70VR -14 tyres, and up-sized brake discs and callipers. Cosmetic changes were comparatively minor. Both models were now badged “Dino 2400”. On the coupé the previous silver honeycomb grille with the round Fiat logo on its centre had been replaced by a new black grille and a bonnet badge. A host of details were changed from chrome to matte black, namely part of the wheels, the vents on the front wings and the cabin ventilation outlets—the latter moved from next the side windows to the rear window. At the rear there were different tail lights. The spider also sported a new grille with two horizontal chrome bars, 5-bolts instead of knock-off wheels, as well as a new bumpers with rubber strips. Inside only the coupé received an entirely redesigned dashboard and new cloth seats, with optional leather seat upholstery; front seat headrests were standard on the coupé and optional on the spider. Spider and coupé bodies were produced respectively by Pininfarina and Bertone. 2.0-litre and early 2.4-litre cars were assembled by Fiat in Rivalta di Torino. Starting from December 1969 the Fiat Dino was assembled in Maranello on Ferrari’s production line, alongside the 246 GT. Between 1966 and 1969 there were 3,670 2.0-litre coupés and 1,163 2.0-litre spiders made; with only 420 built, the 2400 Spider is the rarest of the Fiat’s Dinos. Of the total 7,803 Fiat Dino produced, 74% were the popular coupés and only 26% were spiders. Spiders are worth big money now – good ones are over £100k – which means that the car is way beyond my means, but every time I see one, I go weak at the knees. To my eyes, it is one of the best looking cars ever made.
The up-market brother to the 124, the Fiat 125 was introduced in 1967 and produced by them until 1972, though derivatives were built under license outside Italy until the 1990s, and these are perhaps better known these days. 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 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. The 125’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. In 1968 the 125 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 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 conditioning became available as an option. 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, 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 1,000 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; Bertone, a 125 Executive; and Vignale produced the Samantha, a two-door coupé with pop-up headlights, designed by Virginio Vairo. Production by Fiat in Italy ceased in 1972 when the Fiat 132 was introduced, a total of 603,877 cars having been built.
You might not guess it from looking at them, but these Fiats, the 850 Familiare and the later 900T were based on the small 850 saloon. There were quite a few of these, and other derivatives of the 850T and 900T bodyshell on our roads throughout the 1970s and 1980s, but like almost everything else of that era, suddenly they all disappeared and there are very few of them left now, and certainly not as nice as this pair. The model is part of the 850 family that first appeared in 1964, with this overall shape first offered as the 850 Familiare, a boxier and slightly larger heir to the Fiat 600 Multipla. It featured space for seven passengers in three rows, which made it suitable for groups including children and thin adults. It was too small to accommodate in comfort seven large adults. In Van guise, it was known as the 850T. The 850 Familiare and related 850T continued in production till 1976 long after the saloon version of the 850 had been replaced by the Fiat 127. In 1976 the Fiat 900T was introduced, retaining most of the body panels of the 850 Familiare, but featuring the 903 cc engine from the Fiat 127 (although, in this application, still mounted behind the rear axle). The 900T benefitted from significant enhancements in 1980, at which point it was renamed the 900E. A number of them were sold as camper vans, and in the UK, these were badged as the FIAT Amigo, and the 7 seater model was called the Pandora. Production finally ended in 1985.
Also here was a larger van-based product, the 238, which was introduced in 1967 as the logical successor for the Fiat 1100T. The 238 was based on the chassis of the Autobianchi Primula and had a downtuned version of the Fiat 124’s engine. The 238 was produced in many different body styles for utility and personnel transport. In 1974 Fiat introduced a new van, the 242 with a larger petrol engine and also a diesel engine variant. Despite that the sales of Fiat 238 did not weaken and Fiat decided to keep it in its lineup, and made the new bigger 1.4-litre engine also available to the 238 model. The 238 was produced until 1983 and was replaced with the Ducato.
The 130 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 (modified MacPherson struts front and rear, with torsion bars in the front and coil springs in the rear). At launched in 1969 it featured the 2866 cc 140 bhp engine which the press soon concluded 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. The cars were improved in 1971, taking on board some Paolo Martin innovations conceived for the Coupé. The “130 type B” engine was introduced, featuring a slightly increased bore (102 mm instead of 96 mm), displacing 3,235 cc and producing 165 bhp at 5,600 rpm. 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. 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. Production of the saloon ended in 1976, with 15,093 produced (including 4 Familiare’s built by Officine Introzzo of Como) The Coupé continued until the following year, and 4,294 were built in total.
It was good to see examples of the Fiat 128 here. Named European Car of the Year in 1970, over three million were manufactured, but few are left.. Introduced in 1969, it was built in an entirely new plant in Rivalta, north-west of Turin, specifically to manufacture the car. 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”. 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. 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. Fiat tested this then new engineering for a full five years in the Autobianchi Primula, Fiat’s less market-critical subsidiary, Autobianchi which allowed them to sufficiently resolve the layout’s disadvantages, including uneven side-to-side power transmission, uneven tyre 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 128 used an all new 1.1 litre Fiat SOHC engine, engineered by noted engine designer Aurelio Lampredi, featuring an iron block mated to an aluminium 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 anti-roll bar. 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 line-up. 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 1,290 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 Coupé. In 1976, the range received new bumpers, rectangular headlights, tail lights 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 1,100 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.
The X1/9 followed a 1969 show concept car called the Autobianchi Runabout, with styling by Bertone under chief designer Marcello Gandini, which was on show here. The Runabout was powered by the same engine as the Autobianchi A112. Designed around the all-new 128 SOHC engine and with the 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 — optimising the proportion of the car’s weight falling within its wheelbase for more effective handling and also enabling cargo areas front and rear. 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. 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 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. 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 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’s target. The first models featured a 75 bhp 1290 cc single overhead cam engine with an aluminium head. In 1978 the more powerful 85bhp 1500cc unit found its way into the engine bay which necessitated a raised engine cover to provide the clearance. Larger bumpers were fitted at this time. Fiat made few other changes for many years, as if they lost interest in the car. 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.
You don’t often see examples of the once very popular 127 range here, so this 127 Sport was a pleasant surprise. Developed towards the end of the 1960s, the Fiat 127 was launched as a two-door saloon 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 would prove to be the most popular version of the 127. 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 and A111 – although these models were not as widely exported as the 127 was. The larger Fiat 128, launched in 1969, was the first Fiat badged car to use the same transverse powertrain layout. The 127 used, as the A112, a shrunken version of the 128 platform and the rugged Fiat OHV 100 series 903 cc 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. Safety was another area of innovation – the 127 included an articulated steering column and crumple zones for progressive deformation under impact. 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. The 127 was also one of the more popular imported cars on the UK market, peaking at more than 20,000 sales in 1978. It was also the first car fitted with an all-polypropylene bumper on steel support. 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, after just over three years in production. The (in its time) hugely successful Fiat 600 had taken seven years to reach that same milestone. 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. 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 1049 cc engine – uniquely for the 127 this was the five-bearing OHC “Brazil” 124 series 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. A short-lived Series 3 came early in 1982, but when the Uno followed it just a year later, the car was deleted from most European markets.
Fiat started work on the Ritmo in 1972, at a time when the hatchback bodystyle for small family cars was still relatively uncommon in Europe, although Fiat had utilised it for its 127 supermini. In the intervening years, however, rival European manufacturers began launching small family hatchbacks, the most notable being the Volkswagen Golf in 1974. Prior to its launch, the press speculated that the project codename 138 would be the final production name, however, Fiat resolved to follow the precedent set by the Fiat Mirafiori by giving its new car the Ritmo name, rather than another three digit number. Technologically, the biggest innovation of the Ritmo was not the car itself (since it was mechanically based on its predecessor, the Fiat 128) but the way in which it was manufactured at the Cassino plant. Fiat, in conjunction with its subsidiary Comau, developed the pioneering “Robogate” system which automated the entire bodyshell assembly and welding process using robots, earning the car the advertising slogan “Handbuilt by robots”, immortalised in a memorable television advertising campaign showing the robots assembling the Ritmo bodyshells to the strains of Rossini’s The Barber of Seville. The avant-garde nature of its exterior design is highlighted by large plastic bumper bars integrated into the styling (a trend that became an industry standard, thanks to this plastic’s ability to absorb small impacts without damage, unlike the then more prevalent metal bumper bars), the manner in which these intersected the front round headlights and incorporated the rear taillights plus licence plates, and how round shapes (such as the headlights, door handles and the rear edge of the roof ending in an upward sweep) were combined within overall sharp lines (e.g. from those of the sloping rear hatch and slanted rear window corners to the badges and shape of the side indicators and rear view mirrors). Its aerodynamic design resulted in an excellent — for its era — drag coefficient of Cd=0.38, The initial 4-cylinder engine range included 1.1-Litre 60 PS 1.3-litre 65 PS and 1.5-litre 75 PS petrol engines, which were reasonably refined and economical. Suspension was independent all-round, the braking system comprised front discs and rear drums and the wheels measured 13-inch in diameter. Gearboxes ranged from a standard 4-speed manual (5-speed optional on CL models) and an optional 3-speed Volkswagen-derived automatic. The Ritmo finished second in the European Car of the Year awards, finishing narrowly behind the winning car, the Simca-Chrysler Horizon – which was similar in concept. The CL range was the better-equipped model (with the 60 CL comprising 80% of total initial sales in Italy) and the whole range also distinguished itself by having numerous optional accessories unseen in past Fiat cars. These included: larger tyres; a rev counter; stereo system; safety seatbelts and headrests; passenger-side rear view mirror; split-fold rear seat; tinted windows; rear window wiper; heated rear window; metallic paint; sunroof . The instrumentation was incorporated in a rectangular pod with modular slots that could house various gauges and switches, either standard depending on the model or optional (e.g. digital clock and switches for hazard lights or adjustable-speed ventilation fan). Whilst well received in the key Italian and German markets, the first series of the Ritmo was criticised for its basic interior trim (e.g. no fabric on door panels) and other assembly shortfalls. As a consequence, Fiat quickly responded in 1979 with various revisions and the introduction of the Targa Oro (“Gold plate”) range. The latter was based on the Ritmo 65 (or 75 for export markets) and was distinguished by, among other things: a mink paint (or black for the 3-door version), gold striping plus accents in the alloy wheels, foglights, dark bumper bars and velour trim interiors. That same year, the 65 CL range could also be had with a VW-derived automatic transmission, and a 1,049 cc petrol engine built by Fiat of Brazil that had the same power and torque figures as those of the 128-derived 1.1-litre engine, was also introduced to power the “60 L” models available in some markets. At the 1980 Geneva Motor Show, a 5-door only diesel version — marketed as the Ritmo D and available in both L and CL trim — was introduced with a 1,714 cc 55PS engine.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 Targa Oro and 75 models were replaced by the 5-door only Ritmo Super (or Superstrada in some export markets). They brought higher specification and fittings (from chrome trimmings to a more complete instrumentation and optional central locking), larger 14-inch wheels and, most significantly, revised engines with 75 PS (1300) and 85 PS (1500). This extra power was gained through slight alterations to the camshaft profile, a twin carburettor, and a twin exhaust system. Other differences included lower profile tyres (Pirelli P8) and a close-ratio 5-speed manual gearbox. The steering was also somewhat faster. By this time, the Ritmo range in Italy also included 3- and 5-door manual versions of the 75 CL and 3-door 75 CL Automatica, with the price of the popular 60CL now ranging from ₤6,868,000 to 7,180,000 for the 3- and 5-door versions, respectively. In May 1981, the first sports version, the Ritmo 105 TC, was launched. Available only as a 3-door, it was powered by a 105 PS Fiat DOHC engine with a displacement of 1,585 cc, which was derived from that used in the 131 and 132 models. This car had the same 14-inch wheels as the Ritmo Super, but with black centre hubcaps. British and Irish models had black and silver Speedline alloy wheels (5.5 x 14) as standard. Other distinguishing features relative to the normal range included: front fog lights integrated into the front bumper; integrated front spoiler combined with wheel arch extensions; black lower door paint; black mesh air intake; rear spoiler at the base of the rear window. Series 2 cars would be introduced in 1982, with more conventional frontal styling. In 1983, Fiat completed the range with the Ritmo ES (“energy saving”) models and the hot hatch, Ritmo Abarth 130 TC. The latter was based on the 125 TC (which had not been sold in the UK) but was powered by a 1,995 cc engine with power output increased to 130 PS. This was achieved by replacing the single Weber carb used in the 125 TC with twin Solex/Weber carburettors on a side-draught manifold, and via improved cam profiles. The 130 TC had a top speed of 195 km/h (121 mph) and accelerated from 0 to100 km/h (62 mph) in 7.8 seconds. It was fitted with Recaro bucket seats in Britain and it remained the only 1980s European hot hatch to continue utilise carburettors instead of fuel injection. Ignition timing was controlled electronically. Although appearing outwardly similar to the restyled 105 TC with its lower door and wheelarch trims, the 130 TC could be distinguished by its polished four-spoke alloy wheels (continued from the earlier 125 TC), aerodynamic perspex front door wind deflectors, and lower hatchback spoiler. The powerful twin-cam was mated to a close ratio five-speed ZF manual gearbox and had superior performance to its contemporary rivals, which included the Volkswagen Golf GTI, Ford Escort XR3i, Vauxhall Astra GTE and the MG Maestro. In its day, it was faster than all of them, but it found relatively few buyers.
Introduced at the 1980 Geneva Show, the Panda (Tipo 141) was designed as a cheap, easy to use and maintain, no-frills utility vehicle, positioned in Fiat’s range between the 126 and 127. It can be seen as a then-modern approach to the same niche which the Citroën 2CV and Renault 4 were designed to serve. The first Panda was designed by Giorgetto Giugiaro of Italdesign. In an interview to Turinese newspaper La Stampa published in February 1980, Giugiaro likened the Panda to a pair of jeans, because of its practicality and simplicity, and he has often said that this is his favourite of all the cars he designed. Mechanically the first Pandas borrowed heavily from the Fiat parts bin. Engines and transmissions came from the Fiat 127 and, in certain territories, the air-cooled 652 cc two-cylinder powerplant from the Fiat 126. The plan for a mechanically simple car was also evident in the rear suspension, which used a solid axle suspended on leaf springs. Later versions of the car added various mechanical improvements but this spirit of robust simplicity was adhered to throughout the life of the model. Many design features reflect the Panda’s utilitarian practicality. Examples include a seven-position adjustable rear seat which could be folded flat to make an improvised bed, or folded into a V shape to support awkward loads, or easily and quickly removed altogether to increase the overall load space. The first Pandas also featured removable, washable seat covers, door trims and dashboard cover, and all the glass panels were flat making them cheap to produce, easy to replace and interchangeable between left and right door. Much like its earlier French counterparts the Panda could be specified with a two piece roll forward canvas roof. At launch two models were available: the Panda 30, powered by a longitudinally-mounted air cooled 652 cc straight-two-cylinder engine derived from the 126, or the Panda 45, with a transversely-mounted water cooled 903 cc four-cylinder from the 127. As a consequence of the different drivetrain layout the 45 had the radiator grille to the right side, the 30 to the left. In September 1982 Fiat added another engine to the line-up: the Panda 34 used an 843 cc water-cooled unit, derived from that in the 850. It was originally reserved for export to France, Belgium, Germany, and the Netherlands. Fiat launched the Panda 45 Super at the Paris Motor Show later in 1982, with previous specification models continuing as the “Comfort” trim. The Super offered numerous improvements, most significant being the availability of a five-speed gearbox as well as improved trim. There were minor styling changes to the Super including the introduction of Fiat’s new black plastic “corporate” grille with five diagonal silver bars. The earlier grille design (metal with slots on the left for ventilation) continued on the Comfort models until the next major revision of the line-up. A 30 Super was added to the range in February 1983, offering the Super trim combined with the smaller engine. The Panda 4×4 was launched in June 1983, it was powered by a 965 cc engine with 48 bhp derived from that in the Autobianchi A112. Known simply as the Panda 4×4, this model was the first small, transverse-engined production car to have a 4WD system. The system itself was manually selectable, with an ultra-low first gear. Under normal (on-road) conditions starting was from second, with the fifth gear having the same ratio as fourth in the normal Panda. Austrian company Steyr-Puch supplied the entire drivetrain (clutch, gearbox, power take-off, three-piece propshaft, rear live axle including differential and brakes) to the plant at Termini Imerese where it was fitted to the reinforced bodyshell. Minor revisions in November 1984 saw the range renamed “L”, “CL”, and “S”. Specifications and detailing were modified across the range including the adoption of the Fiat corporate grille across all versions. Mechanically, however, the cars remained largely unchanged. In January 1986, the Panda received a substantial overhaul and a series of significant mechanical improvements. Most of these changes resulted in the majority of parts being changed and redesigned, making many of the pre-facelift and post-facelift Panda parts incompatible between models. The 652 cc air-cooled 2-cyl engine was replaced by a 769 cc (34 bhp) water-cooled 4-cyl unit, and the 903/965cc by a 999cc (45 bhp, 50 bhp in the 4×4) unit. Both new engines were from Fiat’s new FIRE family of 4-cylinder water-cooled powerplants with a single overhead camshaft. The rear suspension was also upgraded, the solid axle with leaf springs being replaced by a more modern dependent suspension system using a non-straight rigid axle (known as the ‘Omega’ axle) with a central mounting and coil springs (first seen on the Lancia Y10, which used the same platform). The 4×4 retained the old leaf sprung live axle set-up, presumably to avoid having to redesign the entire 4WD system. Improvements were also made to the interior and the structure. The body was strengthened and fully galvanised on later models, virtually eliminating the earlier car’s strong tendency to rust. The rear panel design was also revamped to include flared arches that mirrored those of the front wings, replacing the un-sculpted style seen on earlier models, and the doors received a slight redesign with the earlier car’s quarter light windows being removed and replaced by a full width roll-down window. The bottom seam of the facelifted model’s doors unfortunately retained much the earlier car’s susceptibility to rust. In ascending order of specification and cost, the revised range was as follows: 750L, 750CL, 750S, 1000CL, 1000S, 4×4. April 1986 saw the introduction of a 1,301 cc diesel engine with 37 bhp (a detuned 127/Uno unit). Fitted as standard with a five-speed gearbox it was only available in the basic “L” trim. A van variant of the Panda was also introduced, with both petrol and diesel engines. The van was basically a standard Panda without rear seats. The rear windows were replaced with plastic blanking panels and a small (always black) steel extension with side hinged doors was fitted instead of the usual hatchback tailgate. Neither the van nor the diesel were available in right hand drive markets. In 1987, a new entry-level model badged “Panda Young” was added to the range. This was essentially an L spec car with a 769 cc OHV engine based on the old 903 cc push-rod FIAT 100 engine and producing the same 34 bhp as the more sophisticated 769 cc FIRE unit. The Panda 4×4 Sisley limited edition was also released; this was based on the standard 4×4, but came with metallic paint, inclinometer, white painted wheels, roof rack, headlamp washers, bonnet scoop, “Sisley” badging and trim. Although originally limited to the production of only 500, in 1989 the Sisley model became a permanent model due to its popularity. In 1991, a facelift was introduced. This entailed a new front grille with a smaller five-bar corporate badge, plus revisions to trim and specifications across the range. New arrivals included the ‘Selecta’, which had a continuously variable transmission with an electromagnetic clutch. This advanced transmission was available either with the normal 999 cc FIRE engine (revised with single-point fuel injection and a catalytic converter) or an all new 1108 cc FIRE unit, fitted with electronic fuel injection and a three-way catalytic converter and producing 51 bhp. The new CLX trim also featured a five-speed gearbox as standard. The range now comprised the 750 Young (769 cc ohv), 750 and 750 CLX (both 769 cc FIRE sohc), 900 Dance (903 cc ohv), 1000 Shopping, CLX, CL Selecta and S (all with 999 cc sohc, available with or without SPI and catalytic converter depending on the market), 1100 CL Selecta (1108 cc sohc with SPI and cat) and the 4×4 Trekking (999 cc, again available with and without a cat depending on the market). The Elettra concluded the range. In 1992, the 1108 cc engine, complete with SPI and catalytic converter, replaced the 999 cc unit in the 4×4 (with 50 bhp) and also in 1992 an 899 cc (with injection and catalyst) became available, in the ‘Cafe’ special edition. This was a reduced capacity 903 cc unit, designed to meet tax requirements in some markets. From 1996 onwards, the Panda was gradually phased out across Europe, due to tightening emissions and safety legislation. The car remained in production in Italy until May 2003. Its total production run of 23 years makes the Panda one of Europe’s longest-lived small cars. Over 4,5 million were built and the car is still popular in Italy.
After the 124 Spider ended production, there was a wait of over 10 years before Fiat would produce another open-topped car. Developed between 1990 and 1994 under the project name Tipo B Spider 176, the Barchetta, a small open topped rival to the Mazda MX5 was designed by Andreas Zapatinas and Alessandro Cavazza under the supervision of Peter Barrett Davis and other car designers at the Fiat Centro Stile, and prototyping was carried out by Stola. Production began in February 1995 and lasted until June 2005, with a brief pause due to the bankruptcy of coachbuilder Maggiora. The Barchetta was based on the chassis of the Mark 1 Fiat Punto. The Barchetta has 1,747 cc DOHC petrol engine fitted with variable camshaft timing, used for the first time in a Fiat production car, after being patented in 1970. The engine has 132 PS, and with a weight of 1056 kg (2328 lb) without air conditioning can accelerate to 100 km/h in 8.9 seconds and on to a top speed of 200 km/h (124 mph). It came in various trim levels which offered different features, for example, diamond cross stitch – patterned red leather instead of the standard black leather or fabric seats, alloy wheels instead of steel wheels, or fog-lights as an option. Arguably one of the biggest external cosmetic changes was made by the addition of the third brake light, first introduced by Fiat on the Lido and Riviera in 2000, and on sub models thereafter. The bodies were welded at ILCAS in Sparone Canavese, and final assembly was done in Chivasso by the coachbuilder Maggiora. After Maggiora’s bankruptcy in 2002, Fiat relocated production of the Barchetta to its Mirafiori plant and resumed production two years later. The most notable changes were the revised front spoiler and rear bumper. Production of the car eventually stopped in June 2005, with around 57,700 cars having been built. Production of the Barchetta was limited to LHD cars only, even though the car was marketed and sold in two RHD markets, the United Kingdom and Japan. The Barchetta Club stand here included a prototype Coupe model, which looked rather good, as well as the familiar open-topped cars.
The Carrozzeria Francis Lombardi was founded in 1947 in Vercelli, Italy, by noted pilot Carlo “Francis” Lombardi. They originally engaged in some aeronautical design, but this soon ended. and they focussed exclusively on automobiles after 1950. Their first efforts were coupés on Fiat 1100 and 1400 basis; these were soon followed by station wagons with wood-panelled bodywork on 1100-basis. Francis Lombardi also made six-seater limousines from Fiat sedans of the period such as the 1400 and 1800. Intended for ministerial or representational use, they had stretched wheelbases and luxuriously fitted interiors. Famously, they built a Vatican-commissioned Fiat 2300-based limousine with a glass roof for Pope Paul VI in 1963 – this was the first “true” Popemobile. Francis Lombardi also developed four-door versions of the Fiat 600, 850, and 127. This series of small four-door saloons was called “Lucciola” by Lombardi. The first one was the 600 Lucciola which appeared in early 1957; in addition to four doors without a B-pillar (the rear door opening backwards) it also had a floor mounted shifter unlike a regular 600. Francis Lombardi’s greatest commercial success was with the luxuriously appointed Fiat 500 called “My Car”; which supported an annual production of about 6,000 cars in the sixties, up from about 1,500 towards the late fifties. The Fiat 850 Lucciola was also used by Spain’s SEAT for their 850 four-door sedan, although eventually they developed their own, longer version. At the end of the sixties, the Lombardi Grand Prix appeared, the closest thing to an independent design from the firm. This model had a convoluted history and was sold in small numbers under a variety of names until 1972, fitted with Fiat engines in various states of tune. Francis Lombardi continued to focus on modifying cars as well, building coupés on Fiat as well as on NSU basis (1000 TTS). In the 1970s they made special versions of the Fiat 128 and Lancia 2000, but in 1973 their doors were closed for good. Ten years later, Carlo Lombardi died.
At the 1960 Turin Auto Show, BMC’s Italian partner Innocenti showed a small Spider built upon Sprite underpinnings. The car was the first design of Tom Tjaarda’s, drawn for Carrozzeria Ghia. Ghia’s partner firm OSI built the bodyshells, when the car entered production in early 1961. The original Innocenti 950 Spider had the Frogeye’s 948 cc engine with 43 hp, 624 of these were built. Later in 1961 an uprated 46.5 hp was installed. In February 1963 the 1098 cc “S” model was introduced, this also had front disc brakes to cope with the extra power. The 1100 has 58 hp and could also be fitted with a removable hardtop. The Spider wasn’t a mere reshelling, as the entire bulkhead was moved forward to provide longer doors and a more modern look. Unlike the spartan Frogeye, the Spider also had wind-up windows and a permanent windscreen. 4,790 of the 950 Spiders were built, and 2,074 of the 1100 cc Spiders. The Innocenti Spider originally sold well in Italy, with production running at 13 cars per day in 1962, but it had a hard time competing against the cheaper Sprite in export markets. As more modern competitors arrived and as the British-built Sprite was modernised, sales dropped precipitously, with only 63 cars built in 1965. Thus, Innocenti presented the reworked Innocenti Coupé in September 1966, still with the same 1100 engine as seen in late Spiders. The badging on the car simply read “Innocenti C”. The Coupé’s all-new bodywork was wider and longer than the Spider’s, and the wheelbase was extended by 150 mm to 2,180 mm (85.8 in). The floorpan was reworked to allow for the seats to be mounted lower than in a Sprite, making the cabin less cramped. It was competitively priced in the Italian market, slotting nicely between the smaller Fiat 850 Coupé and the bigger Fiat 124 Sport Spider. Only 794 were built when production ended in 1968.
This is a nice example of the Grifo, the best known of the small number of different models produced by ISO in the 1960s and early 70s at this event, but this time there was just the one. The prototype ‘Grifo A3/L’ was revealed at the Turin show in 1963 to overwhelming approval. First production Iso Grifo’s followed and all used reassembled and blueprinted Chevrolet Corvette 5.4 litre engines until a 7.0 litre option was introduced in 1968. The larger engined cars were distinguished by some detail modifications, such as a “subtle” bonnet scoop, necessary to accommodate the taller engine and a black band across the rear roof pillar. 322 Series I Grifos were produced before the design received a facelift in 1972 after which time a further 78 Series II Grifo’s were built. In total 90 Grifos were specified in seven-litre form, with only four being built in right-hand drive. The 7 litre cars had a 454 cubic inch Chevrolet V8 engine, and following a rebuild, this car recorded dynamometer results of 490bhp at 5,500rpm. The engine is mated to a modern Tremec TKO600 five-speed gearbox capable of handling this mighty power house.
Although bearing a family resemblance to the earlier XK120 and XK140, the XK150, launched in the spring of 1957, was radically revised. A one-piece windscreen replaced the split screen, and the wing line no longer dropped so deeply at the doors. The widened bonnet opened down to the wings, and on the Roadster the windscreen frame was moved back 4 inches to make the bonnet longer. The XK140’s walnut dashboard was replaced by one trimmed in leather. On the early Drophead Coupés, the aluminium centre dash panel, which was discontinued after June 1958, had an X pattern engraving similar to the early 3.8 E-Type. Thinner doors gave more interior space. On the front parking lights, which were located atop the wings, a little red light reminded the driver the lights were on. Suspension and chassis were very similar to the XK140, and steering was by rack and pinion; power steering was not offered. The standard engine, the similar to the XK140, but with an new “B” type cylinder head, was the 3.4 litre DOHC Jaguar straight-6 rated at 180 SAE bhp at 5750 rpm but most cars were fitted with the SE engine whose modified cylinder head (B type) and larger exhaust valves boosted the power to 210 SAE bhp at 5500 rpm. Twin 1.75-inch (44 mm) SU HD6 carburettors were fitted. While the first XK150s were slower than their predecessors, the deficit was corrected in the spring of 1958 with a 3.4-litre “S” engine whose three 2-inch SU HD8 carburettors and straight-port cylinder head increased power to a claimed 250 SAE bhp. For 1960, the 3.4 litre engine was bored to 3.8 litres, rating this option at 220 hp in standard tune or 265 hp in “S” form. A 3.8 litre 150S could top 135 mph and go from 0–60 mph in around 7.0 seconds. Fuel economy was 18mpg. Four-wheel Dunlop 12 in disc brakes appeared for the first time although it was theoretically possible to order a car with drums. When leaving the factory the car originally fitted either 6.00 × 16 inch Dunlop Road Speed tyres as standard, or you could specify 185VR16 Pirelli Cinturato CA67 as a radial option on either 16 × 5K½ solid wheels (basic models) or 16 × 5K wire wheels. Production ended in October 1960, and totalled 2265 Roadsters, 4445 Fixed Head Coupés and 2672 Drophead Coupés.
Needing no introduction, even now, over 50 years since its Geneva Show premiere in 1961 is the E Type, and this was represented among the Jaguars on display. stunning the world at the 1961 Geneva Show. Considered by many to be Sir William Lyons’ greatest achievement, not only did the car have stop-you-in-your-tracks gorgeous styling, but it had explosive performance (even if the 150 mph that was achieved in The Autocar’s Road Test is now known to have been with a little “help”), but it was the price that amazed people more than anything else. Whilst out of reach for most people, who could barely afford any new car, it was massively cheaper than contemporary Aston Martins and Ferraris, its market rivals. It was not perfect, though, and over the coming years, Jaguar made constant improvements. A 2+2 model joined the initial range of Roadster and Coupe, and more powerful and larger engines came when the 3.8 litre was enlarged to 4.2 litres, before more significant styling changes came with the 1967 Series 2 and the 1971 Series 3, where new front end treatments and lights were a consequence of legislative demands of the E Type’s most important market, America. Many of the cars that were first sold in the US have since been repatriated, so there are plenty of them around now, but even so values continue to rise. Buy while you can still afford one! There were a number of cars here.
The Jeepster Commando was first produced by Kaiser Jeep in 1966 to compete with the International Scout, Toyota Land Cruiser and Ford Bronco. Four different models were available: a pickup truck, convertible, roadster and wagon. The Jeepster remained in production after American Motors Corporation (AMC) bought the Jeep line from Kaiser in 1970. After AMC’s acquisition, the Jeepster Commando C101 (101″ wheelbase) steadily grew in popularity. In 1972, AMC shortened the vehicle’s name to Commando C104, extended the wheelbase to 104″, and changed the front-end design to accept the AMC I6 and V8 304ci, similar to the Ford Bronco. The new configuration, formerly an AMC best seller, quickly caused the line to drop in popularity and was taken out of production in 1973; it was replaced with the full size Cherokee. The Jeepster is an ancestor of the modern Jeep family produced by Chrysler. The Jeepster was revived in 1966 as a 1967 model in the form of the Jeepster Commando (“C101”). The F-head Hurricane straight-4 was used (a direct descendant of the original Go Devil engine) and four-wheel drive was finally added. This engine produced 75 bhp at 4000 rpm and 114 lb/ft (155 Nm) of torque at 2000 rpm. The 160 bhp Dauntless V6 was optional and preferred with its 235 lb/ft (319 Nm) of torque. A total of 57,350 Kaiser-spec “C101” Jeepster Commandos were sold between 1966 and 1971. Body styles of the Jeepster Commando included station wagon (with full-length metal hardtop), convertible, pickup, and roadster (with optional half- or full-length softtop). The deluxe station wagon included sliding rear windows and full interior trim—and available two-tone exterior. The 1971 Hurst Jeepster built with modifications by Hurst Performance is possibly the scarcest model of all production Jeeps. Standard equipment included a Champagne White exterior with red and blue stripes, a roof rack, a sports steering wheel, and Goodyear G70 x 15 raised white letter tyres mounted on wider steel wheels. Hurst equipment included special exterior insignia, an 8,000-rpm tachometer on the back of the hood scoop in the driver’s line of sight, as well as a Hurst T-handle shifter on manual-transmission cars or a console-mounted Hurst Dual-Gate shifter with the optional automatic transmission. The Jeepster Commando came in three types: Revival Jeepster, Commando convertible, and an open body roadster with no top at all. The Revival Jeepster, named “Jeepster”, as shown in hood side emblem an VIN decode or Jeepster Convertible was the showcase vehicle of the fleet, offering deluxe interior appointments, powered convertible top, and a Continental tire kit (available only for this model). The Commando convertible offered the same body with just the basic finish and equipment.
Which small boy (and perhaps car loving girl) did not lust after a Countach back in the 1970s and 1980s. A dramatic looking car, this was the stuff of dreams that you would only ever see at the London or NEC Motor Shows. Countach first made an appearance, as a concept in 1971, but it was 1973 before the production car made its debut, and despite unfortunate timing with fuel shortages and a recession, and a number of financial problems for its maker, the car sold well throughout its production life. The Countach entered production as the LP400 with a 3929 cc engine delivering 370 hp. The first production Countach was delivered to an Australian in 1974. Externally, little had altered from the final form of the prototype except at the rear, where conventional lights replaced the futuristic light clusters of the prototype. The styling had become rather more aggressive than Gandini’s original conception, with the required large air scoops and vents to keep the car from overheating, but the overall shape was still very sleek. The original LP400 rode on the quite narrow tyres of the time, but their narrowness and the slick styling meant that this version had the lowest drag coefficient of any Countach model. The emblems at the rear simply read “Lamborghini” and “Countach”, with no engine displacement or valve arrangement markings as is found on later cars. By the end of 1977, the company had produced 158 Countach LP400s. In 1978, a new LP400 S model was introduced. Though the engine was slightly downgraded from the LP400 model (350 bhp), the most radical changes were in the exterior, where the tyres were replaced with 345/35R15 Pirelli P7 tyres; the widest tyres available on a production car at the time, and fibreglass wheel arch extensions were added, giving the car the fundamental look it kept until the end of its production run. An optional V-shaped spoiler was available over the rear deck, which, while improving high-speed stability, reduced the top speed by at least 16 km/h (10 mph). Most owners ordered the wing. The LP400 S handling was improved by the wider tyres, which made the car more stable in cornering. Aesthetically, some prefer the slick lines of the original, while others prefer the more aggressive lines of the later models, beginning with the LP400 S. The standard emblems (“Lamborghini” and “Countach”) were kept at the rear, but an angular “S” emblem was added after the “Countach” on the right side. 1982 saw another improvement, this time giving a bigger, more powerful 4754 cc engine. The bodywork was unaltered, however the interior was given a refresh. This version of the car is sometimes called the 5000 S, which may cause confusion with the later 5000 QV. 321 of these cars were built. Two prototypes of the 1984 Countach Turbo S were built by Lamborghini, of which one is known to exist. The Turbo S weighed 1,515 kg (3,340 lb), while its 4.8 litre twin-turbo V12 had a claimed maximum power output of 758 PS and a torque output of 876 N·m (646 lb·ft), giving the car an acceleration of 0–100 km/h (0–62 mph) in 3.7 seconds and a top speed of 335 km/h (208 mph). A turbo adjuster, located beneath the steering wheel, could be used to adjust the boost pressure from 0.7 bar to 1.5 bar at which the engine performed its maximum power output. The Turbo S has 15″ wheels with 255/45 tyres on the front and 345/35 on the rear. In 1985 the engine design evolved again, as it was bored and stroked to 5167 cc and given four valves per cylinder—quattrovalvole in Italian, hence the model’s name, Countach 5000 Quattrovalvole or 5000 QV in short. The carburettors were moved from the sides to the top of the engine for better breathing—unfortunately this created a hump on the engine deck, reducing the already poor rear visibility to almost nothing. Some body panels were also replaced by Kevlar. In later versions of the engine, the carburettors were replaced with fuel injection. Although this change was the most notable on the exterior, the most prominent change under the engine cover was the introduction of fuel injection, with the Bosch K-Jetronic fuel injection, providing 414 bhp, rather than the six Weber carburettors providing 455 bhp. As for other markets, 1987 and 1988 model Quattrovalvoles received straked sideskirts. 610 cars were built.
Lamborghini had been toying for some time with the idea of a smaller and cheaper car, powered by a V8 engine, to rival the smaller Ferraris, and the result, the Urraco, was first seen at the 1970 Turin Show. It was styled by Marcello Gandini, and engineered by Paolo Stanzani. It was launched with a 2.5 litre V8 engine, engineered to be cheaper to build, with belt-driven camshafts, situated within a steel monocoque structure suspended on McPherson struts. It reached the market before the rival Maserati Merak and Ferrari 308 GT4 Dino, which should have given it a big advantage. But it did not. For a start, it was deemed not powerful enough, so even before the difficulties of the late 1973 Fuel Crisis made things difficult, the car did not sell well at all. The solution was to add more power, and this came when the engine was enlarged to 3 litres, with four chain-driven cams, which took power from 220 bhp to 265 bhp. A roll-hoop across the back of the cabin improved rigidity, and more powerful brakes were fitted. It sold better, though never in the sort of volume that had been anticipated, and the addition of an Italian market tax special P200 did not help much, either. Just 66 of these were built, whereas 520 of the original P250 models found buyers, and 190 of the more powerful P300s added to the total before production ceased in 1979. The story did not quite end there, as in 1976 a heavily revised version, with removable targa roof panels, appeared, called the Silhouette, and both were replaced by the Jalpa in the 1980s, though neither of these sold as well as the Urraco.
Oldest Lancia here was this splendid Augusta, as produced by Lancia between 1933 and 1936. It made its première at the 1932 Paris Motor Show. The car was powered by a 1,196 cc Lancia V4 engine. During the 1920s, Lancia had been known as producers of sports cars and middle sized sedans: the smaller Augusta represented a departure from that tradition, and contributed to a significant growth in Lancia’s unit sales during the 1930s. Nevertheless, in terms of volumes sold, the Augusta was overwhelmed by Fiat’s much more aggressively priced 508 Ballila.
Launched in 1937, the Aprilia was one of the first cars to be designed using a wind tunnel. This was in collaboration with Battista Farina and Politecnico di Torino and allowed the car to achieve a record low drag coefficient of 0.47. This was the last of Vincenzo Lancia’s designs, with the car entering production in the very month in which he died. The first series (model. 238) of which 10,354 units were built between 1937–39 featured a 1,352 cc V4 motor providing 47 bhp. The second series (model. 438) of which 9,728 were made, was first seen in 1939 and production of which continued after the war, had its engine capacity increased to 1,486 cc which provided 48 bhp. A Lusso model of this second series was also offered as well as a lungo (lengthened) version. 706 of these were made between 1946 and 1949, making a grand total of 20,082 cars, with 7,554 additional chassis for coach built bodies, produced in Turin along with about 700 in France. With the Aprilia, Lancia followed their tradition of offering cars with the steering wheel on the right even in markets seen by other manufacturers as left hand drive markets. Outside the UK and Sweden customers increasingly picked the optional left hand drive versions, however. Although the regular Berlina is the best known version, the car was available with a number of coachbuilt bodies and it is some of these which were seen here, with a Pininfarina Cabrio model among them.
Looking like a shrunken Aprilia, the Lancia Ardea was a small family car produced between 1939 and 1953. Its unusually short bonnet reportedly contained the smallest V4 engine ever commercialized in a small family car. The Ardea was named either after Ardea town (Lazio), or Via Ardeatina, the Roman road leading from Rome to that town. Nearly 23,000 of the Ardeas produced were standard bodied saloons but between 1940 and 1942 approximately 500 Ardeas were manufactured with lengthened bodies and a squared off rear cabin for use in Rome as taxis. After the war more than 8,500 commercial adaptations of the Ardea known as ‘furgoncini’ (light van versions) and the ‘camioncini’ (car based light trucks) were also produced. Instrumentation included a centrally mounted speedometer, the fuel level and the oil pressure. A third dial directly below the driver’s sight line was a clock, unusually on this size of car. The three floor pedals followed the pattern still ‘conventional’ for a manual transmission car (clutch, brake, gas) but to the left of the clutch pedal was a small foot operated dipper switch for the headlights. Control knobs lined up along the base of the fascia included a hand throttle. Early Italian images of Ardea interiors confirm that Lancias of the period were still right hand drive, even for countries such as its native Italy which drove on the right. Four versions of the Ardea were built: the 1st series, produced between 1939 and 1941, with 2,992 built; the 2nd series, produced between 1941 and 1948, with 4,438 built. on which a 12 Volt electric system was introduced; the 3rd series, produced between 1948 and 1949, with 3,600 built. and this was the first mass-produced car with a 5-speed gearbox; and the 4th series, produced between 1949 and 1953, 11,700 built. This had a new cylinder head, aluminium, higher compression ratio, more power: 30 bhp. It was the Furgoncini that I spotted here.
One of the prettiest cars ever built., in my opinion, was the Aurelia B24 Spider. Based on the chassis of the Aurelia B20 GT, and designed by Pininfarina, the B24 Spider was produced only in 1954-1955, just 240 of them were built before a cheaper Aurelia Convertible would replace it. The difference between them is that the Spider has the wrap around panoramic front windscreen, distinctive 2 part chrome bumpers, removable side screens and soft top. 181 of them were LHD cars with B24S (‘sinistra’) designation; and the remaining 59 cars were RHD. All were equipped with 2,451cc engines. A really nice Spider nice now is worth hundreds of thousands of £ and it is not hard to see why. It was the Convertible version to be seen here.
The Appia was a small car that was made between 1953 and 1963, in three distinct Series. First series Appias were only offered in factory body styles, but this changed with the second and third series Appias, which were also built as a platform chassis intended for coachbuilt bodies. Towards the end of 1955 a first batch of 14 chassis based on the brand new second series Appia were built and handed over to some of the most prominent coachbuilders of the time: Allemano, Boano, Ghia Aigle, Motto, Pininfarina, Vignale and Zagato. Initially all fourteen chassis were coded Tipo 812.00, based on standard saloon mechanicals; five of were upgraded to a more powerful 53 PS engine and floor-mounted gearchange, and given the new type designation 812.01. At the April 1956 Turin Motor Show, a month after the successful introduction of the second series Appia in Geneva, five specially bodied Appias were shown: a coupé and a two-door saloon by Vignale, a coupé each from Pininfarina, Boano and Zagato. Between Spring 1956 and Spring 1957 the coachbuilders presented their one-off interpretations of the Appia at various motor shows. Later more 812.01 chassis were built, bringing the total of unique to thirteen. Of the coachbuilders who had worked on the first fourteen chassis, two were selected by Lancia to produce special Appia body styles: Pininfarina for the coupé, and Vignale for the convertible. Their nearly definitive proposals debuted at the March 1957 Geneva Motor Show, and soon went into limited series production. Built by their respective designers on chassis supplied by Lancia, these were included in Lancia’s own catalogue and regularly sold through Lancia dealerships. In the later years other variants were added to the official portfolio: Vignale’s Lusso, Zagato’s GTE and Sport, and Viotti’s Giardinetta. All of these variants were built on the 812.01 type chassis with the more powerful engine and floor change; when the third series saloon debuted its mechanical upgrades were transferred to the chassis, and the engine gained one horsepower 54 PS. In early 1960 a revised, more powerful engine was adopted thanks to a new Weber carburettor and an inlet manifold with a duct per each cylinder. In total 5,161 Appia chassis for coachbuilders were made. Seen here were a Series 1 Berlina and the pretty Coupe.
There were a number of examples of the Flaminia here. Although superficially similar to its illustrious Aurelia predecessor and materially “better” in just about every respect, it never managed to capture buyers’ imaginations in the same way when new, and even now, it has to play second fiddle to the older car. The first model in the range was the Berlina, which was launched at the 1957 Geneva Show. It had a Pininfarina styled body which took much inspiration from the Florida concept car that had been shown in the previous year. Much was new under the skin. Its larger 2.5 litre 100 bhp V6 engine was new in detail, and was designed to allow for further increases in capacity, which would come in time. I was smoother than the Aurelia engines and had more torque, and with better cylinder head design and revised cooling, it was more robust, as well. There was synchromesh on all four gears. Lancia’s famous sliding pillar suspension was banished in favour of unequal length wishbones and coil springs which required less maintenance and were more refined. But the car was heavy, and complex, and exceedingly expensive. Lancia thought that their customers would pay a premium for “the best”, but tastes were changing, and the Berlina was never a strong seller, with fewer than 3000 of them being constructed, most of them being the first series cars. Just 549 of the later second series model with 110 bhp and disc brakes were made between 1961 and 1963, hardly surprising when the car cost more than a Rolls Royce Silver Cloud, as it did in the UK. The later cars had a 2.8 litre engine and 125 bhp, and just 599 of these were made between 1963 and 1968. There was more success with the coachbuilt two door variants which joined the range. The most successful of these, the Pininfarina Coupe, was the first to appear. This was made between 1959 and 1967, during which time 5284 of these mostly steel-bodied cars were constructed. In many ways they were very like the Berlina, just a bit smaller, though there was a floor mounted gear lever, and the cars had more power. The first 3200 of them had a 119 bhp single carb engine with a sport camshaft. Later 3Bs had a triple choke Solex from 1962 and the power went up to 136 bhp. It was only a year after the Pininfarina car’s debut when Touring of Milan announced their Flaminia models. These aluminium bodied cars were sold in three distinct variants between 1960 and 1965. The single carburettor GT was followed by a Convertible in 1960, both of them uprated to 140 bhp triple Weber 3C spec in 1961. The 2.8 litre 3C took over in 1963 and were supplemented by a new 2+2 version called the GTL, with a taller roofline, front-hinged bonnet, longer doors and more substantial seats. It is the rarest of all Flaminia models, with just 300 made. The styling house to offer a car was Zagato, with their Sports and SuperSports. Only 526 were made and there is a complicated production history which probably shows the sort of chaotic thinking that was going on at Lancia and which would lead to is bankruptcy and take over by Fiat in 1969. The first 99 Sports had faired-in headlights and the 119 bhp engine. From 1960 another 100 cars were built with expose lights until the introduction of the Sport 3C with the 140 bhp triple carb. Zagato made 174 of those in 1962 and 1963, still with the exposed lights. The faired-in lights returned in 1964 on the SuperSport, which also had a Kamm tail, and with DCN Webers this one put out 150 bhp. 150 of these were made between 1964 and 1967. Many of the earlier cars were upgraded early in their life, so if you see one now, you cannot be totally sure of is true origin. Production of the car ceased in 1970, with fewer than 13,000 Flaminia of all types having been built. These days, the cost to restore them properly – and it is a huge job – exceeds the value of most of them, by some margin, as Berlina and Coupe models tend not to sell for more than £30k. The Zagato cars are a different matter, and when they come up for sale, routinely go for over £300k. The Touring cars – considered by most to be the prettiest tend to be around £100k for the GT and another 50 – 80k for a convertible – a long way from the value of an Aston Martin DB4 Volante, which cost roughly the same when new. There was a Touring GT here.
There were several examples of the Flavia here, a model named after the Via Flavia, Roman road leading from Trieste (Tergeste) to Dalmatia. Launched at the 1960 Turin Motor Show, the Flavia was initially available only as a four-door saloon, featuring a 1.5 litre aluminium boxer engine, Dunlop disc brakes on all four wheels, front-wheel drive and front suspension by unequal-length wishbones. This model was soon joined by a two-door coupé, designed by Pininfarina on a shortened platform. Vignale built 1,601 two-door convertibles, while Zagato designed an outlandish-looking light weight two-door sport version. The sport version has twin carburettors for extra power (just over 100 hp); however, this version of the engine was notoriously difficult to keep in tune. Even the single-carburettor engine suffered from the problem of timing chain stretch. Sprockets with vernier adjusters were fitted to allow for chain wear, and the cam timing was supposed to be checked every 6000 miles. Early cars also suffered from corrosion of the cylinder heads caused by using copper gaskets on aluminium heads; nevertheless, the car was quite lively for its day, considering the cubic capacity. Later development of the engine included an enlargement to 1.8 litres, a mechanical injection version using the Kugelfischer system, and a five-speed manual gearbox. Towards the end of the 1960s, when Fiat took control of the company, the Vignale and Zagato versions were discontinued. The coupé and saloon versions received new bodywork, first presented in March 1969 at the Geneva Motor Show. The engine increased to 2.0 litres, available with carburettor or injection, and four- or five-speed gearbox. The 2.0 litre models were only made with revised Pininfarina Coupe and revised Berlina bodies.
The model was updated further in 1971, an evolution of the Series II Flavia Coupé and a stable mate to the 2000 Berlina model The car’s bodyshell was designed and made by Pininfarina. The interior was also designed by Pininfarina and bears a striking resemblance to that of the Ferrari 330 GT. The cosmetic changes to the 2000 Coupé were largely confined to a new grille (matte black instead of chrome) with headlamps incorporated into the now wider intake, new bumpers (with rubber strips on the HF), and the tail was shorn of its vestigial tailfins, with a raised and squared decklid. The interior did not undergo significant changes, merely refinement of the previous design. The powerplant was adopted from the 2000 sedan and available in two states of tune: carburettors on the 2000 Coupé, Bosch electronic fuel injection and engine management on the 2000 HF which raised its output to 123 bhp, which was the same as contemporary BMW and Alfa Romeo models. This improvement, however, was never publicised by Lancia because the marketing department believed that their targeted customers would less favourably respond to a campaign that emphasised power and performance rather than quality, technical sophistication and riding comfort. The HF was recognizable by the body-side rub-strip, wooden Nardi steering wheel, and magnesium alloy wheels by Cromodora. Both versions had a 5-speed manual transmission with a dog-leg gearbox arrangement. The Lancia 2000 and 2000 HF coupé were technologically advanced for the day with features such as 5 speed transmission, power assisted steering and electronic fuel injection on the 2000 HF. The cars offer sporty but also very refined and comfortable transport and are very capable in modern traffic and motorway cruising. They are very well appointed with polished stainless steel brightwork, as opposed to chromed mild steel. The 2000 and 2000 HF Coupé are considered to be some of the last true Lancia cars, designed before Fiat took control of the company in 1969. The cars do not suffer the corrosion problems associated with later generation Lancias and are generally regarded as being more resistant than contemporary rivals from other manufacturers. The cars were expensive when new and hence only sold in small numbers, and they are particularly rare now, so seeing one of these elegant machines was a real treat.
Lancia replaced the long-running Appia with a new model in 1963, the Fulvia. Like the larger Flavia which had been shown 3 years earlier, it came with front wheel drive, and a host of exquisite engineering which ensure that even though it was expensive, it was actually not profitable for its maker, and was a direct contribution to the marque’s bankruptcy and take over by Fiat in 1969. It was not long before the initial Berlina saloon model was joined by a Coupe. First seen in 1965. the Coupe proved to be the longest lived of all Fulvia variants, surviving until 1976 when it was effectively replaced by the 1300cc version of the Beta Coupe. Before that, it had undergone a steady program of updates, with more powerful engines, including a capacity increase from the initial 1200cc of the narrow angle V4 to 1300 and then later 1600cc, and the car was developed into a successful rally machine for the late 60s. The Sport Zagato version was designed by Ercole Spada at Zagato and was intended to be the more sporting model of the range. It was also considerably more expensive. Early cars had an unusual side hinged bonnet, but this was changed on the Series 2 models which were launched in 1970, and which also switched to all-steel bodies. Seen here were examples of both the very elegant Coupe model and the Sport Zagato.
There was just one example of the Stratos on show. A Bertone-designed concept car called the Lancia Stratos Zero was shown to the public in 1970, but shares little but the name and mid-engined layout with the Stratos HF version. A new car called the New Stratos was announced in 2010 which was heavily influenced by the design of the original Stratos, but was based on a Ferrari chassis and engine. Bertone had no previous business with Lancia, who were traditionally linked with Pininfarina, and he wanted to come into conversation with them. Bertone knew that Lancia was looking for a replacement for the ageing Fulvia for use in rally sports and so he designed an eye-catcher to show to Lancia. Bertone used the running gear of the Fulvia Coupé of one of his personal friends and built a running showpiece around it. When Bertone himself appeared at the Lancia factory gates with the Stratos Zero he passed underneath the barrier and got great applause from the Lancia workers. After that a co-operation between Lancia and Bertone was formed to develop a new rally car based on ideas of Bertone’s designer Marcello Gandini who already had designed the Lamborghini Miura and Countach. Lancia presented the Bertone-designed Lancia Stratos HF prototype at the 1971 Turin Motor Show, a year after the announcement of the Stratos Zero concept car. The prototype Stratos HF (Chassis 1240) was fluorescent red in colour and featured a distinctive crescent-shaped-wrap-around windshield providing maximum forward visibility with almost no rear visibility. The prototype had three different engines in its early development life: the Lancia Fulvia engine, the Lancia Beta engine and finally for the 1971 public announcement, the mid-mounted Dino Ferrari V6 producing 190 hp. The use of the Dino V6 was planned right from the beginning of the project, but Enzo Ferrari was reluctant to sign off the use of this engine in a car he saw as a competitor to his own Dino V6. After the production of the Dino car had ended the “Commendatore” (a popular nickname for Enzo Ferrari) agreed on delivering the engines for the Stratos, and Lancia then suddenly received 500 units. The Stratos was a very successful rally car during the 1970s and early 1980s. It started a new era in rallying as it was the first car designed from scratch for this kind of competition. The three leading men behind the entire rallying project were Lancia team manager Cesare Fiorio, British racer/engineer Mike Parkes and factory rally driver Sandro Munari with Bertone’s Designer Marcello Gandini taking a very personal interest in designing and producing the bodywork. Lancia did extensive testing with the Stratos and raced the car in several racing events where Group 5 prototypes were allowed during the 1972 and 1973 seasons. Production of the 500 cars required for homologation in Group 4 commenced in 1973 and the Stratos was homologated for the 1974 World Rally Championship season. The Ferrari Dino V6 engine was phased out in 1974, but 500 engines among the last built were delivered to Lancia. Production ended in 1975 when it was thought that only 492 were made (for the 1976 season, the Group 4 production requirement was reduced to 400 in 24 months. Manufacturer of the car was Bertone in Turin, with final assembly by Lancia at the Chivasso plant. Powered by the Dino 2.4 litreV6 engine that was also fitted to the rallying versions, but in a lower state of tune, it resulted in a power output of 190 hp, giving the road car a 0–100 km/h time of 6.8 seconds, and a top speed of 232 km/h (144 mph). The Stratos weighed between 900 and 950 kilograms, depending on configuration. Power output was around 275 hp for the original 12 valve version and 320 hp for the 24 valve version. Beginning with the 1978 season the 24 valve heads were banned from competition by a change to the FIA rules. Even with this perceived power deficit the Stratos was the car to beat in competition and when it did not suffer an accident or premature transmission failure (of the latter there were many) it had great chances to win. Despite the fact that the Stratos was never intended to be a race car, there were two Group 5 racing cars built with 560 hp, using a single KKK turbocharger. The car won the 1974, 1975 and 1976 championship titles in the hands of Sandro Munari and Björn Waldegård, and might have gone on to win more had not internal politics within the Fiat group placed rallying responsibility on the Fiat 131 Abarths. As well as victories on the 1975, 1976 and 1977 Monte Carlo Rally, all courtesy of Munari, the Stratos won the event with the private Chardonnet Team as late as 1979. Without support from Fiat, and despite new regulations that restricted engine power, the car would remain a serious competitor and proved able to beat works cars in several occasions when entered by an experienced private team with a talented driver. The last victory of the Stratos was in 1981, at the Tour de Corse Automobile, another World Rally Championship event, with a victory by longtime Stratos privateer Bernard Darniche. When the Fiat group favoured the Fiat 131 for rallying Lancia also built two Group 5 turbocharged ‘silhouette’ Stratos for closed-track endurance racing. These cars failed against the Porsche 935s on closed tracks but proved successful in hybrid events. While they failed in the Tour de France Automobile, one of these cars won the 1976 Giro d’Italia Automobilistico, an Italian counterpart of the Tour de France Automobile. One of the cars was destroyed in Zeltweg, when it caught fire due to overheating problems. The last surviving car would win the Giro d’Italia event again before it was shipped to Japan to compete in the Fuji Speedway based Formula Silhouette series, which was never raced. The car would then be sold and reside in the Matsuda Collection before then being sold to the renowned collector of Stratos’, Christian Hrabalek, a car designer and the founder of Fenomenon Ltd, who has the largest Lancia Stratos Collection in the world, 11 unique Lancia Stratos cars, including the fluorescent red 1971 factory prototype and the 1977 Safari Rally car. His interest in the car led to the development of the Fenomenon Stratos in 2005. The Stratos also gained limited success in 24 Hours of Le Mans, with a car, driven by Christine Dacremont and Lella Lombardi, finishing 20th in 1976.
There was just one example from the Beta range here, a Spyder here. Just 9390 Spyder models were made, making it the rarest of the quartet when new, but there are quite a few nice ones left here, such as the pair on show here. The Spyder was launched in 1976, looking very much like an open-topped version of the Coupe, sharing that model’s wheelbase, but with a targa top roof panel, a roll-over bar and folding rear roof.. It was designed by Pininfarina but actually built by Zagato, which is why the model was known as the Zagato in America. Early models did not have a cross-member supporting the roof between the tops of the A to B pillars. Later models had fixed cross-members. It was initially powered by either the 1600 or 1800 twin-cam engine, later being replaced by the new 1.6 and 2.0. It never received the IE or VX engines. There were fuel injected engines for the US market. Lancia spelt the name with a “y” rather than an “i” possibly to differentiate the car from the Alfa Romeo Spider, though most people tend to use the “Spider” spelling these days.
After finishing the Beta family, Lancia turned their engine to a new flagship, calling their new model the Gamma, which continued the naming convention of using Greek letters that was started by its smaller stablemate. Launched at the 1976 Geneva Show, there were several surprises about the new car. As with several other cars of the period, the fastback style of the berlina featured a conventional boot at the rear, and was not a hatchback, despite its appearance. At the car’s press launch Pininfarina explained that a hatchback was avoided to save the inconvenience to back seat passengers when luggage is being loaded: “inconvenience” was thought to be a reference to possible draughts.More surprising, perhaps was the mechanical configuration. Lancia developed unique flat-4 engines for the Gamma (an idea initially was to use a Fiat V6). Engine designer De Virgilio also drew up an engine for the Gamma which was a V6 4-cam with either 3- or 4-litre displacement, but this never came to fruition. The Flat four engine finally chosen for the Gamma lacked the cachet afforded to luxury cars in this sector, which generally came with 6 or 8 cylinders. The 4-cylinder engine was unusually large for a modern 4-cylinder petrol engine, though Subaru EJ flat-4 engines matched it in volume and the later Porsche 944 and 968 had 3 litre straight-4 engines. The “4” had certain engineering advantages, but more than anything it allowed Aldo Brovarone (Pininfarina chief stylist) to design a rakish looking coupé with a low bonnet line and a steeply raked windscreen. Pressure cast in alloy with wet cylinder liners, the engine was also extremely light and though it only produced 140 bhp, (120 bhp in 2.0-litre form) in line with traditional Lancia thinking it generated a huge amount of torque, most of which was available at just 2000 rpm. The car was initially available with a displacement of 2.5 litres, as the Gamma 2500, but this was later joined by a 2.0 litre version (Gamma 2000), which resulted from the Italian tax system (cars with engines larger than 2.0 L are subject to heavier tax burden). The displacement was lowered by decreasing the bore rather than the stroke of the engine. Both displacements were using Weber carburettors, though the 2.5 litre later came in a version fitted with fuel injection, the Gamma 2500 I.E. Ironically, it was the engines that caused the Gamma to have a poor name. They overheated far too easily, wore its cams, and leaked oil. The wishbone bushes wore out early, and, because the power steering was driven from the left cam-belt, the car was prone to snapping that belt when steering was on full lock — with disastrous results. By the time the Facelifted car was launched most of these problems had been addressed, but the damage was done, and the car’s poor reputation cemented. Lancia referred to the change merely as a “face-lift”. The main change was that the engines went from carburettors to Bosch L-Jetronic fuel injection. At the same time a lot of cosmetic work was done; the cars got a new corporate grille, 15-inch “sunburst” alloy wheels, and a slightly upgraded interior, with new instrumentation and interior lighting, new badging, a new style handbrake and gear lever gaitor. But sales continued to lessen, and the car was deleted in 1984, Lancia having built 15,272 berlinas and 6,790 coupés.
Considered to be part of the Beta family, though there is an awful lot about the car that is very different from the front wheel drive models was the MonteCarlo, one example of which was displayed. First conceived in 1969, with a a final design completed by 1971 by Paolo Martin at Pininfarina, what was initially known as the Fiat X1/8 Project, was originally designed as Pininfarina’s contender to replace Fiat’s 124 Coupe, but it lost out to Bertone’s cheaper design, which became the Fiat X1/9. Rather than scrap the proposal completely, it was developed further, when Fiat commissioned Pininfarina to build a 3.0 litre V6 mid-engined sports car. An X1/8 chassis was used as the start point, and developed for the first time in-house by Pininfarina and not based on any existing production car. Due to the 1973 Oil Crisis, the project was renamed X1/20 and updated to house a 2.0 litre engine. The first car to be made out of the X1/20 Project was the Abarth SE 030 in 1974. The project was passed to Lancia, and the road car was launched at the 1975 Geneva Motor Show as the Lancia Beta MonteCcarlo. It was the first car to be made completely in-house by Pininfarina. Lancia launched the MonteCarlo as a premium alternative to the X1/9, with the 2 litre twin cam engine rather than the X1/9’s single cam 1300. Both used a similar, based on the Fiat 128, MacPherson strut front suspension and disc brakes at both front and rear. Lancia Beta parts were limited to those from the existing Fiat/Lancia standard parts bin, the transverse mount version of the Fiat 124’s twin cam engine and the five speed gearbox and transaxle. MonteCarlos were available as fixed head “Coupés” and also as “Spiders” with solid A and B pillars, but a large flat folding canvas roof between them. Sales were slow to get started, and it soon became apparent that there were a number of problems with a reputation for premature locking of the front brakes causing particular alarm. Lancia suspended production in 1979 whilst seeking a solution, which meant that the car was not produced for nearly two years. The second generation model, known simply as MonteCarlo now, was first seen in late 1980. The braking issue was addressed by removing the servo, as well as few other careful mechanical tweaks. The revised cars also had glass panels in the rear buttresses, improving rear visibility somewhat, and there was a revised grille. In the cabin there was a new three spoke Momo steering wheel in place of the old two spoke one, as well as revamped trim and fabrics. The engine was revised, with a higher compression ratio, Marelli electronic ignition and new carburettors which produced more torque. It was not enough for sales to take off, and the model ceased production in 1982, although it took quite a while after that to shift all the stock. Just under 2000 of the Phase 2 cars were made, with 7798 MonteCarlos made in total. There were a number of them present here.
The Integrale evolved over several years, starting off as the HF Turbo 4WD that was launched in April 1986, to homologate a new rally car for Lancia who needed something to fill the void left by the cancellation of Group B from the end of 1986. The Delta HF 4X4 had a four-wheel drive system with an in-built torque-splitting action. Three differentials were used. Drive to the front wheels was linked through a free-floating differential; drive to the rear wheels was transmitted via a 56/44 front/rear torque-splitting Ferguson viscous-coupling-controlled epicyclic central differential. At the rear wheels was a Torsen (torque sensing) rear differential. It divided the torque between the wheels according to the available grip, with a maximum lockup of 70%. The basic suspension layout of the Delta 4WD remained the same as in the rest of the two-wheel drive Delta range: MacPherson strut–type independent suspension with dual-rate dampers and helicoidal springs, with the struts and springs set slightly off-centre. The suspension mounting provided more isolation by incorporating flexible rubber links. Progressive rebound bumpers were adopted, while the damper rates, front and rear toe-in and the relative angle between springs and dampers were all altered. The steering was power-assisted rack and pinion. The car looked little different from the front wheel drive models. In September 1987, Lancia showed a more sophisticated version of the car, the Lancia Delta HF Integrale 8V. This version incorporated some of the features of the Delta HF 4WD into a road car. The engine was an 8-valve 2 litre fuel injected 4-cylinder, with balancing shafts. The HF version featured new valves, valve seats and water pump, larger water and oil radiators, more powerful cooling fan and bigger air cleaner. A larger capacity Garrett T3 turbocharger with improved air flow and bigger inter-cooler, revised settings for the electronic injection/ignition control unit and a knock sensor, boosting power output to 185 bhp at 5300 rpm and maximum torque of 224 lb/ft at 3500 rpm. The HF Integrale had permanent 4-wheel drive, a front transversely mounted engine and five-speed gearbox. An epicyclic centre differential normally split the torque 56 per cent to the front axle, 44 per cent to the rear. A Ferguson viscous coupling balanced the torque split between front and rear axles depending on road conditions and tyre grip. The Torsen rear differential further divided the torque delivered to each rear wheel according to grip available. A shorter final drive ratio (3.111 instead of 2.944 on the HF 4WD) matched the larger 6.5×15 wheels to give 24 mph/1000 rpm in fifth gear. Braking and suspension were uprated to 284 mm ventilated front discs, a larger brake master cylinder and servo, as well as revised front springs, dampers, and front struts. Next update was to change the engine from 8 valves to 16. The 16v Integrale was introduced at the 1989 Geneva Motorshow, and made a winning debut on the 1989 San Remo Rally. It featured a raised centre of the bonnet to accommodate the new 16 valve engine, as well as wider wheels and tyres and new identity badges front and rear. The torque split was changed to 47% front and 53% rear. The turbocharged 2-litre Lancia 16v engine now produced 200 bhp at 5500 rpm, for a maximum speed of 137 mph and 0–100 km/h in 5.5 seconds. Changes included larger injectors, a more responsive Garrett T3 turbocharger, a more efficient intercooler, and the ability to run on unleaded fuel without modification. The first Evoluzione cars were built at the end of 1991 and through 1992. These were to be the final homologation cars for the Lancia Rally Team; the Catalytic Evoluzione II was never rallied by the factory. The Evoluzione I had a wider track front and rear than earlier Deltas. The bodyside arches were extended and became more rounded. The wings were now made in a single pressing. The front strut top mounts were also raised, which necessitated a front strut brace. The new Integrale retained the four wheel drive layout. The engine was modified to produce 210 bhp at 5750 rpm. External changes included: new grilles in the front bumper to improve the air intake for engine compartment cooling; a redesigned bonnet with new lateral air slats to further assist underbonnet ventilation; an adjustable roof spoiler above the tailgate; new five-bolt wheels with the same design of the rally cars; and a new single exhaust pipe. Interior trim was now grey Alcantara on the Recaro seats, as fitted to the earlier 16V cars; leather and air conditioning were offered as options, as well as a leather-covered Momo steering wheel. Presented in June 1993, the second Evolution version of the Delta HF Integrale featured an updated version of the 2-litre 16-valve turbo engine to produce more power, as well as a three-way catalyst and Lambda probe. A Marelli integrated engine control system with an 8 MHz clock frequency which incorporates: timed sequential multipoint injection; self-adapting injection times; automatic idling control; engine protection strategies depending on the temperature of intaken air; Mapped ignition with two double outlet coils; Three-way catalyst and pre-catalyst with lambda probe (oxygen sensor) on the turbine outlet link; anti-evaporation system with air line for canister flushing optimised for the turbo engine; new Garrett turbocharger: water-cooled with boost-drive management i.e. boost controlled by feedback from the central control unit on the basis of revs/throttle angle; Knock control by engine block sensor and new signal handling software for spark park advance, fuel quantity injected, and turbocharging. The engine now developed 215 PS as against 210 PS on the earlier uncatalysed version and marginally more torque. The 1993 Integrale received a cosmetic and functional facelift that included. new 16″ light alloy rims with 205/45 ZR 16 tyres; body colour roof moulding to underline the connection between the roof and the Solar control windows; aluminium fuel cap and air-intake grilles on the front mudguards; red-painted cylinder head; new leather-covered three-spoke MOMO steering wheel; standard Recaro seats upholstered in beige Alcantara with diagonal stitching. In its latter years the Delta HF gave birth to a number of limited and numbered editions, differing mainly in colour, trim and equipment; some were put on general sale, while others were reserved to specific markets, clubs or selected customers.
Also here was a Stradale version of the Delta S4. Between October 1985 and 1986 Lancia built 200 examples of a road-going version of the Delta S4, officially named Lancia Delta S4 but widely known as “Stradale”, for the purpose of homologation in Group B. In Italy, the car was priced at about 100 million Lira: five times the price of the most expensive Delta of the time, the HF Turbo. The Stradale’s chassis was a space frame, similar to its rally counter-part, built out of CrMo steel tubes and aluminium alloy for the crash structures; it was covered by epoxy and fibreglass body panels. Like the rally car, the 1.8-litre four-cylinder engine was longitudinally mid-mounted, equipped with Weber-Marelli IAW integrated electronic ignition and fuel injection, a supercharger, a turbocharger and two intercoolers. In road tune the 1.8 produced 250 PS at 6,750 rpm and 291 N⋅m (215 lb⋅ft) of torque at 4,500 rpm. The “Stradale” kept a three differential four-wheel-drive system from the rally car; the centre differential sent 30% of the engine torque to the front open differential, and 70% to the rear limited slip. Lancia claimed the car could reach a top speed of 225 km/h (140 mph) and accelerate from standstill to 100 km/h (62 mph) in 6.0 seconds. In contrast to its bare bones racing sister, the S4 Stradale featured an Alcantara-upholstered interior, sound deadening, a suede steering wheel, and was equipped with power steering, trip computer and air conditioning.
The task of transforming the Delta into a saloon car was given to its original designer Giorgetto Giugiaro, who worked on the car between 1979 and 1980. The result was the Prisma, and it was launched in late December 1982 and went on sale in Italy in early January 1983, while its European première was held at that year Geneva Motor Show. The initial range was composed of five models, equivalent to that the freshly revised 1982 Delta. Prisma 1300 was powered by a 1301 cc 78 PS engine mated to a 5-speed gearbox; a 1498 cc 85 PS engine was available with the same gearbox on Prisma 1500, or with Lancia’s own Verrone-built 3-speed automatic transmission on the Prisma 1500 automatica. At the top of the range there was Prisma 1600, mounting the 1585 cc 105 PS twin-cam engine from the Delta 1600 GT, with Marelli Digiplex ignition. Similarly to the Delta GT, the Prisma 1600 was also equipped with four disc brakes, a 5-speed gearbox with dedicated ratios and lower profile tyres on wider wheels; it also boasted the amplest standard equipment, Zegna-designed chequerboard wool cloth upholstery and some exclusive options, such as air conditioning. The two cars shared a platform (including the 2475 mm wheelbase), drivetrains, doors and windscreen. The Prisma became the most popular Lancia nearly immediately; with a daily production of 250 a cumulative production of 100,000 was reached in 1984. June 1984 saw the introduction of the Lancia Prisma diesel, the marque’s first modern diesel-engined passenger car. The diesel was imperative, as more than a third of Italian sales in the Prisma’s class were of diesel-powered cars. Its naturally aspirated 1929 cc SOHC four-cylinder had an iron block, aluminium head and indirect injection; it put out 65 PS. The engine had been developed by Fiat, and was also installed in the Fiat Regata DS—although the Fiat lacked some of Lancia’s NVH-improving solutions. The diesel engine was light, only weighing 11 kg (24 lb) more than the 1.6-litre petrol unit. All Diesel Prismas sported a sightly domed hood, needed to clear the taller engine. Some updates were introduced with the diesel, including optional hydraulic power steering, redesigned seats, new striped cloth upholstery and a four-spoke steering wheel. About a year later, in May 1985, the Prisma turbo diesel was added to the range. The 1.9-litre engine from the Prisma diesel received a KKK turbocharger with wastegate valve, an intercooler and an oil cooler; its gearbox was the same ZF 5-speed unit used on the Delta HF turbo. Power was 80 PS and torque 172 N·m. The turbo diesel Prisma adopted disk brakes, wheels and tyres from the top-of-the-range 1600 as well as similarly rich equipment, and added standard power steering. A major mid-cycle refresh débuted at the April 1986 Turin Motor Show. Changes were made to the exterior and interior of the car. Outside there were more modern, enveloping bumpers—the front one with provisions for integrated fog lights; the redesigned grille and bonnet bore a family resemblance to the flagship Thema. Also new were the ventilation grille on the C-pillar and full-wheel hubcaps. Inside new seats, new instrumentation and air conditioning system. The 1986 range included seven models, two of them all-new: 1.3, 1.5, 1.5 Automatica, 1.6, 1.6 i.e., 4WD, diesel and turbo ds. 1.3 and 1.5 models had revised intake and exhaust system, fuel cut-off, a new carburettor and breakerless ignition. The diesel versions had also received some minor engine updates, and the turbo diesel had been renamed turbo ds. The new Prisma 1.6 i.e. used a version of the 1585 cc twin-cam engine equipped with Weber-Marelli IAW integrated electronic ignition and fuel injection system, developing 108 PS. In comparison to the carburetted Prisma 1600—which remained on sale as Prisma 1.6—further changes had been made: the cylinder head had been rotated 180°, bringing the exhaust side to the front for better cooling, and the whole engine was canted forward 18° to lower its centre of gravity. The other new arrival was the Prisma 4WD, featuring a two-litre fuel injected engine and Lancia’s three differential permanent four wheel drive. Derived from the flagship Thema, the 1995 cc, twin-cam 8-valve engine featured two counter rotating balance shafts and IAW fuel injection; it developed 115 PS and 120 lbf·ft. The 4WD package was completed by four disk brakes from the 1.6, power steering and wide, low profile 185/60 tyres on 14-inch 8-spoke alloy wheels. Minor details set the 4WD apart from other Prismas: outside a “4WD” script on the right half of the grille and on the new side skirts, inside it sported the instrument panel from the Delta HF 4WD with six round gauges, yellow scales and hands. In June 1987 the 4WD was updated and rechristened Prisma integrale; it came with standard two-tone paintwork in a choice of three tone on tone combinations, a matching Alcantara interior, and a drop in price from the 4WD — at least in the home market where prices were cut by 10 percent. The last update for the Prisma was the introduction of the eight model in the range, the upmarket Prisma 1.5 LX, in March 1988. The LX trim added metallic paint, checked cloth interior with beige carpeting and convenience equipment. The successor of the Prisma, the Lancia Dedra, was unveiled in early 1989, with sales commencing in May; production of the Prisma ended in 1989. Seen here was a Prisma Integrale.
The ultimate Thema, the ‘8.32’ (“8” standing for the number of cylinders and “32” for the number of valves) was assembled at Lancia’s S. Paolo plant in Turin.It used a 2927 cc Ferrari V8. This engine was based on the unit used in the Ferrari 308 qv and some of the componentry was assembled by Ducati from castings made at Maranello. The engine differed from other Ferrari V8s of the time in that it was equipped with a cross-plane type crankshaft rather than the usual flat-plane crankshaft, smaller valves and different firing order. All this to make the engine characteristics more suitable in a four door luxury saloon. Both Series 1 and 2 cars in non catalysed form produced 215 PS (212 bhp) and were capable of 0–100 km/h in 6.8 seconds and 240 km/h (149 mph) whilst catalysed versions were slightly detuned to 205 PS (202 bhp) which gave 0–100 km/h in 7.2 seconds and 235 km/h (146 mph). The car offered good performance (though the Turbo version was quicker than the catalytic version from 0 to 100 km/h) and excellent refinement, including a luxurious hand made wood-and-leather interior by Poltrona Frau complete with the same luxury equipment as LX versions of the Thema. Unfortunately, a price tag of £40,000 (or more) in Britain, and the fact that only left hand drive versions were produced, limited its appeal with only 9 being officially sold there. This version of the Thema also sold in limited numbers in Italy with 2370 Series 1 built between 1986 and 1988 and 1601 Series 2 built between 1989 and 1992. 64 numbered vehicles were made, 32 series 1 and 32 series 2. These were only available in Ferrari-red.
There were a number of examples of the first generation Range Rover here. The Rover Company had been experimenting with a larger model than the Land Rover Series as far back as 1951, when the Rover P4-based two-wheel-drive “Road Rover” project was developed by Gordon Bashford. This was shelved in 1958, and the idea lay dormant until 1966, when engineers Spen King and Bashford set to work on a new model. In 1967, the first Range Rover prototype was built (number plate SYE 157F), with the classic Range Rover shape clearly discernible, but with a different front grille and headlight configuration. The design of the Range Rover was finalised in 1969. Twenty-six Velar engineering development vehicles were built between 1969 and 1970 and were road registered with the number plates YVB151H through to YVB177H. Though being chassis no. 3, the vehicle YVB 153H is believed to have been the first off the production line as a vehicle in that colour was urgently required for marketing. The Velar name was derived from the Italian “velare” meaning to veil or to cover. Range Rover development engineer Geoff Miller used the name as a decoy for registering pre-production Range Rovers. The Velar company was registered in London and produced 40 pre-production vehicles that were built between 1967 and 1970. Most of these Velar pre-production vehicles are accounted for and have survived into preservation, and one of them was presented here. These models fetch very strong money when sold, between £60 -80,000 for the handful that have appeared for sale in the last couple of years. The production Range Rover was launched in 1970, and it was produced until 1994, undergoing quite a transition into a luxury product en route. Early models are currently the most prized ones.
There were also a couple of examples of the Land Rover, both Series 1 and 2 cars as well as a more recent Defender 110.
One of the most bizarre cars on display was this, which is called the Leoni Extrema. Still a prototype, it was making its debut here. It combines the style of a rather extreme SUV with a supercharged engine and the luxury of a Hollywood limo. This limited edition vehicle sports a 12-cylinder engine with 730 horsepower and high ground clearance so it should be able to take you anywhere you want to go. When it comes to price then the old adage applies, “If you have to ask, you can’t afford it.” A figure of €1million is being suggested.
Another stand displaying brand new cars, Lotus Italia had the latest examples of the Elise, Exige and Evora on show.
The original Maserati Quattroporte (Tipo AM107) was built between 1963 and 1969. It was a large saloon powered by V8 engines—both firsts for a series production Maserati. The task of styling the Quattroporte was given to Turinese coachbuilder Pietro Frua, who drew inspiration from a special Maserati 5000 GT (chassis number 103.060) he had designed in 1962 for Prince Karim Aga Khan. While the design was by Frua, body construction was carried out by Vignale. The Quattroporte was introduced at the October-November 1963 Turin Motor Show, where a pre-production prototype was on the Maserati stand next to the Mistral coupé. Regular production began in 1964. The Tipo 107 Quattroporte joined two other grand tourers, the Facel Vega and the Lagonda Rapide, capable of travelling at 200 km/h (124 mph) on the new motorways in Europe. It was equipped with a 4.1-litre V8 engine, producing 260 hp at 5,000 rpm, and either a five-speed ZF manual transmission or a three-speed Borg Warner automatic on request. Maserati claimed a top speed of 230 km/h (143 mph). The car was also exported to the United States, where federal regulations mandated twin round headlamps in place of the single rectangular ones found on European models. Between 1963 and 1966, 230 units were made. In 1966, Maserati revised the Tipo 107, adding the twin headlights already used on the U.S. model. A leaf-sprung solid axle took place of the previous De Dion tube. The interior was completely redesigned, including the dashboard which now had a full width wood-trimmed fascia. In 1968 alongside the 4.1-litre a 4.7-litre version became also available (AM107/4700), developing 286 bhp. Top speed increased to a claimed 255 km/h (158 mph), making the Quattroporte 4700 the fastest four-door sedan in the world at the time. Around 500 of the second series were made, for a total of 776 Tipo 107 Quattroportes. Production ended in 1969.
This is a Sebring, which was based on the earlier Maserati 3500 GT, and aimed at the American Gran Turismo market, taking its name from Maserati’s 1957 racing victory at the 12 Hours of Sebring. A single two-seat spyder was built by Vignale in 1963 but did not enter production. The Series I (Tipo AM 101/S) was shown at the Salon International de l’Auto 1962 and again at the Salone dell’automobile di Torino in 1963. Employing all but the Maserati 3500’s coachwork, it could reach 137 mph and 0–60 mph in 8.5 seconds on 185×15 Pirelli Cinturato tyres. A Borg-Warner automatic transmission was available, a first for Italian automobiles. When leaving the factory it originally fitted Pirelli Cinturato 205VR15 tyres (CN72). A total of 348 Series I Sebrings were built between 1962 and 1965. The engine was updated in 1963, gaining 15PS for a total of 235 PS. The 3700 engine first appeared in 1964, although only a handful of Series I cars were thus equipped. In 1965, the modified Series II (Tipo AM 101/10) was introduced. It had lightly redesigned headlamps, modernised bumpers, new front indbicators, and new side grilles replacing the lower extraction vents used hitherto. It took minor design cues from the contemporary Quattroporte. At the rear, aside from the squared off bumpers, the taillights were now mounted horizontally rather than vertically and the bootlid opening was narrowed somewhat. The Series II rode on larger 205×15 Pirelli Cinturatos. A run of 247 units were made from 1964 until 1968. Along with the 3500 engine, the 3700 and the even larger 4000 were added. The 4000 GTiS has a 4,012 cc engine producing 255 PS at 5,200 rpm. It remained in production until 1968, when financial constraints forced Maserati to drop its older models from production. No major updates took place over the last three years of production, except for a slight power gain for the 4000, now up to 265 PS. 348 units of Sebring 3.5 and 245 of 3.7 and 4.0 (combined) were made, for a total of 593 units from 1962 to 1969.
Dating from the late 1960s was this Mexico. The Maserati Mexico’s design derived from a 2+2 prototype bodywork shown on the Vignale stand at the October 1965 Salone di Torino and built upon a 4.9-litre 5000 GT chassis, rebodied after it had been damaged. As the car after the show was sold to Mexican president Adolfo López Mateos, the model became known as the Mexico. By coincidence, John Surtees won the Mexican Grand Prix on a Cooper-Maserati T81 the following year. Vignale’s prototype was so well received that Maserati immediately made plans to put a version into production. The production Maserati Mexico debuted in August 1966 at the 20° Concorso internazionale di eleganza per auto in Rimini, while its international première was at the October Paris Motor Show. It was built on the first generation Quattroporte chassis with a wheelbase shortened by 11 cm (4.3 in). Originally powered by a 4.7-litre 90° V8 fed by four twin-choke 38 DCNL5 Weber carburetors that produced 290 bhp, the car managed to turn out a top speed between 240–250 km/h (149–155 mph). In 1969, however, contrary to Maserati tradition, the Mexico was also made available with a smaller engine, the 4.2-litre V8 engine. Apart from the smaller engine option the Mexico underwent few changes during its lifetime. Its luxurious interior included a rich leather seating for four adults, electric windows, wooden dashboard, iodine headlights and air conditioning as standard. Automatic transmission, power steering and a radio were available as optional extras. The 4.7-litre version was fitted with 650×15″ Borrani chrome wire wheels and the 4.2-litre version with steel disc wheels. When leaving the factory all Maserati Mexicos originally fitted Pirelli Cinturato 205VR15 tyres (CN72). The Mexico was the first production Maserati to be fitted with servo assisted ventilated disc brakes on all four wheels. In May 1967, under commission from the German concessionaire Auto Koenig for one client, Herr Rupertzhoven, Maserati built a ‘Mexico’ similar to Vignale’s original prototype design but was the work of Frua. Appearing like a 4-seat Mistral and built on the same tubular chassis as the 3500 GT (2600 mm wheelbase), this prototype ‘Mexico’ was fitted with the Mistral’s six-cylinder 3.7-litre Lucas fuel-injected engine. It was finished in Oro Longchamps with a black leather interior. Its dashboard came from the Quattroporte. 485 Mexicos were produced, 175 equipped with the 4.7 engine and 305 with the 4.2.
The Maserati Indy (Tipo AM 116) is a four-seater fastback grand tourer produced from 1969 to 1975. The Indy was conceived as an alternative to the Ghibli offering a V8 engine and room for four people; it effectively replaced both the ageing six-cylinder 2+2 Maserati Sebring—which descended from the 1957 3500 GT— and the first generation Quattroporte. Two coachbuilders showed their proposals at the November 1968 Salone dell’automobile di Torino, both based on a Maserati 4.2-litre chassis. On Ghia’s stand there was the Simùn, a 2+2 berlinetta designed by Giorgetto Giugiaro; on Carrozzeria Vignale’s, a sleek 4-seater fastback penned by Giovanni Michelotti. Both coachbuilders had already an established relationship with Maserati, as Vignale had been responsible for the 3500 GT Spyder, Mexico and Sebring, while Giugiaro had recently penned the Ghibli at Ghia. Vignale’s prototype was preferred, and the production model was launched by Maserati at the Geneva Motor Show the following March. The car was christened Indy in honour of Maserati’s two victories at the Indy 500. At its launch in 1969 the Indy was offered with a 4.2-litre V8 engine. From 1970 a 4.7-litre Indy 4700 was offered alongside the 4200; the same year some interior updates were introduced, including seats with retractable headrests and a new dashboard. In 1972, Maserati added the Indy 4900 to the range, equipped with the new 4.9-litre V8. Production of the Indy ended in 1975. In total 1,104 were produced, 440 of them Indy 4.2s, 364 Indy 4.7s and 300 Indy 4.9s. These days the cars worth a fraction of the prices charged for a Ghibli, which makes them something of a bargain to my mind.
This was a BiTurbo 222SR, one of the rarer models from a complex range of Maserati cars which were sold in the 1980s and 1990s, which extended from the initial 2 door Coupe to cover Spiders, a 4 door saloon and later models called Karif, Ghibli 2 and the pinnacle of the range, the V8 powered Shamal. The original Biturbo, first seen in 1981, was a two-door, four-seater notchback coupé, slightly smaller than the BMW 3 Series of the time) featuring, as the name implies, a two-litre V6 engine with two turbochargers (the first car ever to do so) and a luxurious interior. The car was designed by Pierangelo Andreani, Chief of Centro Stile Maserati up to 1981, somewhat influenced by the design of the recent Quattroporte III. The BiTurbo marked quite a change of direction for the Modense firm, a consequence of its acquisition by Alejandro de Tomaso in 1976. de Tomaso’s ambitious plans for the marque were to combine the prestige of the Maserati brand with a sports car that would be more affordable than the earlier high-priced models that had traditionally made up the Maserati range. The Biturbo was initially a strong seller and brought Italian prestige to a wide audience, with sales of about 40,000 units, but it quickly became apparent that the quality of the car was way off what the market expected, and the car is not regarded as one of the marque’s better models. Indeed, the Biturbo is number 28 in the BBC book of “Crap Cars” and in 2007 was selected as Time Magazine’s worst car of 1984, although they ranked the Chrysler TC by Maserati as a “greater ignominy”. Between 1987–89 a facelift was phased in, which helped to soften the sharp bodylines. The redesign included a taller and more rounded grille with mesh grille and bonnet, aerodynamic wing mirrors and 15″ disc-shaped alloy wheels, now mounted on 5-lug hubs. Some models received the wraparound bumpers with integral foglights and the deep sills introduced with the 2.24v. In 1991 the entire lineup was restyled for a second time, again by the hand of Marcello Gandini; the design features introduced with the Shamal were spread to the other models. Gandini, the Shamal’s designer, developed an aerodynamic kit that included a unique spoiler at the base of the windscreen hiding the windshield wipers, a rear spoiler, and side skirts. The new two-element headlights used poli-ellypsoidal projectors developed by Magneti-Marelli. Inset in body-colour housings, they flanked a redesigned grille, slimmer and integrated in the bonnet; the 1988 bumpers were adopted by all models. The 15″ disc-shaped alloys were replaced by new 16″ seven-spoke wheels, with a hubcap designed to look like a centerlock nut. The second facelift was referred to as “nuovolook”. The engines underwent change, too. As well as being the first ever production car with a twin-turbocharged engine, it was also the first production car engine with three valves per cylinder. The aluminium 90-degree SOHC V6 engine was roughly based on the 2.0 litre Merak engine, itself based on earlier V8 Formula One Maserati engines, designed by Giulio Alfieri. Because in Italy new cars with engine displacement over 2000 cc were subjected to a 38% value added tax, against 19% on smaller displacement cars, throughout the Biturbo’s production life there were both two-litre models aimed mainly at the domestic market and “export” versions, initially with a 2.5 litre V6. The carburettor 2.5 unit produced 185 hp and 208 lb·ft of torque in North American spec and slightly more elsewhere. Fuel injection was fitted in 1987 raising power to 187 hp. In 1989 the enlarged 2.8 litre engine bumped power to 225 hp and 246 lb·ft of torque for North America and 250 PS for Europe. In 1988, with the coupés being restyled, the Biturbo name was dropped in favour of 222—meaning 2-door, 2-litre engine and 2nd generation. The car carried all the visual clues of Gandini’s first facelift, with a more rounded grille and bonnet, different wing mirrors and rear spoiler. The engine size of the 222 E export model grew from the Biturbo’s 2.5- to 2.8-litres. A mixed velour-leather interior was standard on the domestic models, while export markets got leather upholstery as standard. 1990 saw the arrival of the 2.8 litre 222 SE, heir to the Biturbo ES. It inherited the latter’s limited paint finish availability (red, silver or black) and the dark trim and grille, while modern aprons and side skirts (blacked out as well) came from the 2.24v. After just a year the 222 SE was replaced by the 1991-restyled 222 SR; the SR offered adaptive suspension as an option. Simultaneously the very similar 222 4v. joined the lineup; it was a 222 SR with a 2.8 litre four-valve engine, the first DOHC car in the direct Biturbo E lineage. It used wider, 16″ 7-spoke wheels.
The Ghibli name was resurrected with the unveiling at the 62nd Turin Motor Show in April 1992. of the 1992 Ghibli (Tipo AM336). Like the V8 Maserati Shamal, it was an evolution of the previous Biturbo coupés; the doors, interior, and basic bodyshell were carried over from the Biturbo. It was powered by updated 24-valve Biturbo engines: a 2.0-litre V6 coupled to a six-speed manual transmission for the Italian market, and a 2.8-litre V6 for export, at first with a 5-speed manual, then from 1995 with the 6-speed. A 4-speed automatic was optional. The coupé was built for luxury as well as performance, and its interior featured Connolly leather upholstery and burl elm trim. At the 1994 Geneva Motor Show, Maserati launched an updated Ghibli. A refreshed interior, new wing mirrors, wider and larger 17″ alloy wheels of a new design, fully adjustable electronic suspension and ABS brakes were added. The Ghibli Open Cup single-make racing car was announced in late 1994. Two sport versions were introduced in 1995. The first was the Ghibli Kit Sportivo, whose namesake handling kit included wider tyres on OZ “Futura III” split-rim wheels, specific springs, dampers and anti-roll bars. The second was the limited edition Ghibli Cup, which brought some features of the Open Cup racer into a road-going model; it debuted at the December 1995 Bologna Motor Show. it mounted a 2-litre engine upgraded to 330 PS. At the time the Ghibli Cup had the highest ever per litre power output of any street legal car, surpassing the Bugatti EB110 and Jaguar XJ220. Chassis upgrades included tweaked suspension and Brembo brakes. Visually the Cup was recognizable from its 5-spoke split-rim Speedline wheels and badges on the doors. Only four paint colours were available: red, white, yellow and French blue. The sporty theme continued in the Cup’s cabin with black leather, carbon fibre trim, aluminium pedals and a MOMO steering wheel. A second round of improvements resulted in the Ghibli GT in 1996. It was fitted with 7-spoked 17″ alloy wheels, black headlight housings, and had suspension and transmission modifications. On 4 November 1996 on the Lake Lugano, Guido Cappellini broke the flying kilometre’s World Speed Record on water in the 5-litre class piloting a composite-hulled speedboat powered by the biturbo V6 from the Ghibli Cup and run by Bruno Abbate’s Primatist/Special Team, at an average speed of 216,703 km/h.To celebrate the world record Maserati made 60 special edition Ghiblis called the Ghibli Primatist. The cars featured special Ultramarine blue paintwork and two-tone blue/turquoise leather interior trimmed in polished burr walnut. Production of the second generation Ghibli ended in summer 1998.
This is the rarely seen third generation Quattroporte. The Tipo AM 330 was developed under the Alejandro de Tomaso-GEPI ownership. After the brief parenthesis of the Citroen-era front-wheel drive Quattroporte II, the third generation went back to the classic formula of rear-wheel drive and large Maserati V8 engine. It was designed by Giorgetto Giugiaro. A pre-production Quattroporte was introduced to the press by Maserati president Alejandro de Tomaso on 1 November 1976, in advance of its début at the Turin Motor Show later that month. It was only three years later though, in 1979, that the production version of the car went on sale. Initially “4porte” badging was used, changed in 1981 to Quattroporte. Two versions of the V8 engine were available: a 4,930 cc one producing 280 PS and a smaller 4,136 cc engine producing 255 PS which was phased out in 1981. The interior was upholstered in leather and trimmed in briar wood. The Quattroporte III marked the last of the hand-built Italian cars; all exterior joints and seams were filled to give a seamless appearance. From 1987 the Royale superseded the Quattroporte, as a built-to-order ultra-luxury version of the Quattroporte. It adopted a higher compression 4.9-litre engine, putting out 300 PS. Besides the usual leather upholstery and veneer trim, the passenger compartment featured a revised dashboard with analogue clock, four electrically adjustable seats, retractable veneered tables in the rear doors and a mini-bar. Visually the Royale was distinguished by new disc-shaped alloy wheels and silver-coloured side sills. De Tomaso announced a limited run of 120 Royales, but when production ceased in 1990 only 53 of them had been made. In all, including the Royale, 2,155 Quattroporte IIIs were produced.
Another stand with a couple of new cars on it, McLaren Italia had the established 570S and more recent 720S on display.
The 300SL Roadster was the later evolution of the model known under development as the W198, the first iteration of the SL-Class grand tourer and fastest production car of its day. Introduced in 1954 as a two-seat coupé with distinctive gull-wing doors, it was later offered as an open roadster. Built by Daimler-Benz AG, the direct fuel injected production model was based on the company’s highly successful yet somewhat less powerful carburettor overhead cam straight 6 1952 racer, the W194. The idea of a toned-down Grand Prix car tailored to affluent performance enthusiasts in the booming post-war American market was suggested by Max Hoffman. Mercedes accepted the gamble and the new 300 SL – 300 for its 3.0 litre engine displacement and SL for Sport Leicht (Sport Light) – was introduced at the 1954 New York Auto Show rather than the Frankfurt or Geneva gatherings company models made their usual debuts. Immediately successful and today iconic, the 300 SL stood alone with its distinctive doors, first-ever production fuel injection, and world’s fastest top speed. Even with the upward opening doors, the 300 SL had an unusually high sill, making entry and exit from the car’s cockpit problematic. A steering wheel with a tilt-away column was added to improve driver access. The 300 SL’s main body was steel, with aluminium bonnet, doors and boot lid. It could also be ordered with an 80 kg (180 lb) saving all-aluminium outer skin at tremendous added cost; just 29 were made. Like the W194, the 300 SL borrowed its 3.0 litre overhead cam straight-6 from the regular four-door 300 (W186 “Adenauer”) luxury tourer introduced in 1951. Featuring an innovative diagonal aluminium head that allowed for larger intake and exhaust valves, it was canted to the right at forty-five-degrees to fit under the SL’s considerably lower bonnet line. In place of the W194’s triple two-barrel Solex carburettors, a groundbreaking Bosch mechanical direct fuel injection was installed, boosting power almost 25% over the Grand Prix car’s. Derived from the DB 601 V12 used on the Messerschmitt Bf 109E fighter of World War II, it raised output from 175 hp to 215 hp, almost double that of the original Type 300 sedan’s 115 hp. An optional, even more powerful version, with radical camshaft developed 240 hp @ 6100 rpm and a maximum torque of 217 lb⋅ft @ 4800 rpm, but was rough for city use. The result was a top speed of up to 260 km/h (160 mph) depending on gear ratio and drag, making the 300 SL the fastest production car of its time. However, unlike today’s electrically powered fuel injection systems, the 300 SL’s mechanical fuel pump would continue to inject gasoline into the engine during the interval between shutting off the ignition and the engine’s coming to a stop; this unburned gasoline washed lubricating oil from the cylinder walls, which not only left them unprotected in affected areas during start-up but would dilute the engine’s entire oil supply if the car was not driven hard or long enough to reach a sufficient temperature to evaporate the fuel out of the oil. Exacerbating the problem was the engine’s large racing-oriented oil cooler and enormous 10 litre oil capacity, which virtually guaranteed the oil would not get hot enough. In practice, many owners would block off airflow through the oil cooler and stick rigidly to the appropriately low 1,000 mile recommended oil change interval. An auxiliary fuel pump provided additional fuel for extended high speed operation or cold starts; overuse would also lead to dilution of the oil., Clutch operation was initially very heavy, remedied by an improved clutch arm helper spring which reduced pedal force. From March 1963 to the end of production later that year, a light alloy crankcase was used on a total of 209 vehicles. Aerodynamics played an important role in the car’s speed, with Mercedes-Benz engineers placing horizontal “eyebrows” over the wheel openings to reduce drag. Unlike many cars of the 1950s, steering was relatively precise and the four-wheel independent suspension allowed for a reasonably comfortable ride and markedly better overall handling. However, the rear swing axle, jointed only at the differential, not at the wheels themselves, could be treacherous at high speeds or on imperfect roads due to extreme changes in camber. The enormous fuel tank capacity also caused a considerable difference in handling depending on the quantity of fuel on board. More than 80% of the vehicle’s total production of approximately 1400 units were sold in the US, making the Gullwing the first Mercedes-Benz widely successful outside its home market and thoroughly validating Hoffman’s prediction. The 300 SL is credited with changing the company’s image in America from a manufacturer of solid but staid luxury automobiles to one capable of rendering high-performance sports cars. It should be noted initial sales were sluggish due to many things, of which the price was one. Initial prices were about $6,400, a new Chevrolet Bel-Air could be purchased for $1,700 in the same year. Then there were few mechanics, even at the dealers, who understood the fuel injection system enough to do repairs. Nonetheless, 1400 were built by 1957, at which point Mercedes introduced a roadster version which was broadly similar, but with conventional doors. It was produced until 1963, and achieved sales of 1858 units.
There was a 190SL present as well. Produced between May 1955 and February 1963, having first been seen in prototype at the 1954 New York Auto Show, this was designed as a more affordable sports car than the exclusive and rather pricey 300SL, sharing its basic styling, engineering, detailing, and fully independent suspension. While both cars had double wishbones in front and swing axles at the rear, the 190 SL did not use the 300 SL’s purpose-built W198 tubular spaceframe. Instead, it was built on a shortened monocoque R121 platform modified from the W120 saloon. The 190 SL was powered by a new, slightly oversquare 105 PS Type M121 1.9 litre four cylinder engine. Based on the 300 SL’s straight six, it had an unchanged 85 mm bore and 4.3 mm reduced 83.6 mm stroke, was fitted with twin-choke dual Solex carburettors, and produced 120 gross hp. In detuned form, it was later used in the W120 180 and W121 190 models. Both the 190 SL and the 300 SL were replaced by the Mercedes-Benz 230SL in 1963.
Rather better known are the “Pagoda” series of W113 cars and from that highly desirable range were a number of cars encompassing one of each of the three variants offered. By 1955, Mercedes-Benz Technical Director Prof. Fritz Nallinger and his team held no illusions regarding the 190 SL’s lack of performance, while the high price tag of the legendary 300 SL supercar kept it elusive for all but the most affluent buyers. Thus Mercedes-Benz started evolving the 190 SL on a new platform, model code W127, with a fuel-injected 2.2 litre M127 inline-six engine, internally denoted as 220SL. Encouraged by positive test results, Nallinger proposed that the 220SL be placed in the Mercedes-Benz program, with production commencing in July 1957. However, while technical difficulties kept postponing the production start of the W127, the emerging new S-Class W112 platform introduced novel body manufacturing technology altogether. So in 1960, Nallinger eventually proposed to develop a completely new 220SL design, based on the “fintail” W 111 sedan platform with its chassis shortened by 11.8 in, and technology from the W112. This led to the W113 platform, with an improved fuel-injected 2.3 litre M127 inline-six engine and the distinctive “pagoda” hardtop roof, designated as 230 SL. The 230 SL made its debut at the prestigious Geneva Motor Show in March 1963, where Nallinger introduced it as follows: “It was our aim to create a very safe and fast sports car with high performance, which despite its sports characteristics, provides a very high degree of travelling comfort”. The W113 was the first sports car with a “safety body,” based on Bela Barényi’s extensive work on vehicle safety: It had a rigid passenger cell and designated crumple zones with impact-absorbing front and rear sections built into the vehicle structure. The interior was “rounded,” with all hard corners and edges removed, as in the W111 sedan. Production of the 230 SL commenced in June 1963 and ended on 5 January 1967. Its chassis was based on the W 111 sedan platform, with a reduced wheelbase by 11.8 in, recirculating ball steering (with optional power steering), double wishbone front suspension and an independent single-joint, low-pivot swing rear-axle with transverse compensator spring. The dual-circuit brake system had front disc brakes and power-assisted rear drum brakes. The 230 SL was offered with a 4-speed manual transmission, or an optional, very responsive fluid coupled (no torque converter) 4-speed automatic transmission, which was popular for US models. From May 1966, the ZF S5-20 5-speed manual transmission was available as an additional option, which was particularly popular in Italy. The 2,308 cc M127.II inline-six engine with 150 hp and 145 lb/ft torque was based on Mercedes-Benz’ venerable M180 inline-six with four main bearings and mechanical Bosch multi-port fuel injection. Mercedes-Benz made a number of modifications to boost its power, including increasing displacement from 2,197 cc, and using a completely new cylinder head with a higher compression ratio (9.3 vs. 8.7), enlarged valves and a modified camshaft. A fuel injection pump with six plungers instead of two was fitted, which allowed placing the nozzles in the cylinder head and “shooting” the fuel through the intake manifold and open valves directly into the combustion chambers. An optional oil-water heat exchanger was also available. Of the 19,831 230 SLs produced, less than a quarter were sold in the US. Looking identical, the 250 SL was introduced at the 1967 Geneva Motor Show. Production had already commenced in December 1966 and ended in January 1968. The short one-year production run makes the 250 SL the rarest of the W113 series cars. The 250 SL retained the stiffer suspension and sportier feel of the early SLs, but provided improved agility with a new engine and rear disc brakes. Range also improved with increased fuel tank capacity from 65 litres to 82. Like its predecessor, the 250 SL was offered with a 4-speed automatic transmission, and 4-speed or ZF 5-speed manual transmissions. For the first time, an optional limited slip differential was also available. The main change was the use of the 2,496 cc M129.II engine with a larger stroke, increased valve ports, and seven main bearings instead of four. The nominal maximum power remained unchanged at 150 hp, but torque improved from 145 lb/ft to 159 lb/ft. Resiliency also improved with a new cooling water tank (“round top”) with increased capacity and a standard oil-water heat exchanger. The 250 SL also marked the introduction of a 2+2 body style, the so-called “California Coupé”, which had only the removable hardtop and no soft-top: a small fold-down rear bench seat replaced the soft-top well between passenger compartment and boot. It is estimated that only 10% of the 250SLs that were brought into America were California Coupes. Of the 5,196 250 SLs produced, more than a third were sold in the US.The 280 SL was introduced in December 1967 and continued in production through 23 February 1971, when the W 113 was replaced by its successor, the entirely new and substantially heavier R107 350 SL. The main change was an upgrade to the 2,778 cc M130 engine with 170 hp and 180 lb/ft, which finally gave the W 113 adequate power. The performance improvement was achieved by increasing bore by 4.5 mm (0.2 in), which stretched the limits of the M180 block, and required pairwise cylinder casts without cooling water passages. This mandated an oil-cooler, which was fitted vertically next to the radiator. Each engine was now bench-tested for two hours prior to being fitted, so their power specification was guaranteed at last. The M130 marked the final evolution of Mercedes-Benz’ venerable SOHC M180 inline-six, before it was superseded by the entirely new DOHC M110 inline-six introduced with R107 1974 European 280 SL models. For some time, it was also used in the W 109 300 S-Class, where it retired the expensive 3 liter M189 alloy inline-six. Over the years, the W 113 evolved from a sports car into a comfortable grand tourer, and US models were by then usually equipped with the 4-speed automatic transmission and air conditioning. Manual transmission models came with the standard 4-speed or the optional ZF 5-speed, which was ordered only 882 times and thus is a highly sought-after original option today. In Europe, manual transmissions without air conditioning were still the predominant choice. Of the 23,885 280 SLs produced, more than half were sold in the US.
Sometimes known as the “New Generation”, to distinguish it from predecessor with the same model names, this is an example of the W114/115 range of cars that Mercedes introduced in 1968, which were produced until 1976 when they were replaced by the W123 range. W114 models featured six-cylinder engines and were marketed as the 230, 250, and 280, while W115 models featured four-cylinder engines and were marketed as the 200, 220, 230, and 240. All were styled by Paul Bracq, featuring a three-box design. At the time, Mercedes marketed saloons in two size classes, with the W114/W115, positioned below the Mercedes-Benz S-Class. The W114/W115 models were the first post-war Mercedes-Benz production car to use a newly engineered chassis, not derived from preceding models. The new chassis format of semi-trailing rear arms and ball-joint front end first displayed in the W114/W115 chassis would be used in all new Mercedes passenger car models until the development of the multi-link rear suspensions of the 1980s. The W108/109 S-Class chassis of the 280S/8, 280SE/8 and 300SEL/8 (and W113 280SL Pagoda) would be the last of the low-pivot swing axle and king pin/double wishbone front ends. The next S-Class -the W116 chassis- having the same engineering of the W114/115. Mercedes introduced a coupé variant of the W114 in 1969, featuring a longer boot and available with either a 2.5 or 2.8 litre six-cylinder engine. While a classic and understated design these generally cost less than the W113-based 280 SL model that ran through 1971, and its successor, the 3.5 or 4.5 litre V8 Mercedes SL R107/C107 (1971–1989) roadster and coupé. While a ‘hard-top’ unlike the fully convertible SL, the pillarless design allowed all the windows to be lowered completely for open air motoring. Only 67,048 coupés were manufactured from 1969 to 1976 (vs. 1.852,008 saloons). Of these 24,669 were 280C and 280CE (top of the range), and 42,379 were the lesser 250C and 250CE (A Mercedes-Benz 220D pickup on the W115 chassis was produced briefly in Argentina in the 1970s.) The W114 received a facelift in 1973 – with a lower bonnet-line, lower and broader grill, a single front bumper to replace the double bumpers, lower placement of the headlamps, A-pillar treatment for keeping the side windows clear, removal of the quarter-windows in the front doors, ribbed tail lights to minimise occlusion of the tail lights with road dirt, and larger side mirrors. The interior received inertia reel belts and a new padded steering wheel with a four-hole design. These cars were known to be extremely durable and tough, so the survival rate is quite great, especially in Germany, where they are popular classics.
It is quite sobering to realise that the W201 is now a 35 year old design. Mercedes spent over £600 million researching and developing the 190 and subsequently said it was ‘massively over-engineered’. It marked a new venture for Mercedes-Benz, finally giving it a new smaller model to compete with the likes of the BMW 3 Series. The W201-based 190 was introduced in November 1982, and was sold in right-hand drive for the UK market from September 1983. Local red tape in Bremen (which produced commercial vehicles at the time) prevented Daimler-Benz from building the 190 there, so production was started in Sindelfingen at a capacity of just 140,000 units per year. Eventually after just the first year, Bremen was cleared for production of the 190, replacing its commercial vehicle lines, and there the 190 was built with the first running modifications since release. Initially there were just two models, the 190 and 190 E. Each was fitted with an M102 1,997 cc displacement engine. The 190 was fitted with an M102.921 90 hp engine and the 190 E fitted with an M102.962 122 hp engine. In September 1983, the 190 E 2.3 (2,299 cc) was released for the North American market only (although a 190 E 2.3 appeared in other countries later), fitted with a 113 hp M102.961 engine. This reduction in power was due to the emissions standards in the North American market at the time. The intake manifold, camshaft, and fuel injection system were refined in 1984, and the engine produced 122 hp. The carburettor 190 was revised in 1984 as well, increasing its horsepower rating to 105 hp. 1984 also saw the arrival of the 2.3-16 “Cosworth.” In 1985, the 190 E 2.3 now came fitted with the M102.985 engine, producing 130 hp until it was revised in 1987 to use Bosch KE3-Jetronic Injection, a different ignition system, and a higher compression ratio, producing 136 hp. 1987 marked the arrival of the first inline-six equipped 190, the 190 E 2.6. Fitted with the M103.940 engine, the 190 E 2.6 provided 160 hp with a catalyst and 164 hp without. In the North American market, the 190 E 2.6 was sold until 1993, the end of the W201 chassis’s production. From 1992-1993 the 2.6 was available as a special “Sportline” model, with an upgraded suspension and interior. The 190 E 2.3 was sold until 1988, then went on a brief hiatus until it was sold again from 1991 until 1993. The W201 190 D is known for its extreme reliability and ruggedness with many examples doing more than 500,000 miles without any major work. The 190 D was available in three different engines. The 2.0 was the baseline, and was never marketed in North America. The 2.2, with the same power as the 2.0, was introduced in September 1983. It was only available in model years 1984 and 1985, and only in the USA and Canada. The 2.5 was available in the late 80’s and early 90’s. The 2.5 Turbo, while sold in mainland Europe, but not the UK for many years, was available to American buyers only in 1987 and is now somewhat of a collectors item. The exterior of the 2.5 Turbo is different from other models in that it has fender vents in the front passenger side wing for the turbo to breathe. Although the early cars were very basic and not very powerful, they sold strongly, and things only got better as the model evolved, with the result that over 1.8 million had been produced by the time the W202 model arrived in 2002 to replace it.
This rather bulky car is the W140 generation S Class Coupe. A technological tour de force, for sure, even if few really warmed to the looks. The Coupe was closely related to the much bigger-selling S Class saloon that ran from 1991 to 1999.
And finally as well as a “regular version of the McLaren-Mercedes SLR there was a 750 Klassen version. While the Klassen website says 1 of 15, it is understood that this is the only example that exists, making it a true one off. Anyway, the 750 SLR as you can see here boasts a wider body, 21-inch wheels and 750bhp instead of the 617bhp from the standard SLR. You may like it, but it’s definitely not for me.
The MGA replaced the long running T Series sports cars and presented a complete styling break from MG’s earlier sports cars. Announced on 26 September 1955, the car was officially launched at the Frankfurt Motor Show. A total of 101,081 units were sold through the end of production in July 1962, the vast majority of the 58.750 cars made were exported. Only 5869 cars were sold on the home market, the lowest percentage of any British car. It was replaced by the MGB. The MGA design dates back to 1951, when MG designer Syd Enever created a streamlined body for George Philips’ TD Le Mans car. The problem with this car was the high seating position of the driver because of the limitations of using the TD chassis. A new chassis was designed with the side members further apart and the floor attached to the bottom rather than the top of the frame sections. A prototype was built and shown to the BMC chairman Leonard Lord. He turned down the idea of producing the new car as he had just signed a deal with Donald Healey to produce Austin-Healey cars two weeks before. Falling sales of the traditional MG models caused a change of heart, and the car, initially to be called the UA-series, was brought back. As it was so different from the older MG models it was called the MGA, the “first of a new line” to quote the contemporary advertising. There was also a new engine available, therefore the car did not have the originally intended XPAG unit but was fitted with the BMC corporate B-Series type allowing a lower bonnet line. The MGA convertible had no exterior door handles, however the coupe did. It was a body-on-frame design and used the straight-4 1489cc “B series” engine from the MG Magnette saloon driving the rear wheels through a 4-speed gearbox. Suspension was independent with coil springs and wishbones at the front and a rigid axle with semi-elliptic springs at the rear. Steering was by rack and pinion. The car was available with either wire-spoked or steel-disc road wheels. The 1489 cc engine fitted with twin H4 type SU Carburettors produced 68 hp at first, but was soon uprated to 72 hp. Lockheed hydraulic drum brakes were used on all wheels. A high-performance Twin-Cam model was added for 1958. It used a high-compression (9.9:1 later 8.3:1) DOHC aluminium cylinder head version of the B-Series engine producing 108 hp. Due to detonation problems, a 100 bhp low-compression version was introduced later. Four-wheel disc brakes by Dunlop were fitted, along with Dunlop peg drive knock-off steel wheels similar to wheels used on racing Jaguars, unique to the Twin-Cam and “DeLuxe” MGA 1600 and 1600 MkII roadsters. These wheels and chassis upgrades were used on a small number of the “DeLuxe” models built after Twin-Cam production came to a halt. Aside from the wheels, the only outside identifier was a “Twin-Cam” logo near the vent aside the bonnet. A careful look at the rear wheel vents would also reveal another feature unique to Twin-Cam and DeLuxe: those 4 wheel Dunlop disc brakes . The temperamental engine was notorious for warranty problems during the course of production, and sales dropped quickly. The engine suffered from detonation and burnt oil. Most of the problems with the Twin-Cam engine were rectified with the low-compression version, but by then the damage had been done. Many restored Twin-Cams are running more reliably today than they ever did during production. The Twin-Cam was dropped in 1960 after 2,111 had been produced. Production ended in April 1960, but had slowed to a trickle long before. In May 1959 the standard cars also received an updated engine, now at 1588 cc producing 79.5 bhp . At the front disc brakes were fitted, but drums remained in the rear. Externally the car was very similar to the 1500 with differences including: amber or white (depending on market) front turn indicators shared with white parking lamps, separate stop/tail and turn lamps in the rear, and 1600 badging on the boot and the cowl. 31,501 of these were produced in less than three years. A number of 1600 De Luxe versions were produced with leftover special wheels and four-wheel disc brakes of the departed Twin-Cam, or using complete modified Twincam chassis left redundant by the discontinuance of that model. Seventy roadsters and 12 coupés were built. The engine size was increased again to 1622 cc by increasing the bore from 75.4 mm to 76.2 mm for the 1961 Mark II MGA. The cylinder head was also revised with larger valves and re-engineered combustion chambers. Horsepower increased to 90 bhp. It also had a higher ratio 4:1 rear axle, which made for more relaxed high-speed driving. An inset grille and Morris Mini tail lamps appearing horizontally below the deck lid were the most obvious visual changes. 8,198 Mark II roadsters and 521 coupés were built. As with the 1600 De Luxe, there were also some Mark II De Luxe versions; 290 roadsters and 23 coupés were produced.
Launched in October 1962, the MGB was produced for the next 18 years and it went on to become Britain’s best selling sports car. When first announced, the MGB was an innovative, modern design, with a monocoque structure instead of the traditional body-on-frame construction used on both the MGA and MG T-types and the MGB’s rival, the Triumph TR series, though components such as the brakes and suspension were developments of the earlier 1955 MGA and the B-Series engine had its origins back in 1947. The lightweight design reduced manufacturing costs while adding to overall vehicle strength, and with a 95hp 3-bearing 1798cc engine under the bonnet, performance was quite respectable with a 0–60 mph time of just over 11 seconds. The car was rather more civilised than its predecessor, with wind-up windows now fitted as standard, and a comfortable driver’s compartment offered plenty of legroom. The roadster was the first of the MGB range to be produced. The body was a pure two-seater but a small rear seat was a rare option at one point. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while being 3 inches shorter overall. The suspension was also softer, giving a smoother ride, and the larger engine gave a slightly higher top speed. The four-speed gearbox was an uprated version of the one used in the MGA with an optional (electrically activated) overdrive transmission. A five-bearing engine was introduced in 1964 and a number of other modifications crept into the specification. In late 1967, sufficient changes were introduced for the factory to define a Mark II model. Alterations included synchromesh on all 4 gears with revised ratios, an optional Borg-Warner automatic gearbox, a new rear axle, and an alternator in place of the dynamo with a change to a negative earth system. To accommodate the new gearboxes there were significant changes to the sheet metal in the floorpan, and a new flat-topped transmission tunnel. US market cars got a new safety padded dashboard, but the steel item continued for the rest of the world. Rostyle wheels were introduced to replace the previous pressed steel versions in 1969 and reclining seats were standardised. 1970 also saw a new front grille, recessed, in black aluminium. The more traditional-looking polished grille returned in 1973 with a black “honeycomb” insert. Further changes in 1972 were to the interior with a new fascia. To meet impact regulations, in late 1974, the chrome bumpers were replaced with new, steel-reinforced black rubber bumpers, the one at the front incorporating the grille area as well, giving a major restyling to the B’s nose, and a matching rear bumper completed the change. New US headlight height regulations also meant that the headlamps were now too low. Rather than redesign the front of the car, British Leyland raised the car’s suspension by 1-inch. This, in combination with the new, far heavier bumpers resulted in significantly poorer handling. For the 1975 model year only, the front anti-roll bar was deleted as a cost-saving measure (though still available as an option). The damage done by the British Leyland response to US legislation was partially alleviated by revisions to the suspension geometry in 1977, when a rear anti-roll bar was made standard equipment on all models. US emissions regulations also reduced horsepower. In March 1979 British Leyland started the production of black painted limited edition MGB roadsters for the US market, meant for a total of 500 examples, but due to a high demand, production ended with 6682 examples. The United Kingdom received bronze painted roadsters and a silver GT model limited editions. The production run of home market limited edition MGBs was split between 421 roadsters and 579 GTs. Meanwhile, the fixed-roof MGB GT had been introduced in October 1965, and production continued until 1980, although export to the US ceased in 1974. The MGB GT sported a ground-breaking greenhouse designed by Pininfarina and launched the sporty “hatchback” style. By combining the sloping rear window with the rear deck lid, the B GT offered the utility of a station wagon while retaining the style and shape of a coupe. This new configuration was a 2+2 design with a right-angled rear bench seat and far more luggage space than in the roadster. Relatively few components differed, although the MGB GT did receive different suspension springs and anti-roll bars and a different windscreen which was more easily and inexpensively serviceable. Although acceleration of the GT was slightly slower than that of the roadster, owing to its increased weight, top speed improved by 5 mph to 105 mph because of better aerodynamics. 523,826 examples of the MGB of all model types were built.
There were a couple of classic Issigonis Mini models here, both of them limited production cars. This one was called the British Open Classic. It was launched in June 1992 and was based on the Mayfaor, with its standard 1275cc engine. The cars were all painted in British Racing Green and were further distinguishable with chrome bumpers, grille, and handles; body-colour door mirrors; black wheelarch extensions and sill finishers along with coachlines with “British Open Classic” decals and coat of arms. Inside there was Stone Beige Countryman Tweed upholstery with leather inserts and green piping, cream leather steering wheel, matching doorcards and seatbelts, label stitched to seats reading “By Appointment to Her Majesty the Queen” There was an electrically operated full-length Webasto sunroof, Minilite-style alloy wheels, R552 stereo and opening rear windows, 1000 were made for the UK. The British Open Classic was also made for other markets in larger numbers, these can be identified by either being left hand drive, fuel injected or no tweed inserts in the seats. UK spec Open Classics were all carburettor engines but the shell is single point injection as it has the bracket on the bulk head to the right of the carburettor. Unlike most limited editions the Open Classic has opening rear windows and a two pod dash, i.e. no rev counter. The export version has a three pod dash (this seems to vary, a German version and an Italian version are known, which have two pod dashes, so further research please). Also, there are export versions in existence, which are black, again, known are German and Italian cars. The Italian version also has beige cloth upholstery, without leather trimmings, also prepared for a radio (speakers, cables and antenna, but delivered without actual stereo unit).
Also here was a Caribbean and a couple of other models.
One of the revelations of the Frankfurt Motor Show in September 1961, the Prinz 4 replaced the original Prinz. Its new body closely resembled the then fashionable Chevrolet Corvair, but was of course much smaller. Like the original Prinz, it was powered by a two-cylinder air-cooled engine in the rear. The Prinz 4 was much improved and continued to be a well-engineered car, like its predecessors. The engine carried on the tradition of eccentric rod driven camshaft inherited from NSU motorcycle engines and interestingly had a dynastart (combined starter/generator) built into the crankcase. Later four-cylinder engines adopted the more conventional (pre-engaged) separate starter motor and alternator. In 1968, Britain’s Autocar road tested a Super Prinz. They had tested a Prinz 4 in 1962, and in commenting on how little the car had changed in the intervening six years quipped some of their road testers appeared to have gained more weight than the commendably light-weight Prinz in that period. The test car achieved a top speed of 113 km/h (70 mph) and accelerated to 60 mph in 35.7 seconds. The home grown Mini 850 reached 97 km/h (60 mph) in 29.5 seconds in an equivalent recent test and also managed to beat the NSU’s top speed, albeit only by about 3%. At this time, the UK car market was heavily protected by tariffs, and the Prinz’s UK manufacturer’s recommended retail price was £597, which was more than the £561 asked for the 850 cc Mini, but certainly not completely out of touch with it. The testers concluded their report that the car was competitively priced in its class and performed adequately. They opined, cautiously, it offered ‘no more than the rest’ but neither did it ‘lack anything important’.
The Kadett C Coupé GT/E models appeared in August 1975, a year before the rival Volkswagen Golf GTI. The GT/E was priced, in 1975, at 12,950 Marks which was approximately 30% higher than the manufacturer’s listed retail price (9,970 Marks) for a “1.2S” powered Kadett coupé. The fuel injected performance coupé now provided a basis for competition cars. Advertising of the time featured an aggressive two-tone yellow and white paint scheme, although it was also possible to specify a conventional “everyday” body colour. The Kadett GT/E was available, at extra cost, with a five-speed manual transmission. 1975 was the first year that five-speed transmission became available, if only, at this stage, as an option on the top-of-the-range Kadetts. In 1977 five-speed transmission became a standard feature of the Kadett GT/E. Opel’s response to the success of the Golf GTI was the Kadett GT/E, powered by the 1979 cc “20EH” (CIH) unit which had had the compression ratio raised and a resulting increase in maximum power to 115 PS (113 hp). The rear wheel suspension was enhanced through the integration of vertically mounted telescopic gas filled Bilstein shock-absorbers which enhanced road holding and provided a firm “sporting” quality to the ride. Opel produced 8660 of the cars between 1975 and 1977, mostly in black and yellow, and a further 2254 of the 2 litre models, yellow and white, between 1977 and 1979. There were also 8549 of the Kadett Rallye 1.6S and 2.0E , in yellow/white – produced between 1978 and 1979.
Pagani had a stand with a couple of examples of the legendary Zonda on show, as well as a number of other display items related to this amazing hypercar.
This is a Panhard Dyna X86 Barchetta dating from 1954. The Dyna X platform was a popular base for a wide number of coachbuilder to use for something with much more sporting styling than the regular saloon model, and this one such example.
This rather attractive car, a Panhard 24CT, would turn out to be the last model from this French marque before Citroen, who had bought the company in 1955, would decide to kill the brand off. The Panhard 24 was launched in 1964 and was produced for three years. It was powered by a front-mounted air-cooled two-cylinder boxer motor: the basic design of this unconventional engine dated back to the 1940s. In 1965 a lengthened Panhard 24 was launched and promoted as a two-door four- or five-seat saloon. Plans for a four-door version which might have enabled the car more effectively to replace the commercially successful Panhard PL 17 saloon were never implemented, however. The car received a memorable press launch on 23 June 1963. A two tone Panhard 24 CT coloured in plum and grey was presented (although two tone paint work would not be a regular feature of the production versions). Journalists were shown the car in a large garden near Montlhéry, with a back drop of antique statues and rose bushes, complemented by imaginative lighting effects. Two versions were offered from 1964, the 24 C and the 24 CT. They were promoted respectively as a four-seater and as a 2+2, but they shared a wheelbase of 2,290 mm (90.2 in) and the same interior dimensions. The C had a relatively basic interior and an advertised engine output of 42 bhp (DIN) equating to 50 bhp (SAE): relatively few were sold and this version was dropped after a year. The CT was more luxuriously equipped and boasted an engine output of 50 bhp (DIN) equating to 60 bhp (SAE). The CT would prove more popular: but overall sales volumes were from the start lower than Panhard had anticipated for the car, which may have contributed to arguments against progressing development of the four-door version that had been envisaged. In 1965, the 2,550 mm (100.4 in) wheelbase versions became available, offering space for four or five, but still only with two doors. These were designated the Panhard 24 B and the Panhard 24 BT. Equipment levels and engine options were as for the shorter C and CT versions. In 1966, possibly in a belated bid for the mass market, a stripped down basic version, the Panhard 24 BA was offered. In contrast to the 24s offered for sale thus far, this one had a very basic interior. Even the lidded glove box was replaced by an open shelf. Only 161 24 BAs were produced, although enthusiasts have suggested that they nevertheless compromised the upmarket image of the more expensive versions. Although the Panhard 24 had a new modern body, the engine was an old friend. The two-cylinder air-cooled boxer motor of 848 cc, harked back to the 850 cc engine that had first appeared in the Panhard Dyna X in 1952 (itself an enlarged version of Panhard’s 610 cc boxer motor first seen in 1947). By 1954 when they appeared in the then newly announced Dyna Z these engines had been developed to the point where they produced a claimed output of 42 bhp or 50 bhp, according to version, and it was with these two output levels that the engine soldiered on in both the PL 17 and, subsequently, in the 24. The engines were compact and efficient, but they had originally been developed for aluminium bodied cars: by the 1960s it was no longer economically practical to construct cars in this price bracket out of aluminium, and while the Panhard 24 was not a heavy car, it was heavier than earlier Panhard saloons. At the same time, the competition had not been standing still. The claimed maximum speed ranged from 135 km/h (84 mph) for the long-wheelbase 42 bhp Panhard 24 to 150 for the short-wheelbase 50 bhp version. A slightly faster Tiger 10 S-engined version was reportedly capable of 160 km/h (100 mph). The 24’s performance was adequate, but probably fell short of the expectations triggered by the car’s sporty profile. And power delivery from an air-cooled flat two-cylinder engine did not sound as effortless as from the four-cylinder water-cooled power units on which the European auto industry by this time was increasingly standardising for the middle market. It has also been suggested that engine reliability suffered because many of the younger generation of car mechanics were not fully familiar with all the eccentricities of the Panhard power plants. Also familiar from a succession of post war Panhard saloons was the four-speed all-synchromesh gear box and the front-wheel-drive configuration. The wheels were independently suspended with telescopic shock absorbers and a torsion bar for the rear axle. The drum brakes with which the early 24s were delivered drew criticism for inadequate stopping power and excessive vibration: after 1965 the 24BT and 24CT received front disc brakes which addressed the problem. The interior was very well-appointed for this size of car, reflecting a determination not to let the car compete on price in the volume end of the small car market (already by now contested by the Citroën Ami). The Panhard 24 was one of the first cars to offer optional seat belts. The front seat backs were adjustable for rake and the seats were also – unusually at this time – adjustable for height. The passenger’s sun visor included a vanity mirror with its own light and the steering wheel was adjustable. The car also boasted an unusually elaborate heater. During 1964 and 1965 Panhard produced approximately 10,000 24s per year: 1966 saw that rate approximately halved. Still desperately short of production capacity, Citroën faced a choice between developing the Panhard 24 and perpetuating the Panhard brand, or using the capacity of the Ivry plant to increase further the output of the popular 2 CV vans. The vans won, and production of the Panhard 24 officially ended on 20 July 1967 after 28,651 had been built.
Porsche were marking their 70th anniversary with an impressive display of historic models, and there were plenty more of their cars scattered throughout the rest of the exhibition.
Oldest of the Porsche models to be seen this time were both Coupe and Cabrio versions of the 356, the model created by Ferdinand “Ferry” Porsche (son of Dr. Ing. Ferdinand Porsche, founder of the German company), who founded the Austrian company with his sister, Louise. Like its cousin, the Volkswagen Beetle (which Ferdinand Porsche Senior had designed), the 356 was a four-cylinder, air-cooled, rear-engine, rear-wheel-drive car utilising unitised pan and body construction. The chassis was a completely new design as was the 356’s body which was designed by Porsche employee Erwin Komenda, while certain mechanical components including the engine case and some suspension components were based on and initially sourced from Volkswagen. Ferry Porsche described the thinking behind the development of the 356 in an interview with the editor of Panorama, the PCA magazine, in September 1972. “….I had always driven very speedy cars. I had an Alfa Romeo, also a BMW and others. ….By the end of the war I had a Volkswagen Cabriolet with a supercharged engine and that was the basic idea. I saw that if you had enough power in a small car it is nicer to drive than if you have a big car which is also overpowered. And it is more fun. On this basic idea we started the first Porsche prototype. To make the car lighter, to have an engine with more horsepower…that was the first two seater that we built in Carinthia (Gmünd)”. The first 356 was road certified in Austria on June 8, 1948, and was entered in a race in Innsbruck where it won its class. Porsche re-engineered and refined the car with a focus on performance. Fewer and fewer parts were shared between Volkswagen and Porsche as the ’50’s progressed. The early 356 automobile bodies produced at Gmünd were handcrafted in aluminium, but when production moved to Zuffenhausen, Germany in 1950, models produced there were steel-bodied. Looking back, the aluminium bodied cars from that very small company are what we now would refer to as prototypes. Porsche contracted with Reutter to build the steel bodies and eventually bought the Reutter company in 1963. The Reutter company retained the seat manufacturing part of the business and changed its name to Recaro. Little noticed at its inception, mostly by a small number of auto racing enthusiasts, the first 356s sold primarily in Austria and Germany. It took Porsche two years, starting with the first prototype in 1948, to manufacture the first 50 automobiles. By the early 1950s the 356 had gained some renown among enthusiasts on both sides of the Atlantic for its aerodynamics, handling, and excellent build quality. The class win at Le Mans in 1951 was clearly a factor. It was always common for owners to race the car as well as drive them on the streets. They introduced the four-cam racing “Carrera” engine, a totally new design and unique to Porsche sports cars, in late 1954. Increasing success with its racing and road cars brought Porsche orders for over 10,000 units in 1964, and by the time 356 production ended in 1965 approximately 76,000 had been produced. The 356 was built in four distinct series, the original (“pre-A”), followed by the 356 A, 356 B, and then finally the 356 C. To distinguish among the major revisions of the model, 356’s are generally classified into a few major groups. 356 coupés and “cabriolets” (soft-top) built through 1955 are readily identifiable by their split (1948 to 1952) or bent (centre-creased, 1953 to 1955) windscreens. In late 1955 the 356 A appeared, with a curved windshield. The A was the first road going Porsche to offer the Carrera 4 cam engine as an option. In late 1959 the T5 356 B appeared; followed by the redesigned T6 series 356 B in 1962. The final version was the 356 C, little changed from the late T6 B cars but with disc brakes to replace the drums.
Inspired by the Porsche 356 which was created by Ferry Porsche, as well as spyder prototypes built and raced by Walter Glöckler starting in 1951, the factory decided to build a car designed for use in auto racing. The Porsche 550 Spyder was introduced at the 1953 Paris Auto Show. The 550 was very low to the ground, in order to be efficient for racing. In fact, former German Formula One racer Hans Herrmann drove it under closed railroad crossing gates during the 1954 Mille Miglia. The Type 550/550 A is powered by an all aluminium 1,498 cc naturally aspirated air-cooled 4 cylinder boxer engine known as the “Fuhrmann Engine” (Type 547). Its valvetrain uses double overhead camshafts on each cylinder bank, driven by vertical shafts, actuating 2 valves per cylinder. The engine is equipped with twin 2-barrel Solex PJJ Carburettors and dual ignition with two separate ignition manifolds and two ignition coils as well as two double fall gasifiers. In its first version produced 110 PS (108 hp) at 6200 rpm and a maximum torque of 121 Nm (89 lb/ft) at 5000 rpm. The engine of the 550 is mounted in front of the rear axle making it mid-engined. This gives it a more balanced weight distribution, and allows for largely neutral handling. On the other hand, the low mass moment of inertia about the vehicle’s vertical axis can lead to a sudden, difficult to control rotation of the car. Ferdinand Porsche had pioneered this design layout with the Auto Union Grand Prix car of the 1930s. The first 550 had a fully synchronized 4-speed gearbox. Starting in 1956, a five-speed gearbox was used, but its first gear only had to start and (like the reverse gear) had to be placed over a barrier and not synchronized. Excessive slip to the drive wheels in corners was prevented by a limited slip differential. Between 1953 and 1956. only 90 Porsche 550s were produced, but it quickly established dominance in the 1.1- and 1.5- litre classes. The Porsche 550 is a mid-engine car with an air-cooled four-cylinder engine, following the precedent of the 1948 Porsche 356/1 prototype designed by Ferry Porsche. The mid-engine racing design was further developed with Porsche’s 718 model; its advantages led to it becoming the dominant design for top-level racing cars by the mid-1960s. The Porsche 550 has a solid racing history; the first race it entered, the Nurburgring Eifel Race in May 1953, it won. The 550 Spyder would usually finish top 3 in its class. Each Spyder was designed and customised to be raced. The 550 is among the most frequently reproduced classic automobiles. Several companies have sprung up in the last 25 years that offer kit and turnkey cars. This is a 1955 550RS Spyder.
The Porsche 906 or Carrera 6 is a street-legal racing car from Porsche. It was announced in January 1966 and 50 examples were subsequently produced, thus meeting the homologation requirements of the FIA’s new Group 4 Sports Car category to the letter. The type would also compete in modified form in the Group 6 Sports Prototype class. Built as a successor to the Porsche 904, and designed under Ferdinand Piëch’s new regime at Porsche R&D, the 906 replaced the boxed steel structure of the 904 which used the fiberglass body for extra structural strength with a tubular space frame and unstressed fibreglass body. The fibreglass itself was laid up by hand, producing consistent results, instead of the uneven spraying technique used on the 904. The result was a car that weighed 580 kg (1,280 lb), approximately 113 kg (250 lb) lighter than the 904/6 (the 6-cylinder 904). The engine regularly fitted was the 901/20 6-cylinder lightweight racing engine with 220 hp and carburettors, although some examples that were raced by the factory team received fuel-injected or 8-cylinder engines, especially in hillclimbing events where Porsche competed with Ferrari Dinos for the European championship. Unlike previous racing Porsches, the 906’s body was tested in a wind tunnel, resulting in a top speed of 280 km/h (170 mph) at Le Mans, quite fast for a 2-litre engine car. At the time it showed a close resemblance to future Porsche racing cars. As in the Mercedes-Benz 300SL, gull-wing doors were fitted, and the mid-ship mounted engine was covered with a large plexiglas cover. In order to save money, spare suspension components produced in advance for a possible new series of Porsche 904 had to be used for the 906, along with big 15-inch wheels. Yet, Formula One used lighter 13-inch wheels, and Porsche had already used Team Lotus suspension parts in earlier years. The wheels were bolted on with 5 nuts as in a road car, which cost time in pitstops compared to a single central nut. To take advantage of the lighter wheels and F1 tyres, the Porsche 910 was developed and entered in mid-season of 1966, starting with the hillclimb from Sierre to Crans-Montana in Switzerland. In its debut in the 1966 24 Hours of Daytona, the Carrera 6 finished 6th overall, and won its class against Ferrari Dino 206 Ps. At the 12 Hours of Sebring, Hans Herrmann/Herbert Müller finished fourth overall and won the class, as at the 1000 km of Monza. 906s recorded class victories at the 1000 km Spa and the 1000 km Nürburgring, and Willy Mairesse/Gerhard Müller, driving a privately entered 906, secured an overall victory at the 1966 Targa Florio when the factory cars failed. At the 1966 24 Hours of Le Mans, the 906 placed 4-5-6-7 behind three Ford GT40 Mk IIs, outlasting all of the previously dominant V12-engined Ferrari Ps.
There were plenty of examples of the 911 in road car and race guise throughout the show.
Rather rarer, in Europe, is the 914, a car which was born of a joint need that Porsche had for a replacement for the 912, and Volkswagen’s desire for a new range-topping sports coupe to replace the Karmann Ghia. At the time, the majority of Volkswagen’s developmental work was handled by Porsche, part of a setup that dated back to Porsche’s founding; Volkswagen needed to contract out one last project to Porsche to fulfill the contract, and decided to make this that project. Ferdinand Piëch, who was in charge of research and development at Porsche, was put in charge of the 914 project. Originally intending to sell the vehicle with a flat four-cylinder engine as a Volkswagen and with a flat six-cylinder engine as a Porsche, Porsche decided during development that having Volkswagen and Porsche models sharing the same body would be risky for business in the American market, and convinced Volkswagen to allow them to sell both versions as Porsches in North America. On March 1, 1968, the first 914 prototype was presented. However, development became complicated after the death of Volkswagen’s chairman, Heinz Nordhoff, on April 12, 1968. His successor, Kurt Lotz, was not connected with the Porsche dynasty and the verbal agreement between Volkswagen and Porsche fell apart. In Lotz’s opinion, Volkswagen had all rights to the model, and no incentive to share it with Porsche if they would not share in tooling expenses. With this decision, the price and marketing concept for the 914 had failed before series production had begun. As a result, the price of the chassis went up considerably, and the 914/6 ended up costing only a bit less than the 911T, Porsche’s next lowest price car. The 914/6 sold quite poorly while the much less expensive 914/4 became Porsche’s top seller during its model run, outselling the Porsche 911 by a wide margin with over 118,000 units sold worldwide. Volkswagen versions originally featured an 80 PS fuel-injected 1.7 L flat-4 engine based on the Volkswagen air-cooled engine. Porsche’s 914/6 variant featured a carburettor 110 PS 2.0 litre flat-6 engine from the 1969 911T, placed amidships in front of a version of the 1969 911’s “901” gearbox configured for a mid-engine car. Karmann manufactured the rolling chassis at their plant, completing Volkswagen production in-house or delivering versions to Porsche for their final assembly. 914/6 models used lower gear ratios and high brake gearing in order to try to overcome the greater weight of the 6 cylinder engine along with higher power output. Suspension, brakes, and handling were otherwise the same. A Volkswagen-Porsche joint venture, Volkswagen of America, handled export to the U.S., where both versions were badged and sold as Porsches, except in California, where they were sold in Volkswagen dealerships. The four-cylinder cars were sold as Volkswagen-Porsches at European Volkswagen dealerships. Slow sales and rising costs prompted Porsche to discontinue the 914/6 variant in 1972 after producing 3,351 of them; its place in the lineup was filled by a variant powered by a new 100 PS 2.0 litre, fuel-injected version of Volkswagen’s Type 4 engine in 1973. For 1974, the 1.7 L engine was replaced by a 85 PS 1.8 litre, and the new Bosch L-Jetronic fuel injection system was added to American units to help with emissions control. 914 production ended in 1976. The 2.0 litre flat-4 engine continued to be used in the 912E, which provided an entry-level model until the 924 was introduced.
Development of the 959 (originally called the Gruppe B) started in 1981, shortly after the company’s then-new Managing Director, Peter Schutz, took his office. Porsche’s chief engineer at the time, Helmuth Bott, approached Schutz with some ideas about the Porsche 911, or more aptly, a new one. Bott knew that the company needed a sports car that they could continue to rely on for years to come and that could be developed as time went on. Curious as to how much they could do with the rear-engined 911, Bott convinced Schutz that development tests should take place, and even proposed researching a new all wheel drive system. Schutz agreed, and gave the project the green light. Bott also knew through experience that a racing program usually helped to accelerate the development of new models. Seeing Group B rally racing as the perfect arena to test the new development mule and its all wheel drive system, Bott again went to Schutz and got the approval to develop a car, based on his development mule, for competition in Group B. The powerplant is a sequential twin-turbocharged DOHC flat-six engine equipped with 4 valves per cylinder, fuel fed by Bosch Motronic 2.1 fuel injection with air-cooled cylinders and water-cooled heads, with a total displacement of 2,849 cc. It was coupled to a unique manual transmission offering five forward speeds plus a “gelände” (terrain) off-road gear, as well as reverse. The engine was largely based on the 4-camshaft 24-valve powerplant used in the Porsche 956 and 962 race cars. These components allowed Porsche to extract 450 PS (444 bhp) at 6,500 rpm and 500 Nm (369 lb/ft) of torque at 5,000 rpm from the compact and efficient power unit. The use of sequential twin turbochargers rather than the more usual identical turbochargers for each of the two cylinder banks allowed for smooth delivery of power across the engine speed band, in contrast to the abrupt on-off power characteristic that distinguished Porsche’s other turbocharged engines of the period. The engine was used virtually unchanged in the 959 road car as well. To create a rugged, lightweight shell, Porsche adopted an aluminium and Aramid (Kevlar) composite for the body panels and chassis construction along with a Nomex floor, instead of the steel floor normally used on their production cars. Porsche also developed the car’s aerodynamics, which were designed to increase stability, as was the automatic ride-height adjustment that became available on the road car (961 race cars had a fixed suspension system). Its drag coefficient was as low as 0.31 and aerodynamic lift was eliminated completely. The 959 also featured Porsche-Steuer Kupplung (PSK) all-wheel-drive system. Capable of dynamically changing the torque distribution between the rear and front wheels in both normal and slip conditions, the PSK system gave the 959 the adaptability it needed both as a race car and as a “super” street car. Under hard acceleration, PSK could send as much as 80% of the available power to the rear wheels, helping make the most of the rear-traction bias that occurs at such times. It could also vary the power bias depending on road surface and grip changes, helping maintain traction at all times. The dashboard featured gauges displaying the amount of rear differential slip as well as transmitted power to the front axle. The magnesium alloy wheels were unique, being hollow inside to form a sealed chamber contiguous with the tyre and equipped with a built-in tyre pressure monitoring system. The 959 was actually produced at Karosserie Baur, not at the Porsche factory in Zuffenhausen, on an assembly line with Porsche inspectors overseeing the finished bodies. Most of Porsche’s special order interior leather work was also done by the workers at Baur. The 1983 Frankfurt Motor Show was chosen for the unveiling of the Porsche Group B prototype. Even in the closing hours of October 9, finishing touches were being applied to the car to go on display the next morning. After the first two prototypes, the bodywork was modified to include air vents in the front and rear wheel housings, as well as intake holes behind the doors. The first prototype receiving those modifications was code named “F3”, and was destroyed in the first crash test. The road version of the 959 debuted at the 1985 Frankfurt Motor Show as a 1986 model, but numerous issues delayed production by more than a year. The car was manufactured in two levels of trim, “Sport” and “Komfort”, corresponding to the trim with more creature comforts and a more track focused trim. First customer deliveries of the 959 street variant began in 1987, and the car debuted at a cost of DM431,550 (US$225,000) each, still less than half what it cost Porsche to build each car. Production ended in 1988 with 292 cars completed. In total, 337 cars were built, including 37 prototypes and pre-production models.
The Dauphine was huge success for Renault globally, with over two million of them being produced between 1956 and 1967, all of them in a single body style – a three-box, 4-door saloon – as the successor to the Renault 4CV. All the cars looked the same, though there were variants, such as the sport model, the Gordini, a luxury version, the Ondine, and the 1093 factory racing model, and the car formed the basis for the Caravelle/Floride, a Dauphine-based two-door coupé and two-door convertible. The car’s predecessor, the 4CV had been a success for Renault, too, with over 500,000 produced by 1954. The Dauphine was born during a conversation with Lefaucheux and engineer Fernand Picard. The two agreed the 4CV was appropriate in its postwar context, but that French consumers would soon need a car appropriate for their increasing standard of living. Internally known as “Project 109” the Dauphine’s engineering began in 1949 with engineers Fernand Picard, Robert Barthaud and Jacques Ousset managing the project. A 1951 survey conducted by Renault indicated design parameters of a car with a top speed of 110 km/h (68 mph), seating for four passengers and fuel consumption of less than 7 L/100 km(40 mpg). The survey indicated that women held stronger opinions about a car’s colours than about the car itself. Engineers spent the next five years developing the Dauphine. Within the first year, designers had created a ⅛th-scale clay model, studied the model’s aerodynamics, built a full-scale clay model, studied wood interior mockups of the seating, instrument panel, and steering column – and built the first prototype in metal. Having largely finalised the exterior design, testing of the prototype began at Renault’s facilities at Lardy by secrecy of night, on July 24, 1952. Using new laboratories and new specially designed tracks, engineers measured maximum speed, acceleration, braking and fuel consumption as well as handling, heating and ventilation, ride, noise levels and parts durability. Engineers tested parts by subjecting them to twisting and vibration stresses, and then redesigning the parts for manufacture. By August 1953 head engineer Picard had an almond-green prototype delivered to Madrid for dry condition testing, ultimately experiencing only five flat tyres and a generator failure after 2,200 km. Subsequently, Lefaucheux ordered engineers to test a Dauphine prototype directly against a Volkswagen Beetle. The engineers determined that noise levels were too high, interior ventilation and door sealing were inadequate and most importantly, the engine capacity was insufficient at only 4 CV (748 cc). The four-cylinder engine was redesigned to increase its capacity to 845 cc by increasing the bore to 58 mm, giving the car a new informal designation, the 5CV. By 1954 a second series of prototypes incorporated updates, using the older prototypes for crash testing. Lefaucheux followed the testing carefully, often meeting with his engineers for night testing to ensure secrecy, but did not live to see the Dauphine enter production. He was killed in an accident on February 11, 1955, when he lost control of his Renault Frégate on an icy road and was struck on the head by his unsecured luggage as the car rolled over. The Flins factory was renamed in his honour, and he was succeeded on the project by Pierre Dreyfus. By the end of testing, drivers had road tested prototypes in everyday conditions including dry weather and dusty condition testing in Madrid, engine testing in Bayonne, cold testing at the Arctic Circle in Norway, suspension testing in Sicily, weatherseal testing in then-Yugoslavia – a total of more than two million kilometres of road and track testing.In December 1955, Pierre Bonin (director of the Flins Renault Factory) and Fernand Picard presented the first example to leave the factory to Pierre Dreyfus, who had taken over the project after Lefaucheux’s death. Renault officially revealed the model’s existence to the press through L’Auto Journal and L’Action Automobile et Touristique in November 1955, referring to it simply by its unofficial model designation “the 5CV”. Advance press preview testing began on February 4, 1956, under the direction of Renault press secretary Robert Sicot, with six Dauphines shipped to Corsica. Journalists were free to drive anywhere on the island, while under contract not to release publication before the embargo date of March 1, 1956. The Dauphine debuted on March 6, 1956 at Paris’ Palais de Chaillot with over twenty thousand people attending, two days before its official introduction at the 1956 Salon International de l’Auto in Geneva. Renault considered the name Corvette for its new model, but to avoid a conflict with the recently launched Chevrolet Corvette instead chose a name that reinforced the importance of the project’s predecessor, the 4CV, to France’s postwar industrial rebirth. At introduction, the Dauphine was positioned in the marketplace between the concurrently manufactured 4CV, and the much larger Frégate. The new model followed the 4CV’s rear-engine, four-door three-box sedan format, while providing greater room and power and pioneering a new focus for Renault on interior and exterior color and design.The Dauphine used a version of the 4CV’s water-cooled Ventoux engine with capacity increased from 760 cc to 845 cc, and power increased from 19–32 hp. Engine cooling was facilitated by air intakes behind each rear door and a vented rear fascia. The Dauphine had a front-hinged boot lid, which housed the headlights and opened to a seven-cubic-foot boot. The spare tyre was carried horizontally under the front of the car, behind an operable panel below the bumper. The interior featured adjustable front bucket seats and a rear bench seat, a heater, painted dash matching the exterior, twin courtesy lamps, a white steering wheel, rear bypassing (vs. roll down) windows, twin horns (town and country) selectable by the driver and twin open bins on the dashboard in lieu of gloveboxes. Exterior finishes included a range of pastel colours. The Gordini version was offered with a 4-speed transmission, four-wheel disc brakes from 1964 and increased horsepower, performance tuned by Amédée Gordini to 37 hp. The 1093 was a factory racing model limited edition of 2,140 homologated, which were tuned to 55 hp and featured a twin-barrel carburettor, rear track rods, four-speed manual transmission and tachometer, had a top speed of 140 km/h (87 mph), and were produced in 1962 and 1963. All were painted white with two thin blue stripes running front to back along the hood, roof and boot. The Dauphine was made under licence in a number of countries around the world.
The Renault R5 was styled by Michel Boué, who designed the car in his spare time, outside of his normal duties. When Renault executives learned of Boué’s work, they were so impressed by his concept they immediately authorized a formal development programme. The R5 was launched in January 1972, going on sale in Europe that year, but not reaching the UK until 1973. It was well received and narrowly missed out on the 1973 European Car of the Year award, which was instead given to the Audi 80. The R5 borrowed mechanicals from the similarly popular Renault 4, using a longitudinally-mounted engine driving the front wheels with torsion bar suspension. OHV engines were borrowed from the Renault 4 and larger Renault 8: there was a choice, at launch, between 782 cc and 956 cc according to price level. A “5TS/5LS” with the 1,289 cc engine from the Renault 12 was added from April 1974. As on the Renault 4, entry level Renault 5s had their engine sizes increased to 845 cc in 1976 and at the top of the range later models had the engine sizes expanded to 1,397 cc. It was one of the first modern superminis, which capitalised on the new hatchback design, developed by Renault in the mid 1960s on its larger R16. It was launched a year after the booted version of the Fiat 127, and during the same year that the 127 became available with a hatchback. Within five years, a number of rival manufacturers – namely Ford, General Motors and Volkswagen – had launched a similar car. The Renault 5 was targeted at cost conscious customers, and the entry level “L” version came with the same 782 cc power plant as the cheaper Renault 4 and drum brakes on all four wheels. In 1972 it was priced in France at below 10,000 francs. However, for many export markets the entry level version was excluded from the range and front wheel disc brakes were offered on the more powerful 956 cc “Renault 5TL” along with such attractions under the bonnet and an alternator, and in the cabin reclining back rests for the front seats. From outside the “TL” was differentiated from the “L” by a thin chrome strip below the doors. The early production R5 used a dashboard-mounted gearshift, linked by a rod which ran over the top of the engine to a single bend where the rod turned downwards and linked into the gearbox, which was positioned directly in front of the engine. A floor-mounted lever employing a cable linkage replaced this arrangement in 1973. An automatic version, with the larger 1,289 cc engine, was added in early 1978. At the time, the automatic usually represented just under five percent of overall Renault 5 production. Door handles were formed by a cut-out in the door panel and B-pillar. The R5 was one of the first cars produced with plastic (polyester and glass fibre) bumpers, which came from a specialist Renault factory at Dreux. These covered a larger area of potential contact than conventional car bumpers of the time and survived low speed parking shunts without permanently distorting. This helped the car gain a reputation as an “outstanding city car”, and bumpers of this type subsequently became an industry standard. The R5’s engine was set well back in the engine bay, behind the gearbox, allowing the stowage of the spare wheel under the bonnet/hood, an arrangement that freed more space for passengers and luggage within the cabin. The GTL version, added in 1976, featured a 1,289cc engine tuned for economy rather than performance and was distinguished from earlier versions by thick polyester protection panels along the sides. A five-door R5 was added to the range in 1979, making it one of the first cars of its size to feature four passenger doors. The three-speed Automatic, which received equipment similar to the R5 GTL but with a 1,289 cc 55 bhp engine, a vinyl roof, and the TS’ front seats, also became available with five-door bodywork. In March 1981 the automatic received a somewhat more powerful 1.4 litre engine, which paradoxically increased both performance and fuel economy at all speeds.
The Renault 5 Alpine was one of the first hot-hatches, launched in 1976 – going on sale around the same time as the original Volkswagen Golf GTI. In the UK, the car was sold as the Renault 5 Gordini because Chrysler Europe already had the rights to the name “Alpine” in the UK and it had just been introduced on the Chrysler Alpine at the time. Use of the name Gordini was from Amédée Gordini, who was a French tuner with strong links with Renault and previous sporting models such as the Renault 8. This (and the later Alpine Turbo models) were assembled at Alpine’s Dieppe plant, beginning in 1975. The 1397 cc engine, mated to a five-speed gearbox, was based on the Renault “Sierra” pushrod engine, but having a crossflow cylinder head with hemispherical combustion chambers and developed 93 PS, twice as much as a standard 1.1 litre Renault R5. The larger engine and its various performance parts meant that the spare tyre could no longer fit there and was relocated to the boot. The Alpine could be identified by special alloy wheels and front fog lights and was equipped with stiffened suspension, but still retaining the torsion bar all round. The car was upgraded in 1982 when a Turbo version was introduced. It was replaced by the Supercinq model in 1985.
The Renault 5 Turbo or R5 Turbo is a high-performance hatchback automobile launched by the French manufacturer Renault at the Brussels Motor Show in January 1980. In response to Lancia’s rallying success with the mid-engined Stratos, Renault’s Jean Terramorsi, vice-president of production, asked Bertone’s Marc Deschamps to design a new sports version of the Renault 5 Alpine supermini. The distinctive new rear bodywork was styled by Marcello Gandini at Bertone. Although the standard Renault 5 has a front-mounted engine, the 5 Turbo featured a mid-mounted 1,397 cc Cléon-Fonte with fuel fed by Bosch K-Jetronic fuel injection and a Garrett AiResearch T3 turbocharger OHV 2 valves per cylinder Inline-four engine placed behind the driver in mid-body in a modified Renault 5 chassis. In standard form, the engine developed 160 PS (158 hp) @ 6000 rpm and maximum torque of 221 Nm (163 lb/ft) @ 3250 rpm. Though it used a modified body from a standard Renault 5, and was badged a Renault 5, the mechanicals were radically different, the most obvious difference being rear-wheel drive and rear-mid-engined instead of the normal version’s front-wheel drive and front-mounted engine. At the time of its launch it was the most powerful production French car. The first 400 production 5 Turbos were made to comply with Group 4 homologation to allow the car to compete in international rallies, and were manufactured at the Alpine factory in Dieppe. Many parts later transferred to the Alpine 310, such as suspension or wheel set. Once the homologation models were produced, a second version named Turbo 2 was introduced using more stock Renault 5 parts replacing many of the light alloy components in the original 5 Turbo version, and dropping the stunning and specific Bertone seats and Dashboard for the interior of the R5 Alpine. Many parts also became dark grey rather than the iconic red or blue. The Turbo 2 was less expensive, but had nearly the same levels of performance, top speed of 200 km/h (120 mph) and 0–100 km/h in 6.9 seconds. To differentiate it from the Turbo 2, the original 5 Turbo is often referred as “Turbo 1”. A total of 4987 (turbo 1: 1820 and turbo 2: 3167) R5 Turbos were manufactured during a six-year production run.
The original A110 was introduced as an evolution of the A108. Like other road-going Alpines, the 1961 A110 used many Renault parts – including engines. But while the preceding A108 was designed around Dauphine components, the A110 was updated to use R8 parts. Unlike the A108, which was available first as a cabriolet and only later as a coupé, the A110 was delivered first with “Berlinetta” bodywork and then as a cabriolet. The main visible difference with the A108 coupé was a restyling of the rear body to fit the larger engine, which gave the car a more aggressive look. Like the A108, the A110 featured a steel backbone chassis with fibreglass body. The A110 was originally available with 1.1 litre R8 Major or R8 Gordini engines. The Gordini engine delivered 95 hp at 6,500 rpm. The A110 achieved most of its fame in the early 1970s as a victorious rally car. After winning several rallies in France in the late 1960s with iron-cast R8 Gordini engines the car was fitted with the aluminium-block Renault 16 TS engine. With two dual-chamber Weber 45 carburettors, the TS engine delivered 125 hp at 6,000 rpm. This allowed the production 1600S to reach a top speed of 210 km/h (130 mph). The longer wheelbase 2+2 Alpine GT4, originally considered a version of the A108, was updated with A110 engines and mechanicals, now being marketed as the “A110 GT4”. The car reached international fame during the 1970–1972 seasons when it participated in the newly created International Championship for Manufacturers, winning several events around Europe and being considered one of the strongest rally cars of its time. Notable performances from the car included victory in the 1971 Monte Carlo Rally with Swedish driver Ove Andersson. With the buy-out of Alpine by Renault complete, the International Championship was replaced by the World Rally Championship for 1973, at which time Renault elected to compete with the A110. With a team featuring Bernard Darniche, Jean-Pierre Nicolas and Jean-Luc Thérier as permanent drivers and “guest stars” like Jean-Claude Andruet (who won the 1973 Monte Carlo Rally) the A110 won most races where the works team was entered, making Alpine the first World Rally Champion. Later competition-spec A110s received engines of up to 1.8 litres. As well as being built at Alpine’s Dieppe factory, A110 models were constructed by various other vehicle manufacturers around the world. The Alpine A110 was produced in Mexico under the name “Dinalpin”, from 1965 to 1974, by Diesel Nacional (DINA), which also produced Renault vehicles. The Alpine A110 was also produced in Bulgaria under the name “Bulgaralpine”, from 1967 to 1969, by a cooperative formed between SPC Metalhim and ETO Bulet, whose collaboration also resulted in the production of the Bulgarrenault. In 1974 the mid-engined Lancia Stratos, the first car designed from scratch for rally racing, was operational and homologated. At the same time, it was obvious that the tail-engined A110 had begun reaching the end of its development. The adoption of fuel injection brought no performance increase. On some cars, a DOHC 16-valve head was fitted to the engine, but it proved unreliable. Chassis modification, like the use of an A310 double wishbone rear suspension, homologated with the A110 1600SC, also failed to increase performance. On the international stage, the Stratos proved to be the “ultimate weapon”, making the A110, as well as many other rally cars, soon obsolete. The A110 is still seen in events such as the Rallye Monte-Carlo Historique and there was a nice example here.
Also here was the brand new A110, a very promising looking new competitor to the Porsche Cayman among others.
This a Rolls-Royce 20/25, the second of Rolls-Royce Ltd’s pre-war entry level models. Built between 1929 and 1936, it was tremendously popular, becoming the most successful selling inter-war Rolls-Royce. Its success enabled Rolls-Royce to survive the economic difficulties of the Great Depression years and remain one of world’s great brands. A total of 3,827 20/25s were produced, of which over 70% are still on the road today.
And then there was this, which started out as new Ghost. Hmm!
Scioneri was founded in 1943 by Antonio Scioneri at Savigliano near Cuneo, They were first interested only in repairing damaged cars (apart from the household appliance side of the business). With the postwar car market booming they gradually began ‘personalising’ the cars produced by the major manufacturers, starting with two-tone paintwork and such like. In 1950 they produced their first body and went on to become well known, especially for a four door Fiat 600 of which they built about 15,000. Sone of their products had their own bodywork, others will still very recognisably Fiats, just with altered trim and details. At the 1963 Turin Motorshow Scioneri presented a prototype using Fiat 600D mechanicals. They also produced a less modified two-tone version, which is what was to be seen here. It is believed that only a handful of them survive. Scioneri continued produced upgraded Fiat models until well into the 1980s.
Launched in 1955 the TR3 was a clear evolution of the TR2 and not a brand new model. It was powered by a 1991 cc straight-4 OHV engine initially producing 95 bhp, an increase of 5 hp over the TR2 thanks to the larger SU-H6 carburettors fitted. This was later increased to 100 bhp at 5000 rpm by the addition of a “high port” cylinder head and enlarged manifold. The four-speed manual gearbox could be supplemented by an overdrive unit on the top three ratios, electrically operated and controlled by a switch on the dashboard. In 1956 the front brakes were changed from drums to discs, the TR3 thus becoming the first British series production car to be so fitted. The TR3 was updated in 1957, with various changes of which the full width radiator grille is the easiest recognition point and the facelifted model is commonly referred to as the Triumph “TR3A”, though unlike the later TR4 series, where the “A” suffix was adopted, the cars were not badged as such and the “TR3A” name was not used officially, Other updates included exterior door handles, a lockable boot handle and the car came with a full tool kit as standard (this was an option on the TR3). The total production run of the “TR3A” was 58,236. This makes it the third best-selling TR after the TR6 and TR7. The TR3A was so successful that the original panel moulds eventually wore out and had to be replaced. In 1959 a slightly modified version came out that had raised stampings under the bonnet and boot hinges and under the door handles, as well as a redesigned rear floor section. In addition, the windscreen was attached with bolts rather than the Dzus connectors used on the early “A” models. Partly because it was produced for less time, the original TR3 sold 13,377 examples, of which 1286 were sold within the UK; the rest being exported mainly to the USA.
The Vespa 400 is a rear-engined microcar, produced by ACMA in Fourchambault, France, from 1957 to 1961 to the designs of the Italian Piaggio company. Three different versions were sold, the “Luxe” , “Tourisme” and “GT”. The car made its high-profile public debut on 26 September 1957 at a press presentation staged in Monaco. The ACMA directors ensured a good attendance from members of the press by also inviting three celebrity racing drivers to the Vespa 400 launch. The 400 was a two seater with room behind the seats to accommodate luggage or two small children on an optional cushion. The front seats were simple tubular metal frames with cloth upholstery on elastic “springs” and between the seats were the handbrake, starter and choke. The gear change was centrally floor mounted. The rear hinged doors were coated on the inside with only a thin plastic lining attached to the metal door panel skin allowing valuable extra internal space. On the early cars the main door windows did not open which attracted criticism, but increased the usable width for the driver and passenger. Instrumentation was very basic with only a speedometer and warning lights for low fuel, main beam, dynamo charging and indicators. The cabriolet fabric roof could be rolled back from the windscreen header rail to the top of the rear engine cover leaving conventional metal sides above the doors. The 12 volt battery was located at the front of the car, behind the dummy front grill, on a shelf that could be slid out. The spare wheel was stowed in a well under the passenger seat. The high-profile launch paid off, with 12,130 cars produced in 1958. That turned out to be the high point, however, and output fell to 8,717 in 1959 despite a price reduction for the entry level 2-seater “normal” coupé from 345,000 francs to 319,500 francs between October 1957 and October 1958. Commentators suggested that the chic image created at the time of the launch was not always matched by the car itself, with its awkward gear change, poor sound-proofing and, especially before a modification to the carburettor specification, high fuel consumption. The car’s origins, developed by a leading world producer of motor scooters, Italy’s Piaggio Company, makers of the Vespa since 1946, was reflected in the installation, in the Vespa 400, of a two stroke (motorbike style) engine which required oil to be added to the petrol/gasoline whenever the car was refuelled. During the summer of 1958 the cars were fitted with a semi-automatic device for adding oil to the fuel, but a fully automatic fuel mixing device was not included until two years later.
The introduction of the Fiat 600 in 1955 meant the start of the era of Italian mass mobility. For the first time in their lives many Italians could afford to have their own motor car. Vignale was eager to produce their own interpretations on the Fiat 600 right from its introduction and it was with their Fiat 600 based Coupe and Spider that the name of Vignale became famous with the Italian public. Clothing the standard Fiat mechanicals in all-new pretty bodies, these cars provided a more desirable product at a modest price. In 1960 Fiat offered the 600 in a variant with an engine enlarged to 750 cc. Vignale offered three new models dubbed the 750 Berlinetta, 750 Coupe and 750 Spider. The cars were produced until 1964. They are rare now.
Known as the “Maggiolino” in Italy, the classic “Beetle” was a popular import, even in an era when the market largely bought the domestic product, so it was no surprise to find examples of this enduring classic here, a 1200 Saloon.
The Volvo 66 sprang directly from the DAF 66, which was originally styled by Giovanni Michelotti. The compact car was introduced in August 1975, almost exactly a year after Volvo bought DAF, and before production of the Volvo 300 Series began. The Volvo 66 was known for its continuously variable transmission, the Variomatic. The Volvo version of the car was slightly restyled and given larger bumpers compared with those of the original DAF model. Although this was in keeping with Volvo’s emphasis on safety, it also increased its cost of production. The Volvo 66 was available as a two-door saloon and three-door estate, whilst the two-door DAF 66 Coupé was dropped, and therefore was never sold as a Volvo. The other major features in which the Volvo 66 differs from the DAF 66 are also mostly safety related. It has different seats featuring headrests, a safety steering wheel, steel side-impact bars in the doors, a declutching servo which enabled the driver to change gear with the choke engaged (In the older DAF models this was not possible, because the increased idle caused the centrifugal clutch to engage). The Volvo 66 also has a ‘park’ mode in the CVT, which locks the driveline. From 1977 the estate version featured a window wiper on the bootlid. Volvo produced roughly 106,000 units of both the saloon and estate 66. The majority were sold in continental Europe rather than in Sweden, where the car was never accepted by Volvo buyers.
Not Zagato’s regular fare, the rationale for designing the Zele was straightforward: Zagato’s traditional market of handmade Italian GT cars was being eaten away by cheap rivals at Ford, Opel and Datsun. First displayed at the 1972 Geneva Motor Show, the electric-powered Zele proved to be eerily prescient – just a year later the global fuel crisis had hit. Production started in 1974 and there were three versions, the Zagato Zele 1000, 1500, 2000 (sold in the United States as the Elcar). This fibreglass bodied microcar was an unusual departure from Zagato’s famous designs, which had long been known for their beauty and performance. The Zele, however, was high, square cornered and had a low top speed. They were produced in 7 colours (Orange-red, Brown, Dark blue, Pastel blue, White, Green and metal flake Blue) and the chassis and suspension were derived from the Fiat 500 and Fiat 124. The 1000, 1500, and 2000 stands for the wattage of the motors respectively. The Zele employed a 4 position speed selector and a 2 position foot pedal providing six forward speeds, two reverse speeds and a range of approximately 50 miles (80 km). The Zele 2000 also featured a boost switch which, once at top speed, weakens the motor’s magnetic fields in the field coils to produce less torque but a greater top speed. Its top speed was between 25 and 30 mph. The American importer for the vehicle, Elcar Corporation, also created an elongated four-seat prototype called the Elcar Wagonette. Approximately 500 were made.
It goes without saying that I enjoyed this event. Not quite as daunting as Padova, but still with more than enough to see to provide a full day’s entertainment, and plenty of rarities that you would be very unlikely to see at a similar event in the UK. That it is so easy to get to is an added bonus. About 40 minutes from Malpensa airport by car, if you could get an early flight out and a late flight back, you could perhaps even do this as a day trip from the UK. But why would you want to do that, when you can enjoy a whole weekend in Italy? The Alfa Museum in Arese is only a few km from the Fiera, or you could do as I did and head over to Brescia for the day. And that’s assuming you want two car things for the weekend. There are plenty of other attractions in this part of Italy. Needless to say, i will be hoping that the schedules allow me to attend this event again in the future.