There are so many car events that take place during a year, that it is quite impossible to attend all of them. And that’s even if I just survey what is on offer in the UK, but of course much of Europe is easily accessible for a weekend, as well. So as the timetable fills up, it is necessary to make choices and prioritise. Some are what you might call “no-brainers” and will go on my personal schedule almost regardless of any clashes. That list has got longer over the years as I have enjoyed so many events and know that they will continue to appeal, even if the format and venue remains the same. The Auto e Moto d’Epoca in Padova (Padua) is one of those. I was a bit slow in coming across it, as the first iteration of the event goes back all the way to 1983, and it was not until 2011 that I made my first visit to what is not just the largest classic car show in Italy but one of global renown. It takes place over 4 days, usually towards the end of October, at the Fiera on the outskirts of the city of Padova, and is easily accessible, by car or train (once in Italy in the first place, of course). There are 15 halls in the Fiera complex and plenty of space outside, all of which is filled with a vast array of display stands, trade stalls, autojumble an auction and long lines of individual cars offered for sale, with something around 5000 cars on display . Prices are not in the bargain domain, but you will see cars here that you probably have never seen anywhere else nor are likely to, some of which may be ones you’ve never even heard of or seen in pictures and there is always plenty that is fresh every year as well as lots of familiar models, with a heavy dominance of those of Italian provenance. Here is what I saw on my 2019 visit.

AT THE AIRPORT

As in previous years, I chose to fly into Bologna airport, and to make my base for the weekend a hotel just a few km away. This does mean that there is a slightly longer journey to Padova the following morning than I would have were I to fly into Venice, but it is that much nearer to other attractions in nearby Modena for the Sunday. As you head out of the airport, by the door which takes you to the car rental garage, and indeed the taxi rank, you pass a display area used by the Lamborghini factory. An awful lot of people pause, stare at the cars, and take a couple of photos before heading on their way, and I confess that I did exactly the same. On this occasion, the two cars on show were a Huracan Evo and a Urus.

ABARTH

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.

This 850 has an Allemano body. The car was first shown in the spring of 1960, with an open=topped body. The engine is a Fiat-based 850 single-cam unit which develops 51 bhp at 6,000 rpm. Overall length is 3,600 mm (140 in), overall width is 1,420 mm (56 in), height is 1,200 mm (47 in), and the weight is 610 kg (1,345 lb). The claimed top speed is 154 km/h (96 mph). A coupé model was also later developed, more elegant and comfortable than Zagato’s version but heavier and less sporting. Allemano’s bodywork was later also made available with the larger 1000 engine. This bodywork was also used by Cisitalia’s Argentinian daughter company, who built the car in a variety of models with 760, 800, or 850 cc engines.

Although his competition cars had been immensely successful, what Carlo Abarth lacked was a practical road-going GT car suitable for daily use. The model that filled this gap in the range was the Monomille (single cam, 1,000cc), introduced in 1961. This new pocket-sized Gran Turismo would be offered in two versions: the Monomille Scorpione (1961-1962) bodied by Beccaris, and the ‘duck tail’ Monomille GT (1963-1965) with bodies by Sibona & Basano. Based on the FIAT 600D platform and featured hand-made aluminium coachwork, these eye-catching little coupés were capable of a top speed of 170-180km/h (105-112mph) depending on gearing, despite having only 60bhp on tap. Three types of Monomille GT were offered: two street versions with bumpers – one with exposed headlights, the other with headlights under Plexiglas cowls; and a lightened competition version with cowled headlights and no bumpers. Hand built and necessarily expensive, the Monomille cost some 30% more than the contemporary Porsche 356 and sold in limited numbers. Expert opinion differs with regard to the number produced, some sources stating that as many as 100 were made, others as few as 25. Whatever the case, only four street Monomille GTs with bumpers and exposed headlights are known to survive: ‘110-0386’ and ‘110-0390’ in the USA; ‘110-0380’ in Japan; and ‘110-0381’ (the car offered here) in Austria. Today these exclusive and exquisite little sports cars are highly sought after by Abarth collectors.

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. What had started off as simply supplying upgraded mechanical parts to the Fiat 600 – an example of which was here – a true Abarth model was produced. 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.

One of these cars was to be seen outside, on a Fiat 241 transporter.

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.

This is a Fiat-Abarth OT1300. In 1958, the American Chrysler Corporation pursued an entry into the European motor manufacturing market by buying 15 per cent of the French Simca company’s stock from Ford. At that time, however, the dominant shareholder remained Fiat of Turin, and their influence remained distinctively apparent in the engineering and design of Simca cars for several years into the early 1960s. However, in 1963 Chrysler increased its Simca stake to a controlling 64 per cent by purchasing stock from Fiat, subsequently extending that holding to 77 per cent. Chrysler had no interest in any continuation of the previously successful Simca Abarth and Abarth Simca high-performance car collaboration, which came to a juddering halt. In Turin Carlo Abarth found himself left more or less high and dry, but the supply of basically Simca 1000 chassis floor pans, upon which the sleek and superfast Abarth Simca 1600s and 2000s had been based, left quite a number in stock, as yet unused. The popular legend is that it was upon these unused Simca platforms that Abarth then founded his 1300cc class Gran Turismo design for 1965 – the OT 1300. Abarth’s technical team under Mario Colucci had developed a boxed pressed-steel chassis structure on the modified Simca 1000 floor pan to which all-independent suspension was attached with componentry drawn from the Fiat 850 shelves. The Abarth OT 1300 then emerged, to race for the first time as a prototype in the September, 1965, Nurburgring 500-Kilometre classic. Driver Klaus Steinmetz hammered the new Coupé home to a fine third-place finish overall and the OT 1300 was up and running into the record books, becoming one of the most successful – and also one of the most distinctive – models that Abarth & C ever produced. The OT 1300’s rear-mounted all-Abarth engine was overhung – in best Carlo Abarth-approved style. It was a 4-cylinder unit with twin overhead camshaft cylinder head, using a block with cylinder bore and stroke dimensions of 86mm x 55.5mm to displace 1289cc. With two valves per cylinder and a 10.5:1 compression ratio, the engine breathed through two twin-choke Weber 45DCOE9 carburettors. Ignition was by two plugs per cylinder, fired by single distributor. Dry-sump lubrication was adopted and the power unit produced a reliable 147bhp at 8,800rpm. This lusty engine, perfected by Abarth’s power-unit specialist Luciano Fochi with five main-bearing crankshaft, drove via a five-speed and reverse Abarth transaxle. Wheelbase length of the OT 1300 was nominally 2015mm, front track 1296mm and rear track 1340mm. It featured moulded glassfibre clamshell-style opening front and rear body sections moulded by Sibona & Basano in Turin, and this pert-nosed Coupé became a familiar sight dominating its class for three consecutive years. Production of the OT 1300 began on May 15 1966 and ended on March 30, 1966, by which time the minimum production number of 50 required by the FIA for homologation as a Gran Turismo model had (allegedly) been achieved. The most distinctive single characteristic of the OT 1300 Coupé, apart from its huge International success within its class, was its adoption of the Periscopica air-cooling intake on the rear of the cabin roof. Casual onlookers would assume that the periscopelike intake fed intake air into the rear-mounted engine, but this is absolutely not the case. Instead, the water and oil-cooling pipe runs through the cockpit area heated-up the cabin to what was generally considered to be an unacceptable level for endurance racing, and the periscope intake merely blasted cold air down into the cabin to cool the driver himself. From the OT 1300 Mario Colucci developed the OT 2000 Coupé using the 1946cc 4-cylinder power unit perfected by his colleague Luciano Fochi and with some 215bhp at 7,600rpm that largerengined model was capable of exceeding 165mph in a straight line. In fact all these Abarths with their sleek aerodynamic bodies and light weight really were exceedingly rapid by the standards of the time and within their respective capacity clas
ses.

Dating from 1967 is this 1000SP, also known as an SE04. For the 1966 motor racing season Abarth of Turin produced its first multi-tubular chassised chassis and engine – internally coded the ‘SE04’ model, designed by chief engineer Mario Colucci. Unlike his employer, Carlo Abarth himself, Mario Colucci believed that what had become the conventional mid-engined configuration – with the power unit mounted behind the cockpit but ahead of the rear axle line – was the way ahead. Abarth himself espoused the notion of an overhung rear engine, slung outboard of the rear axle a la Porsche practice, would promote better traction out of slow corners. Colucci argued that only exceptionally gifted drivers could make the most of such an outboard-engined configuration, and that since – by definition – the vast majority of Abarth’s private owner/driver customers would not possess such exceptional talent the greater stability and predictability offered by the layout used so successfully by Cooper, Lotus, Ferrari, Lola, Ford Advanced Vehicles and almost every other mainstream pureblood racing car manufacturer was worth exploiting. This philosophical division between Carlo Abarth and Mario Colucci is one of the most compelling, perplexing and yet charming aspects of the entire Abarth story. Colucci’s neat little SE04 became a very successful model, its lightweight multi-tubular chassis frame proving rigid and practical and its all-independent coil-sprung suspension providing good and nimble handling. Notable design features included the nose-mounted oil cooler in its top-hatch mounting, while engine cooling was achieved by twin radiator cores in a hip mounting on each side just abaft the cockpit. Power was provided by Abarth’s familiar and very well-proven twin-overhead camshaft 4-cylinder power unit with three main bearings based upon the Fiat 600D cylinder block but with its capacity taken out to 982cc. With a compression ratio of 10.5:1 and breathing through two twin-choke Weber carburettors, this engine offered some 105bhp at a lusty 8,000rpm. The large wrap-around windscreen conformed with contemporary FIA Group 6 sports-prototype regulations and the low-slung, elegant body paneling was in moulded glassfibre. Around 105bhp in a sports-prototype weighing only some 480kg – 1,058lbs – gave a power-to-weight ratio of just on 10lbs per horsepower, and these sleekly-styled, well detailed and really very nicely built little sports-prototype cars were capable of some 220km/h – 136mph – dependent upon gearing. The very talented English driver Jonathan Williams gave the new Abarth 1000SP its competition debut at the 14th Coppa della Collina event at Pistoia, but it was plagued by teething troubles and could place only fifth within the up-to-1,000cc prototipo class. However, on March 27,1966, a 1000SP driven by Giulio Tommasi won at the Roman Coppa Gallenga hill-climb to launch a successful season on the corsa in salita series, and Mauro Nesti won in a sister car at the legendary Parma-Poggio di Berceto ‘climb. In circuit racing the cigar-chomping little Swiss star Herbie Muller won the 1000cc sports-prototype class of the important Nurburgring 500Kms in another 1000SP. In 1967 the model won at Lorentzweiler in Luxembourg, with emerging Dutch star Toine Hezemans at the wheel at Stallavena-Boscochiesanuova, Pietro Lado at Volterra, ‘Matich’ at Cividale-Castelmonte, and future Ferrari European Champion and team manager Peter Schetty on the Passo della Raticosa, another great classic Italian mountain-climb course. Tommasi won repeatedly in his 1000SP, as at Sorrento-Sant’Agata, Rieti, Monopoli, Popoli and on the Colle San Marco. Schetty won another classic at Trieste-Opicina, while Sergio Calascibetta earned Abarth their Fiat success bonus at Monte Pellegrino in Sicily and in the Coppa Nissena. Enrico Buzzetti won on the mighty Trento-Bondone ‘climb and then significantly on the rugged and grueling Mugello public-road circuit in July. Rene Stierli won the class at the Swiss Ollon-Villars event in August, and so these pretty little cars with their raucous 8,000rpm exhaust note and nimble, well-balanced and stable handling characteristics really shone. Into 1969 ‘Pal Joe’/Botalla won the 1-litre sports-prototype class in the World Championship-qualifying Monza 1,000Kms in their Abarth 1000SP, while Lado/Dona won in their’s at the Imola 500kms in September. The 1969 Monza 1,000kms also saw the 1-litre class fall to an Abarth 1000SP, that time shared by ‘White’/Umberto Grano.

1969 Abarth 2000 SE 010: By the late ’60s, noting a dramatic decline in sales of its vehicles, Carlo Abarth decided to focus on the production of sports cars for sale to private entrants. To encourage them with a purchase, he created this car, the 2000 Sport Tipo SE 010. The engine was a four-cylinder 2 litre with two Weber 58 DC03 carburettors that generated 250 hp and gave a maximum speed of 270 km/h. There was a five-speed manual transmission. The chassis frame was of a tubular type made of steel. The front suspensions consisted of oscillating trapezoids, coil springs, stabilizer bars and telescopic hydraulic shock absorbers, while the rear ones had oscillating arms, coil springs, stabilizer bars and telescopic hydraulic shock absorbers. Driven for the first time in the uphill race at Ampus, in France, the 2000 Sport obtained numerous victories and placements, including claiming the first three positions in the 500 km of the Nürburgring in 1968 with Shetty, Ortner and Merzario.

Dating from 1974 is this SE027., which was a wholly new project that had been developed at Corso Marche and was designed by Mario Colucci, with the support of Carlo Abarth himself. The 2.0-litre sport prototype was clothed in a lightweight fibreglass body that was designed in conjunction with Pininfarina at their newly built wind tunnel facility. That research and testing led to the more curvilinear shape of the SE 027, compared to the harder-edged, wedge-shaped designs of the past. The front end of the new Abarth prototype featured a short overhang that sloped dramatically upwards over fared-in rectangular headlamps and led to a broad, flat tail end mounted with a large wing. The elaborate side profile featured large NACA ducts on either side that directed air into the engine compartment. Beneath the svelte aerodynamic bodywork, the latest evolution of Abarth’s inline four-cylinder was mounted just behind the cockpit. The 1,986-cubic centimetre engine featured Lucas indirect fuel injection and was mated to a Hewland FG400 five-speed gearbox. Output of the Abarth powerplant was a healthy 280 brake horsepower at 9,000 rpm. Overall, the car weighed in at only 575 kilograms, allowing for an impressive top speed of 318 km/h. This SE 027, chassis number 001, was the first of three examples built. It made its official debut at the Geneva Motor Show on 14 March 1974, where it was displayed on the Pininfarina stand to demonstrate their advanced engineering and aerodynamics. Carlo Abarth was then given the responsibility of testing his new sport prototype, which took place at Campo Volo in Turin, Italy, and then further testing occurred at the Misano race track later in March. In late autumn of that year, a second version of the SE 027 was built, which featured an inline six-cylinder engine and a slightly longer wheelbase. Unfortunately, by the end of the year, and after a great deal of time and money had been invested, further development of the SE 027 was abandoned, and the program was ultimately cancelled before this car ever saw a day in competition.

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.

This is a rather splendid 131 Panorama (Estate) that was used as a rally support car.

Also here was an example of the reborn 500, as launched in 2008. This is one of the Esseesse cars, which were created by the dealer applying the contents of a large wooden crate to the regular 135 bhp car. A revised ECU upped the power to 160 bhp, larger 17″ white-painted wheels made it visually distinctive and the brakes and suspension were upgraded as well.

ALFA ROMEO

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.

There were several examples of the fabulous 6C Alfa Romeo here, with a wide variety of different bodies. 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.

The 6C 2300 (2,309 cc) was designed by Vittorio Jano as a lower-cost alternative to the 8C. In 1934 Alfa Romeo had become a state-owned enterprise. That year, a new 6C model with a newly designed and larger engine was presented. Chassis technology, however, had been taken from the predecessor. One year later a revised model, the 6C 2300 B, was presented. In this version the engine was placed in a completely redesigned chassis, with independent front suspension and rear swing axle, as well as hydraulic brakes. 760 examples of the rigid-axle 6C 2300 were produced and 870 examples of the B-model. Bodies were built by a wide variety of coachbuilders. This one was by Zagato.

Also from this era was this car, with an unusual body. I’ve failed to find out any more about it.

This is a rare saloon bodied version of the 6C 2500, the Sport Berlina. While Alfa Romeo was gearing up for a move to series production with the 1900, this car formed part of a final batch of post-War cars still using the 6C underpinnings that had enjoyed their heyday long before the WW2 conflict began. To some, it would have appeared that these cars were no more than a stopgap to keep production ticking over until the revolutionary unibody cars began to arrive in 1950. But in reality, they represented a final flourish to be treasured for decades to come. Let’s not forget, although it was ageing (the 2443cc variant of the engine first appeared in 1938, with smaller iterations dating back to 1927), the 6C was competition-proven countless times during Alfa’s all-conquering glory days. The 6C 2500 was to be the final road-going evolution of this formidable family and, with a number of chassis sent to coachbuilders such as Touring and Pinin Farina in the immediate post-War years, there was to be a fitting swansong. Produced at great expense (it cost over 3,500,000 lira in 1950), the Alfa Romeo 6C Sport Berlina Pinin Farina was a true luxury liner – with lashings of leather, machine-turned components and aluminium finishers. But above all was the beautiful quattroporte bodywork, which clearly drew inspiration from the prototype Bentley MK VI Cresta coupé the coachbuilder had recently completed. Somehow, Pinin Farina managed to retain an equal measure of elegance and sportiness when translating the Cresta’s physiognomy from fastback coupé to four-door saloon – we can’t remember a case of the traditional three-box shape being executed with such grace and poise, either before or since. Indeed, the Sport Berlina came to characterise a whole generation of family saloons in the 1950s, passing on its design brilliance not only to the Alfas it preceded, but also the big Wolseley and Riley saloons of the era. “The car deservedly won the Grand Honorary Award at the 1950 Concorso d’Eleganza of Venice Lido,” Paulo Pininfarina tells us. “It is a perfect representation of how Pininfarina has always been able to interpret the sports sedan theme in a classical, simple and sober way. It makes me think of other sedans, such as the Alfa Romeo 164 in the 1980s and the Maserati Quattroporte more recently, in 2003.”

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.

The 1900C was introduced in 1951 as the coupe version of the four-door Alfa Romeo 1900. The addition of the C in the name wasn’t for coupe as many assume, but for corto – the Italian word for short. Although the 1900 model series was the first with a unibody chassis, and the the first to be fitted with the new 1884cc DOHC inline-4, the then general manager of Alfa Romeo, Iginio Alessio, chose to develop the unibody chassis in such a way that the iconic Italian carrozzerie, or coachbuilders, could build custom bodies for it. He had become concerned with the difficulty posed by creating custom bodies for these newly engineered cars – and as a result of this decision the Alfa Romeo 1900 and 1900C were both bodied by some of the greatest names in Italian coachbuilding – including Zagato, Touring, Pinin Farina, Bertone, Boneschi, Boano, Colli, Stabilimenti Farina, Vignale, and of course, Ghia. Alfa Romeo gave official contracts to Touring to build the sporty 1900 Sprint coupé and to Pinin Farina to build an elegant four seat Cabriolet and Coupé. Carrozzeria Zagato built a small series of coupés with the unofficial designation of 1900 SSZ, designed for racing with an aerodynamic lightweight aluminium body and Zagato’s trademark double bubble roof. One-off specials were numerous, from the famous Bertone BAT series of aerodynamic studies, to an infamous sci-fi like Astral spider designed by Carrozzeria Boneschi for Rafael Trujillo the dictator of the Dominican Republic. There was a Barchetta or “Boat Car” made by Ghia-Aigle in Lugano Switzerland designed by Giovanni Michelotti at the request of a wealthy Italian who had two passions: the ‘Riva’ boats and a woman, his mistress, the car has no doors or windscreen wipers. A number of them were to be seen here including the 1900C and an SS Touring.

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.

There were also examples of some of the rarer Giulietta models here. This was the Giulietta Sprint Speciale, the earlier version of a car which was produced between 1957 and 1965, latterly with Giulia badging. Just 1,366 examples were made. The first cars were fitted with the 1,290cc Giulietta engine and then in 1963 this was replaced by the more powerful 1,570cc Giulia unit. The SS, or Sprint Speciale series was never intended to be a volume car and it was considerably more expensive than the other models in the Giulietta and Giulia ranges. It certainly looked special, with streamlined bodywork which bore a marked resemblance to some of the marque’s earlier competition designs, particularly the famous Disco Volante sports-racer, not to mention the BAT 9 show car. With an all-up weight of under 950kgs, a five-speed gearbox and an output of 112bhp (in Giulia form) these were excellent road cars and were equally used in competition. They don’t come up for sale very often, and needless to say, the price tag is not small when they do.

There were also examples 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 car seen here is a particularly special one, chassis number 101, which came to light recently having been stored away in a Torinese basement for more than 25 years. Its long term owner died and had no heirs, so the once the car had been liberated – not an easy task given its location – it went for auction where it sold for €500,000.

The original TZ, currently sometimes referenced as TZ1 to differ from later TZ2 was presented at the 1962 Turin Auto Show as a replacement for the SZ It featured a 1,570 cc twin cam engine and other mechanical components shared with the Alfa Romeo Giulia and carried a 105 series chassis number, but was a purpose built sports racing car, with a tubular spaceframe chassis built in the province of Perugia by SAI Ambrosini and the light all-aluminium bodywork was made by Zagato, final assembly was made Delta of Udine, with Carlo Chiti initially on board as a consultant before becoming the project leader. The firm soon changed its name to Auto-Delta and relocated to its current site in Settimo Milanese, on the outskirts of Milan, not far from the Alfa Romeo Portello Plant. It has disc brakes and independent suspension. The result was a lightweight coupé of only 650 kilograms (1,430 lb) and top speed of 134 mph (216 km/h). The TZ was built both for street and racing trim, with the latest racing versions producing up to 160 bhp. Alfa’s twin-spark cylinder head, as also used in their GTA, contributed to the speed of the TZ; the standard Giulia alloy block with wet steel liners was installed at an angle under the hood of the TZ to improve airflow. Aiding the TZ in its quest for performance was the treatment of the rear bodywork. Incorporating the research of Dr. Wunibald Kamm, the TZ used a style called coda tronca in Italian, meaning “short tail.”, otherwise known as the Kamm tail. The principle is that unless an aircraft-like extended tail is incorporated, which is not practical for an automobile, there is little, if any, increase in drag and a marked decrease in lift or even some downforce by simply chopping off a portion of the tail. Zagato had previously proved the success of this tail treatment in their coda tronca Sprint Zagato sports-racing cars, and it was a natural evolution to adapt this to the Giulia TZ. The car debuted at the 1963 FISA Monza Cup, where TZs took the first four places in the prototype category. At the beginning of 1964 the TZ was homologated (100 units were needed for homologation) to the Gran Turismo category. After homologation it started to take more class wins in Europe and North-America. Of the first TZ, 112 units were built between 1963 and 1965. Only built as limited amount these TZ models are quite collectibles nowadays, listed price around 150,000-200,000 US dollars. A new version of TZ was introduced at the Turin Auto Show in 1964 in the Zagato stand

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

The S4, the final major change to the long running Spider came in 1990, and mechanically, the biggest different was the use of Bosch Motronic electronic fuel injection with an electric fan. Externally, the Spider lost its front under-bumper spoiler and the rather ungainly rear boot spoiler of the S3, and picked up 164-style rear lights stretching across the width of the car as well as plastic bumpers the same colour as the car. This also marked the first generation of the car with automatic transmission, as well as on-board diagnostics capabilities. The car had remained in production largely thanks to continued demand in North America, though this market had to wait until 1991 for the changes to appear on their cars. European markets were offered a car with a 1600cc engine and carburettors as well as the 2 litre injected unit. Production finally ended in 1993, with an all new model, the 916 Series Spider appearing a year later. The S4 car was not officially sold in the UK, but plenty have found their way to our shores since then.

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.

Many people will be unaware that Alfa Romeo have produced Vans in their past. The first the Autotutto was launched back in 1954, and it was updated three times in the following 11 years before being replaced with by the Giulia engined Alfa Romeo F12 and A12 vans in 1967. The front of the vehicle was updated with wider chrome and mesh grille, and the 1,290 cc Alfa Romeo Twin Cam engine was updated now having 52 hp. The front-engined van had four-speed gearbox and front-wheel drive. In 1973 an inline-four 1,760 cc Perkins diesel was also offered, with 50 hp. This same engine was also available in the Giulia Berlina from 1976. The van had top speed of around 115 km/h (71 mph). The front brakes were discs and rear ones drums. Abandoning the use of a model name, “F” denoted a furgone, or van, “A” depicted an autocarro or light truck, while “12” indicated the carrying capacity of 12 quintali (1 quintale = 100 kg (220 lb)). Motor Ibérica took over of FADISA in 1967, this company made Ebro trucks and these FADISA trucks were merged to this same division. As a result, the Alfa Romeo F12 was named as Ebro F-100 in Spain and after the facelift it was sold as the F-108. In 1987 Nissan Motors took control of Motor Ibérica and Ebro trucks were renamed “Nissan Trade”. They continued to be made until the beginning of the 2000s at the Ávila plant in Spain. Between 1967 and 1971 a “light” A11 or F11 version was also available. This has a lighter payload and a lower horsepower rating. All Alfa Romeo vans were facelifted in 1977 with a new black plastic radiator grille, and chrome badging was replaced with black adhesive stickers. Production stopped in 1983. The total production of all A11, A12, F11, and F12 was around 17,300 units.

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.

There was an example of the legendary Alfa 33 here. During the 1971 FIA World Sports Car Championship season, Alfa Romeo and Autodelta began competing with its new and updated Tipo 33 TT 3. Taking design and engineering cues from their competition at Ferrari and Porsche, Alfa Romeo’s latest race car earned its name courtesy of its tubular chassis (Telaio Tubolare in Italian). An all-new steel spaceframe chassis replaced the out-dated sheet-aluminium monocoque of the previous Tipo 33/3. The engine fitted in the Tipo 33 TT 3 was an updated and enhanced version of that previously seen in the Tipo 33/3, now boasting an impressive 440 bhp at 9,800 rpm. Thanks to its redesigned cylinder heads, this high-revving quad-cam, 36-valve V8 engine was producing the same power as Ferrari’s much heavier 12-cylinder unit! This is the last Alfa to have raced at Le Mans.

There were a number of other AlfaSuds throughout the event, as well. These characterful small cars evoke a very positive reaction, with many people wistfully recollecting one that they, or their parents, owned back in the 1970s, but observing that the car, whilst divine to drive, simply rusted away almost before your very eyes. There are a lot more of these cars left in the UK than you might imagine, but most of them are on SORN, needing massive restorations that may or may not ever happen. That should not detract from the splendour of the models on show at this event. Alfa Romeo had explored building a smaller front wheel drive car in the 1950s but it was not until 1967 that firm plans were laid down for an all-new model to fit in below the existing Alfa Romeo range. It was developed by Austrian Rudolf Hruska, who created a unique engineering package, clothed in a body styled by Giorgetto Giugiaro of ItalDesign. The car was built at a new factory at Pomigliano d’Arco in southern Italy, hence the car’s name, Alfa Sud (Alfa South). January 18, 1968, saw the registration at Naples of a new company named “Industria Napoletana Costruzioni Autoveicoli Alfa Romeo-Alfasud S.p.A.”. 90% of the share capital was subscribed by Alfa Romeo and 10% by Finmeccanica, at that time the financial arm of the government controlled IRI. Construction work on the company’s new state sponsored plant at nearby Pomigliano d’Arco began in April 1968, on the site of an aircraft engine factory used by Alfa Romeo during the war. The Alfasud was shown at the Turin Motor Show three years later in 1971 and was immediately praised by journalists for its styling. The four-door saloon featured an 1,186 cc Boxer water-cooled engine with a belt-driven overhead camshaft on each cylinder head. It also featured an elaborate suspension setup for a car in its class (MacPherson struts at the front and a beam axle with Watt’s linkage at the rear). Other unusual features for this size of car were four-wheel disc brakes (with the front ones being inboard) and rack and pinion steering. The engine design allowed the Alfasud a low bonnet line, making it very aerodynamic (for its day), and in addition gave it a low centre of gravity. As a result of these design features, the car had excellent performance for its engine size, and levels of roadholding and handling that would not be equaled in its class for another ten years. Despite its two-box shape, the Alfasud did not initially have a hatchback. Some of the controls were unorthodox, the lights, turn indicators, horn, wipers and heater fan all being operated by pulling, turning or pushing the two column stalks. In November 1973 the first sport model joined the range, the two-door Alfasud ti—(Turismo Internazionale, or Touring International).Along with a 5-speed gearbox, it featured a more powerful version of the 1.2 engine, brought to 67 hp by adopting a Weber twin-choke carburettor; the small saloon could reach 160 km/h. Quad round halogen headlamps, special wheels, a front body-colour spoiler beneath the bumper and rear black one around the tail distinguished the “ti”, while inside there were a three-spoke steering wheel, auxiliary gauges, leatherette/cloth seats, and carpets in place of rubber mats. In 1974, Alfa Romeo launched a more upscale model, the Alfasud SE. The SE was replaced by the Alfasud L (Lusso) model introduced at the Bruxelles Motor Show in January 1975. Recognisable by its bumper overriders and chrome strips on the door sills and on the tail, the Lusso was better appointed than the standard Alfasud (now known as “normale”), with such features as cloth upholstery, headrests, padded dashboard with glove compartment and optional tachometer. A three-door estate model called the Alfasud Giardinetta was introduced in May 1975. It had the same equipment of the Alfasud “L”. It was never sold in the UK and these models are particularly rare now. The Lusso model was produced until 1976, by then it was replaced with the new Alfasud 5m (5 marce, five speed) model, the first four-door Alfasud with a five-speed gearbox. Presented at the March 1976 Geneva Motor Show, it was equipped like the Lusso it replaced. In late 1977 the Alfasud Super replaced the range topping four-door “5m”; it was available with both the 1.2- and 1.3-litre engines from the “ti”, though both equipped with a single-choke carburettor.The Super introduced improvements both outside, with new bumpers including large plastic strips, and inside, with a revised dashboard, new door cards and two-tone cloth seats. Similar upgrades were applied to the Giardinetta. In May 1978 the Sprint and “ti” got new engines, a 78 hp 1.3 (1,350 cc) and a 84 hp 1.5 (1,490 cc), both with a twin-choke carburettor. At the same time the Alfasud ti received cosmetic updates (bumpers from the Super, new rear spoiler on the boot lid, black wheel arch extensions and black front spoiler) and was upgraded to the revised interior of the Super. The 1.3 and 1.5 engines were soon made available alongside the 1.2 on the Giardinetta and Super, with a slightly lower output compared to the sport models due to a single-choke carburettor. All Alfasuds were upgraded in 1980 with plastic bumpers, new instrument panel, headlamps and rear lights as well as other revisions. The Ti version was now fitted with a twin-carburettor version of the 1490 cc engine that had been fitted to the Sprint the previous year, developing 95 bhp A three-door hatchback was added to the range in 1981 in either SC or Ti trim and the two-door Ti and Giardinetta were deleted from most markets around this time. Belatedly in 1982 the four-door cars were replaced by five-door versions as by now, most of its competitors were producing a hatchback of this size, although some also produced a saloon alternative. The range was topped by the five-door Gold Cloverleaf, featuring the 94 hp engine from the Ti and enhanced interior trim. In 1983 an attempt to keep pace with the hot hatchback market, the final version of the Alfasud Ti received a tuned 1490 cc engine developing 105 PS Now named Quadrifoglio Verde (Green Cloverleaf) this model was also fitted with Michelin low profile TRX tyres on metric rims as well as an enhanced level of equipment. The five-door Alfasud saloons were replaced by the 33 models in 1983. The 33 was an evolution of the AlfaSud’s floorpan and running gear, including minor suspension changes and a change from four-wheel disc brakes to front disc and rear drum brakes to reduce costs. The three-door versions continued for a further year before being replaced by the unsuccessful Alfa Romeo Arna a joint venture between Alfa Romeo and Nissan.

There were a number of the coupe versions of the ‘Sud here, too. Known initially as the Alfasud Sprint. and later just as the plain Sprint, these were elegant cars, depressingly few of which have survived thanks among other reasons to the poor quality steel from which they were made. Prospective buyers had endured a much longer wait for a Coupe version of the AlfaSud than there had been for the larger Alfetta, the Alfasud Sprint being presented to the press in September 1976 in Baia Domizia and shown at the Turin Motor Show in November some five years after the launch of the saloon. Designed by Giorgetto Giugiaro like the AlfaSud, whose mechanicals it was based on, it had a lower, more angular design, featuring a hatchback, although there were no folding rear seats. The AlfaSud Sprint was assembled together with the AlfaSud in the Pomigliano d’Arco plant, located in southern Italy—hence the original “Sud” moniker. Under the Alfasud Sprint’s bonnet there was a new version of the AlfaSud’s 1186 cc four-cylinder boxer engine, stroked to displace 1,286 cc, fed by a twin-choke carburettor and developing 75 hp at 6,000 rpm. Mated to the flat-four was a five-speed, all-synchromesh gearbox. The interior was upholstered in dark brown Texalfa leatherette and tartan cloth. Options were limited to alloy wheels, a quartz clock and metallic paint. In May 1978 the AlfaSud Sprint underwent its first updates, both cosmetic and technical. Engine choice was enlarged to two boxers, shared with the renewed AlfaSud ti, a 78 hp 1.3 (1,350 cc) and a 84 hp 1.5 (1,490 cc); the earlier 1286 cc unit was not offered anymore, remaining exclusive to the AlfaSud. Outside many exterior details were changed from chrome to matte black stainless steel or plastic, such as the wing mirrors, window surrounds and C-pillar ornaments; the B-pillar also received a black finish, the side repeaters changed position and became square, and the front turn signals switched from white to amber lenses. In the cabin the seats had more pronounced bolsters and were upholstered in a new camel-coloured fabric. Just one year later, in June 1979, another engine update arrived and the AlfaSud Sprint became the AlfaSud Sprint Veloce. Thanks to double twin-choke carburettors (each choke feeding a single cylinder) and a higher compression ratio engine output increased to 85 hp and 94 hp, respectively for the 1.3 and 1.5. In February 1983 Alfa Romeo updated all of its sports cars; the Sprint received a major facelift. Thereafter the AlfaSud prefix and Veloce suffix were abandoned, and the car was known as Alfa Romeo Sprint; this also in view of the release of the Alfa Romeo 33, which a few months later replaced the AlfaSud family hatchback. The Sprint also received a platform upgrade, which was now the same as that of the Alfa Romeo 33; this entailed modified front suspension, brakes mounted in the wheels instead of inboard like on the AlfaSud, and drum brakes at the rear end. Three models made up the Sprint range: 1.3 and 1.5, with engines and performance unchanged from the AlfaSud Sprint Veloce, and the new 1.5 Quadrifoglio Verde—1.5 Cloverleaf in the UK. A multitude of changes were involved in the stylistic refresh; there were a new grille, headlamps, wing mirrors, window surrounds and C-pillar ornaments. Bumpers went from chrome to plastic, and large plastic protective strips were added to the body sides; both sported coloured piping, which was grey for 1.3 cars, red for the 1.5 and green for the 1.5 Quadrifoglio. At the rear new trapezoidal tail light assemblies were pieced together with the license plate holder by a black plastic fascia, topped by an Alfa Romeo badge—never present on the AlfaSud Sprint. In the cabin there were new seats with cloth seating surfaces and Texalfa backs, a new steering wheel and changes to elements of the dashboard and door panels. Sprint 1.3 and 1.5 came with steel wheels with black hubcaps from the AlfaSud ti. The newly introduced 1.5 Quadrifoglio Verde sport variant was shown at the March 1983 Geneva Motor Show. Its engine was the 1,490 cc boxer, revised to put out 104 hp at 6,000 rpm; front brake discs were vented and the gearing shorter. In addition to the green bumper piping, also specific to the Quadrifoglio were a green instead of chrome scudetto in the front grille, a rear spoiler and 8-hole grey painted alloy wheels with metric Michelin TRX 190/55 tyres. Inside a three-spoke leather-covered steering wheel, green carpets and sport seats in black cloth with green embroidery. In November 1987 the Sprint was updated for the last time; the 1.3 variant was carried over, while the 1.5 engine was phased out and the 1.5 QV was superseded by the 116 hp Sprint 1.7 Quadrifoglio Verde. The 1,286 cc engine was directly derived from the 33 1.7 Quadrifoglio Verde, and could propel the Sprint from 0 to 100 km/h in 9.3 seconds; to cope with the increased engine power, the 1.7 QV adopted vented brake discs upfront. the coloured piping and side plastic strips were deleted, and the Quadrifoglio had alloy wheels of a new design. A fuel injected and 3-way Catalytic converter-equipped 1.7 variant, with an engine again derived from a 33, was added later for sale in specific markets. There were a total of 116,552 Sprints produced during its lifespan, which lasted from 1976 to 1989. 15 of these formed the basis of the Australian-built Giocattolo sports car, which used a mid-mounted Holden 5.0 group A V8 engine. The Sprint had no direct predecessor or successor.

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.

Slotting into the range below the Alfetta was the 116 series Giulietta, and there was just one of these cars, a late model. This Giulietta was introduced in November 1977 and while it took its name from the original Giulietta of 1954 to 1965, it was a new design based on the Alfa Romeo Alfetta chassis (including its rear mounted transaxle). While it was a conventional three-box saloon/sedan body style, a defining point of difference was at the rear, where there was a short boot, and a small aerodynamic spoiler, integrated into the body. The Giulietta was only offered in saloon form, but there were several estate/station wagon conversions made. First out was Moretti, whose conversion appeared in the first half of 1978. At launch, two models were available: Giulietta 1.3, with an oversquare 95 PS 1357 cc engine, and Giulietta 1.6, with a 109 PS 1570 cc engine, both Alfa Romeo Twin Cam inline-fours fed by two twin-choke carburettors. In April 1979, just under two years later, Giulietta 1.8 with a 122 PS 1,779 cc engine was added, and in May of the following year the Giulietta Super with a 2-litre engine (1,962 cc, 130 PS appeared. In summer of 1981, the Giulietta received a minor facelift, externally and internally, while the engines remained the same. The car got plastic protection around the lower body, while interior modifications included a new steering wheel and new seats. The instrument panel and the centre armrest were also modified. The Autodelta-produced Giulietta 2.0 Turbo Autodelta (175 PS) was introduced at the 1982 Paris motor show. This special version had a turbocharged 1,962 cc engine. The production Giulietta Turbodelta version had 170 PS and a KKK turbocharger coupled with two double-barrel Weber carburettors. All turbo versions were black with red interior; only 361 were produced. In the same year, the Giulietta 2.0 Ti and turbodiesel (VM) 1995 cc version with 82 PS were also introduced, going on sale in early 1983. In 1982, Alfetta and Giulietta turbodiesels achieved seven world speed records over 5/10/25/50 thousand kilometres and 5/10/25 thousand miles at Nardò (Lecce). While one of the quickest diesels in its category at the time, the Giulietta was rather costly and suffered from a very forward weight distribution (56.9 per cent over the front wheels). In late 1983, the “84” Giulietta (Series 3) was presented, with minor differences in appearance, bumpers were redesigned and the dashboard was significantly re-designed, the instruments changed slightly and the rear seat in some versions changed its form. Mechanically it was basically the same, with minor modifications to the brake booster and inlet manifold on some versions. The largest market for the Giulietta was South Africa, where a very successful TV advertising campaign by Alfa Romeo produced good sales between 1981 and 1984. Central to this campaign was emphasis of the Giulietta’s new ‘aerodynamic’ line, which was carried over to the 75, and then the 33. The Giulietta was the ‘last hurrah’ for Alfa in South Africa before the appearance of the 164 and 156 models in the 1990s. In 1985, after around 380,000 Giuliettas had been built, it was replaced by the Alfa Romeo 75, which used much of the Alfetta/Giulietta underpinnings.

On its launch in 1979, the Alfa 6 was the flagship of the Alfa Romeo range. The four-door body was fairly conventional and used a similar style to the existing Alfa Romeo Alfetta, and in fact both vehicles share a great number of parts, including door panels; Design work on the 6 was done prior to the Alfa Romeo Alfetta, but the fuel crisis of 1973 delayed further development and led to the 6’s belated 1979 debut. The styling was not particularly aerodynamic but the drag coefficient was a somewhat respectable 0.41. Power came from an all-new 2.5 V6 engine which generated 158 PS at 5600 rpm using a total of six carburettors and a single, belt driven camshaft in each cylinder head. Power steering, power windows, central locking, electric wing mirrors and a 25% limited slip differential were standard, making the Alfa 6 competitively priced compared to similar saloons of that time where such equipment typically was a costly extra. The car was also designed to set new standards in safety; for example it featured a shock sensor in the boot which would cut off the fuel supply in the event of a crash. UK sales did not start until the autumn of 1980. In 1983, the car was revamped, with single rectangle headlights replacing the twin round units, new bumpers, a new grille and new trim around the rear lights. Minor interior changes were also carried out, whilst mechanically the engine’s troublesome six carburettors were replaced by Bosch L-Jetronic fuel injection, with the power remaining at 158 PS. This revamp also saw the introduction of two new engines, a 2.0 version of the existing V6 engine (which retained the carburettors and was specific for the Italian market, where engines larger than two litres were heavily taxed) and a 2.5 litre VM 5 cylinder turbodiesel. Sales petered out in 1985. The car was not a success even in its native Italy, with just 12.070 built in total.

Intended as a replacement for the Alfetta was the ill-fated Alfa 90, one example of which was displayed here. Designed by Bertone and introduced at the 1984 Turin Motor Show, the 90 was pitched between the Alfa Romeo Giulietta (nuova) and the Alfa Romeo Alfa 6, both of which were soon discontinued after the 90’s launch. The car used the Alfetta chassis (including its rear mounted transaxle) and took its engines from the larger Alfa 6. The bodywork was similar to both, albeit modernised. One notable feature of the 90’s design was small chin spoiler which extended above a certain speed to aid engine cooling. Its angular lines with integrated bumpers gave the car a neat look consistent with the period, however the aerodynamics suffered with a drag coefficient of Cd=0.37. The 90 was well equipped, including electric front windows and electrically adjustable seats as standard. The luxurious Gold Cloverleaf (Quadrifoglio Oro) model had electric rear windows, a trip computer, power steering, central locking, metallic paint and a digital instrument panel as standard. The 90 was revamped in 1986 with many minor changes throughout, the most obvious exterior change being a new grille with smaller horizontal slants. Total 56,428 cars were sold within 4 years. The 90 was made only as sedan but in 1985 Carrozzeria Marazzi developed an Alfa 90 Station Wagon prototype, only two cars were made. Although offered with a range of engines in other markets., the UK only received the 2.5 litre V6 model in Gild Cloverleaf guise

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.

In 1988 an Evoluzione version of the 75 Turbo was developed according to IMSA (International Motor Sports Association) specifications and went on to win two editions of the Giro Automobilistico d’Italia, in 1988 and 1989. In this configuration, the 75 delivered a power of 335 HP in 1988 and 400 HP the following year. It was also distinguished by a wide-track body and sophisticated aerodynamics, with a striking rear spoiler in carbon fibre. The Giro d’Italia was a one-of-a-kind competition that included speed trials on roads closed to traffic, rally trials and speed trials on race tracks. For both editions, Alfa Corse lined up three cars, which finished in the first three places of the ranking, leaving the opponents little more than crumbs.

A rare sighting these days is the Arna, a car that even now has few fans. The Alfa Romeo Arna (an acronym for “Alfa Romeo Nissan Autoveicoli”, meaning “Alfa Romeo[-]Nissan motor vehicles”, but also a female Italian name) (Type 920) is a hatchback produced by the Italian manufacturer Alfa Romeo Nissan Autoveicoli S.p.A. between 1983 and 1987. The company was founded on 9 October 1980, as a 50:50 joint venture between the Italian Alfa Romeo S.p.A. and the Japanese Nissan Motor Company. On 9 October 1980, Takashi Ishihara of Nissan and Alfa Romeo President Ettore Massacesi signed a memorandum in Tokyo for increased cooperation between their two firms, and revealed their intent to create a joint production venture called AR.N.A. S.p.A. (Alfa Romeo Nissan Autoveicoli). Italian Prime Minister Francesco Cossiga endorsed the deal, despite political and auto industry opposition, because he hoped to bolster the fortunes of the state owned manufacturer, which had a cult following but was losing money. The immediate priority of Alfa management, including Massacesi and managing director Corrado Innocenti was to field a competitor in the increasingly lucrative family hatchback market sector where the compact Volkswagen Golf and Lancia Delta were proving successful, and they hoped an alliance with Nissan would bring a competitive model to market quicker and more cheaply. During that period, European countries were engaging in protectionism to guard their domestic car industries, with France even banning the import of Japanese made vehicles. Working with Alfa Romeo, who controlled a respectable amount of European auto sales at the time was seen as a good hedge for Nissan and a chance to establish a foothold in the European market. For the joint venture, a new plant was constructed in Pratola Serra, near Naples. The body panels of the car were constructed in Japan by Nissan, then shipped to Italy for final assembly. Nissan and Alfa Romeo also engaged in a commercial cabover truck, called the Romeo and rebadged as the Nissan Trade for a short time. The product of the relationship was launched at the 1983 Frankfurt Motor Show; the car’s name was an acronym meaning Alfa Romeo Nissan Autoveicoli. The Arna was largely based on the N12 series Nissan Pulsar / Nissan Cherry but featured Alfa Romeo engines carried over from the Alfasud, as well as an Alfa transmission, steering, front brakes and front suspension. It did however use an independent rear suspension and rear brakes from Nissan. The Arna was also briefly marketed as the Nissan Cherry Europe in the United Kingdom and Spain. Italian built cars badged as Nissan Cherry Europe can be readily identified by their rear lighting clusters, which match those of the Arna rather than the Japanese built Cherry. Although no variants of the Italian built Arna were ever sold in Japan, a domestic version of the N12 Nissan Pulsar, labelled the Nissan Pulsar Milano X1, made use of the Alfa Romeo connection in its publicity and was fitted with the same black and green interior as the Arna Ti or Cherry Europe GTi. The model was entirely N12 based, though, and featured the usual transversely mounted Nissan E engine. While British Leyland and Honda had a limited partnership in the United Kingdom at that time, the Nissan and Alfa Romeo alliance was the first of its kind between a European and Japanese automaker with joint investment into manufacturing and development. It was feared by the European Economic Community and ironically, Alfa’s future parent Fiat, that the success of this partnership would be a Trojan horse for Japanese automakers to unfairly compete in Europe and decimate the European automotive manufacturing industry. However, such fears were quickly allayed upon the Arna’s release when it became obvious that the Arna exhibited the worst qualities of each of its parents. The Arna featured tempestuous mechanicals, rust prone bodywork and indifferent build quality courtesy of Alfa Romeo, married to a Nissan body of questionable build and frumpy, box like styling, with insipid handling common to Japanese cars of the time. This mismatch of technical strengths served to kill the sales of the Arna very rapidly. As the car gained a reputation for poor build quality and questionable reliability, sales of the Nissan badged Cherry Europe sister car also nosedived, as loyal Nissan customers shunned it in favour of the “genuine” Japanese built Cherry instead. By 1986, Alfa Romeo’s parent company, the Italian government owned Istituto per la Ricostruzione Industriale was suffering from heavy losses, and IRI president Romano Prodi put Alfa Romeo up for sale, with Fiat ultimately emerging as the new owner of Alfa. Fiat’s first decision was to cease Arna production owing to its poor reputation and poor sales, and to terminate the unsuccessful Alfa Romeo Nissan alliance. Production ceased in 1987, with Fiat intending to strengthen the competitiveness of the Alfa Romeo 33 as Alfa’s entry in that segment. By this time, Nissan had set up a European operation of its own at Nissan Motor Manufacturing UK in Sunderland, which became hugely successful. The Arna was initially sold as a three-door L and a five-door SL, and was fitted with the Alfasud 1.2 boxer engine (63 PS). In 1984, a three-door TI version, with an 86 PS 1.3 litre boxer four engine, was introduced, which was capable of reaching a top speed of 170 km/h (106 mph). In November 1984 came a more powerful 1.2 engine in the same trim configurations with 68 PS, while there were no external differences there were light alterations to the interior. Later, there were also some TI trim cars built with 1.5 litre engines, sold also as the Nissan Cherry Europe GTI. The more powerful 1.5 TI/Cherry GTI had a top speed of 175 km/h (109 mph). The TI version was discontinued halfway through 1986.

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.

ARMSTRONG SIDDELEY

The Armstrong Siddeley Hurricane is a two-door, four seat drophead coupé automobile produced by the British company of Armstrong Siddeley from 1946 to 1953. It was based on the Armstrong Siddeley Lancaster saloon. The chassis featured independent front suspension using torsion bars and a live rear axle with leaf springs. A Girling hydro-mechanical braking system was fitted, with the front drums hydraulically operated while those at the rear used rod and cable. Early models of the Hurricane were fitted with a 70 bhp 1991 cc six cylinder, overhead valve engine, carried over from the pre-war 16 hp model but from 1949 this was enlarged to a 75 bhp 2309 cc by increasing the cylinder bore from 65 to 70 mm. There was a choice of four speed synchromesh or pre-selector gearbox. The four seat, two door body was made of steel and aluminium panel fitted over a wood and aluminium frame. The doors were rear hinged, an arrangement that got the name of suicide doors. Changes during the model life were minimal: however, the bonnet line was slightly lowered for 1948 when the car also acquired stoneguards on the leading edges of its rear wings. At launch, the car cost £1151 on the UK market. A total of 2600 were made.

ASTON MARTIN

The Aston Martin DB4 GT Zagato was introduced in October 1960 at the London Motor Show. It was effectively a DB4 GT, lightened and improved by the Zagato factory in Italy, by Ercole Spada. Initially, the factory planned to produce 25 cars, but demand was not as strong as expected and production was reduced to 20. Although the specification of the engine was changed and upgraded throughout their racing history, the Aston Martin DB4 GT Zagato predominantly featured a 3.7-litre aluminium twin-spark straight 6-cylinder engine with a 9.7:1 compression ratio, higher than the DB4 GT engine. The engine produced 314 bhp, and had a 0 to 60 mph acceleration of just 6.1 seconds and a top speed of approximately 154 mph (246 km/h). Ercole Spada at Zagato transformed the DB4 GT into a smaller, more aerodynamic, super-lightweight car. Many steel components were replaced with the more lightweight and heat-resistant aluminium components. All non-essential elements disappeared, such as the bumpers. With the help of Perspex and aluminium components, more than 100 pounds (45 kg) was shed from the DB4 GT. The popularity of the original DB4 GT Zagato resulted in two subsequent waves of cars based on DB4s being rendered into “Zagatos” through the cooperation of Aston Martin and the Zagato works in Italy. They are known as “Sanction II” and “Sanction III” cars. Also, an unauthorised but lucrative private industry of modifying original DB4 GTs into “Zagato” replicas has arisen as well to meet market demand for high-quality Zagato recreations. This is the first of the most recent batch of continuation cars that are being produced.

AUDI and AUTO UNION

This is an Auto Union 1000, a far cry from the Audi models of today which are its contemporary successors. The Auto Union 1000 was sold between 1958 and 1965 and was the first (and in many markets the last) model branded as an Auto Union by the manufacturer since the 1930s: it replaced the paradoxically named DKW 3=6, although the latter continued in production, reassuringly now branded as the DKW 900, for another year. The two cars were broadly similar, but the new car had its two-stroke engine enlarged to 981 cc yielding a 10% – 37% (according to model) power increase. Apart from the enlarged engine, which now provided in the base model 44 bhp, the 1000 featured the old four ring Auto Union badge across the air grille along with the ‘Auto Union’ name above it, in place of the ‘DKW’ badge that had adorned the nose of the earlier model. In addition to the two- and four-door saloons, there was a ‘pillarless’ coupé which shared the profile of the saloons apart from the absence of any fixed B pillar. A three-door estate version was also offered, branded as the ‘Universal’, between 1959 and 1962. For the new decade, the saloon was renamed Auto Union 1000S and received, in August 1959, an eye catching wrap around windscreen. Neither the windscreen nor the name changes entirely concealed the fact that at a time when competitor designs employed the modern ponton, three box form, this Auto Union’s body along with most of its technical features descended directly from that of the Zwickau developed DKW F9 prototype of 1938. Fortunately in 1938 the front-wheel-drive DKW design had been an innovative one.

The Audi Coupé (B2, Typ 81/85) was produced from 1980 to 1988, as a less expensive version of its turbocharged, permanent four-wheel drive Audi Quattro without turbocharger(s) or four wheel drive. Later, quattro was added as an option (Typ 85). Typ 81 was the internal model code for front-wheel drive Audi Coupés. The Coupé, first displayed at the Paris Salon 1980, featured a similar body shape to the Quattro, but without the knife-edged fender flares of the more expensive car. Mechanically, the biggest changes from the Quattro to the Coupé were the use of a naturally aspirated 1.9-litre carburettor petrol engine, 2.0-litre, 2.1-, 2.2-, or 2.3-litre fuel injected inline five-cylinder engine and a front-wheel drive drivetrain. Some lesser Coupés were also fitted with a 1.8-litre inline four-cylinder engine, injected or carburetted, and for the very first year of production a 1.6-litre “YN” 75 PS engine was available. The short-lived 1.6 was the only Coupé not to be fitted with a black rear spoiler. The Coupé was available as just plain “Coupé” or GL (four-cylinders only), “Coupé GT”, and “Coupé quattro” (without the GT tag). From 1986 until the end of production in late 1988, the Coupé GT was also available with the 110–112 PS 1.8-litre PV/DZ inline-four best known from the Golf GTi. For the last model year, the new 2,309 cc “NG” five cylinder was available, offering 136 PS at 5,600 rpm. This engine became available during 1987 for the last of the Audi Coupés sold in the US, where it produced 130 hp at 5,700 rpm as opposed to the 110 hp at 5,500 rpm available from the 2.2-litre five which had been used since the facelift for model year 1985. The Coupé had originally gone on sale in the US late in model year 1981 with the 100 hp 2,144 cc five-cylinder also used in the 5000 (Audi 100). The updated Coupé, introduced after the German industrial holidays in the autumn of 1984, was given new, slightly sloped radiator grille and headlights, a large wrap-around bumper with integrated spotlights and turn signals, plastic sill covers, and the large rear spoiler from the Audi Quattro. These changes brought the drag coefficient down to 0.36. A new dashboard was also introduced, as was a new interior. GL and standard versions were cancelled for model year 1987 and all FWD Coupés were from then referred to as “Coupé GT”. For the 1986 model year, the Coupés (as with all Audis) were available with more catalysed engine options. Also, the entire B2 range (Audi 80/90/Coupé) received stainless steel exhausts (for European markets at least). Also in September 1984, Audi made available the option of the quattro permanent four-wheel drive system to produce the Audi Coupé quattro, a model which was rarer than the turbocharged Quattro model. While most common with the 2.2-litre engine (also 2.3 for the last year, introduced 1987 for the US), in some markets the 1.8-litre four-cylinder models (90 and 112 PS engines) were also available with four-wheel drive. The Coupé and Coupé quattro models appear almost identical from the outside except for a few minor “quattro” specifics. While the GT had “COUPE GT” on the rear side windows, the CQ had the “quattro” decal as used on the Ur-Quattro. Similarly at the rear, the badging was “GT” and “quattro” respectively. The quattro versions also used the Ur-Quattro rear windscreen with “quattro” written into the heater elements (very obviously so on a cold and frosty morning), and the front grille was also adorned with the “quattro” badge from the Ur-Q. Inside, the cabin was identical except that the centre console received a differential lock switch, and LED bargraph displays in place of the GT’s three analogue-style gauges. Some Coupé quattros were distinguished by a body-coloured rear spoiler. Mechanically, the Coupé quattro depended on a combination of components from the GT and the Audi 80 quattro. The quattro permanent four-wheel drive drivetrain was almost identical to that used on the Ur-Quattro – the main differences being the use of the Coupé GT front struts, smaller 256 mm (10 in) diameter front brake disks, and lower ratios in the gearbox and rear differential. The damper and spring rates were also different from the Ur-Q. It was thus largely identical to the Audi 90 quattro and the North American Audi 4000 quattro. Wheels were 6.0Jx14″, with steel or aluminium alloy rims dependent on the market. 7.0Jx15″ Ronals, almost identical to the Ur-Quattro wheels, were also available. The CQ/90Q/4000Q also received their own exhaust manifold and downpipe. From September 1980 to September 1987, 174,687 Typ 81 Coupés were built. Quattro production ran from late 1984 to 1988, and was in the total region of 8,000 cars. The car seen here is an early pre-facelift model.

AUTOBIANCHI

A somewhat forgotten marque these days, it was nice to see a number of examples of the Autobianchi here, with two Club stands – one for the Bianchina, and one for the marque, which had an example of each of the different models produced by the firm. 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.

The Stellina was a small spider, a rear-engined cabrio, built for only two years, 1964 and 1965. It was based on the mechanicals of the chassis Fiat 600D, but had a unique unibody structure, with the outside panels made of fibreglass reinforced plastics, based on a steel frame. It was the first Italian car with a fibreglass body, and one of the first in the world. Powered by Fiat 600D’s rear-mounted, water-cooled 767 cc straight-4 engine, delivering 29 hp, the Stellina had drum brakes on all four wheels. With sleek styling penned by Luigi Rapi, the Stellina was first presented as a prototype at the 1963 Turin Motor Show, and went on sale a year later with a price tag of almost a million lira. Only 502 Stellinas were made until production ceased in 1965, when Fiat launched a, slightly larger, similar Fiat 850 Spider.

There was one example of the Primula here. Manufactured between 1964 and 1970, the Primula was Fiat’s first model with rack and pinion steering and is widely known for its innovative Dante Giacosa-designed front-wheel drive, transverse engine layout — that would be later popularised by the Fiat 128 to ultimately become an industry-standard front drive layout. The Primula was originally available with two or four doors, with or without a rear hatchback, referred to in Italian as “berlina”. Beginning in 1965, Autobianchi offered a coupé model, a more spacious 2-door fastback designed by Carrozzeria Touring. Prior to the Primula, all Fiat Group passenger cars were rear-wheel drive; the larger models followed the classic front engine powering the rear axle, and small cars were rear-engined. Meanwhile, a practical concept emerged, namely the front-wheel drive layout with the engine mounted transversely, which allowed for very efficient space utilisation. This arrangement had been popularised by the British Motor Corporation’s Mini, launched in 1959. That car had its transmission integrated into the engine’s oil sump, producing a very compact drivetrain for use on a small car. However the Mini had significant transmission problems early in its production run and the arrangement had poor refinement, high noise levels and was awkward to service. The early issues were resolved and the concept spread to larger BMC products, notably the 1100/1300 series built in Italy by Innocenti. These larger models did not require the transmission-in-sump arrangement for the purposes of space utilisation (as on the Mini) but retained it for design and parts commonality. Fiat’s chief designer, Dante Giacosa, recognised the potential of the concept and sought ways to improve on it – namely by removing the transmission from the sump. This would produce a larger overall powertrain unit but this was not essential in the type of cars Giacosa proposed. In return such cars would be easier to service and repair and benefit from greater refinement and lower noise levels. Fiat was cautiously accepting of Giacosa’s proposal and decided to experiment without risking damage to the image of its popular Fiat-branded cars. Thus the Autobianchi Primula emerged—a car marketed under a less crucial nameplate, for which it was an entry into a whole new class of vehicles. The key to Giacosa’s design was a compact concentric clutch release mechanism using a hydraulic piston mounted inside a hollow gearbox input shaft, thus doing away with the traditional external clutch lever and release arm and the internal clutch thrust bearing. This allowed the powertrain to be short enough to fit across the Primula’s engine bay while allowing for the required steering angles and the determined overall width. With the transmission mounted end-on to the engine and the final drive therefore offset from the car’s centre line, the Primula had unequal-length driveshafts. Initially, the Primula was fitted with the 1221 cc engine from the Fiat 1100 D (for the coupé it was uprated to 65 hp, but in 1968 it was replaced with Fiat 124 engines—the berlinas received the 1197 cc 60 hp engine from the standard versions, while the coupé was fitted with the more powerful 1438 cc 70 hp unit. All engines used in the Primula had overhead valves (OHV)—the later twin cam derivative of the 1438 cc unit was not used in any Autobianchi (Fiat did use it later in the Lancia Beta- the issue at the time in a transverse installation of a twin-cam head being the arrangement of the exhaust manifold of the necessarily cross-flow head). Unlike contemporaneous BMC and Peugeot models, which had the transmission in the oil sump, the Primula had its manual transmission placed end-on, above the differential. The Primula also featured disc brakes on all four wheels, uncommon in small cars of the time. The Primula’s particular configuration of front wheel drive and transverse engine, but with a gearbox on the end of the engine, ingenious Fiat-designed clutch release mechanism and unequal length drive shafts, rather than a gearbox in the sump like the Mini, has become universal among front-wheel-drive cars. Suspension was a single wishbone and upper transverse leaf spring in the front and a “dead” rear axle. The Primula is thus a car design of far greater significance than is often realised, as its design influence spread, far beyond even the mainstream high volume Fiats such as the 128 and the 127 of the late 1960s which used its driveline layout combined with MacPherson struts; to every front wheel drive transverse engined car in production today. Production reached approximately 75,000 before ending in 1970.

Perhaps the least known Autobianchi, and certainly one of the rarest now is the A111. This 4-door saloon family car is the largest Autobianchi ever made. It was conceived as a replacement for the Primula, and followed the configuration of that car, which meant front wheel drive and a transverse engine. However, for this car, the managing director of Autobianchi, Enrico Ghiretti, desired a new three-box saloon. According to Giacosa’s memoirs, Ghiretti feared competition from the upcoming front-wheel drive Fiat 128 small family car (at the time still known as project X1/1) and was a proponent of conservative three-box styling, as opposed to than the Primula’s current 2-box hatchback or fastback bodies. The project was authorised by Fiat management, but since Fiat’s style centre was already overworked, the decision was taken to use a design for the dismissed project that would have been the Fiat 123, a replacement for the Fiat 1100 The chosen design was the most recent proposal for the transverse-engined front-wheel drive 123 E4; it was updated, chiefly in the front end to incorporate new rectangular headlamp lenses, and approved by Ghiretti for production. Therefore, on the outside the A111’s lines unsurprisingly recalled several Fiat designs, especially the 124 and 128. Christened A111, the new car—albeit larger in size—was based on the Primula’s platform and mechanicals, and used the 1.4-litre drivetrain of the most powerful Primula, the Coupé S of 1968. Size-wise, the A111 slotted between Fiat’s 128 and 124 sedans, being also significantly bigger than the previously biggest Autobianchi, the said Primula. The Autobianchi A111 was introduced in April 1969, and deliveries began in May. The interior, seating four or five, was rather well-appointed, with a genuine wood fascia on the dashboard, individual sliding and reclining front seats, fully carpeted floor, and cloth, cloth-and-leatherette or full leatherette upholstery. Autobianchi advertised a top speed of 155 km/h (96 mph). A lightly revised A111 was introduced at the 52nd Turin Motor Show in October/November 1970. A distinguishing feature of these “series 2” cars were double-stacked tail lamps, of the same design seen on the original A111. New bumpers gained rubbing strips but dispensed with the over-riders (bringing overall length to less than four metres), there was new model badging on the tail, and the interior was partly redesigned, including a new centre console and a shorter gear lever. As the 1970s progressed, Fiat introduced an increasing number of FWD cars under its own brand, and thus the Autobianchis became redundant. The last A111 left the production line in 1972, making the total number produced 56,984. The A111 remained without a direct replacement within the Autobianchi range, and thus the brand was reduced to a single model—the A112 upmarket supermini and its successor the Y10, the last car to bear the Autobianchi badge.

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.

AUTOMIRAGE

Amazingly, there were two examples of the 1979 Pick-Wick here. Initially, the company focused on building buggies . In 1974 the Pick Wick based on the Fiat 126 was presented. It was also sold under the name Amigo. In 1976, the manufacturer expanded its range to include the Mirage 3, a three-wheeled vehicle with a length of 2150 mm, two seats and a 49 cc engine with 4 hp from Morini Franco. Finally, in 1981, this was replaced by two other models, the three-wheeled SR 3 and the SR 4 with four wheels. In 1985 production was stopped.

BALDI

Called the Baldi frog, this fiberglass-bodied, Fiat 500-based microcar was built in San Remo, Italy by Carrozziere (Coachbuilder) G.A.M.C. Baldi. Baldi produced several different Fiat and Renault-based models, but the Frog was by far the most popular. First shown at the 1973 Paris Salon, Baldi’s intent was to produce a practical car with the smallest possible size, as a solution to urban traffic congestion. Being only 85 inches (215cm) long, it is a whole 4 inches (10cm) shorter than a Smart car, and 20 inches shorter than the Fiat 500 upon which it is based. Three engines were offered, ranging from 125cc to 595cc. It is a strict two-seater. Built for only two years, the Frog went out of production after only 300 were produced.

BENTLEY

This is Bentley’s Centenary year and there have been many special displays to mark this achievement. The factory had a stand here and displayed two cars: the latest Continental GTC and an elegant S2 model from the 1950s.

On the Zagato stand was this striking GTZ Milano. The Continental GT was the first new car Bentley produced under the ownership of Volkswagen, and it marked the beginning of a new era for the cars from Crewe. It was introduced to the public at the 2003 Geneva Motor Show and subsequently shown at exclusive events, such as the Goodwood Festival of Speed, later that year. The Continental GT was intended to lure new customers to the brand, as it carried all the pomp and circumstance of the company’s more traditional offerings but at a slightly lower price point. The car attracted lots of attention when it was first shown and even more attention in Bentley showrooms around the globe in the following months. Customers quickly added themselves to the car’s waiting list in anticipation. It was an enormous financial success for the new company, and it proved to be an excellent platform to bring Bentley into the 21st century, as it attracted new customers for the marque whilst simultaneously pleasing the more old-fashioned “Bentley boys”. Five years later, Bentley returned to Geneva to launch a very special coachbuilt creation: the Continental GTZ. The Continental GTZ was the first collaboration between Bentley and the equally storied coachbuilder Zagato. It is said to be the result of a discussion between Dr Andrea Zagato and Dr Franz-Josef Paefgen, the former CEO of Bentley, where the two decided to create a car that hinted at Bentley’s rich history of coachbuilt creations but simultaneously offered a new, unique, and forward-thinking design. Whilst the Continental GT was already considered to be a very luxurious vehicle for upper echelons of high society, the Continental GTZ was intended to be more special in every way and a true classic for future generations of enthusiasts. The automobile that resulted is nothing short of extraordinary, as it combines quintessential design elements from both Bentley and Zagato. Even though it shares the same basic shape and proportions of the Continental GT, all of the bodywork is unique to the GTZ, and the only components on the exterior that are carried over from the donor Bentley are its signature quad-headlights. The elongated front grille, along with Zagato’s trademark double-bubble roof, gives the car a much more masculine and bespoke appearance than the standard Continental GT. Inside, only minor styling changes were made to Bentley’s already wonderfully designed and luxurious interior, such as a Zagato “Z” motif embroidered on the seats, whilst the rest of the interior remains awash in exquisite leather, veneer, and aluminium. Initially just 9 were built but a few further cars are believed to have been converted – at great cost – to the Zagato spec.

BERTONE

Making another appearance here was this unusual vehicle, the 1975 Fiat Alto Monovolume. Reliable production figures are hard to come by, but Bertone purportedly intended to build a handful of these vans in order to shuttle VIPs around the Fiat empire’s numerous and sprawling factory complexes. It seats six in an extremely airy cabin with huge panes of glass on all sides (as well as the roof), chocolate brown leather upholstery and dual air conditioning, while a rear-mounted Fiat 850 engine propels the vehicle at what I’d assume is a leisurely pace–accordingly. The van sports a simple, slab-sided body resembling a monorail car of the era. Features include three doors on each side, a tall greenhouse with expansive windscreens front and rear, and a glass-panelled roof for maximum visibility. Detailing is deceptively sophisticated and build quality looks quite good. While considerably larger than a 600 Multipla, the Monovolume carries an equal number of passengers (6), and the engine is mounted low behind the last row of seats.

BIZZARRINI

This 1967 Bizzarrini GT Strada 5300 is an example of the sports car produced by Bizzarrini from 1964 to 1968. Sold as an exceptionally low slung 2-seat coupe, roadster, and track-tuned “Corsa” racer, it proved to be Bizzarrini’s most successful model. Designed by ex-Ferrari chief engineer Giotto Bizzarrini in 1963, the Strada was launched by his company in 1964. It was similar in concept to the Iso Grifo, also designed by Bizzarrini, and even used the Grifo name while in the planning stage, as well as the welded unibody platform of the Iso Rivolta 300. The Strada – which adopted a Front mid-engine, rear-wheel-drive layout – was powered by a 327 Chevrolet small-block engine displacing 5,358 cc and rated at 365 hp to 385 Nm (284 lb⋅ft) of torque in the road legal version and 400 hp in the Corsa. The car could accelerate 0–100 km/h (62 mph) in less than 7 seconds, and attained a top speed of 280 km/h (174 mph). In later models, the 5,358 cc engine was replaced by a larger 7,000 cc unit, fitted with a Holley carburettor. Dunlop four-wheel disc brakes, a BorgWarner T-10 four-speed manual transmission, de Dion tube rear suspension, and limited slip differential were also used. The Giorgetto Giugiaro influenced Bertone styled aluminium body, was striking in its day and still regarded in the 21st century as “gorgeous” and an “absolute masterpiece”. Three spyder versions were also built, including a prototype which was a full convertible and two production versions which featured removable T-tops. In 1965, a Bizzarrini Grifo won its class at Le Mans and finished ninth overall. A total of 133 examples were produced from 1964 through 1968.

BMW

Recognising the need to go upmarket a bit, BMW produced the 700, a small rear-engined car which was offered in various models from August 1959 to November 1965. It was the first BMW automobile with a monocoque structure. The 700 was a sales success at a time when BMW was close to financial ruin. The 700 was also successful in its class in motorsport, both in its stock form and as the basis of a racing special called the 700RS. Wolfgang Denzel, the distributor of BMW cars in Austria, commissioned Giovanni Michelotti to prepare concept sketches based on a lengthened BMW 600 chassis.In January 1958, Denzel was awarded a development contract for the 700. Denzel presented a prototype to BMW’s management in July 1958. The concept, a two-door coupé with a slanted roof, was generally well received, but objections were raised about the limited passenger space. BMW decided to produce two versions, the coupe, and a two-door sedan with a taller, longer roof. The engineer responsible for the chassis and suspension was Willy Black, who had designed and engineered the 600. The drivetrain and suspension were similar to those of the 600, with a rear-mounted flat-twin engine powering the rear wheels, leading arm suspension at the front, and semi trailing arm suspension at the rear. The 700 used a steel monocoque structure, and was the first BMW automobile to do so. The engine was an enlarged version of that used in the R67 motorcycle and the 600. With a bore of 78 mm and 73 mm of stroke, the engine displaced 697 cc. The engine originally used a single Solex 34PCI carburetor and had a compression ratio of 7.5:1, resulting in a power output of 30 bhp. The coupe and saloon versions of the 700 were shown at the 1959 Frankfurt Motor Show. After the show, BMW received 25,000 orders for 700s. Production of the BMW 700 Coupe began in August 1959, with the saloon version following in December. The large number of orders was welcome news for BMW, which was in a financial crisis. In December 1959, shareholders blocked a proposal by BMW’s supervisory board to merge BMW into Daimler-Benz. The subsequent heavy investment in BMW by Herbert Quandt has been attributed in part to the success of the 700. By April 1960, production of the 700 was at 155 cars per day. The first variant of the 700 to appear after the original coupé and saloon was the 700 Sport in August 1960. Available only as a coupé, the Sport used an uprated engine with a pair of Solex carburettors and a 9.0:1 compression ratio. This brought the power output to 40 PS. The Sport also had a rear anti-roll bar. A ribbed oil pan was used to reduce the oil temperature of the more powerful engine. The 700 Sport was renamed the 700 CS in 1963. The 700 Cabriolet was introduced shortly after the 700 Sport, and was available only with the Sport’s 40 bhp. The convertible body was made by Karosserie Baur of Stuttgart. 2,592 convertibles were built. A Saxomat semi-automatic transmission was offered as an option on 700s from September 1960. The 700 Luxus (deluxe) replaced the original saloon in 1962. A longer wheelbase variant, the LS, was also added, extending the wheelbase by 16 centimetres (6.3 in). In February 1963, the size of the inlet valves in the 700’s base engine was increased. This increased power to 32 PS. The final development of the 700 was the 700 LS Coupé of 1964. This was a long-wheelbase coupé with the Sport engine. 1,730 LS Coupés were built. Production of the BMW 700 ended in November 1965 and 188,211 BMW 700s had been built. By that time, the successful New Class cars had established themselves in the marketplace. High demand for these larger cars with larger profit margins led BMW to stop making economy 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.

It was good to see an example here of the E3 generation, BMW’s top of the line saloons made from 1968 to 1977. The first cars had the choice of 2500 or 2800 in-line six cylinder engines and were closely related to the E9 Coupe models which you see more frequently these days. More power was added, as the engines got larger, with the 3 litre available in carburettor and fuel injected format and the top of the range had a 3.3 litre injected engine and was available with a longer wheelbase. Expensive when new compared to rivals such as the top of the range Ford Granada or the Jaguar XJ6, they are a rare sighting these days.

The E12 was the first generation of BMW 5 Series mid-size luxury sedans, which was produced from June 1972 to 1981, as a replacement for the “New Class” saloons. The lead designer for the E12 was Paul Bracq. At the 1970 Geneva Motor Show, BMW had unveiled the 2200ti Gamish concept car, a 2-door sedan which was developed in conjunction with Bertone. Although the 2200ii Gamish concept car was shown as a potential replacement for the New Class sedans, the eventual E12 production model is visually very different to the concept car. At launch, the car was offered with a choice of 2 litre carburettor and injected engines, the 520 and 520i. Over the following years, BMW expanded the range, with the first addition being the more powerful 6 cylinder 525 in 1974, and then the cheaper 518 and more potent 528 joined the following year. In 1977, the M10 four cylinder unit in the 520 models was replaced by the M20 six cylinder unit. (which was initially named “M60”, but renamed to M20 in mid-1981), and this model is often referred to as the 520/6. A minor facelift came in at this time, too and the 525 and 528’s dual Zenith carburettors were replaced with a single Solex 4A1 DVG four-barrel. The 528 was produced until September 1977, replaced by the fuel-injected 528i, which began production in July 1978. More potent 530 and the M535i were added to the range in 1979. There was no M5 model for the E12, however the E12 M535i is considered to be the predecessor to the M5. The E12 was replaced by the similar looking E28 in 1981, although E12 production continued until 1984 in South Africa. The production total for the E12 is 699,094 units, including 23,100 produced in South Africa, fewer than any subsequent 5 series generation.

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.

The M4 Champion Edition was launched in 2016. to celebrate Marco Wittmann’s triumph in the German touring car series. Available only in Alpine White and built to mimic BMW’s DTM racing cars, the M4 DTM Champion Edition is based on the M4 GTS, which means it has 493bhp and 442lb ft, and can sprint from 0-62mph in 3.8sec. Top speed is limited to 190mph. The M4 DTM Champion Edition comes adorned with various aerodynamic carbonfibre elements including the front splitter, strakes ahead of the front wheel arches and wing mirror caps, as well as the side skirts, rear diffuser and sizeable fixed rear wing. Lightweight components are the order of the day, with the bonnet, roof, instrument panel support and rear diffuser all made from carbonfibre reinforced plastic. The exhaust is tipped with two pairs of tailpipes made from titanium. The M4 DTM Champion Edition has matte Orbit Grey alloy wheels. The front rims are 19in and the rears are 20in, with Michelin Pilot Sport Cup 2 tyres. Behind the wheels are M carbon-ceramic brakes and adjustable three-way coilover suspension, which lets the driving tailor rebound and damping. Inside, the car is a strict two-seater, with a white rollover bar replacing the rear seats. In the front are two M Carbon bucket seats lined with Alcantara and leather. Alcantara abounds in the cabin, lining almost every surface including the M Sports steering wheel, which features a grey motorsport-style marker at the top centre. Despite the motorsport theme, BMW has opted to keep plenty of comfort equipment in the new car, including the Professional Navigation system, air-con, adaptive LED headlights and OLED tail-lights, as well as front and rear parking sensors. 200 were built. When new the car listed for £131,500 in the UK.

BRASIER

BUGATTI

The Bugatti Type 55 is a sports car produced by from 1932-1935. It is a road-going version of the Type 51 Grand Prix car. The Type 55 was introduced at the 1931 Paris Motor Show. 38 cars were produced in total.

The first “official” new Bugatti to produced in recent times was the EB110, of course. Believe it or not, this car owes its origins, at least in part, to Ferruccio Lamborghini. By the mid 1980s, he was no longer involved with the marque which bears his name, but he remained interest in the world of cars, even though he was now making his money as a vintner. He still harboured a dream of once again making cars, and he managed to get introduced to Romano Artiolo, who a the time was one of Ferrari’s most successful European distributors across Germany and Italy, and who owned a number of classic Bugattis. A discussion between the two men at the 1986 about trying to revive the marque led to a scheme with the EB110 at its heart, though Lamborghini soon lost interest in the venture and his part in the Bugatti revival are largely forgotten these days. As plans were made, an array of other stars from the industry came and went. Paolo Stanzani, former Technical Director at Lamborghini did not last long as he did not get on with Artioli and his place was taken by Nicola Materazzi, who had been the project leader on the Lancia Stratos and was heavily involved with the Ferrari Testarossa, 288 GTO and F40. Marcello Gandini, by then a freelancer, was engaged to style the car. No expense was spared, with a purpose-designed state of the art factory being constructed in Campogalliano on the outskirts of Modena. The specification was equally ambitious, with early prototypes with aluminium monocoques being deemed not sufficiently rigid, so aeronautics company Aerospatiale was engaged to develop and produce the carbon fibre tub. The engine was a 3.5 litre all-alloy 60 valve V12, with four small superchargers, which meant that in the SuperSport version, there was 603bhp available. A six speed manual gearbox transmitted all those horses to all four wheels. There was a fairly conventional double wishbone suspension with twin spring/damper units, Brembo brakes and tyres specially developed by Michelin, which all helped the car to establish a production car top speed record of 212.5 mph. Artioli wanted to make ownership painless (relatively) with a three year warranty and service deal. The car was unveiled at the Place de la Defence in Paris in September 1991, on the occasion of Ettore Bugatti’s 110th birthday. Everything looked rosy. but then the world’s economies then stagnated. Artioli’s Suzuki franchise collapsed, though somehow he still had the money to buy up Lotus, but money became tight. The proposed EB112 saloon was quietly shelved, and the EB110 struggled to find buyers. It never got close to the projected 300 units per year. First deliveries were made in December 1992 and when the last car was made in September 1995, just 102 cars had been made. 102 of them were GTs and 38 Supersports. The EB110 was not a bad car, but what really sealed its fate was the McLaren F1, which is just about every respect was simply a better one. That was true back in 1994 and if you look at values of the two cars now, it is clear that the market sees it that way now. On the rare occasions that F1s come up for sale, you are going to have to pay sums in excess of £5 million, which would buy you 10 of the EB110s.

CG

Not a well known name these days, CG is short for Chappe et Gessalin, itself the short-form of the name of French coachbuilder “Carrosserie Chappe Frères et Gessalin”. The company built automobile bodies and did contract assembly for other automobile manufacturers. It was also the parent of Automobiles CG, a French automobile maker founded in 1966 which built and sold complete cars under its own name. The CG 1000 Spyder was unveiled at the 1966 Salon de l’Auto in Paris. The compact convertible had a fibreglass body mounted on a steel chassis with a deep “U” centre backbone and tube-and-sheetmetal outriggers. The chassis was designed by CG. Power came from a 944 cc inline 4-cylinder Simca Poissy engine. This motor had a cross-flow aluminium cylinder head and a cast-iron block with 5 main bearings. It was mounted in the rear of the car, canted over at 15 degrees from vertical and drove the wheels through a 4-speed transaxle that used Porsche-style synchronizers. The radiator was mounted at the rear beside the engine. Steering was worm-and-roller by Gemmer. Front suspension was by a lower transverse leaf spring and upper A-arms while at the rear were swing-axles with semi-trailing arms and coil springs. Brakes were disks on all four wheels, courtesy of the Simca 1000 Bertone coupé. The car, weighting 640 kg, was attractive and displayed a very high quality of finish. Less well received was the vague steering and the meagre power from the stock engine. The price of the Spider was 16,990 francs. One year after the release of the 1000 Spider a new, lower-price model debuted; the 1000 Sport. The price for this model was down to 14,990 francs. While the engine was the same 944 cc unit, it had been modified by engine tuner Michel Tapie from Rodez and power had been boosted by 50 percent to 79 bhp. To bring the price down from that of the 1000 Spider, the roll-up glass windows were replaced by plastic sliders, the bumpers and hubcaps were removed, the dashboard was painted rather than covered and the seats were simple fibreglass tubs, changes which also brought the weight down to 600 kg. The 1000 Sport came with a removable hardtop. In 1968 the 1000 Spider and 1000 Sport disappeared from the lineup, and two new cars were introduced, one of which was the CG 1000S. Trim on the 1000S was similar to the original 1000 Spider, but the engine displaced 1,118 cc ) and produced 49 hp. The `S’ was available as either a full coupé or convertible. The other new model released in 1968 was the CG 1200S. This model was offered as a coupé or a convertible, although only 33 soft-tops were built by the factory. By upgrading to the engine from the Simca 1200 S coupé, CG was finally able to offer a sports car with performance comparable to the Alpine A110. With the 1,204 cc engine power output was 80 hp, twice that of the original 1000 Spider. Brakes were disks all around but were now activated by a servo-assisted dual-circuit system. Rack-and-pinion steering replaced the old Gemmer system and anti-roll bars were added front and rear. There was also a new rear axle with dual movable joints as found on the B-series Simcas, allowing for negative camber setup. The rear end now also had two shock-absorbers per side. The radiator was moved to the front of the car, which now had an opening to admit cooling air. Weight was 660 kg. A special model intended for racing was developed out of the 1200S. This CG, called the 548, was a lightweight special, the name of the car also being its weight in kilograms. To achieve this light weight many changes were made to the car. The lateral chassis beams were recessed into the main chassis and some lower-chassis details were restructured. The steel floor was replaced with aluminium and the engine and transaxle were mounted rigidly to two ties on the chassis, allowing the rear chassis structure to be removed completely, replaced only by a lateral rod tying the two sides of the chassis together. The bodywork was thinner than normal, all glass was replaced with acrylic or plexiglass deflectors, the bumperettes were removed and the fuel filler neck was relocated. The air intake at the front was larger than on the 1200S, and a large mesh opening in the rear allowed engine heat to escape. The rear deck now ended in a full-width spoiler. The car was replaced by the CG1300 in 1972.

CHEVROLET

The Chevrolet Fleetline was produced from 1941 to 1952. From 1946 to 1948 it was a sub-series of the Chevrolet Fleetmaster rather than a series in its own right and from 1949 to 1951 it was a sub-series of both the Chevrolet Special and the Chevrolet Deluxe. In its final year it was offered only as a sub-series of the latter. The Fleetline was introduced late in the 1941 model year as a four-door sedan. In 1942, a fastback two-door “Aerosedan” was also offered. In 1947, the Fleetline made up 71.26% of Chevrolet’s sales. For the years’ 1949 through 1952 models, the fastback was the only one offered, and Chevrolet dropped the Fleetline for 1953. Production was indefinitely delayed in 1942 due to World War II, after 110,000 had been made, though several thousand Chevrolet coupes and sedans were produced during the war years for military staff use. In 1945, production for civilians resumed. The original series was produced through 1948. A redesigned Fleetline with reduced body contour and integrated rear fenders was offered for the 1949 through 1952 model years. It was referred to as a “fastback” because of its distinct sloping roof which extends through to the trunk lid. The Fleetline during the 1949 to 1950 years also has a lower look than a sedan, with the windshield being one inch shorter in height than a standard contemporary sedan. The 1949 to 1951 models were made in both four-door and two-door models, with only the lower portion of the doors being interchangeable with a sedan door. The Fleetline series is currently highly collectable. Many are made into street rods, with the common Chevrolet 350 small block V8 and the 350 or 400 turbo transmission being used.

Chevrolet first used the Impala name in 1958, when it was applied to a new model which sat above the Bel Air as a top of the line model. It differed from the cheaper models in the range from behind the windscreen with a longer wheelbase even though the overall length was the same, as well as upgraded trim. It proved popular, accounting for 15% of total Chevrolet sales for the year. For 1959, Chevrolet completely redesigned their entire product range, and once again there was an Impala included. Sharing bodyshells with lower-end Buicks and Oldsmobiles as well as with Pontiac, part of a GM economy move, the Chevrolet’s wheelbase 1-1/2 inches longer. Using a new X-frame chassis, the roof line was three inches lower, bodies were two inches wider, and curb weight increased. Its tail fins protruded outward, rather than upward. The taillights were a large “teardrop” design at each side and were the largest yet (and indeed, ever) seen. The Impala became a separate model in its own right, adding a four-door hardtop and four-door sedan, to the two-door Sport Coupe and convertible. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an inline 6, while the base V8 was the carryover 283 cu in (4,640 cc), at 185 hp Optional were a 283 cu in with 290 hp and 348 cu in (5,700 cc) V8 up to 315 hp. Standard were front and rear armrests, an electric clock, dual sliding sun visors, and crank-operated front vent windows. A contoured hooded instrument panel held deep-set gauges. A six-way power seat was a new option, as was “Speedminder”, for the driver to set a needle at a specific speed and a buzzer would sound if the pre-set was exceeded. The model continued into 1960, though there were styling changes, with the tail fins reduced somewhat, as well as a reinstatement of three round taillights on each side, a non-functional front air intake scoops, and a white band running along the rear bumper. The available V8s were reduced to seven, in 283-cu in or 348-cu in displacements. The Turbo-Fire 283 cu in V8 could have either 170 or 230 hp. The 348 cu in was available in 250 to 320 hp with a 350 hp Super Turbo-Thrust Special with triple two-barrel carburettors, 11.25:1 compression ratio, and dual exhausts. Fuel injection was no longer an option on full-size Chevrolets. New to the options list was speed and cruise control. Production was 490,000 units before a completely new model appeared for 1961. Right hand drive models were made in Oshawa, Ontario in Canada, for New Zealand, Australia, and South Africa which were then assembled locally from CKD or SKD kits. The right-hand drive dashboard was a mirror image of the 1959 Chevrolet panel and shared with equivalent right-hand drive Pontiac models. Australian models were assembled by hand on the GMH Holden assembly lines

CISITALIA

This is a D46/48 racer. Founded in 1939 by Turinese texile industrialist Piero Dusio to manufacture sports equipment, Consorzio Industriale Sportiva Italia (Cisitalia) amassed a fortune for its former soccer star owner making military uniforms during WW2. An experienced amateur driver, Dusio used his fortune to become involved with the sport he loved. After winning his class on the 1937 Mille Miglia, he began to explore the possibilities of building his own racing cars. He commissioned Ing. Dante Giacosa to create a simple, inexpensive single-seater racing car which could get Italy racing again. Using Fiat parts as a base Dante Giacosa designed the D46 which made its successful debut in 1946. Giacosa had a vast knowledge of Fiat bits and pieces as he had designed the legendary 500 Fiat Topolino before WW II. Giacosa used a Fiat 1100 production engine with a preselector gearbox in which the actual change of gear was made with the clutch pedal, converted it to dry sump lubrication and increased the power to a whopping 62 bhp. The singular feature of this car was its sophisticated spaceframe, which owed itself to Giacosa’s wartime aeronautical experience and a secret cache of chrome-molybdenum that Piero Dusio had “acquired”. With a weighing under 400 kg (880 lb) the available power was more than enough for competitive performance. Ing. Giovanni Savonuzzi, an ex-Fiat experimental aero engineer knew of this cache and also joined the firm. The Cisitalia D46 was born. Full production could now begin and a series was established just for Cisitalias. Orders from all over Italy soon poured in. Dusio’s dream of a one model series came to nothing, but instead his D46s started to dominate the voiturette series. Highly talented drivers like Tazio Nuvolari piloted the D46 to multiple successes against more advanced but older racing cars.

Also here was a 1947 Cisitalia 202 SMM Nuvolari Special. As you might expect, there is quite a history to the car, which goes back to the 1930s, when Torinese texile industrialist Piero Dusio indulged his passion for motorsport. After winning his class on the 1937 Mille Miglia, he began to explore the possibilities of building his own racing cars. In 1946, the D46 single-seater appeared, built using readily-available Fiat mechanicals within a tubular steel space-frame chassis crafted at Cisitalia’s bicycle factory. The lightweight car swept all before it in the hands of Dusio and some of the greatest names of the day, such as Clemente Biondetti, Piero Taruffi, and Raymond Sommer. The D46 provided the foundations of Cisitalia’s first sports car, the 202, which was engineered by former Fiat aircraft designer Giovanni Savonuzzi. It was the racing variant, the 202 Spyder, which would write one of the greatest legends in motorsport at the 1947 Mille Miglia, when the maestro himself, Tazio Nuvolari, wrung a mighty performance from the little Cisitalia against the more powerful Alfa Romeo of Biondetti. Although suffering from the respiratory disease that would ultimately claim his life, the “Flying Mantuan” put in one of his most mesmerising performances at the head of Cisitalia’s three-car works team. Leading by eight minutes at the Modena checkpoint, only ignition problems caused by the torrential rain denied the maestro a historic victory. Nevertheless, he restarted and pressed on relentlessly to claim 2nd place overall and lead a 2-3-4 result (this particular example car placing 4th overall) for Cisitalia in the world’s most celebrated road race—with the 202 Spyder being dubbed ‘Nuvolari’ in his honour.

CITROEN

The Citroen story starts with this car. a 1919 Model A, the very first Citroën car ever made. During World War I, André Citroën was producing munitions. As early as 1917, Citroën investigated the development of a light car of the medium range under the direction of Jules Salomon. Under the designation 10 HP Type A the car had a water-cooled 1327 cc four-cylinder engine and an output of 18 hp. Its maximum speed was 65 km/h (40 mph). The chassis had inverted quarter elliptic springs at the front and double quarter elliptics at the rear. Braking was on the rear wheels only controlled by a hand lever with a foot pedal operated transmission brake. The chassis was made in two lengths and carried a variety of coachwork. The long chassis was available as Torpedo (four-seat tourer), Torpedo Sport, Conduite Intérieure, Coupe de Ville and light truck and the short chassis with Torpedo (3-seat), Conduite Intérieure, Coupe de Ville and camionette (van). The shorter 2,550 mm (100.4 in) wheelbase chassis was available only on demand until the start of 1920 after which the option was withdrawn in order to maximize standardization and derive the resulting cost and efficiency benefits. The final drive used a bevel gear with herringbone teeth, whose shape was the inspiration for the Citroën double chevron logo. In its first year of production, the standard Type A cost 7,950 francs. One year later the selling price had been raised to 12,500 francs. After a slightly hesitant start in 1919, sales took off in 1920, during which more than 20,000 cars emerged from the factory in a single year. With a production rate of 100 vehicles a day, Citroën became the first mass production manufacturer in Europe. 24,093 were made before the car was replaced in 1921.

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 plenty of examples of the iconic 2CV here, ranging from the AZAM version of the 1950s to the Charleston, a model initially introduced as a limited production car but which proved so popular that it became a permanent addition to the range.

Launched on its home market in August 1967, the Dyane was a development of the Citroën 2CV, intended as an answer to the increasingly popular Renault 4, which after its introduction in 1961 had affected 2CV sales. The Renault 4 incorporated many ideas copied from the Citroën Traction Avant, but on a smaller scale. Like the Renault 4, the Dyane was designed from the outset as a hatchback with some other styling differences, such as conventional round headlamps set into the front wings with a squared stainless steel trim ring – as opposed to the old-fashioned separate units found on the 2CV – and stainless steel wheel embellishments as standard. It was often asserted that the Dyane was intended to replace the 2CV, and although this had been the original idea, by the time the car was launched it was positioned to fill a small niche between the manufacturer’s 2CV and Ami models. The 2CV had been developed and, in 1948, launched at a time of austerity and low wages. More than twenty years later, with the much more modern Renault 4 selling strongly against the Citroën offerings, it was thought that buyers must be ready for a less aggressively basic approach. During the years since 1948 production technology had become more streamlined, as auto-industry wages grew ahead of the overall growth in the French economy, and production of the 2CV was, by the standard of more recent models, a very labour-intensive process. At the time of the Dyane’s development, the Citroën design department was busy on updates of the key DS and Ami models: design of the Dyane was therefore initially subcontracted to the Panhard design department, Panhard’s non-military business having in 1965 been absorbed into Citroën’s car business. The Panhard team under Louis Bioner (who had designed every Panhard model introduced between the late 1920s and the mid 1960s) produced a proposal that at a detailed level proved controversial with Citroën’s design chief, Robert Opron: the car was significantly reworked ahead of launch. The Dyane’s Panhard associations are also reflected in its name, Panhard having registered a copyright on the name Dyane along with Dyna, Dynavia and Dynamic. At launch the car was offered with two levels of equipment and trim: The Basic “Luxe” and the slightly better equipped “Confort”. The “Confort” version was differentiated from the outside through the inclusion of hub-caps on the wheels. The spare wheel and jack were mounted in a special cradle under the bonnet rather than both simply being placed loose on the floor of the luggage area at the back. The interior of the “Confort” was slightly less basic, with plastic moulded door panels rather than flat, vinyl covered hardboard. The steering wheel was less “rustic” than that which the less expensive “Luxe” version of the Dyane shared with the Citroën 2CV. The extra 615 francs in the 1967 domestic market listed price for the Dyane “Confort” represented a supplement of just over 10% when compared to the list price for the more basic “Luxe”. As with the 2CV, the engine was air-cooled, with a hemispherical combustion chamber and flat-topped pistons. and for the first five months only the 2CV’s 425cc engine was fitted. The “Dyane 6” was announced at the Brussels Motor Show in January 1968, fitted with the Ami’s 602cc M4 engine. This came with an advertised maximum output of 28 bhp, supporting a claimed top speed of 71 mph, which was a useful improvement over the 21 bhp of power and the claimed top speed of 100 km/h (62 mph) with which the Dyane had been launched. The 602cc engined Dyane did not replace the original 425cc engined car. However, two months later, in March 1968, the 425cc unit was replaced, in a car now described as the “Dyane 4”, by an improved 435cc engine providing 26 bhp. The extra power came from changes including not merely the slightly claimed cylinder dimensions, as well as an extra 2 mm of carburettor diameter and a raised compression ratio. Although there was a price to be paid in terms of higher fuel consumption, the listed top speed went up to 105 km/h (66 mph) and acceleration was measurably less anæmic. In September 1968 the M4 was replaced by an improved 602cc engine featuring higher compression pistons and forced induction from the engine fan giving slightly more power. As with the 2CV and Ami, cooling air was ducted straight to the heater, giving excellent demisting and heating. Mechanical contact-breakers were mounted at the front of the camshaft and located behind the cooling fan. The Fan was mounted on a tapered shaft and secured with a bolt at the bottom of a deep tube (the top of which engaged the starter handle). As the location of the points was not obvious to the uninformed, there were often neglected. The Coil fired both cylinders simultaneously (wasting one spark) and the spark plug wear was faster than it ought to have been; 6000 miles was not uncommon for a spark plug. Cylinder heads were held on with three studs and barrels slipped over the pistons. No cylinder-head gasket was used, and since the wings unbolted in a few minutes, it was possible to remove the cylinder heads and barrels, change the pistons or piston-rings and reassemble the top end very quickly, using only a few tools. The Dyane was based on the same platform chassis as the 2CV, sharing its advanced independent front to rear interconnected suspension. This comprised a central springing unit, running fore-and-aft in a tube on each side; each suspension arm on that side was linked to the spring, by a tie-rod and a ‘knife-edge’ pivot-pin. Early cars did not have conventional shock absorbers. The squeak you hear from most 2CVs and Dyanes as they go by over bumps is due to lack of lubrication either inside the spring tubes or to the ‘knife-edges’. The front hubs kingpins need to be greased every 600 miles. Since this is often overlooked, the king-pins can be prone to wear, although some movement is acceptable. During the Dyane’s first full year of production, supported by the interest and marketing activity generated by new-car launch, 98,769 Dyanes were produced which meant that it was indeed produced, even at this stage, in greater volumes than the 2CV with just 57,473 cars produced. In 1969 the Dyane was again produced at a higher rate, this time with 95,434 units as against 72,044 for the older car. However, the 2CV refused to die, and with 121,096 2CVs produced in 1970, the older car was back in front. The Dyane soldiered on, with French production rates remaining more than respectable, for more than another decade. However, the Dyane’s annual volumes would never again beat those of the 2CV and the car was deleted in 1980, several years before its older brother ended production. Few further changes were made, though from 1969, the Dyane 6 did gain a third side window, and a new grille was fitted from 1976. Minor trim updates were made, but the car remained resolutely utilitarian, and even the limited edition models such as the Code D’Azur of 1978 could not get away from the fact, not that enthusiastic owners really wanted anything else. 1,443,583 examples were made, but survival rates are low, and this car is far rarer than the 2CV.

Also here was the Acadiane Van. This was derived from the Dyane and only available in left-hand drive, produced from 1977 to 1987. Production totalled 253,393 before being replaced by the Visa-based C15. Why Acadiane? Well, as Citroën had already used the prefix AK for its light commercials, so it was an obvious pun to name the AK Dyane “Acadiane”. There was no connection beyond the pun with the French-speaking region of Louisiana that is home to Cajun (Acadiane) cooking. The Acadiane differed from the Dyane on which it was based in having heavier-duty suspension, a slightly altered chassis and a rear-brake limiter whose action was dependent on the load. The Acadiane was also fitted with wind-down windows in the driver’s and passenger’s doors. The Dyane car had horizontally-sliding windows. The payload was approximately 500 kg (1,100 lb), but handling was impaired when fully loaded. The Acadiane was available in commercial (two-seater) form or as a “Mixte”, with sliding rear windows and a removable rear bench seat. Citroën and many other manufacturers continue to this day (Berlingo et al.) with the option of rear seats in a vehicle clearly designed as a commercial. The Mixte version also had a passenger sun visor, missing in the more basic commercial version. In line with many Citroën light commercials, the roof of the rear bodywork was corrugated to add extra rigidity at little cost. The Acadiane cruised on the flat comfortably and economically at 55 mph. Top gear in the four-speed box was usually referred to as overdrive. This had been so since the earliest days of the 2CV. In most circumstances it was best used as such. Progress could be maintained in top, but further acceleration was unlikely. As the motor thrived on revs, third made a perfectly good gear to get up to 80 km/h.

There were also a number of Ami models here. This was a four-door, front-wheel drive supermini (B-segment), made from 1961 to 1978. At times it was the best-selling new car model in France. The Ami was offered in saloon and break (estate) body styles over two generations, the Ami 6 and the Ami 8. The Citroën Ami had its formal French launch on 25 April 1961, four months ahead of the August introduction of the widely anticipated Renault 4. Both the Renault 4 and the Citroën Ami responded to a perceived market need for a vehicle slightly larger and less rustic than the 2CV. The Ami is a rebodied 2CV with certain mechanical upgrades (particularly a larger engine than the 1950s 2CV), to compensate for the added weight. At launch all the cars were powered by an air cooled 602 cc two-cylinder flat engine which would also be offered at extra cost in the 2CV from 1970. The platform chassis and suspension is similar to the 2CV, being independent all round using leading and trailing arms and coil springs interconnected front to rear. The Ami’s seats were easily removable. Sales pitches of the Ami included photographs of the seats being used as picnic chairs. The Ami and the Ford Taunus P3 were the first cars with rectangular or lozenge-shaped (non-round) headlights. This technical innovation was developed by lighting manufacturers Hella (Taunus) and Cibie (Ami). Soon this innovation found its way to the exclusive coach built Maserati 5000 GT. At the time, it was an unquestioned article of faith that headlights were round, and in the United States, it was the law, so these new headlights were illegal there until 1975. Ten years later this had inspired European automakers to come up with various non-round headlamp shapes. The car went on sale in France in April 1961, though Citroën implemented some simple upgrades in time for the Paris Motor Show only six months later. The most visible change involved the replacement of the fixed windows on the rear doors with two-part horizontal sliding windows, similar to those already fitted on the front doors. Sales initially were not as good as those of the older 2CV; the Ami’s first full year of production was 1962, during which only 85,358 of the cars were sold, while the thirteen-year-old 2CV managed 144,759 sales during the same period. Although the Ami had a modern body, it shared the aggressively minimalist underpinnings of the older car, and this made it hard to justify a starting price for the Ami which, at the end of 1961, was 35% higher. The 1961 Ami 6 sedan is distinguished by an unusual reverse-raked notchback rear window, similar in style to the 1959 Ford Anglia 105E. A Break (estate) model joined the range in the autumn of 1964. The later Ami 8 saloon, launched in March 1969 has a fastback rear window. It was redesigned by the French car design and bodywork company, Heuliez. Most notable changes were the front part and bonnet and the sloping, rather than inverted, rear window on the saloon. The estate version of the Ami 8 had a similar general appearance to that of the Ami 6 although the later car’s taillights were integrated into the rear wings. The Ami Super was a flat-4 variant powered by the engine of the GS and produced between 1973 and 1976. At the launch of the GS, its original flat four-cylinder air-cooled 1015 cc 55 bhp DIN engine was considered to be underpowered. With surplus engines available, Citroën decided to fit the engine into the Ami 8 in January 1973. The car, which became the Ami Super, then easily reached 140 km / h. From the outside, it had a new front grille with six additional vents underneath. On the sides of the front wing there was a badge marked 1015 in reference to the new engine. The body is the same as the Ami 8 apart from changes to inner front wings, bonnet, front panel and bumper mountings. The chassis was also modified from the standard Ami 8 with alterations made to accommodate the 1015 cc engine. Other changes included thicker wire in the suspension springs, to give a tauter ride and front anti-roll bars. Rear anti-roll bars were fitted from 1974 onwards until the end of Ami Super Production in 1976. The Ami Super and Ami 8 Break (Estate) were fitted with 135 15 ZX Michelin tyres as standard while the Ami 8 Berline retained the Michelin 125 15 X although 135 15’s could be ordered as an option. Also on the Ami Super headlamps with built in Quartz iodine fog lights were offered as an option, other options included heated rear screens. Inside, the gear change is floor mounted, in place of the dashboard mounted gear lever of the Ami 6 and 8 and to accommodate this the hand brake of the Super curves up instead of down. The speedometer was also specific to the Ami Super differing slightly to allow higher speed numbers to be shown. The Ami Super was offered in the same three trim levels as the Ami 8, Luxe, Confort and Club on Saloon and Luxe and Confort on Break (estate) versions. These trim differences were fairly minor with Luxe models having bench front and rear seats and vinyl floor matting. Confort trim offered reclining front seats in place of the front bench. The Club models can be considered the Pallas of the Ami range featured sound proofing pads on the floor and bulkhead, carpet including boot lining, stainless steel trim on the window frames and side rubbing strips on the doors and rear wings. Club trim was only available up to the end of the 1973 model year, after that point Ami 8 and Ami super were only available in Luxe and Confort specification. From 1974 Ami Super models were revamped to feature a double line graphic along the exterior of the body sides, either in black or silver depending on body colour, with slotted wheels and double line detailing on the hubcaps. The rear window also featured a graphic in white proclaiming “Ami Super 1015cm³” As the Ami Super looked very much like an Ami 8, and could surprise many by demonstrating its dramatic performance advantage compared to the Ami 8 (55 hp compared to 32 hp). Quoted by Autocar magazine in the UK as a “Q car par excellence” sadly in France its 5CV tax rating made little sense in a small car and as a result sales were low compared to the Ami 8. In the UK however where no such tax penalties existed the Ami Super attracted healthy sales although is now a rare sight due to poor corrosion resistance, a feature suffered by many vehicles of this era. The Ami Super production reached close to 42,000 in sedan and station wagon by February 1976. The Ami 8 continued until early 1979 and reached in the region of 722,000 production, a significant percentage of the total of 1,840,396 of all Ami models.

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.

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 Visa is quite rare now, even in its native France, despite the fact that Citroen built 1,254,390 examples of the model between 1978 and 1988. There was a very long gestation to this car, which goes all the way back to 1965, when Robert Opron worked on the Citroën G-mini prototype and projet EN101, a replacement for the 2CV, using the flat twin engine from the 2CV. It was supposed to launch in 1970. The advanced space efficient designs with very compact exterior dimensions and an aerodynamic drag co-efficient Cd of 0.32, were axed because of adverse feedback from potential clients. With Citroen’s small car range all getting somewhat elderly, the decision was taken to try again, with the Citroën Prototype Y which was planned to replace the 2CV based Citroën Ami that dated back to 1960 in the early seventies. This was originally developed in co-operation with Fiat, built on the lessons from the Citroën G-mini and EN101 projects. It used the then new and advanced Fiat 127 platform, that used a transverse front wheel drive engine, with an end on gearbox layout that Fiat had pioneered in the 1960s. When co-operation with Fiat ended, a new Citroën designed platform was planned. After the takeover of Citroën by Peugeot in the wake of the 1974 oil crisis, the renamed “Projet VD (Voiture Diminuée)” became the Citroën Visa, incorporating the floor pan and advanced 104 engine, with its transmission (under the engine) and chassis. It was the first new model under the platform-sharing policy of PSA Peugeot Citroën that continues today. The earlier Citroën LN had just been a facelift of the Peugeot 104Z “Shortcut” with a re-engine and transmission from the Citroën Dyane. Eventually, in 1984, the original Citroën platform design from “Project Y” emerged as the Oltcit Club in Romania, using a Citroën Visa flat-twin engine and Citroën GS based gearbox, and Citroën GS flat-four engine and gearbox, and was also sold in Western Europe as the flat-four only Citroën Axel to recoup money that Citroën had invested in Romania, which the communist government could not repay. This project was problematic for Citroën due to build quality issues, only 60,184 cars were made, even though the base models were priced below the 2CV in Western Europe. The Axel was never sold in the UK. The five-door Citroën Visa and the three-door Axel look very similar, but there is no part interchangeable between these two Citroën models. The Visa entered a crowded market, with supermini competitors including the Chrysler Sunbeam, Mk1 Renault 5, Mk1 Ford Fiesta, Vauxhall Chevette, Mk1 VW Polo and Fiat 127. Though it was launched as a supermini, it was about the same length (3725mm) and height (1430mm), but slightly narrower at 1526mm than a Volkswagen Golf Mk1, which was in the next class up. It was part of a ‘between sizes’ policy that Citroën also followed with the BX. From its launch in September 1978, the front-wheel drive Visa was available in “Spécial” and “Club” models with a mapped electronic ignition 652 cc, 2-cylinder and a “Super” (later “Super E”) model (called the 11RE after 1984), with the advanced Peugeot 1,124 cc Douvrin engine / PSA X engine, a four-cylinder “Suitcase engine” — all aluminium alloy, chain driven overhead cam, with gearbox in the sump, sharing engine oil, mounted almost on its side. The 1124 cc was as economical as the Citroën 2CV-derived twin, but with much better performance. Later on it had 1,219 cc (Super X) and then 954 cc (10E after 1984) and 1,360 cc (1983 Visa GT and 14TRS after 1985) versions of the same engine. The ergonomic design of the Visa controls used a Citroën “PRN Satellite” (P=Pluie – Rain, R=Route – Road, N=Nuit – Night) which gave access on one cylindrical unit to wipers, washers, horn, indicators, headlamps and flashers, all mounted a finger’s reach away from the steering wheel. The heat and ventilation control sliders that moved in arcs, were on the other side of the steering wheel, also within closer reach than usual. In 1982 the Visa underwent a major external restyling, designed by Heuliez, to look more mainstream. It kept the original interior and “PRN Satellite” controls until 1985 when, along with the Citroën BX, it was updated with a new bulkier dashboard, instruments and switchgear that made the car feel smaller inside. Stalk switchgear like contemporary Peugeots added self-cancelling indicators, but it kept the original monospoke steering wheel. It had very soft, but well damped, long travel, fully independent suspension with coil-sprung MacPherson struts at the front and coil sprung trailing arms at the rear, that caused it to have a soft ride like the Citroën 2CV, but without such extreme roll angles. CAR magazine made the Visa diesel one of its top ten models on the market for two years running in the mid-1980s (January 1986 and 1987), for its versatility (higher models in the range had split rear seats which could be lifted-out to give an almost van-like luggage capacity); ride comfort (“like a limousine”); its ability to maintain high average speeds due to high levels of grip; and value for money. It was also particularly aerodynamically stable at high speeds for a relatively light, narrow and tall car. It would remain unperturbed by cross-winds and truck bow waves at motorway speeds. It also had at the middle ‘R’ trim level and above, (currently unfashionable), but practical, grey plastic side rubbing strips, to protect against car park damage. The very curved sides of the windscreen, enabled the use of a very large single wiper on the long narrow windscreen, without fouling the windscreen seal. The front of the revised car, was designed to aerodynamically reduce the deposition of dirt on the headlights, and to reduce the risk of stone chips to the headlights, bonnet and windscreen. The heating and ventilation system, (even though it used only a water control valve for temperature control and not air mixing), could provide cold air from fascia side vents, to the face while warming the car. The central directable fascia vents could be heated and angled, so that they could be pointed directly at the windscreen in front of the driver, to keep it clear in extreme misting conditions. There was also an additional mid level vent, to blow air between the front seats to the back of the car. The rear parcel shelf was in two hinged sections, one in the car, the other on the tailgate, to allow objects that were slightly too tall to still fit without removing the shelf. When carrying larger loads, the part of the shelf attached to the tailgate could be folded up, and fixed with the elasticated support strings, to protect the rear window and heated rear screen elements. Long time CAR magazine columnist George Bishop, actually bought one with his own money. Before the advent of the diesel model, the electronic ignition (mechanical and vacuum controlled), 1124cc high compression engined Super E, (later renamed 11RE) with high gearing, was the best seller in the range. It was better equipped than the base 1.0 litre Austin Metro and Ford Fiesta it was priced against, having height adjustable halogen headlights, intermittent rear wash-wipe and multi-speed / intermittent front wipers, heated rear window, removable split folding rear seats, as well as five doors when its main competitors in the UK only had three, (the five-door Metro was launched in 1985, the five-door mark three Fiesta launched in 1989). A five speed gearbox was optional, when the base model competitors could only be had with a four speed. Most 1980s base model hatchback economy cars did without halogen headlights and rear wash-wipes, even heated rear windows could be optional. The 1984 launched 954cc 10E model was a direct competitor on specification to the Metro and Fiesta, but significantly undercut them on price. A four-door convertible version, with the doors and window frames remaining intact, of the 11RE was also produced in the Heuliez factory from 1984. This was heavier and slower than the hatchback that it was based on. In spring 1984 the very successful diesel version was added. The Visa 17D and 17RD used the famously rugged and refined, class-leading 1,7
69 cc XUD diesel and transmission from the Peugeot 205. It also capably powered the Peugeot 405, which was two classes larger, and made light work of powering the lightweight Visa. It had too wide a track for the original engine compartment and wings, so the front wings were extended with large black plastic wheel arch panels. The spare wheel that in smaller petrol engine versions, was mounted on top of the flat or near horizontal engine, was bolted to the otherwise flat boot floor — compromising luggage space. In continental Europe, a basic diesel van the ‘Visa Enterprise’ was sold that used the normal Visa bodyshell with the rear doors welded shut. It mounted a spacesaver spare wheel under the bonnet, over the diesel engine. Some diesel hatchbacks there, also used this arrangement. At the Paris Salon 1984, for model year 1985, the 1.4 litre TRS was presented. This version was produced for two years (1985–1987), shared its engine with the Citroën BX14. Even though it received a favourable review by CAR magazine who felt it was a better performance/economy compromise than the 11RE, it wasn’t very successful, due to being squeezed by the Visa Diesel and the extremely competitively priced BX 14. Between 1985 and 1987 the 1.1 litre petrol and 1.7 litre diesel “Leader” special editions were marketed. In the latter half of the eighties a 55 PS catalysed version of the 1,360 cc engine was added for markets with stricter emissions standards. No automatic gearbox version was produced. The first sporting versions of the Visa included the “Visa GT” (1.4 litre with double-barrel carburettor and 80 hp, the “Visa Chrono” (93 hp) from the 1.4 litre engine, this time with two double-barrel carbs). The Visa “Mille Pistes” (112 hp) and four-wheel drive) was the rare production version of Citroen’s successful (if unlikely looking) Visa rally car, the Visa Chrono and Chrono II. At the Paris Salon 1984, for model year 1985, the high-performance 1.6 GTi was presented. The GTi used the 1.6 litre fuel injected XU5J engine and transmission combination (105 or 115 hp) versions) from the successful Pininfarina styled Peugeot 205 GTI. Citroën gave the GTi plastic wheel arch extensions and quad round headlights, to differentiate the model and try to make it look more sporty. It received good reviews about its ride, performance and roadholding, but due to its older, failed facelift looks and its five-doors, even with a much lower price than the chic 205 it was not a big seller. The Visa hatchback ceased production in 1988, after a production run of 1,254,390 cars. It was only partially replaced in the Citroën range by the smaller and less commodious 1987 five-door Citroën AX. The upper end of the range would eventually be replaced by the small engined models of the 1991 Citroën ZX, there being a 1.1 litre version of that car in some countries, but a 1.4 litre was the smallest engine in the UK. The 1985 Citroën C15 diesel box van version of the Visa continued to be produced until 2005, (although the petrols were phased out in the early 1990s), due to its practicality (able to load a standard pallet) and low running costs, even though the 1996 Citroën Berlingo was supposed to replace it. The C15 was also the basis of the Romahome camper van.

Launched on 23 May 1989, the XM was the modern iteration of the Big Citroën, a flagship saloon replacement for the Citroën CX. It went on sale in its native France immediately afterwards, and was available in right-hand drive on the UK market from October 1989. The XM estate was launched in the spring of 1991, until which time the estate version of the CX remained in production. The XM inherited a loyal global customer base of executive class customers and a clear brand image, but did not enjoy the commercial success and iconic status of its predecessors, the CX and the DS, which both raised the bar of automotive performance for other manufacturers. With total sales over its lifetime of just 330,000 units in 11 years, and the fact that its replacement Citroën C6 was not launched until the end of 2005 (despite being scheduled for launch in 2001), the XM might be considered a failure. By the second half of the 1990s, sales were in sharp decline, but Citroën did not end production of the car until 2000. There were many advances, most apparently designed to counteract the main criticisms of its predecessor. The CX leaned in corners, so the XM had active electronic management of the suspension; the CX rusted, so the XM had a partially galvanised body shell (many surviving XMs have very little corrosion); the CX was underpowered, so the XM offered the option of a 3.0 L V6 engine – the first V6 in a Citroën since the Maserati-engined SM ceased production in the mid 1970s. When the estate model joined the line-up, Citroën had a competitor at almost every level with most other similar-sized European cars. Ventilation was markedly more effective in the XM. Rear accommodation in the XM was improved over the CX in both width, legroom and height. In particular the rear passengers were seated higher than those in the front in order to afford a good view out, important for a vehicle which would operate in French government service. The XM shared a floorpan with the Peugeot 605, and the two models fared similarly in both teething problems and market acceptance. Unlike the 605 sedan design, the XM was a liftback design – a feature thought to be desirable in certain European markets – perhaps uniquely, it featured an additional glass panel that could lift with the tailgate but when shut, isolated the passenger compartment, to mimic the feel of a salon car. In mid-1994, the XM was revised in order to improve competitiveness. This did not materially impact sales. All models were fitted with driver’s airbag (signalling the end of the single-spoke steering wheel), belt-pretensioners, a redesigned dashboard and upper door casings. The suspension was redesigned to reduce roll, pitch and dive. Most noticeable was the adoption of a passive rear-steering system similar to that on the Citroën Xantia. This sharpened the “steering without inducing a nervous twitch.” Power output on the turbocharged motor was increased to 150 bhp from 145 bhp at 4400 rpm. This allowed the car to develop more torque at much lower revs. The important 50–70 acceleration time was 8 seconds compared to the Ford Scorpio 2.0 16V Ghia’s 17 seconds. The view of CAR magazine was that this engine “provides unusually swift access to effortless power … it delivers progressively with commendably little fuss; that this 2.0 turbo is as refined as it is muscular makes the XM’s performance all the more creditable”. XM was intended to compete against prestige vehicles like the Audi 100 and BMW’s 5 Series in a sector that accounted for 14.2% of the European market. It also competed with cars from mainstream brands including the Ford Scorpio and Opel Omega. Citroën was quoted as saying that the car was supposed to “take what Citroën means and make it acceptable”. The car’s initial reception was positive. Some six months after its launch, The XM won the prestigious European Car of the Year award for 1990 (gaining almost twice as many votes as the second, the Mercedes-Benz SL) and went on to win a further 14 major awards within a year of its launch. The anticipated annual sales of 450 cars a day in the first full year of production, or 160,000 units a year, never materialized. Sales never reached this ambitious level (higher than even its popular predecessor) for a variety of reasons. Like the CX, the XM did not have the worldwide distribution of competitors from BMW, Audi, and Mercedes-Benz. Also, it was launched only a year before a major global recession began, impacting negatively on car sales across the world; a notable example being the UK, where more than 2.3 million new cars were registered in 1989, but that figure fell to less than 1.6 million in 1991 (a drop of more than 30% in just two years). In Japan the XM was sold through Mazda’s Eunos dealership chain, part of an effort to minimize the appearance of Japan’s automobile market being closed to imports. It was also offered by Citroën’s traditional importer Seibu Motor, who kept selling the XM by themselves after the Eunos brand was discontinued in 1996. The market for executive cars made by volume manufacturers (Ford, Opel, etc.) was on the verge of decline as customers opted for offerings from more prestigious marques, a trend which saw Ford pull out of this market sector in 1998 and Opel in 2003. Customers were placing a higher priority on speed and handling rather than ride comfort which was Citroën’s specialty.[citation needed] The XM was underdeveloped at launch which resulted in reliability problems; the vehicle as designed was inconsistent in its abilities. The XM’s styling was also controversial and alienated those who desired a more conventional three box sedan. Peugeot introduced an XM competitor, the very similar Peugeot 605 that also sold weakly. Most subjective of all was the matter of the XM not living up to the expectations created by its forerunner the Citroën DS, despite that car having been launched in an era of national markets, of different demands and standards, an era when there was more scope for large advances in engineering and design than were possible in 1989. Export markets experienced lower sales from the outset, partly due to the XM’s pricing. The least expensive XM was nearly 50% more expensive at the time of launch than the corresponding CX. Whilst strong at first home market sales also declined, after the mechanical issues of the first few model years became known. By early 1993, the XM was viewed as an “underachiever”. Initial sales in the UK were at 3,500 units a year, making it Citroën’s weakest seller. The 2.0-litre petrol engined variants were viewed as being the least competitive. As a result, Citroën restructured the range such that all but the base model petrols were fitted with low-inertia Garret turbochargers to add an extra 15 bhp. This made the cars more powerful than more expensive competitors such as the Rover 820, Vauxhall Carlton and Ford Granada 2.0 GLX. After a run of 11 years, production finally ended in June 2000, with 337,000 made. By 1998, Citroën had confirmed that it would soon be discontinuing the XM and replacing it with an all-new model. At the Geneva Motor Show in March 1999, it unveiled the C6 Lignage concept car, which was scheduled for launch in 2001. In the event, the XM’s successor – the C6 – did not go on sale until late 2005 and was even less successful.

DALLARA

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.

de TOMASO

Designed by American Tom Tjaarda, unlike the Mangusta, which employed a steel backbone chassis, the Pantera was a steel monocoque design, the first instance of De Tomaso using this construction technique. The Pantera logo included a version of Argentina’s flag turned on its side with a T-shaped symbol that was the brand used by De Tomaso’s Argentinian cattle ranching ancestors. The car made its public debut in Modena in March 1970 and was presented at the 1970 New York Motor Show a few weeks later. Approximately a year later the first production Panteras were sold, and production was increased to three per day. The curious slat-backed seats which had attracted comment at the New York Show were replaced by more conventional body-hugging sports-car seats in the production cars: leg-room was generous but the pedals were off-set and headroom was insufficient for drivers above approximately 6 ft. Reflecting its makers’ transatlantic ambitions, the Pantera came with an abundance of standard features which appeared exotic in Europe, such as electric windows, air conditioning and even “doors that buzz when … open”. By the time the Pantera reached production, the interior was in most respects well sorted, although resting an arm on the central console could lead to inadvertently activating the poorly located cigarette lighter. The first 1971 Panteras were powered by a Ford 351 cu in (5.8 litre) V8 engine that produced a severely underrated 330 hp. Stock dynos over the years proved that power was more along the lines of about 380 hp. The high torque provided by the Ford engine reduced the need for excessive gear changing at low speeds: this made the car much less demanding to drive in urban conditions than many of the locally built competitor products. The ZF transaxle used in the Mangusta was also used for the Pantera: a passenger in an early Pantera recorded that the mechanical noises emanating from the transaxle were more intrusive than the well restrained engine noise. Power-assisted four-wheel disc brakes and rack and pinion steering were all standard equipment on the Pantera. The 1971 Pantera could accelerate to 60 mph in 5.5 seconds. In the summer of 1971, a visitor to the De Tomaso plant at Modena identified two different types of Pantera awaiting shipment, being respectively the European and American versions. From outside, the principal differences were the larger tail lamps on the cars destined for America, along with addition of corner marker lamps. The visitor was impressed by the large number of cars awaiting shipment; but in reality, spending the best part of a year under dust covers in a series of large hangars probably did nothing for the cash-flow of the business or the condition of some of the cars by the time they crossed the Atlantic. Late in 1971, Ford began importing Panteras for the American market to be sold through its Lincoln Mercury dealers. The first 75 cars were simply European imports and are known for their “push-button” door handles and hand-built Carrozzeria Vignale bodies. A total of 1,007 Panteras reached the United States that first year. These cars were poorly built, and several Panteras broke down during testing on Ford’s test track. Early crash testing at UCLA showed that safety cage engineering was not very well understood in the 1970s. Rust-proofing was minimal on these early cars, and the quality of fit and finish was poor, with large amounts of body solder being used to cover body panel flaws. Notably, Elvis Presley once fired a gun at his Pantera after it would not start. An L model (“Lusso”) was added in 1972 and a GTS version in 1974, but it was not enough and Ford ended their importation to the US in 1975, having sold around 5,500 cars. De Tomaso continued to build the car in ever-escalating forms of performance and luxury for almost two decades for sale in the rest of the world. A small number of Panteras were imported to the US by grey market importers in the 1980s, notably Panteramerica and AmeriSport. After 1974, Ford US discontinued the Cleveland 351 engine, but production continued in Australia until 1982. De Tomaso started sourcing their V8s from Australia once the American supplies dried up. These engines were tuned in Switzerland and were available with a range of outputs up to 360 PS. The chassis was completely revised in 1980, beginning with chassis number 9000. From May 1980 the lineup included the GT5, which had bonded and riveted-on fibreglass wheelarch extensions and from November 1984 the GT5S model which had blended arches and a distinctive wide-body look. The GT5 also incorporated better brakes, a more luxurious interior, much larger wheels and tires and the fibreglass body kit also included an air dam and side skirts. Production of the wide body GT5 (and similarly equipped narrow body GTS models) continued until 1985, when the GT5-S replaced the GT5. Although the factory has not made its records available, an analysis based on Vehicle Identification Numbers by the Pantera Owners Club of America (POCA) late model (9000 series) registrar has shown that fewer than 252 GT5 Panteras were likely to have been built. The GT5-S featured single piece flared steel fenders instead of the GT5’s riveted-on fibreglass flares, and a smaller steel front air dam. The ‘S’ in the GT5-S name stood for “steel”. Otherwise the GT5-S was largely identical to the GT5. The POCA 9000 series registrar’s VIN analysis indicates that fewer than 183 GT5-S Panteras were built. Concurrent GTS production continued, on a custom order and very limited basis, until the late 1980s. The car continued to use a Ford V8 engine, although in 1988, when the supply of Ford 351 Cleveland engines from Australia ran out, De Tomaso began installing Ford 351 Windsor engines in the Pantera instead. For 1990 the 351 was changed to the Ford 302 cu in (4942 cc, commonly called a “5.0”). Incorporating a Marcello Gandini facelift, suspension redesign, partial chassis redesign and the new, smaller engine, the Pantera 90 Si model was introduced in 1990. Only 38 90 Si models were sold before the Pantera was finally phased out in 1993 to make way for the radical, carbon-fibre-bodied Guarà. Some say 41 were built (with the last one not finished until 1996), of which four were targa models. The targas were converted by Pavesi directly off the production lines. In all, about 7,200 Panteras were built.

Also here was the much more recent Qvale Mangusta, a sports car produced in limited numbers by the Italian automaker Qvale between 1999 and 2002. During development and very early production, it was developed from the De Tomaso Biguá concept car shown to the general public at the 1996 Geneva Motor Show. When the car started production, it was renamed De Tomaso Mangusta (named after the car originally built between 1967 and 1971) before De Tomaso became disassociated from the project and all subsequent cars received Qvale badging. The Mangusta uses a front mid-engine, rear-wheel drive layout and was penned by Italian automotive designer Marcello Gandini. It’s powertrain, technical basis and components were largely provided by American manufacturer Ford Motor Company. It is powered by a 4.6 L DOHC Ford modular V8 engine and was offered with either a 5-speed manual transmission „T45“, sourced from American automotive components developer, manufacturer and supplier BorgWarner, or a 4-speed automatic transmission sourced from American car manufacturer Chevrolet (GM). In 1993 and 1994, Maserati technical director Giordano Casarini made a number of business trips to the United Kingdom and, while there, first saw the TVR Griffith. He was impressed by the style and sales success of such a low-production-volume car. Alejandro de Tomaso had meanwhile suffered a stroke in 1993. After a period of recovery, de Tomaso asked Casarini (whom he considered a trusted friend) what should be done with the De Tomaso company. Casarini suggested that De Tomaso make “an Italian TVR”, pointing out the positive design elements that made the Griffith attractive. Alejandro de Tomaso negotiated with the Maserati chairman to release Casarini to De Tomaso, so that work on the design could begin. Casarini intended to use an existing, inexpensive V8 engine that would reduce the purchase and maintenance costs of the car. In the tradition of De Tomaso cars, he wished to use a Ford V8 and explored the possibility of using the new Ford Modular 4.6 L V8, but discovered that Ford was not yet ready to sell it to manufacturers. Casarini learned that TVR was investigating the possibility of using differentials made by Australian company BTR Automotive in its cars. When communicating with a supplier for the differentials, he was directed towards Holden Special Vehicles (HSV), who indicated that they would be able to offer engines and transmissions. At this stage, the De Tomaso project was given the internal code name “ETX”. Soon after Casarini’s communications with HSV, Ford Motor Company contacted him with the news that they would indeed be able to supply the Modular V8, along with transmissions, ancillaries, and electrical systems. Alejandro de Tomaso had been a fan of the design work done by Marcello Gandini, so Gandini was called to Modena to discuss the job of styling the new De Tomaso project. To show him the character and feel of the desired product, Gandini was driven around in a TVR Griffith. He was ultimately commissioned for the styling job, and was given the instruction that the folding roof mechanism on the De Tomaso be similar to the multi-position roof used by the Griffith. A prototype of the car was displayed at the 1996 Geneva Motor Show and was called the De Tomaso Biguà, though it still needed development before it would reach full production. The company required capital to continue, and an initial appeal to the Italian government failed due to the declining health of Alejandro de Tomaso. Eventually, the company approached the Qvale family, who, led by Kjell Qvale, had been a North American importer for the original De Tomaso Mangusta in the 1960s and later Maserati when it was under De Tomaso ownership. Qvale agreed to fund the development of the car, with the agreement that the final product would be sold under the De Tomaso brand, as the De Tomaso Mangusta. The agreement between De Tomaso and Qvale was soured over licensing and distribution issues. Bruce Qvale, who was managing Qvale at the time decided to produce the car under the Qvale name after an investment of over US$30 million on the development of the car. In 1997, the Qvale Modena SpA company was established to produce the Mangusta. Bruce Qvale led the project of developing a production facility, which involved the renovation and modernization of a building in Modena. The building was “elegantly and comprehensively furnished, [with] marble everywhere”, and certified ISO 9001 compliant. he first De Tomaso Mangusta was completed on November 10, 1999. On January 6, 2000, at the Los Angeles Motor Show, Bruce Qvale announced the return of the De Tomaso brand to North America with the new Mangusta. Also announced was the Mangusta’s entry into racing, with Qvale Motorsports entering a car sponsored by Tommy Bahama into the BF Goodrich Tires Trans-Am Series. The Mangusta went on sale for US$78,900 on January 20, 2000, with a single ordering option of 18-inch alloy wheels. As the Mangusta was being launched, Alejandro de Tomaso was independently pursuing another design project (which was to recycle the De Tomaso Pantera name). Because the De Tomaso company was being financially supported by Qvale at the time, this caused disharmony between Qvale and de Tomaso that ultimately resulted in the decision to discontinue their cooperation on the project. The De Tomaso Mangusta was renamed the “Qvale Mangusta”, and production continued. Twenty-nine cars were manufactured for the purpose of crash-testing and homologation. Also, a partially completed right-hand-drive Qvale Mangusta was shown at the British Motor Show in October 2000 and was later sold as street legal in Europe. Eighteen cars were sold new in Europe. Overall, 284 cars were sold. Automotive journalists and testers praised the car for its performance and handling, and for the utility of the roto-top. Some build quality issues were noted on early cars, and the reaction to the unconventional styling was mixed. Lacklustre sales figures in 2000 prompted Qvale to reduce the price of model year 2001 cars by nearly 10,000 USD, which the company announced on October 13, 2000. In the summer of 2000, after BMW had sold the MG Rover Group to the Phoenix Consortium, Bruce Qvale contacted one of the Consortium directors, Nick Stephenson, and proposed forming a European distribution deal for the Qvale Mangusta. Soon after, Stephenson and his colleagues began to consider the possibility of using the Mangusta platform to develop a high-performance halo car to grow the MG brand. On February 28, 2001, Stephenson and his colleague Peter Beale began negotiations with Qvale Modena to purchase Mangusta production assets. A contract was drawn, and on June 19 of that year, the announcement was made that the deal was complete (with account reports indicating that the price was £7 million.) Under the MG Rover group, the Qvale Mangusta platform was developed into the MG XPower SV.

DEVIN

Devin Enterprises was an American automotive manufacturer that operated from 1955 to 1964. Devin was mainly known for producing high quality fiberglass car bodies that were sold as kits, but they also produced automotive accessories as well as complete automobiles. The company was founded by Bill Devin. n their earliest advertising copy Devin Enterprises listed a mailing address of P.O. Box 357, Fontana, California. Later on they used a street address of 44500 Sierra Highway, Lancaster, California and later still 10156 Rush, South El Monte, California before moving operations to their most well-known location at 9800 E. Rush Street, El Monte, California. After gaining experience making complete fibreglass bodies with the Devin-Panhards, Devin Enterprises expanded into production of fibreglass bodies to be sold to builders of custom and one-off specialty cars. Production started in 1956. The first design Devin produced was an attractive roadster-style body. The most commonly attributed source for the Devin body’s shape is that it was developed from a mold taken of an Ermini 357 Sport 1100 with aluminium bodywork by Scaglietti. The car was serial number 1255, and was owned by James Orr, who was a friend of Bill Devin’s and who had raced the second Devin-Panhard ever produced. The Ermini’s body closely resembled the design that Scaglietti had done for the larger Ferrari 750 Monza, and some of Devin’s own early ad copy refers to these bodies as Devin Monzas. This body was advertised widely at a price of US$295.00, and so at times is also called the ‘295’ body. Apart from the appealing shape and reasonable price, two things distinguished the Devin bodies from their competition. One was the wide range of sizes of bodies available. The Devin body muld was not a simple one-piece shape. Instead, an assortment of 50 differently-sized moulds of individual sections of the body were used. These could be assembled in a variety of ways to create one of 27 possible sizes for a customer’s fibreglass body. This allowed the company to produce a recognizable Devin body that would fit a wide variety of chassis, from the tiny Crosley, through the British MGs, Triumphs and Healeys right up to some American car frames. The other feature that made the Devin bodies popular was the high quality of the finish. Devin used fibreglass cloth for the outer layer of their bodywork rather than the coarser glass mat often used by other manufacturers. This produced a very smooth surface finish on the bodies. Devin bodies were always very smooth and the quality of finish on panel edges and large flat surfaces was often better than that of competitors’ products. Later, kits could be bought that included a Devin-designed ladder frame as an option along with the body. Devin quickly became the world’s largest and most successful producer of aftermarket fibreglass bodies. Between direct sales and dealers Devin bodies were delivered throughout the Americas as well as Europe, South Africa and Saudi Arabia. Seen here was a 1958 SS Monza.

ERMINI

From the beginning to the end of the war 1905-1945 Pasquale Ermini named “Pasquino” was one of the most representative Italian, sports car manufactures of ’40 and ’50 years.(the cause of his premature death is still not known today). He was born in 1905 and he came from Leccio near Florence. In 1927 he completed his technical studies and he joined as an apprentice mechanic in the workshop of a fellow countryman: Emilio Materassi, which had purchased all TALBOT for the Grand Prix of 1926. In 1928, during a Grand Prix of Italy, Materassi had a tragic accident, but the team continued its activities with drivers like: Clemente Biondetti and Gastone Billi Peri. During those years, treading the stage of international competitions, he had the opportunity to do a lot of those experiences and establish interpersonal relationships that in the future will be important. One of the most important person who he met was the engineer Alberto Massimino, they collaborate together in the development of the “twin cam head” of the Fiat-Ermini engine and than they designed the chassis and the mechanics of 357 Ermini. Ermini was able to refine his mechanical concepts thanks to the work realized for the sophisticated 8 cylinders 1500cc super-charge twin cam engine of Talbot cars. In 1932 with the dissolution of the Materassi’ team cars, Ermini decided to open his own mechanical workshop in Campo D’Arrigo street n°7 which become the center for preparation of local gentlemen racing cars. Since 1931 he tried to be a driver with a Talbot obtaining good results. Also in the following years he had opportunities to compete, sometimes driving his customer’s car like: the Consuma’s Cup in 1935, he drove an Alfa Romeo to the Parma-Poggio Berceto in 1937 (here, he won driving a Maserati 4CM), or as in the three editions of the Mille Miglia (1935, 1936, and 1937). He brilliantly prepared cars for a lot of drivers as in the case of the Contini’s Alfa Romeo 6c 1500ss driven along Ermini’s foreman Rodolfo Salvadori, beating the competitions of three official Aston Martin reaching 1° place in his class and 9°place overall in the Mille Miglia in 1937. The engine on which the Ermini name was built, a dohc 1100. Pasquino Ermini learnt his trade as a mechanic and driver during the 1920’s and 30’s with the Squadra Materassi and its Bugatti and Talbot cars. Following the war he built his first car, a combination of a (heavily modified) Fiat 1100 chassis and an Alfa Romeo 2500engine. With this he competed in various events. He then decided to produce his own engine, choosing to enter the then popular 1100 class. The result was a twin-cam 1094cc unit which emerged in 1947, one of the first twin-cams in that class. It immediately proved successful and was sold to many competitors, who fitted it to a variety of cars, usually either based on the 1100 or with a chassis by Gilco. Bodies were supplied by numerous carrozzeria. In 1949 Ermini began building complete cars, with his 1100 dohc engine, the chassis by Gilco and the bodywork by Tofani. The early 1950’s saw the Ermini 1100 as the car (or engine for those who chose to fit it to different chassis’) to have. Tofani was unable to meet the demand, and so Motto and Morelli were used to produce the bodies. In 1953 Ermini introduced a new engine. Still a dohc 1100 it now had an aluminium block and five main-bearing crankshaft. Around 20 engines were built and were fitted to cars by Ermini (with a chassis designed by Gilco), Scaglietti, Morelli and Frua (designed by Michelotti). Few existing sports car producers can match the intense, albeit brief, history of the Ermini brand. In the post-­‐war years, the Florentine brand fittingly represented the “prototype” of the Italian sports car – nimble and pacy cars with refined engines, often of low or medium power, with aggressive and intriguing profiles. Between 1946 and 1955, Ermini built and powered around 40 automobiles, all sports cars that rivalled, like Osca and Cisitalia, the more high-­‐profile and powerful Ferrari, Maserati, Porsche and Mercedes models, sometimes, quite incredibly, even managing to beat them. On the legendary streets of the Mille Miglia, as well as those of the Targa Florio, the Florentine automaker wrote some of the most glorious and unforgettable chapters in that period of Italian and international motor sports. In just over ten years Ermini or Ermini-­‐powered cars made over 600 appearances in domestic and international races. There were many prestigious victories, both in terms of class (such as Targa Florio 1950/1953, Mugello in 1955, the Giro di Sicilia 1952, the Coppa d’oro delle Dolomiti 1949, and the Italian road racing championships of 1950), and outright (such as the Coppa della Toscana in 1949). The specific sporting nature of the Ermini brand is demonstrated by the regular participation of its cars at major international races such as the Mille Miglia, where in 1950, the maximum “Sport” category numbered thirteen Ermini or Ermini-­‐powered cars. The Florence brand also made its mark abroad (even if few Ermini cars and engines left Italy) winning a Dutch class championship in 1953 with an Ermini-­‐powered sports car and competing in several races also in the US. And it was in the US that amateur constructor Bill Devin was inspired by the winding and captivating profile of an Ermini 357 Scaglietti, using the bodywork of the Florentine sports car to develop fiberglass bodies that were later utilised on around 400 sports cars. This fascinating story came to an end in 1962 when the Florentine brand ceased trading. A slumber that lasted until 2007 when, thanks to Ermini Automobili Italia, the company was reborn in Florence, almost fifty years after the closure of the mythical Ermini, one of the most legendary names in Italian sport.

FERRARI

Every year there is a special display in an area off one of the main halls. Theme this year was various Barchetta-style Ferrari cars, and there were 8 here, all loaned by their collector owners. I shudder to think what the combined value of this lot was. A lot, for sure! Minimalist, fast and beautiful: these are the qualities which best describe the “barchettas” which appear in the late 40s, light, racing roadsters without a folding roof or any additional frills, and a tiny windshield to minimise the impact of air. These features were an effective combination which allowed these vehicles to dominate the Mille Miglia, Targa Florio and many other momentous events in their golden years. By definition, barchette are extremely competitive racing cars of which only a few models are produced, each one with its own history, racing past and interesting backstory. Ferrari in particular can link the origins of its racing history to this exceptional vehicle.

The “oldest” among the cars on show in Padua is the 1950 Touring-fitted Ferrari 166 Mille Miglia; it first belonged to Gianni Agnelli, then was sold to an owner in Belgium and was piloted by Olivier Gendebien in car races. The vehicle subsequently became the property of the great Ferrari collector and ex Formula 1 pilot Jacques Swaters, and was exhibited as an Italian designer model at the MoMa in New York and at the Nationalgallerie in Berlin. In 2015, it was one of the stars of the Villa d’Este Elegance Competition. This car specifically is very unique, as it is linked to the origin of the nickname “barchetta” (little boat). It was Agnelli himself who, upon seeing the polished silhouette of the 166MM exhibited at the 1948 Turin Fair exclaimed: “But this is not a car! It’s a small boat!”. This comment was recorded by sports journalist Giovanni Canestrini (one of the creators of Mille Miglia) and was mentioned again by Bianchi Anderloni (patron of Milan’s Carrozzeria Touring) to refer to the 166 MM open model created for the 1949 Mille Miglia. Since then, the term “barchetta” has become the word used to refer to the entire category of open race cars and was recently used to refer to models exclusively produced in a limited series.

The Ferrari 250 MM was produced in 1953. After the initial racing successes of the 3.0-litre Colombo V12 engine, introduced in the 250 S one-off, Ferrari produced a serial racing model. It is best recognisable for the distinctive closed berlinetta bodywork by Pinin Farina. The “MM” in its name stood for the Mille Miglia race. The 250 MM was the second of the ubiquitous 3.0-litre, Colombo-engined Ferraris. The engine was derived from the 250 S with increased power, due to a different carburettors setup. The whole car could be seen as an incremental evolution over its predecessor. Chassis numbers for the first time had “MM” in their suffix, and used an even, race car sequence. Two body syles were available, each from a different coachbuilder. Pinin Farina designed an innovative closed berlinetta, which ushered in a whole new era in automotive design. It also served as a basis for future competition berlinetta models produced by Ferrari. Pinin Farina had created eighteen 250 MMs with berlinetta body. An open barchetta body was offered by Vignale and introduced in three series. Every example differed in slight detail from each other. An early series cars had open headlights and a small air vent in the middle of the bonnet. Later cars differed by having recessed and covered headlamps, a closed bonnet bulge, a triangular cutaways in the rear fenders and a lower door line. In total, twelve open spyders were made. Chief designer at Vignale was Giovanni Michelotti who penned all those designs. The first 250 MM, in a spyder form, was presented in 1952 at the Paris Motor Show. The first berlinetta was also shown in Paris in but a year later. A single berlinetta by Vignale, created in 1954, was owned at one point by Peter Monteverdi. In 1956 he had paid 10,000 Swiss francs for it and also traded in his Porsche 356. Its distinctive feature were the triple portholes on the bottom of the front fenders. One particular example, initially s/n 0352MM, was restamped as 0239EU after a crashed 212 Inter, that was entered in the 1952 Carrera Panamericana. His owner, Efrain Ruiz Echeverria, traded it in for a new car that was renumbered in the factory to avoid import duty. By 1953 Ruiz Echeverria could enter another edition of the Mexican marathon. The car was for sale in 2011. Offered by Talacrest it was bought by Nick Mason. Some examples, like the s/n 0266MM and 0356MM, used “166MM/53” type chassis but with a 3.0-litre, 250 MM-sourced engine. A single example of the Ferrari 340 MM Pinin Farina Berlinetta, that was raced by “Pagnibon”, was downgraded to a 250 MM-specification for Andre Vanoni

340MM Vignale: The Ferrari 340 MM was an evolution of the 340 Mexico with a shorter, 2,500 mm (98.4 in), wheelbase. The MM used the same 4.1 litre Lampredi V12 with similar three Weber 40DCF carburettors that helped the 340 achieve 280 PS at 6600 rpm and a maximum speed of 282 km/h. 10 examples were made, 4 Pinin Farina Berlinettas, 2 Touring Spyders and 4 Vignale Spyders (designed by Giovanni Michelotti). A total of four were converted to 375 MM spec. This car took first place in the Giro da Sicilia and then Giannino Marzotto drove it to win the Mille Miglia 1953 edition, setting a new average speed record for the race; with other 340 MM finishing fourth. Two more 340 MMs were entered that year in Touring barchetta guise but did not finish.

375MM Pininfarina: The Ferrari 375 MM, was a sports racing car produced in 1953 up to 1955 for the road cars. It was named “375” for the unitary displacement of one cylinder in the 4.5 L V12 engine, and the “MM” stood for the Mille Miglia race. In total 26 units were made, including four converted from the 340 MM. The first prototype was a Vignale Spyder and three next cars were Pinin Farina Berlinettas, all converted from the Ferrari 340 MM. Majority of the cars would be bodied by Pinin Farina in a spider style. The engine was based on its Ferrari 375 F1 counterpart, but with shorter stroke and bigger bore, for the customer cars and unchanged for the factory ones. Perhaps the most known 375 MM is the Pininfarina “Bergman Coupe”, s/n 0456AM, commissioned in 1954 by director Roberto Rossellini for his wife, actress Ingrid Bergman. Rossellini also owned another 375 MM spyder, s/n 0402AM, which sustained a crash and was rebodied into a coupe by Scaglietti. The Scaglietti coupe was subsequently bought by the Microsoft executive Jon Shirley and restored by Ferrari specialist Butch Dennison. It would later become the first postwar Ferrari to win Best of Show at the Pebble Beach Concours d’Elegance. The list of notable examples also includes a coupé created by Carrozzeria Ghia to a Giovanni Michelotti design. It was the last Ferrari ever to be bodied by this Turinese coachbuilder. The car was presented at the Torino Motor Show and the New York Auto Show, both in 1955. The 375 MM was available with two different engines, both of around 4.5 L capacity. One was for customer cars and the other for the factory teams. Factory race drivers received a straight derivative of the Formula One unit from the 375 F1. Designated as the tipo 102, it had the same total capacity of 4493.73 cc from the same internal measurements as the 375 F1, at 80 by 74.5 mm of bore and stroke. The new updated engine, codenamed as the tipo 108, was reserved for the customer cars. The engine had a changed capacity of 4522.68 cc, thanks to its 84 by 68 mm of bore and stroke, and would also be mounted in the 375 America road car. Both versions used three Weber 40IF/4C or 42DCZ carburettors and could produce 340 PS at 7000 rpm. The chassis was of a tipo 102 designation and was derived from its predecessor, the 340 MM, also made out of welded steel tubes. Wheelbase was slightly longer than before, now at 2,600 mm (102.4 in). The suspension setup was also inherited from the 340 MM, but with an addition of the Houdaille-type hydraulic shock absorbers in the front and rear. Although intended for the Mille Miglia, the 375 MM was also raced with limited success in the Carrera Panamericana, scoring fourth place in 1953 and finishing second in 1954. Other major successes in 1953 included overall wins at Spa 24 Hours, driven by Giuseppe Farina and Mike Hawthorn duo, 12 Hours of Pescara with Hawthorn and Umberto Maglioli and 12 Hours of Casablanca, won by Farina and Piero Scotti. The 375 MM with Alberto Ascari and Luigi Villoresi, was contesting the 1953 24 Hours of Le Mans alongside its 4.1-litre siblings, to no avail due to a clutch problems. In the 1000 km Nürburgring race of 1953, the 375 MM scored another victory with Giuseppe Farina, this time aided by Alberto Ascari. This race along with Spa 24 Hours counted towards the 1953 World Sportscar Championship, won for Ferrari in due honour to the 375 MM. In 1954 in Argentina, Giuseppe Farina with Umberto Maglioli won the 1000 km Buenos Aires, that was a championship race. On 760 km track of Coppa della Toscana, Piero Scotti won in the 375 MM ahead of Gordini. Later, the 375 MM competed in races in Europe, South and North Americas, winning many of them. The car did not score any more championship points as it was replaced by a bigger displacement derivative, the 375 Plus.

The early experiments with Lampredi’s four-cylinder engine led to the creation of the famed 500 Mondial. Named to mark the world (“Mondial”) championships won by Alberto Ascari, the 500 Mondial featured a 2.0 L version of Lampredi’s four-cylinder engine in a small and light body with an advanced suspension. The car debuted on December 20, 1953 at the 12 Hours of Casablanca driven by Ascari and Luigi Villoresi, placing second to a 375 MM. In 1954 four 500 Mondials were entered in Mille Miglia race, with best result being second overall after Lancia D24. The Mondial remained competitive through the end of the decade, including an entry in the 1957 Mille Miglia, and was raced as late as 1962, when Javier Valesquez entered chassis 0448MD in the 1962 Carrera Presidential race in Mexico City. The 500 Mondial’s 1984.86 cc engine was taken from the 500 F2 which won the world championship but was detuned to produce 170 hp. It was extremely light at 720 kg (1,590 lb). and handled well with a modern de Dion tube rear suspension. The first 500 Mondials were spiders bodied by Pinin Farina, but Carrozzeria Scaglietti later created a series of barchettas. Two berlinettas were also built by Pinin Farina. 29 were built in total. Of the 13 Pininfarina spiders built, 5 were the earlier Series I version with covered headlights. The car won the prestigious Gran Turismo Trophy at the 2012 Pebble Beach Concours d’Elegance, meaning it will eventually be re-created for use in Gran Turismo 6.

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.

The short-lived 857 S of 1955 was an attempt to hold off the strong Mercedes-Benz team, something the 750 Monza and the 376 S/735 LM were unable to do. An existing 750 Monza chassis received an enlarged version of Lampredi’s four, now displacing 3.4 litres .and producing 280 hp. The car was not competitive with the German team at the 1955 Tourist Trophy, so Lampredi went back to the drawing board for the next season. At the 1955 Targa Florio, the 857 S came third overall, driven by Castellotti. A year later, at the 1956 1000 km Buenos Aires, Olivier Gendebien and Phil Hill scored second place.

There was also a 550 Barchetta here. This roadster version of the 550 was launched at the Paris Motor Show in 2000 to commemorate the 70th anniversary of Pininfarina. The 550 Barchetta Pininfarina was a true barchetta with no real convertible top provided, as you could see here, as the “roof” was in place during part of the day. The factory did provide a cloth soft top, but it was intended only for temporary use to protect the interior from rain as using the top above 70 mph was not deemed safe. Aesthetically, the barchetta featured a more deeply raked windshield than the coupé for improved aero dynamics, roll-over hoops behind the seats for the driver’s safety and a longer rear section than the coupé to complete the smooth overall design resulting in more cargo space than the coupé, even when it was less practical. Other changes included new 19-inch alloy wheels specially made for the barchetta. A total of 448 cars were produced, four more than initially planned 444 cars due to concerns of superstition in the Japanese market about the number 4. The 448 cars were preceded by 12 prototypes numbered P01–P12 on their interior plaques. To an observer the prototypes and production cars are indistinguishable. The mechanical underpinnings of the car remained the same as its coupé counterpart but the engine was given the F133C code mainly for differentiation. Performance figures differed significantly as compared to the 550 Maranello due to the loss of a roof, with 0–62 mph (0–100 km/h) acceleration time increasing to 4.4 seconds and top speed reduced to 186 mph (300 km/h). All the 448 cars had a numbered plaque (i.e. x of 448) on the dashboard with Sergio Pininfarina’s signature.

Final car in this display was an SP1. First seen at the 2018 Paris Show, and inspired by the barchettas of the 1950s, such as the 750 Monza and 860 Monza, the Monza SP1 and SP2 adopt a single- and two-seater configuration, respectively. Both are equipped with Ferrari’s most powerful naturally-aspirated V12 ever made, the 812 Superfast’s 6.5-litre unit. In the SP cars, the 12-cylinder engine makes 810 PS (799 hp) at 8,500 rpm and 719 Nm (530 lb-ft) of torque at 7,000 rpm — 10 PS and 1 Nm more than in the donor car. The Monza SP1 and SP2 make extensive use of carbon fibre, and that contributes to their dry weights of 1,500 kg (3,307 lbs) and 1,520 kg (3,351 lbs), respectively. None of them has a physical windscreen, but Ferrari says owners need not worry about that. The tiny “Virtual Wind Shield” integrated into the fairing ahead of the instrument panel is apparently enough to deflect airflow over the driver’s head. In the SP2, there’s a tiny motorcycle-style physical windshield in front of the passenger seat. Despite the aerodynamic challenges a car with no windshield or roof pose, the Monza SP1 and SP2 are as quick as the 812 Superfast. 0-100 km/h (0-62 mph) takes 2.9 seconds and 0-200 km/h (0-124 mph) is dispatched in 7.9 seconds. However, the two barchettas lose a little when it comes to top speed, which is rated at over 300 km/h (186 mph).

There were a number of other Ferrari models elsewhere in the event, with the oldest this 1953 166MM Vignale.

Needing series production to stabilise his company’s finances, Enzo Ferrari asked Pininfarina to design a simple and classic 250 GT coupé. After the 250 GT Boano/Ellena, Pininfarina’s Grugliasco plant expanded and now had the capacity to produce the new 250 GT Coupé Pininfarina. It was introduced at Milan in 1958, and 335 near-identical examples were built by 1960. Buyers included Prince Bertil of Sweden. The GT Coupé eschewed the fender vents for simple, clean lines and a notchback look with panoramic rear window. The oval grille was replaced by a more traditional long narrow look with protruding headlights. Telescopic shock absorbers were also fitted instead of the Houdailles on previous 250s, and disc brakes were added in 1960. The original 165R400 Pirelli Cinturato tyres (CA67) were later changed to 185VR16. The final 250 GT Coupé had a Superfast tail and was shown at the 1961 London Motor Show. In line with the high-volume coupé, Pinin Farina also designed a plainer 250 GT Cabriolet for series production. Introduced at the 1959 Paris Motor Show, the GT Spider sported a look similar to the GT Coupé of the previous year, including the removal of the side vents. 185VR15 Pirelli Cinturato tyres (CA67) were standard. On the Coupé the headlights were uncovered. About 212 were produced. In line with the high-volume coupé, Pinin Farina also designed a plainer 250 GT Cabriolet for series production. Introduced at the 1959 Paris Motor Show, the GT Spider sported a look similar to the GT Coupé of the previous year, including the removal of the side vents. 185VR15 Pirelli Cinturato tyres (CA67) were standard. On the Coupé the headlights were uncovered. About 212 were produced.

The 1960 250 GT Cabriolet found favour with many celebrities, among them Barbara Hutton and Marilyn Monroe. Released at the Geneva Motor Show in 1957, the original 250 GT Cabriolet Pinin Farina Series I used the 2,600 mm (102.4 in) wheelbase and the body was styled differently from the Berlinetta. Cars left the factory on either 165R400 or 185VR16 Pirelli Cinturato tyres (CA67). About 36 examples were produced before a second series was shown at Paris in 1959. These later cars had more in common with the production Berlinetta. About 200 of the Series II cars were built.

The Ferrari 275 GTB is one of those Ferrari models whose price tag generally runs into 7 figures when it is offered for sale these days. The 275 was a series of two-seat front-engined V12-powered models produced in GT, roadster, and spyder form by Ferrari between 1964 and 1968. The first Ferrari to be equipped with a transaxle, the 275 was powered by a 3286 cc Colombo 60° V12 engine that produced 280-300 hp. Pininfarina designed the GT and roadster bodies, Scaglietti the rare NART Spyder, among the most valuable of all Ferraris made. The standard 275 GTB coupe came first. It was produced by Scaglietti and was available with 3 or 6 Weber twin-choke carburettors. It was more of a pure sports car than the GT name suggested. Some cars were built with an aluminium body instead of the standard steel body. A Series Two version with a longer nose appeared in 1965. The 275 GTB/4 debuted in 1966. A much updated 275 GTB, it generated 300 bhp from a substantially reworked 3286 cc Colombo V12 engine, still with two valves per cylinder but now with a four-cam engine and six carburettors as standard. In a departure from previous Ferrari designs, the valve angle was reduced three degrees to 54° for a more-compact head. The dual camshafts also allowed the valves to be aligned perpendicular to the camshaft instead of offset as in SOHC engines. It was a dry-sump design with a huge 17 qt (16 litre) capacity. The transaxle was also redesigned. A torque tube connected the engine and transmission, rather than allowing them to float free on the body as before. This improved handling, noise, and vibration. Porsche synchronizers were also fitted for improved shifting and reliability. The 275 GTB/4 could hit 268 km/h (166.5 mph). With new bodywork, it was the first Ferrari to not be offered with wire wheels. A total of 280 were produced through to 1968 when it was replaced by the 365 GTB/4 Daytona.

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.

Still seen by many as the most beautiful Ferrari ever built was the 246 GT Dino and there were several lovely example heres. The Ferrari Dino was created to honour Alfredo ‘Dino’ Ferrari, Enzo Ferrari’s only legitimate son, who sadly died of muscular dystrophy in 1956. Unlike any previous road-going Ferrari, the Dino utilised a V6 engine, the Tipo 156, which Alfredo himself had helped develop and strongly advocated during his working life. Following continued motor racing success and in order to homologate Ferrari’s 1966 Formula Two campaign, a new line of mid-engined production V6 coupés with Fiat running gear went on sale in 1967 in two litre 206 GT form. However, in 1969 a larger 2.4 litre Dino was introduced, named the 246 GT or GTS in the case of the Spider. Only 3,913 definitive Dinos were built before the introduction of the completely restyled V8 engined 308 in 1973. The voluptuous bodywork of the 246, which many regard as the prettiest ever to grace a road-going Ferrari, was designed by Pininfarina and built by Scaglietti. It clothed a tubular chassis which carried wishbone independent suspension at each corner. The compact four-cam, 190bhp. engine was mounted transversely above the five-speed gearbox and just ahead of the rear axle, allowing for both a comfortable cockpit and some usable boot space.

The Dino was replaced by the 308GTB and later 308 GTS, first appearing at the 1975 Paris Show. There were none of those on show, but there was a nice example of the later 328 version. This car seemed to be the one singled out by everyone. the judges loved it and gave it the “Best Ferrari” prize and it was also noticed by the birds, as by late afternoon, it was absolutely covered in their droppings, which was a real shame for one of the prettiest cars on display. 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. Seen here was a mildly modified 308 GTB.

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.

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.

The F40 of 1987 was the successor to the 288 GTO. It was designed to celebrate Ferrari’s 40th anniversary and was the last Ferrari automobile personally approved by Enzo Ferrari. At the time it was Ferrari’s fastest, most powerful, and most expensive car for sale. As soon as the 288 GTO was launched, Ferrari started the development of an evolution model, intended to compete against the Porsche 959 in FIA Group B. However, when the FIA brought an end to the Group B category for the 1986 season, Enzo Ferrari was left with five 288 GTO Evoluzione development cars, and no series in which to campaign them. Enzo’s desire to leave a legacy in his final supercar allowed the Evoluzione program to be further developed to produce a car exclusively for road use. In response to the quite simple, but very expensive car with relatively little out of the ordinary being called a “cynical money-making exercise” aimed at speculators, a figure from the Ferrari marketing department was quoted as saying “We wanted it to be very fast, sporting in the extreme and Spartan,” “Customers had been saying our cars were becoming too plush and comfortable.” “The F40 is for the most enthusiastic of our owners who want nothing but sheer performance. It isn’t a laboratory for the future, as the 959 is. It is not Star Wars. And it wasn’t created because Porsche built the 959. It would have happened anyway.” Power came from an enlarged, 2936 cc version of the GTO’s twin IHI turbocharged V8 developing 478 bhp. The F40 did without a catalytic converter until 1990 when US regulations made them a requirement for emissions control reasons. The flanking exhaust pipes guide exhaust gases from each bank of cylinders while the central pipe guides gases released from the wastegate of the turbochargers. Engines with catalytic converters bear F120D code. The suspension was similar to the GTO’s double wishbone setup, though many parts were upgraded and settings were changed; the unusually low ground clearance prompted Ferrari to include the ability to raise the vehicle’s ground clearance when necessary. The body was an entirely new design by Pininfarina featuring panels made of Kevlar, carbon fibre, and aluminium for strength and low weight, and intense aerodynamic testing was employed. Weight was further minimised through the use of a plastic windscreen and windows. The cars did have air conditioning, but had no sound system, door handles, glove box, leather trim, carpets, or door panels. The first 50 cars produced had sliding Lexan windows, while later cars were fitted with wind down windows. The F40 was designed with aerodynamics in mind. For speed the car relied more on its shape than its power. Frontal area was reduced, and airflow greatly smoothed, but stability rather than terminal velocity was a primary concern. So too was cooling as the forced induction engine generated a great deal of heat. In consequence, the car was somewhat like an open-wheel racing car with a body. It had a partial undertray to smooth airflow beneath the radiator, front section, and the cabin, and a second one with diffusers behind the motor, but the engine bay was not sealed. Nonetheless, the F40 had an impressively low Cd of 0.34 with lift controlled by its spoilers and wing. The factory never intended to race the F40, but the car saw competition as early as 1989 when it debuted in the Laguna Seca Raceway round of the IMSA, appearing in the GTO category, with a LM evolution model driven by Jean Alesi, finishing third to the two faster space-framed four wheel drive Audi 90 and beating a host of other factory backed spaceframe specials that dominated the races. Despite lack of factory backing, the car would soon have another successful season there under a host of guest drivers such as Jean-Pierre Jabouille, Jacques Laffite and Hurley Haywood taking a total of three second places and one third. It would later be a popular choice by privateers to compete in numerous domestic GT series. Although the original plan was to build just 400 cars, such was the demand that in the end, 1311 were buil
t over a 4 year period.

FERVES

There were severaI of these Ferves Ranger here. First seen at the 1966 Turin Motor Show, Ferves (FERrari VEicoli Speciali) introduced the Ranger as a small off-road derivative of the Fiat 500 and Fiat 600. The car had an open body with 4 vinyl-covered seats, a folding windscreen, and removable suicide doors on early models, later models had normally hinged doors. It was powered by a rear-mounted 499 cc two-cylinder in-line engine from the Fiat 500 and was available as a two-wheel drive or four wheel drive and had a maximum speed of around 45 mph. There was also a cargo version with a carrying capacity of 300 kg. The engine and steering were from the Fiat 500 and the suspension and brakes from the Fiat 600. The chassis numbers commenced at 300 for the passenger version and 100 for the cargo. Around 600 were built, all of them with Left Hand Drive and around 50 are thought to survive. There were no fewer than 7 of them here.

FIAT

Needless to say, there were a lot of Fiat models here. There was no manufacturer stand, but there were lots of Club ones for individual models – some more obvious and expected than others – as well as lots of historic Fiats on other stands and in the displays outside.

Parked up outside was this 1926 bus which was based on a Fiat 507. The Fiat 507 was a passenger car produced Fiat between 1926 and 1927, developed from the 505 model, with a modified suspension and brakes. Fiat produced 3,700 507’s during its production run.

This 514 had an unusual and rather short wheelbase-d body.

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.

This is a 1935 Fiat 508S Ballila Aerodynamica Coupe. In 1934, Fiat sought to build a competition car based upon its successful Balilla Coppa d’Oro to be used in rallies and other events yet desired a closed car to combat foul weather early in the season. This lovely car was the result. The Berlinetta Aerodinamica was a very rare style, designed by the famed Mario Rivelli de Beaumont, tested in the aerodynamics labs of the University of Turin, and built by Fiat’s own Carrozzeria Speciale. It was built on the 508 CS chassis with a revised cylinder head and new carburettor, providing 36 hp, as well as a four-speed gearbox and modern hydraulic brakes. Only 11 examples of the style were produced, and this example is the only surviving example known with original Mille Miglia history. Chassis no. 076019 was built in 1935 and originally delivered to Francesco Borgo of Venezia. It was subsequently sold in January 1936 to Alberto Comirato, who participated with his wife, Lia Dumas (‘Queen of the Mille Miglia’), in the 1936 Mille Miglia, where they finished 2nd in class and 14th overall. They were featured with the car in period press on the event. That same year, they finished 5th in class at the Corsa Internazionale allo Stelvio. This was just the start to the Mille Miglia careers of the couple, who would continue to race Fiats and finished 2nd overall in the event in 1948. The car has a continuously known and traced history since, remaining with owners in Italy, including many years in the famous collection of the Agusta family (of motorcycle and helicopter renown), as chronicled on its FIVA Identification Card and accompanying history file. Following its acquisition by the current owner in 2014, it has since been displayed and driven in several historic events, including the Mille Miglia Storica in 2016. Prior to this significant outing, the car was completely mechanically restored and as a testament to the work completed, it finished amongst the first 100 cars across the line and the 11th of the 84 original Mille Miglia entrants competing. Restoration to the bodywork to concours standard followed, with utmost attention towards originality. More recently, the car has been exhibited in the Museo Mille Miglia in Brescia alongside other competitors in the fabled race.

This curious Fiat 1100 was based upon a modified Fiat 508 C chassis and fitted with a S.I.A.T.A. tuned 1089cc Fiat 508 C engine. The S.I.A.T.A. (Società Italiana Auto Trasformazioni Accessori) company had been founded in Turin in 1926 by Giorgio Ambrosini for the production of racing kits for Fiat engines, special four and five-speed gearboxes and volumetric compressors. In 1937 Ambrosini took over the Andrea Mantelli’s Carrozzeria Italiana and started the construction of complete cars. This particular car was ordered by Arialdo Ruggeri of Gallarate (VA) to S.I.A.T.A. as confirmed by the mortgage indicated on the chronological documentation. Arialdo Ruggeri was later the founder of the Scuderia Milan in 1946 together with his brother Emilio. It is believed that the S.I.A.T.A. involved the Viberti, who created the fashionable aero-dynamic bodywork according to the engineer Luigi Rapi projects, and results of aerodynamic tests in the wind tunnel at the Polytechnic of Turin for the aerodynamic Lancia Aprilia previously built for the Colonel Mario Leoncini. The profile refers in fact a section of a wing of aircraft and construction with aeronautic concepts allowed a very light construction (560 kg total). The two cars are very similar in shape. The S.I.A.T.A. Fiat 1100 Coupé took part in the Gran Premio di Brescia delle Mille Miglia with Ruggeri/Dansi as crew, coming in sixteenth over-all and sixth in the up to 1100 cc class of the Sport category. From a photo, it can be induced that the car also took part in the Mille Miglia of 1947, but its crew and its result are not known. Following an attachment order issued by the Civil and Criminal Court of Milan the car was stored for three decades from 1951 to 1971.

Another 508 based car is this 1933 Fiat 508S Siata.

This is a 1934 Ardita. The Fiat 518, also called Fiat Ardita, was a model of car produced by Italian car manufacturer Fiat between 1933 and 1938. The name “Ardita” was also used on the six-cylinder engined and more expensive Fiat Ardita 2500 or 527. The Ardita was available in two chassis, having different wheelbases. Furthermore, there was a choice of two engines, the standard 1.8-litre (Ardita, also known as Ardita 1750) and a 2.0-litre version (Ardita 2000). The short 2,700 mm (106.3 in) wheelbase chassis was coded 518 C (for corta, short) and the long (3,000 mm or 118.1 in one 518 L (for lunga, long). Suspension and braking were fairly conventional, with solid axles front and rear, hydraulic dampers, hydraulic drum brakes on all four wheels and a band handbrake on the transmission. The 518 L chassis was fitted with wider tyres (5.50×17″ instead of 5.25×17″) and a different final drive ratio from the 518 C.[1] Both the 518 C and 518 L were offered from the factory with 4-door saloon and 4-door torpedo bodies. Therefore, the factory body styles available for the standard Ardita and the Ardita 2000 were: Saloon, 4 doors, 7 seats, long chassis; Saloon, 4 doors, 5 seats, short chassis; Torpedo, 4 doors, long chassis; Torpedo, 4 doors, short chassis. The saloons had 6 side windows, lacked a centre pillar and had suicide doors at the rear. The Ardita’s type 118 inline-four sidevalve engine had a bore and stroke of 78 mm × 92 mm and displaced 1,758 cc. With a 6.2:1 compression ratio and a single Zenith 36 VIF carburettor it produced 40 PS. Top speed was 100 and 98 km/h (62 and 61 mph) respectively for the 518 C and 518 L saloons. The Ardita 2000’s type 118 A was obtained from the smaller engine by enlarging its bore to 82 mm (bore and stroke 82×92 mm), displacing 1,944 cc. With unchanged compression ratio and carburettor it produced 45 PS at 3,600 rpm. Top speed was about 105 km/h (65 mph). In total 8,794 518s were produced by Fiat. Additionally the 518 was produced outside Italy: in France by Simca as Simca-Fiat 11 CV, and in Poland by Polski Fiat as well as by PZInż under licence.

The Fiat 1100 was introduced in 1937 as the Fiat 508 C or Balilla 1100, a replacement for the Fiat 508 Balilla. Under the new body the 508 C had more modern and refined mechanicals compared to the 508, including independent front suspension and an enlarged overhead valve engine. In 1939 it was updated and renamed simply Fiat 1100. The 1100 was produced in three consecutive series—1100, 1100 B and 1100 E—until 1953, when it was replaced by the all-new, unibody Fiat 1100/103. The Fiat 508 C was first introduced in 1937. It was powered by a 1,089 cc four-cylinder overhead-valve engine rather than the earlier Balilla’s 1-litre unit. Power was up by a third, to 32 PS at 4,000 rpm. Drive was to the rear wheels through a 4-speed gearbox, and for the period, its comfort, handling, and performance were prodigious,making it “the only people’s car that was also a driver’s car”. Unusual for a modestly priced car of the time was the independent front suspension, while the rear had a leaf sprung live axle. According to the manufacturer top speed was 110 km/h (68 mph). Exterior styling recalled the 1935 Fiat 1500 and the 1936 Fiat 500 “Topolino”, with the typical mid-thirties heart-shaped front grille. The main body style for the Fiat 508 C was a 4-door pillarless saloon with 4 side windows (two windows on each side without the rear quarter window), and suicide doors at the rear. Other body styles listed by Fiat were a 4-door convertible saloon (saloon with folding roof, based on the standard 4-door model), a 4-door torpedo, a 2-door 4-seat cabriolet, and, for a brief period, a sporty 2-door 2-seat spider built by Carrozzeria Viotti. In 1938 Fiat put on sale a long-wheelbase six-passenger variant, named 508 L. Besides the 280 mm (11.0 in) extended wheelbase (at 2,700 mm or 106.3 in), other differences from the 508 C were wider wheels and tyres (5.50–15 instead of 5.00–15 tyres) and a shorter final drive ratio, which reduced top speed to 95 km/h (59 mph). The 508 L was sold as a 4-door, 6-window saloon, pillarless and with rear-hinged aft doors like the 508 C, able to carry six passenger thanks to two foldaway seats. Additionally there was a 4-door, 6-window taxi (Tassì) version, which differed in possessing a B-pillar—to which all four doors were hinged—and a partition between the driver and passenger compartments. Indeed, most 508 L saloons saw service as taxis or livery cars. The lengthened 508 L also formed the base for two light commercial vehicles, a van (Italian name 508 L Furgoncino) and a platform lorry (508 L Camioncino). Again in 1938 a sports model was introduced, the 42 PS 508 C Mille Miglia. In 1939 the car underwent a restyling of the front end and became the Fiat 1100, also inappropriately known as 1100 A to distinguish from the later variants. The car had gained a taller, pointed grille—which earned it the popular nickname of 1100 musone, i. e. “big muzzle”—with horizontal chrome bars, the top three extending back over window-shaped louvres on each side of the redesigned engine bonnet. Available body styles were six, all carried over from the previous model: saloon, convertible saloon, cabriolet, sports berlinetta, long-wheelbase saloon and taxi. No significant changes were made to the car’s mechanicals. After World War II, in 1948, the 1100 received some mechanical and interior upgrades, and was renamed 1100 B. The revised type 1100 B engine produced 35 PS at 4,400 rpm thanks to improved inlet and exhaust manifolds and a larger 32 mm diameter choke carburettor. Inside the cabin there was a two-spoke steering wheel instead of the previous three-spoke one, new instrumentation and new trim. The 1100 B was available as saloon, long-wheelbase saloon and taxi. In total 25,000 were made between 1948 and 1949. The 1100 B lasted only one year as in 1949 the car was re-introduced with a curvy boot and new name, the 1100 E.

Among the special designs by the major coachbuilders for the Fiat 1100 chassis, one of the most fascinating body styles was done by Fiat itself by the ‘’Carrozzerie Speciali’’ devision.For the top of the range model, the 1100 Sport Berlinetta a different engine was made to make it more powerful and very reliable. The lightened chassis was combined with a streamlined lightweight all alloy body and alloy trim and lightweight bucket seats. The competion was from Cisitalia and Stanguellini. This example is a unique Fiat 1100 Sport Berlinetta Mille Miglia from 1948 and has an extensive racing history. This car participated and finished 3 times in the original Mille Miglia! 1953 Mille Miglia. Campostella, Collini, racing number 330.1954 Mille Miglia. Campostella, Collini, racing number 357.1955 Mille Miglia. Campostella, Collini, racing number 516. Next to that it raced the Giro di Sicilia and the Coppa d’oro Delle Dolomiti in 1954. It always remained in Italy. In 2019 it participated in the Mille Miglia and the Red Cross Rally.

The Fiat 1500 was introduced at the November 1935 Salone dell’automobile di Milano (Milan Motor Show). It was powered by a 1,493 cc overhead valve straight-six engine, producing 44 bhp at 4,400 rpm. The transmission had four speeds, and synchromesh on the top two gears. Top speed was 115 km/h (71 mph). For the first time on a Fiat there were independent suspensions at the front, of the Dubonnet type. The frame was X-shaped, with a boxed centre section. Fiat offered two factory body styles, a 4-door pillarless saloon with suicide doors at the rear, and a 2-door convertible with suicide doors as well; both lacked a boot lid, as the luggage compartment was only accessible folding the rear seat, and carried an external spare wheel in a recess at the rear of the body. As an alternative the 1500 was also available as bare chassis, and numerous cars received coachbuilt bodies. An improved, second series model was introduced in 1939, distinguished as was Fiat’s custom at the time by a letter added to the model name: the Fiat 1500 B. It had more powerful brakes and an handbrake acting on the transmission through a band brake instead than on the rear axle drum brakes as before. The 1500 B was otherwise virtually undistinguishable from the original model. The 1500 B was short lived as in 1940 Fiat replaced it with the 1500 C, sporting a redesigned and more conventional looking front end. Following the look introduced with the Fiat 2800 flagship of 1938, the grille was pointed, taller and more upright than before—the so-called musone, big snout. The headlamps ceased to be integrated in the front wings. Beginning with this model the sole factory body option was the 4-door saloon. In 1946, after World War Two, Fiat resumed production of pre-war models, the 500, 1100 and the 1500 C. Since the ongoing development of all-new cars would take some years, improvements were made to keep these vehicles of 1930s vintage competitive on the market. The resulting 1500 D was introduced at the 1948 Turin Motor Show, alongside the updated 1100 B and the 500 B Giardiniera (station wagon).Externally the 1500 D was largely unchanged from the 1940 1500 C, while there were significant mechanical differences. The front Dubonnet suspension had been replaced by a double wishbone design similar to the 1100s; therefore the steering had to be changed as well. The engine had received a twin-choke Weber 30 DCR carburettor, a higher 6.2:1 compression ratio and other changes, pushing output to 46 bhp; top speed rose to 120 km/h (75 mph).Between 1948–49, production of this model amounted to over 2,800. The fifth and final version of the 1500, the 1500 E, was first shown at the 1949 Fiera del Levante in Bari, together with the similarly updated 1100 E. The main distinguishing feature of these “E” models was their luggage compartment, accessible from outside the car; the previously rear-mounted spare wheel had to be carried inside the car, bolted inside the newly acquired boot lid. In the case of the 1500, the body aft of the rear doors was redesigned: the sloping back, almost unchanged since 1935, gave way to three-box styling. Together with more robust bumpers, this increased the overall length of the car by some 3 cm (1.2 in). The rear window was one-piece instead of being split, and the running boards were integrated in the body-side stampings. Other notable revisions were made to the transmission: the clutch was strengthened, synchromesh was added to second gear, and inside the cabin there was a column-mounted shifter. In total about 1,700 1500 Es were made, for a grand total of about 46,000 1500s of all models. After 15 years of production, in 1950 the 1500 was replaced by the groundbreaking unibody Fiat 1400, the marque’s first all-new post-war car.

Displayed on the Touring stand was this 1500 B-based Touring Superleggera. Several prototypes were produced, but the limited run of cars resulted in combining the trim and design details of all of them. However, the basic shape remained the same: a fluid, elegant coupé, along the lines of Touring’s famous Berlinetta design for the Alfa Romeo 6C 2500.

Also Fiat 1500-based is this 1949 Fiat 1500C Sport by Lanzarone, the only known example. Persuading the coachbuilder that dark red mixed with brown was an appealing colour combination for the 1949 Fiat Barchetta was not easy. Not because these types of racing cars were built to be more powerful than beautiful at the time, but simply because he was convinced that putting them together would have been like a fist to the face. Nevertheless, Gianni Morandi (a homonym of the Italian singer), the car’s owner, was fortunately very determined: “I had to promise that if the result wasn’t good we would have done the whole paint job again,” he remembers. That was obviously unnecessary, as the coachbuilder soon realised that that bicolour bodywork was the perfect cherry to top of the restoration of this spectacular car, a 1949 Fiat 1500 6C Sport Lanzarone with a few added Stanguellini components. It can reach speeds up to 160 km/h (100mph), and everything is so visceral when you drive a car of this vintage in a sporting manner: the sound, the high-strung performance of the six-cylinder engine with some additional Stanguellini components fitted, the Nardi Moretti gear shifter which is quite unusual in this type of Fiat, and last but not least, the feeling of an absence of weight. Gianni adds some backing to the claim: “In fact the bodywork is made of 1.8mm-thick aero-grade aluminium with internal chrome alloy. A material which gave us some problems during the restoration as it is not easy to weld, at all: only the nephew of the coachbuilder finally succeeded, while his father and grandfather said they were getting bubbles and other issues.” The car was probably built for the Targa Florio originally, and it lived most of its long life in Palermo before settling down in a small town in Tuscany with its current owner. “It was created for the Sicilian gentleman driver Giovanni Casales, who’s done the Targa several times with a Cisitalia,” Gianni says. “I think it was considered like a spare car to use if needed, as there is no information about its participation in the race, and my impression is that it never actually competed. “I bought it in 1988, and the colour of its skin was not very attractive back then. It was pale yellow, while underneath it was red. During that period I was searching the length and breadth of Italy, looking for classic cars. My addiction had started a few years before however, after I bought a 1954 Fiat 1400 A with my father. That was the birth of my passion for ‘heritage’ vehicles, after having been doing off-road racing for many years.” Gianni, 50 years old, is now an experienced collector and one who took part in the last two editions of the modern Mille Miglia with his 1929 Officine Meccaniche 665 S “Superba” 2000. “After a while, I was introduced to some dealers in Sicily and the 1500 was a sort of barn find for me as it was more or less abandoned under a shelter when I saw it. Then, for ten years I didn’t do anything with it because some components were missing and the chassis was damaged… So I just carried on with some other cars’ restorations. Later I purchased another Fiat in Sicily, a 1947 red 1100 S Berlinetta,” he recalls. But one day he decided it was time to wake up this “sleeping duckling” as he called the yellow Fiat, and make it a jewel on wheels as it deserved to be. “I took it back to Sicily, to the Falanga workshop, a restorer who knows the car very well. They worked on the mechanical aspects, remaking pistons and other components. Generally speaking, every aspect of the car required attention, even the instruments on the dashboard. The first step was the chassis, made by CAMEN (Costruzione Auto e Motori Esposito Napoli), a well-known preparer based in Naples. “It was constructed by mating a Fiat 1500 front end and part of the rear chassis of a Lancia Aprilia, and it was slightly awry when I got it. While the body was not damaged because it was put on a wooden frame, the chassis had been somehow accidentally stretched,” he says. “The only thing that was really missing from the Barchetta was the lid of the trunk and so it had to be fabricated from scratch. While the original Pirelli Stella Bianca tires are, almost incredibly, the same that were installed in the Fifties, just a short time after the Barchetta saw the light for the first time. “The whole restoration job was finished last December and involved five or six different artisan companies to complete it.” The last element to receive attention after the painting of the body and the reupholstering of the seats with the very resistant synthetic resin material called Vipla, was the restoration of the cork steering wheel. And, of course, being a carpenter, the owner of the car happily tackled that job himself.

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.

The first Campagnola 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.

The Fiat 8V (or “Otto Vu”) is a V8-engined sports car produced from 1952 to 1954. The car was introduced at the 1952 Geneva Motor Show. The Fiat 8V got its name because at the time of its making Ford had a copyright on the term V8. With 114 made, the 8V wasn’t a commercial success, but did well in racing. Apart from the differential the car did not share any parts with the other Fiats (but many parts were made by Siata and they used them for their cars). The 8V was developed by Dante Giacosa and the stylist Luigi Rapi. The engine was a V8 originally designed for a luxury sedan, but that project was stopped. The Fiat V8 had a 70 degree V configuration, displaced 1,996 cc and was fitted with two twin-choke Weber 36 DCF 3 carburettors. In its first iteration (type 104.000) the engine had a compression ratio of 8.5:1 and produced 104 hp at 5,600 rpm, giving the car a top speed of 190 km/h (118 mph). Improved type 104.003 had different camshaft timing for 113 hp at 6,000 rpm; finally type 104.006 with a 8.75:1 compression ratio, revised camshaft timing and fuel system put out 125 hp at 6,600 rpm. The engine was connected to a four speed gearbox. The car had independent suspension all round and drum brakes on all four wheels. Top management were preoccupied with more run of the mill projects, however, and only 114 of the high-performance coupés had been produced by the time the cars were withdrawn from production in 1954. Nevertheless, they continued to win the Italian 2-litre GT championship every year until 1959. 34 of the cars had a factory produced bodywork by Fiat’s Reparto Carrozzerie Speciali (“Special Bodies Department”). Some cars had the bodywork done by other Italian coachbuilders. Carozzeria Zagato made 30 that they labelled “Elaborata Zagato”. Ghia and Vignale also made bodyworks. Most were coupés, but some spyders were made as well. Seen here were a couple of cars, one of them with a Touring body and a couple with Zagato bodies.

The 1400 range was represented by a trio of cars on the specific Owners Club stand. 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.

Displayed in unrestored condition was this 1952 Fiat 1400 Spider Rondine, with bodywork by Monviso.

Immediately after the Second World War, Fiat was in a difficult situation financially. Thanks to the help provided by the Marshall Plan, the factories which had been destroyed during the war were rebuilt and the Turin-based manufacturer returned to a level of production comparable to the 1930s. New models were then introduced, including the Fiat 1100, which was produced in several different versions, among them a rare Coupé designed by Pinin Farina. This was more elegant and more GT-like, with a more luxurious interior and, above all, a well-balanced design which could be mistaken for that of the Lancia Aurelia B20 GT … First shown in 1949, the Fiat Coupé retained the stylish wind-cheating front screen, but was characterised by its slender and more shapely bodywork, which brought to mind the most beautiful Italian coachwork produced by the likes of Maserati, Siata, Stanguellini or Cisitalia. Externally, there was no difference between the S and ES models, but the interior of the S was more basic, while the ES had a better stocked dashboard, a front bench seat in place of two separate seats and even a small bench seat in the rear. Whether you looked at the pushbutton switches, the door trim, quarterlight catches or exterior door handles, Fiat had never demonstrated such refinement down to the smallest detail. A number of prizes gleaned at concours d’élégance moreover rewarded this timeless beauty, of which “officially” 400 examples were produced until 1951. Today, it is thought that fewer than ten examples of the Fiat 1100 ES Coupé Pinin Farina remain in the world.

This is one of a small number of Zagato-bodied 1100 Coupes.

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 signal
s, 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.

The Fiat 1100 Turismo Veloce made its debut at the 1953 Paris Moto Sshow. With strong performance for its 1,089cc displacement – 50bhp at 5200rpm and a 140km/h top speed – it was aimed at a sporty clientele. Although mostly unchanged from the standard 1100, the Turismo Veloce (TV) variant featured a fog light in the centre of the grille, two-tone paint and ‘anatomical’ seats. Although fine for city driving or a weekend run in the country, the 1100 TV was also a useful road racer, especially in the Mille Miglia where it dominated its class for years. Perhaps the most desirable derivative was the Turismo Veloce Trasformabile, or convertible. Introduced at the 1955 Geneva Salon d’Auto, it was built by Carrozzerie Speciali Fiat and its Detroit-inspired body with wrap-around windscreen, distinctive chrome grille, and concealed hood, folding seats and 145km/h top speed all contributed toward this model’s popularity, especially in the US where most of the 571 built found their first owners. Costing Lire 1,250,000 in 1955, the Trasformabile was one of the faster open cars of the period, and, in the 1956 Mille Miglia, an example driven by Massari/Cats finished 80th overall and 4th in class.

Also here was the 1100 TV Coupe from the mid 50s. Various Italian coachbuilders of the time produced examples. And this is one such. 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 several Pinin Farina-bodied Ferraris.

This is an 1100 Coupe bodied by Carozzeria Canta, produced early in 1953, one of the earliest of the 103 series chassis It may very well be the only left in the world.

Allemano built cars based on the 103 series 1100 as well. It was a significant project for this carrozzeria, meaning that lead designed Giovanni Michelotti was put on the project. The result was a car that looked completely different from the standard car, and which also had a transformed and much more luxurious interior. Just 2 coupe and 4 cabriolets were built in 1953, of which just 2 of the open topped cars and one coupe, this one, remain.

Also based on the 1100 is this rather odd-looking vehicle. I failed to find any more information about it online.

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 the rare 500 Sport, with its fixed steel roof and a number of the Austrian-built Steyr-Puch cars. There was al
so 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.

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.

This is a rare 1959 600 Multipla Monviso. A small number of these were built, with the Monviso body revisions creating yet more space inside what was already a roomy body. It is not known whether this is the only survivor or not.

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.

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.

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 earlier 2100 Berlina with unusual twin headlights.

Attracting lots of interest, not least as a sign asking people not to take photos of it (which of course invited everyone to ignore it!) was this which is apparently a 2300 Zagato Grand Sport.

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.

Following its introduction in 1966 with a publicity stunt, with Fiat filming the dropping of the car by parachute from a plane, the 124 won the 1967 European Car of the Year. As a clean-sheet design by Oscar Montabone, the chief engineer responsible for its development, the 124 used only the all-synchromesh gear box from the Fiat 1500. The 124 featured a spacious interior, advanced coil spring rear suspension, disc brakes on all wheels and lightweight construction. A 5-door station wagon variant (named 124 Familiare on its home market) as well as the 124 Sport Spider variants debuted at the 48th Turin Motor show in November 1966. A few months later, at the March 1967 Geneva Motor Show, the 124 Sport Coupé completed the range.

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 Fiat 124 Sport Spider was designed by Pininfarina and styled in-house by Tom Tjaarda. The 124 Sport Spider, 124 Sport Coupé and 124 sedan share much of their running gear – and, in the case of the coupé, platforms. The Sports Spider uses a shorter platform along with a shorter wheelbase, and in contrast to the Pininfarina styled and manufactured spider, Fiat designed and manufactured the coupé in-house. The succession of build series of the 124 were designated internally as AS, BS, BS1, CS and CSA. AS models had a torque tube transmitting power to the rear wheels; this crack-prone design was replaced by a trailing-arm rear axle with the second series (BS) during 1969 — which was manufactured alongside the AS for the first six months of 1970. The early AS cars also have smaller taillights, while the BS receives a mesh grille and black-rimmed gauges inside. In July 1970 the 1.6-liter BS1 appeared; this model is recognizable by its twin humps on the bonnet and bumper overriders. The CS series Spider arrived during 1972. Also in 1972, a sports version of the Spider debuted, required for type-approval of its rally version, and was marketed as 124 CSA (C-Spider-Abarth). The vehicle has a capacity of 128 hp. In three years, Fiat manufactured less than 1000 CSA models, which were intended for sale to individual clients. The car was manufactured by Fiat (with a Pininfarina body) in Turin until October 1981, when Pininfarina took over manufacture in their San Giorgio Canavese plant. Serial numbers started over from zero, while the eleventh digit in the Vehicle Identification Number was switched from an 8 to a 5. The Fiat Spider 2000 ended manufacture in July 1982, and after the Italian summer holidays production of Pininfarina-badged cars commenced in its place.

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.

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

At the 53rd Turin Motor Show of November 1971 Fiat introduced the 2 door 128 Coupé, based on a shortened 128 chassis. It was available with two different engines (1100 and 1300) and in two different trim levels (S and SL) for a total of four variants. In its base “S” trim, the coupé had single rectangular front headlamps, and wheels and hubcaps from the saloon. The pricier “SL” (for Sport Lusso) was distinguished by quadruple round headlamps, a specific grille, steel sport wheels without hubcaps, chromed window surround trim, door handles and fuel cap, and black decorative striping along the sills and across the tail panel. Inside it gained a leatherette-wrapped steering wheels, perforated leatherette upholstery, extended four-gauge instrumentation, loop pile carpeting and black headlining. The two engines were developed from the units found in the 128 saloon and 128 Rally respectively, and both were fitted with twin-choke carburettors and a two-piece exhaust manifold. The 1100 produced 63 hp while the 1300 produced 74 hp. Top speed was over 150 km/h (93 mph) and 160 km/h (99 mph) respectively. Compared with the 128 saloon, the coupé had a 9.1 in shorter wheelbase and tracks that were wider at the front and narrower at the rear. Suspension was the familiar all-independent 128 layout—save for the front anti-roll bar, which had been replaced by radius rods. The braking system consisted of discs at the front and drums at the rear; it was made more efficient by fitting smaller diameter front discs and the front and the vacuum servo first used on the 128 Rally. It was replaced by a hatchback version, the 3P in the autumn of 1975, which was mechanically the same under the skin.

You don’t often see examples of the once very popular 127 range here, so this one 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.

A car I’d never seen before, and about which there is little online information is this 127 Rustica. First seen in 1979, this turned out to be a short-lived, bottom-end variant of the 127 and was the very definition of a poverty model. Based on the Mark 2 version of the 127, the Rustica was available only in beige and featured such delights as rugged tubular bumpers and ultra-basic hammock seats. The only option was a roof rack. Production ceased in 1981.

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.

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.

Rather more recent is this conversion of the current Fiat by Castagna to produce a slightly ungainly looking estate version. It was built in 2007 on the chassis of no. 003 of the modern Fiat 500 production and was initially the personal car of the designer of Atelier Castagna. The front lighting and colours have recently been renovated. The interior isentirely upholstered in 2 colours in leather and Alcantara, with wooden internal and external details (steering wheel, gear knob, dashboard, tunnel, etc.) and natural fibre weaving. The bodywork transformation is made of carbon fibre obtained from an autoclave; the rear glass is specific. The model features a raised set-up and the four-wheel drive derived from a Fiat Panda 4×4.

FORD

A special display marked the 60th anniversary of the Ford Transit. Yes, that’s right. Although the first UK-built Transit was launched in 1965 and hence some way short of a 60th anniversary, the name was used by Ford Germany on an earlier model. Predecessor of the British and German-built Transit, the first production Ford to wear the “Transit” badge was a van built in Ford’s Köln (Cologne) plant in Germany. It was introduced in 1953 as FK 1000 (carrying 1,000 kg) with a 1.2-litre inline-four engine from the contemporary Taunus. In 1955 the engine capacity was enlarged to 1.5 litres. From 1961, this vehicle was called the Ford Taunus Transit. Production of this model ceased in 1965. On 9 May 1945, the day after the unconditional surrender of the German Wehrmacht in the Second World War, production at the German Ford-Werke AG in Cologne resumed. Because the production of civilian cars in the occupied zone was reserved for the British (for instance for Ford of Britain), Ford-Werke AG limited itself to the production of trucks (until 1948). Those trucks based on the slightly modified war models V 3000 S, B 3000 S und V 3000 A as they were already produced before and during the 2nd World War in the Ford production facilities in the Third Reich. Those trucks were now called “Rhein” and “Ruhr”. At that time neither Ford of Britain nor Ford Werke AG were 100% subsidiaries of Ford Motor Company in Detroit and before the Second World War each company had its own more or less protected market. Until Germany declared war on the US in December 1941, almost half of the shares of the Ford-Werke AG were in German hands, as well as its production sites were managed by the Reich Commissioner for the Treatment of Hostile Property – Johannes Krohn. Just as Ford also had to comply with the type restrictions of the Schell-Plan, which were introduced in March 1939 in anticipation of the war. After the war, several economical boundaries were abolished and local markets did not exist anymore in the same way that they existed before. With this, Ford of Britain and Ford-Werke AG suddenly became more competitive on the whole European Continent than local market subsidiaries of their parent company in Detroit. In 1951 Ford Werke AG launched the FK commercial vehicle series, FK standing for Ford Köln, with different-sized vehicles (FK2000 with 2 tons payload, FK3000 with 3 tons payload, FK3500 with 3,5 tons payload, etc.). The FK series was successor of the “Rhein” and “Ruhr” trucks. In 1953, the FK series were rounded off with the light delivery van FK1000/FK1250 (1ton/1,25tons payload), in competition to the Volkswagen Type 2 VW Bus, the DKW Type F89L Schnellaster or the Vidal & Sohn Tempo Matador. As usual in the Anglo-Saxon countries in those days, Ford’s marketing experts attached more importance to the model/series designation than to the “Ford” label as a brand. Rumors that Ford banned the German Ford-Werke AG from using the Ford logo and instead introduced the Taunus brand are untenable. Also most British Ford products had no Ford emblem. The commercial vehicles produced at Ford-Werke AG were marketed with the FK logo, while the passenger cars produced from 1948 onwards were offered under the name Taunus referring to the re-produced pre-war model Ford Taunus G93A. Due to continental European habits, the original series and model designations “FK” and Taunus mutated into real brands, each with its own emblem and different models, comparable with Daimler Benz Mercedes models or General Motors Opel models. The FK emblem consists of two slightly overlapping ovals with the “F” from the well-known Ford emblem in the first and a “K” in the same font in the second oval. The Taunus emblem first depicted the Cologne Cathedral; from 1953 on until its discontinuation in 1967, Cologne’s city flag inspired the Taunus emblem. In 1961, Ford discontinued the entire truck production in Germany and took the FK brand off the market due to serious defects and therefore strongly decreasing demand. The van FK1000/FK1250, not affected by these defects due to its completely different construction-design, continued to sell well and was now offered under the successful Taunus brand with the model name Transit in addition to the cars Taunus 12M/15M and the Taunus 17M. A comparable program to Volkswagen, that offered its vehicles VW Beetle, VW 1500 and VW Bus the same way on the continental European market. The “new” Transit Taunus van was now labelled with the Transit model name (instead of the FK logo) in big chrome letters and a big “Taunus” emblem as well as a small Taunus lettering which was also mounted on the back of the vehicle. New, however, was a small Ford logo underneath the right B-column. From 1957 onwards, with the launch of the Ford Thames 400E by Ford of Britain, the situation arose that Ford, together with the FK1000/FK1250 by Ford Werke AG, was now present on the continental European markets with two competing products. For example, the British Ford Thames 400E was also assembled and improved as a left-hand drive version in the Ford assembly plants in Copenhagen, Denmark, as well as the German FK1000 was assembled in Azambuja, Portugal too. In the French, Spanish, Italian, Swiss, Benelux and Scandinavian markets, both products were found. This turned out to be disadvantageous and cost-intensive especially after the fall of various trade barriers within the newly founded EEC. For this reason, such a situation with internal competition and parallel developments was very unsatisfactory for the Ford headquarters in Detroit. The aim was to not only standardize the vehicle production (world car), but also merge the company structures in Europe. Under parent’s dictate, Ford of Britain and Ford-Werke AG started the “Redcap-Project” in the commercial vehicle sector in 1963, from which the Ford Transit was launched in 1965, based on a new unified platform. Two years later in 1967, Ford of Britain and Ford-Werke AG merged to Ford of Europe with the headquarters in Cologne, Germany. The brand Taunus was taken off the market. Ford forced the standardization of platforms and even model-names overall European market under the Ford brand and logo. After the Ford Transit in 1965, a second unified platform (Ford Escort) was launched in 1967. With the discontinuation of the Ford Zephyr (British) and Ford P7 (German) 1972 all Ford platforms for the European market are unified. Since 1994 (discontinuation of the Ford Granada name) even the Ford model-names are the same for the European market. The German vehicle was not widely exported, and the “Mark 1” tag has commonly been applied, retrospectively, to the 1965 to 1978 British model.

Now rare are examples of that “first” generation Transit which was introduced in October 1965, taking over directly from the Thames 400E. This generation had the longest production run of any Transit to date, staying largely unaltered for 12 years until the major facelift of 1978, with overall production lasting for over 20 years before finally being replaced by the all-new VE6 platform in 1986. The van was produced initially at Ford’s Langley facility in Berkshire, England (a former Second World War aircraft factory which had produced Hawker Hurricane fighters), but demand outstripped the capability of the plant, and production was moved to Southampton until closure in 2013 in favour of the Turkish factory. Transits were also produced in Ford’s Genk factory in Belgium and also Turkey. Transits were produced in Amsterdam for the local market from the mid-1970s until the end of 1981. This factory had ample capacity, since the Ford Transcontinental produced there had little success (total production 8000 in 6 years). Although the Transit sold well in the Netherlands, it was not enough to save the factory, which closed in December 1981. The Transit was introduced to replace the Ford Thames 400E, a small mid-engined forward control van noted for its narrow track which was in competition with similar-looking but larger vehicles from the BMC J4 and J2 vans and Rootes Group’s Commer PB ranges. In a UK market segment then dominated by the Bedford CA, Ford’s Thames competitor, because of its restricted load area, failed to attract fleet users in sufficient numbers. Ford switched to a front-engined configuration, as did the 1950s by Bedford with their well-regarded CA series vans. Henry Ford II’s revolutionary step was to combine the engineering efforts of Ford of Britain and Ford of Germany to create a prototype for the Ford of Europe of today—previously the two subsidiaries had avoided competing in one another’s domestic markets but had been direct competitors in other European markets. The Transit was a departure from the European commercial vehicles of the day with its American-inspired styling—its broad track gave it a huge advantage in carrying capacity over comparable vehicles of the day. Most of the Transit’s mechanical components were adapted from Ford’s car range of the time. Another key to the Transit’s success was the sheer number of different body styles: panel vans in long and short wheelbase forms, pick-up truck, minibuses, crew-cabs to name but a few. The engines used in the UK were the Essex V4 for the petrol-engined version in 1.7 litre and 2.0 litre capacities. By using relatively short V-4 engines Ford were able to minimise the additional length necessitated to place the engine ahead of the driver. Another popular development under the bonnet was the equipping of the van with an alternator at time when the UK market competitors expected buyers to be content with a dynamo. A 43 bhp diesel engine sourced from Perkins was also offered. As this engine was too long to fit under the Transit’s stubby nose, the diesel version featured a longer bonnet – which became nicknamed as the “pig snout”. The underpowered Perkins proved unpopular, and was replaced by Ford’s own York unit in 1972. For mainland Europe the Transit had the German Ford Taunus V4 engine in Cologne 1.3, 1.5, and 1.7- or Essex 2.0-litre versions. The diesel version’s long nose front was also used to accommodate the Ford 3.0 litre Ford Essex V6 engine (UK) for high performance applications such as vans supplied to police and ambulance services. In Australia, in 1973, to supplement the two Essex V4 engines that were available the Transit was released with the long-nose diesel front used to accommodate an inline 6-cylinder engine derived from the Ford Falcon. The Metropolitan Police reported on this vehicle in 1972 via a Scotland Yard spokesman that ‘Ford Transits are used in 95 per cent of bank raids. With the performance of a car, and space for 1.75 tonnes of loot, the Transit is proving to be the perfect getaway vehicle…’, describing it as ‘Britain’s
most wanted van’. The adoption of a front beam axle in place of a system incorporating independent front suspension that had featured on its UK predecessor might have been seen as a backward step by some, but on the road commentators felt that the Transit’s wider track and longer wheelbase more than compensated for the apparent step backwards represented by Ford’s suspension choices. Drivers appreciated the elimination of the excessive noise, smell and cabin heat that resulted from placing the driver above or adjacent to the engine compartment in the Thames 400E and other forward control light vans of the 1950s and early 1960s. The Transit was also assembled in South Africa between 1967 and 1974, the last Transit to be sold in that country until 2013, when a fully imported model was introduced. A facelifted version was introduced in 1977 and would continue until early 1986 when an all-new model was introduced.

A completely new Fiesta, codenamed BE-13 was unveiled at the end of 1988 and officially went on sale in February 1989. The car was based on a new platform ditching the old car’s rear beam axle for a semi-independent torsion beam arrangement and looked radically different, addressing the principal weakness of the previous generation – the lack of a 5-door derivative, something that was by then available in its major rivals such as the Fiat Uno, Peugeot 205 and 106 and Opel Corsa/Vauxhall Nova. The other main change was to the running gear – the improved HCS (High Compression Swirl) version of the Kent/Valencia powerplant. The CVH units from the second generation were carried over largely unmodified. The diesel engine was enlarged to a 1.8L capacity. As for sports models, the XR2i was launched in August 1989 with an eight-valve CVH (standing for “compound valve-angle hemispherical combustion chamber”) engine with 104 PS. This was the first Fiesta to have a fuel-injected engine. This was then replaced by a Zetec 16 valve version in 1992, which also saw the RS Turbo being supplanted by the RS1800 as the CVH engine was being phased out. The RS1800 shared its 1.8 litre Zetec fuel-injected engine with the 130 bhp version of the then current Ford Escort XR3i and had a top speed of 125 mph. The XR2i name was also dropped in early 1994, and the insurance-friendly “Si” badge appeared in its place on a slightly less sporty-looking model with either the 1.4 L PTE (a development of the CVH) or the 1.6 L Zetec engine. The sporting Fiesta models of this generation were not well regarded so survivors are relatively few, which means it was good to see this XR2i here.

GHIA

This the very rare 1500 GT. These were made by Ghia between 1962 and 1967 with 846 cars being produced. The two-seater Coupe was based on a shortened Fiat 1500 C chassis and powered by a mildly tuned version of the Fiat’s 1500cc in-line, four cylinder engine. The unit was mated to a four speed manual gearbox. Suspension was independent by coil springs at the front and a leaf-spring mounted live axle at the rear. The car rode on pretty Borrani wire wheels. Thanks to its streamlined shape the 1500 GT was capable of around 110mph – an impressive speed for a 1500cc car of this period.

GIANNINI

The origins of this unique car are quite curious. In 1930 Benito Mussolini spoke to Giovanni Agnelli, who was a state senator, about the pressing need for a low-cost vehicle for the masses. It would be a good “propaganda”, following the German example of Adolf Hitler, where Ferdinand Porsche had been suddenly called on to build the Volkswagen, “the car for the people”. As the car should cost less than Lit. 5000, the task was arduous. FIAT chief designer Antonio Fessia turned the task over to a young engineer he believed to be the right man for the job: Dante Giacosa. He scaled down the previous Balilla project simplifying everything; the body lines were inspired by the FIAT 1500 with a smooth bonnet, good for airflow and visibility. The aeronautical experience of Giacosa inspired the lightened double rail chassis with the engine (a 569cc, four-cylinder side-valve) cantilever mounted to improve space inside. Even before going into production, everyone named the car the “Topolino”, in part for its size and part from its mouse-alike front, resembling the Walt Disney’s popular character Mickey Mouse known as Topolino in Italy. However, the official name was the FIAT 500, complying with the fascist state rules. The car was presented on June 10, 1936, at Villa Torlonia, with a price of Lit. 8.900, higher than the original goal of Lit. 5.000 and very high for a typical worker, but the car sold anyway, evolving over the years. In 1938 the first technical change: the “quarter” rear leaf springs (the so-called “balestrino” or “balestra corta”) became standard half leaf springs to improve its carrying capacity. The FIAT 500up to 1948 are now retrospectively called “500A”. The Topolino was often modified, both mildly and very radically, for races. Workshops, body shops, small factories and artisans built their own “ultimate” versions. Some just cut off the roof, others built barchetta roadsters on a tubular chassis, while the engine grew up to the 750 cc category limit, to the possible power. At the Mille Miglia, for example, 95% of the 750 cc Sports cars were registered as Fiat, although the Turin-based company never built roadsters, barchette or racing coupés. The car One of these Topolino-based sports cars was the Pini Giannini Fiat 500 A. The vehicle is well known for many years among sports car collectors. It was built in 1949 on the basis of Fiat 500 1938 chassis no. 039443, a so-called “balestra corta” (short leaf) or, retrospectively, type 500 A, with a “barchetta” coachwork, in a unique and handcrafted specimen. The car is the artisan creation of two enthusiasts and young mechanics, the Pini brothers from Forlì. According to handwritten testimony of Pina Pini, the last survivor and sister of the two, still living and custodian of many memories in this regard, the Pini brothers worked in their workshop with the means at their disposal, but did not proceed “by trial and error” as often happened in these situations, instead adopting a very structured design approach, driven by mechanical and aerodynamic solutions. Every detail has been designed to run and be reliable. The car was equipped with the famous Giannini G1 engine, a major development on the Fiat Topolino engine. It is a 715 cc single shaft (in this case) with a third main bearing, delivering about 45 hp. The G1 750 is the basis of the successful partnership that gave birth to Giaur. A reference for many manufacturers and drivers, the engine has contributed to the legend of the 750 sports and, now, it is almost impossible to find. The engine is also equipped with a Siata OHV head and presumably has additional power. The bodywork, referring to the badges on the car, may have been made in collaboration with the Autodromo body, of Modena that, in the period, exceptionally devoted itself to bodywork some sports cars. The car, just built, had a brief sporting career in important competitions such as the Circuito di Modena, the Circuito di Forlì, the “Colline Romagnole/Trofeo Arcangeli”. The current CZ9183 plates date from 1953. In Catanzaro, the car spen
t many years as a car for personal use, and a photo immortalised the owner Imperio Prunesti aboard the vehicle, painted in a yellow-red livery and written to celebrate the promotion of the city’s soccer team. Sitting next to him, the daughter who sold the car to the last owner. He subjected the Pini Giannini Fiat 500 A to a complete and philological restoration of the bodywork and mechanical parts and is immaculate and in a perfect state of use, practically new, being unused, except for brief maintenance movements, after restoration.

INNOCENTI

A real rarity, this is an Innocenti IM3. Best known as maker of the Lambretta scooter, Innocenti turned to car manufacture in 1960, building the Austin A40 under license from BMC, future owner of the Italian firm. In 1963 Innocenti began licensed production of BMC’s ‘ADO16’ model, sold elsewhere as the Austin or Morris 1100. Innocenti’s ‘IM3’ version used basically the same running gear as BMC’s, including the venerable A-Series engine, but the detailing showed a distinctly Italian flavour, from the integrated headlamp/side lamps to the large Veglia gauges and the more ornate bumpers and window frames.

Innocenti also produced Austin A40s under licence from BMC. They began producing knock-down kit versions of the A40 in 1960 but soon progressed to produce the entire car in Italy. Innocenti’s A40 Berlina and Combinata corresponded to the saloon and Countryman versions of the Austin A40 Farina. The cars began using the larger 1098 cc engine in 1962, being renamed A40S at that time. For 1965 Innocenti also designed a new single-piece rear door for the Combinata. This top-hinged door used struts to hold it up over a wide cargo opening and was a true hatchback – a model never developed in the home (United Kingdom) market. 67,706 Innocenti A40 and A40S cars were produced.

From a distance, you would probably have seen this car and thought that it was “simply” an example of the classic Issigonis-designed Mini. But this is Italy, where BMC’s baby was built locally for many years, so it was no surprise to see that it had Innocenti badges and some different detailing, especially the front grille. Innocenti was an Italian machinery works originally established by Ferdinando Innocenti in 1920. Over the years they produced Lambretta scooters as well as a range of cars, most of them with British Leyland origins. After World War II, the company was famous for many years for Lambretta scooters models. From 1961 to 1976 Innocenti built under licence the BMC (later the British Leyland Motor Corporation, or BLMC for short) Mini, with 998 cc and 1,275 cc engines, followed by other models, including the Regent (Allegro), with engines up to 1,485 cc. The company of this era is commonly called Leyland Innocenti. The Innocenti Spyder (1961–70) was a rebodied version of the Austin-Healey MKII Sprite (styling by Ghia). The car was produced by OSI, near Milan. In 1972 BLMC took over control of the company in a £3 million deal involving the purchase of the company’s land, buildings and equipment. BLMC had high hopes for its newly acquired subsidiary at a time when, they reported to the UK press, Italian Innocenti sales were second only to those of Fiat, and ahead of Volkswagen and Renault. There was talk of further increasing annual production from 56,452 in 1971 to 100,000. However, the peak production under BLMC was 62,834 in 1972, in spite of exports increasing from one car in 1971 to more than 17,000 in 1974. Demonstrating their ambitions, the British company installed as Managing Director one of their youngest UK based senior executives, the then 32-year-old former Financial Controller Geoffrey Robinson. Three years later BLMC ran out of money and was nationalised by the UK government. In February 1976, the company passed to Alejandro de Tomaso and was reorganised by the De Tomaso Group under the name Nuova Innocenti. Benelli had a share and British Leyland retained five percent, with De Tomaso owning forty-four percent with the aid of a rescue plan from GEPI (an Italian public agency intended to provide investment for troubled corporations). Management was entirely De Tomaso’s responsibility, however, and later in 1976 GEPI and De Tomaso combined their 95% of Innocenti (and all of Maserati) into one new holding company. However, with the loss of the original Mini, the Austin I5, and the (admittedly slow-selling) Regent, sales were in freefall. Production was nearly halved in 1975 and was down to about a fifth of the 1974 levels in 1976. After this crisis, however, the new Bertone-bodied Mini began selling more strongly and production climbed to a steady 40,000 per annum by the end of the ’70s. The first model had Bertone-designed five-seater bodywork and was available with Leyland’s 998 cc and 1275 cc engines. Exports, which had been carried out mainly by British Leyland’s local concessionaires, began drying up in the early eighties as BL did not want to see internal competition from the Innocenti Mini. Sales to France (Innocenti’s biggest export market) ended in 1980, with German sales coming to a halt in 1982. Around the same time, the engine deal with Leyland ended, and production soon dropped into the low twenty thousands. Later models, from model year 1983 on, used 993 cc three-cylinder engines made by Daihatsu of Japan. De Tomaso developed a turbocharged version of this engine for Daihatsu which found use in both Innocenti’s and Daihatsu’s cars. Fiat bought the company in 1990, and the last Innocenti models were versions of the Uno-based Fiat Duna Saloon and Estate, which were badged Elba. The brand was retired in 1996. The car seen here was badged Cooper 1300, and these cars had lots of little differences compared to the Longbridge and Cowley made models. Innocenti had been assembling Minis since 1965, creating finished cars from CKD kits, the first cars called Innocenti 850. In 1971, they started to produce the Innocenti Cooper 1300, following the demise of the model in the UK, which had been replaced by the 1275GT, and it continued until 1975 when all the Issigonis Minis were deleted, to be replaced by the hatchback Bertone Mini 90 and 120 cars

JAGUAR

Jaguar stunned the world with the XK120 that was the star of the Earls Court Motor Show in 1948. Seen in open two seater form, the car was a testbed and show car for the new Jaguar XK engine. The display car was the first prototype, chassis number 670001. It looked almost identical to the production cars except that the straight outer pillars of its windscreen would be curved on the production version. The roadster caused a sensation, which persuaded Jaguar founder and design boss William Lyons to put it into production. Beginning in 1948, the first 242 cars wore wood-framed open 2-seater bodies with aluminium panels. Production switched to the 112 lb heavier all-steel in early 1950. The “120” in the name referred to the aluminium car’s 120 mph top speed, which was faster with the windscreen removed. This made it the world’s fastest production car at the time of its launch. Indeed, on 30 May 1949, on the empty Ostend-Jabbeke motorway in Belgium, a prototype XK120 timed by the officials of the Royal Automobile Club of Belgium achieved an average of runs in opposing directions of 132.6 mph with the windscreen replaced by just one small aeroscreen and a catalogued alternative top gear ratio, and 135 mph with a passenger-side tonneau cover in place. In 1950 and 1951, at a banked oval track in France, XK120 roadsters averaged over 100 mph for 24 hours and over 130 mph for an hour, and in 1952 a fixed-head coupé took numerous world records for speed and distance when it averaged 100 mph for a week. Roadsters were also successful in racing and rallying. The first production roadster, chassis number 670003, was delivered to Clark Gable in 1949. The XK120 was ultimately available in two open versions, first as an open 2-seater described in the US market as the roadster (and designated OTS, for open two-seater, in America), and from 1953 as a drophead coupé (DHC); as well as a closed, or fixed head coupé (FHC) from 1951. A smaller-engined version with 2-litres and 4 cylinders, intended for the UK market, was cancelled prior to production.

The XK140, seen here as a Drophead, was the successor to the XK120, with a number of useful changes and upgrades over the earlier car which included more interior space, improved brakes, rack and pinion steering, increased suspension travel, and telescopic shock absorbers instead of the older lever arm design. The XK140 was introduced in late 1954 and sold as a 1955 model. Exterior changes that distinguished it from the XK120 included more substantial front and rear bumpers with overriders, and flashing turn signals (operated by a switch on the dash) above the front bumper. The grille remained the same size but became a one-piece cast unit with fewer, and broader, vertical bar, making it easy to tell an XK140 apart from an XK120. The Jaguar badge was incorporated into the grille surround. A chrome trim strip ran along the centre of the bonnet and boot lid. An emblem on the boot lid contained the words “Winner Le Mans 1951–3”. The interior was made more comfortable for taller drivers by moving the engine, firewall and dash forward to give 3 inches more legroom. Two 6-volt batteries, one in each front wing were fitted to the Fixed Head Coupe, but Drop Heads and the Open Two Seater had a single 12-volt battery. This was installed in the front wing on the passenger side (e.g. In the left wing on right hand drive cars and in the right wing on left hand drive). The XK140 was powered by the Jaguar XK engine with the Special Equipment modifications from the XK120, which raised the specified power by 10 bhp to 190 bhp gross at 5500 rpm, as standard. The C-Type cylinder head, carried over from the XK120 catalogue, and producing 210 bhp ross at 5750 rpm, was optional equipment. When fitted with the C-type head, 2-inch sand-cast H8 carburettors, heavier torsion bars and twin exhaust pipes, the car was designated XK140 SE in the UK and XK140 MC in North America. In 1956 the XK140 became the first Jaguar sports car to be offered with automatic transmission. As with the XK120, wire wheels and dual exhausts were options, and most XK140s imported into the United States had wire wheels. Cars with the standard disc wheels had spats (fender skirts) over the rear wheel opening. When leaving the factory it originally fitted either 6.00 × 16 inch crossply tyres or you could specify 185VR16 Pirelli Cinturato CA67 as a radial option on either 16 × 5K½ solid wheels or 16 × 5K (special equipment) wire wheels. The Roadster (designated OTS – Open Two Seater – in America) had a light canvas top that folded out of sight behind the seats. The interior was trimmed in leather and leatherette, including the dash. Like the XK120 Roadster, the XK140 version had removable canvas and plastic side curtains on light alloy barchetta-type doors, and a tonneau cover. The door tops and scuttle panel were cut back by two inches compared to the XK120, to allow a more modern positioning of the steering wheel. The angle of the front face of the doors (A-Post) was changed from 45 degrees to 90 degrees, to make access easier. The Drophead Coupé (DHC) had a bulkier lined canvas top that lowered onto the body behind the seats, a fixed windscreen integral with the body (the Roadster’s screen was removable), wind-up side windows, and a small rear seat. It also had a walnut-veneered dashboard and door cappings. The Fixed Head Coupé (FHC) shared the DHC’s interior trim and rear seat. The prototype Fixed Head Coupe retained the XK120 Fixed Head roof-profile, with the front wings and doors the same as the Drophead. In production, the roof was lengthened with the screen being placed further forward, shorter front wings, and longer doors. This resulted in more interior space, and more legroom. The XK140 was replaced by the XK150 in March 1957.

LAMBORGHINI

As is well known, Lamborghini made tractors before they starting producing cars, and the marque found success with these especially in Italy in the post war period. These days they are very collectible, and so it was perhaps no surprise to find a number of these vehicles here.

Displayed alongside these was a mock-up of the car which became the Murcielago.

The Espada, a 4-seat grand touring coupé, arrived in 1968. The car was designed by Marcello Gandini at Bertone. Gandini drew inspiration and cues from two of his Bertone show cars from 1967, the Lamborghini Marzal and the Jaguar Piraña. The name “Espada” means “sword” in Spanish, referring to the sword that the Torero uses to kill the bull in the Corrida. During its ten years in production the car underwent some changes, and three different series were produced. These were the S1 (1968–1970), the S2 (1970–1972) and the S3 (1972–1978). Each model featured interior redesigns, while only minor details were changed on the exterior. The Espada was launched at the 1968 Geneva Motor Show. The original design of the dashboard was inspired by the Marzal concept car, and featured octagonal housings for the main instruments, topped by an additional binnacle for the secondary gauges. Wheels were Campagnolo alloys on knock-off hubs, of the same design seen on the Miura. The tail lights were the same units mounted on the first series Fiat 124 Sport Coupé. 186 were made up until January 1970. At the 1970 Brussels Motor Show Lamborghini unveiled the Espada S2. Outside the only change was the deletion of the grille covering the vertical glass tail panel. Inside changes were more radical: all-new dashboard, centre console and steering wheel were installed. The instrument binnacle was of a more conventional rectangular shape, with round gauges. A wood-trimmed fascia extended along the entire width of the dashboard. Power output increased to 350 PS (345 bhp) due to a higher 10.7:1 compression ratio; the brakes were upgraded to vented Girling discs. Power steering was offered as an option. 575 Series II Espada were made, making it the most popular and desirable variant. The Espada S3 was launched in 1972. Its 3.9 litre V12 engine produced 325 PS (321 bhp) With the second redesign the dashboard changed to a aluminium-trimmed cockpit that kept all instruments and most controls (including the radio) within easy reach of the driver. Newly designed wheels on five-stud hubs replaces the earlier knock-off wider wheels fiitted with Pirelli Cinturato 215/70WR15 CN12 tyres, making the Espada S3 instantly recognisable; other exterior changes included the square instead of hexagonal mesh grille and tail lights from the Alfa Romeo 2000 replacing the previous Fiat-sourced ones. In 1974 a Borg Warner automatic transmission became available. From 1975 large impact bumpers had to be installed to meet United States safety requirements; some people consider cars produced with them as a separate fourth series, but Lamborghini did not officially change the model designation. In total, 1217 Espadas were made, making it the most successful Lamborghini model until the expansion of Countach production in the mid-1980s.

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

LANCIA

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.

Designed by Vittorio Jano, the Lancia Aurelia was launched in 1950 and production lasted until the summer of 1958. The very first Aurelias were the B10 Berlinas. They used the first production V6 engine, a 60° design developed by Francesco de Virgilio who was, between 1943 and 1948 a Lancia engineer, and who worked under Jano. The first cars had a capacity of 1754 cc, and generated 56 hp. During production, capacity grew from 1.8 litres to 2.5 litres across six distinct Series. Prototype engines used a bore and stroke of 68 mm x 72 mm for 1569 cc; these were tested between 1946 and 1948. It was an all-alloy pushrod design with a single camshaft between the cylinder banks. A hemispherical combustion chamber and in-line valves were used. A single Solex or Weber carburettor completed the engine. Some uprated 1991 cc models were fitted with twin carburettors. At the rear was an innovative combination transaxle with the gearbox, clutch, differential, and inboard-mounted drum brakes. The front suspension was a sliding pillar design, with rear semi-trailing arms replaced by a de Dion tube in the Fourth series. The Aurelia was also first car to be fitted with radial tyres as standard equipment. Aurelia was named after Via Aurelia, a Roman road leading from Rome to France. The B21 version was released in 1951 with a larger 1991 cc 70 hp engine and a 2-door B20 GT coupé appeared that same year. It had a shorter wheelbase and a Ghia-designed, Pininfarina-built body. The same 1991 cc engine produced 75 hp in the B20. In all, 500 first series Aurelias were produced. This is generally believed to the first car to use the name GT, or Gran Turismo. The B20 GT Aurelia had a successful career in motorsport, too. In the 1951 Mille Miglia the 2-litre Aurelia, driven by Giovanni Bracco and Umberto Maglioli, finished 2nd beaten only by the Ferrari America. The same year it took first in class and 12th overall at LeMans. Modified Aurelias took the first three places on 1952’s Targa Florio with Felice Bonetto as the winner and another win on Lièges-Rome-Lièges of 1953.

The rarest Lancia B20 Aurelia is this, the one-off 1954 Lancia B20 1954 Barchetta by Conrero. This may be it. A number of recreations of the original have been made, in Argentina, and it is believed that this could well be one of those. It was in the 1950s when racing events became very interesting with the inclusion of so many teams ranging from well-known brands to individuals. At that time the racing cars fighting on the track seemed to have the same shape, namely the open-top sports car, aka the barchetta. And one of them is this Lancia racing car. Indeed, there is not much and not very clear information about this 1950s classic racing car that are said to have been made and wore the Lancia emblem, due to there are a few and limited sources that provide valid information. The Lancia ‘Aurelia’ Barchetta by Conrero uses a V6, 2,500cc engine which is capable of bursting up to 118 horsepower. This classic racing car was part of the Lancia racing program in the early 1950s, building four of them for the 1953 Mille Miglia, where it did very well. According to finecars.cc, the rare classic racing car is known as the Lancia B20 ‘Aurelia’ Barchetta, it is made under commissioned by Virgillio Conrero for his racing team in the 1954 and its coachwork done by Stabilimenti Industriali Giovanni Farina of Turin. It has a lightweight body due to it completely made of an aluminium and done by Stabilimenti Industriali Giovanni Farina of Turin. As quoted by collectorcarads, this car is known to be in Germany The red colored Lancia barchetta with the chassis number B20-3076, and engine number B20-2726 has been fully restored and is in mint condition. The Lancia barchetta sports car also has a lightweight body due to it completely made of an aluminium and uses a V6, 2,500cc engine which is capable of bursting up to 118 bhp. The Lancia ‘Aurelia’ Barchetta by Conrero raced at the 1954 Coppa d´oro delle Dolomiti and is drove by Cormons Ferri then finished in 28th position. The car is drove by Cormons Ferri at the 1954 Coppa d´oro delle Dolomiti in the over 2000cc sports car category. On the racing event, the entire laps were completed by this racing car in 3 hours 53’14” with an average speed of 78.153 kph and led it to end the race in 28th position. Also said, that the car once competed in the old Mille Miglia racing event in its heyday. This is 1951 Lancia B20 ‘Aurelia’ Barchetta is known to be at an auto dealer in Sint-Truiden, Belgium. Meanwhile, as quoted by Hemmings, another Lancia barchetta unit is known to be at an auto dealer in Sint-Truiden, Belgium. The car in question has a very smooth silver-colored body and said made in 1951 but was rebodied by Italian coachbuilder ATL in the late 1960’s. The Lancia B20 ‘Aurelia’ Barchetta has a very smooth silver-coloured body and said made in 1951 but was rebodied by Italian coachbuilder ATL in the late 1960’s. Then there is another similar Lancia racing car whose bodywork was done by Pininfarina, a Turin-based coachbuilder in 1953, hereinafter known as the Lancia D23 Spyder and said it had raced at the 1953 Mille Miglia.

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. There was a Convertible version here, too.

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 and 3 Berlina and the elegant Coupe as produced by both Vignale and Zagato.

Although superficially similar to its illustrious Aurelia predecessor and materially “better” in just about every respect, the Flaminia 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 fo
r 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. Sole example here was the Zagato SuperSport.

The Lancia Jolly was a light commercial vehicle produced between 1959 and 1963. In four years, 3011 units were produced. The low-loading Jolly, based on the Appia passenger car, was available with van or pick-up bodywork. An updated version with a bigger engine, called the Super Jolly, replaced it. The Jolly was powered by a four-cylinder, 1,090 cc engine producing 36.5 hp. The maximum speed was 98 km/h (60.9 mph). This one was converted as a mobile cinema, complete with original reels.

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.

Also here was this Fulvia Sport Zagato Cabriolet, a one-off conversion by Paul Holroyd of Lansdowne Restorations. It looks rather neat.

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.

Representing the Beta family was this HPE. The Beta HPE was a three-door sporting estate or shooting-brake introduced in March 1975. HPE stood for High Performance Estate, and then later High Performance Executive. This model had Berlina’s longer wheelbase floorpan combined with the coupé’s front end and doors. The HPE was also styled in house at Lancia by Castagno’s team, with Castagnero as styling consultant. At launch it came with either 1600 or 1800 twin-cam engines, these being replaced in November of the same year by new 1.6 and 2.0 units. In 1978, like other Beta models automatic transmission became available along with power steering. It was renamed the Lancia HPE (without the Beta) from 1979 and in autumn 1981 gained the option of a fuel injected 2.0 engine. In 1984 a 2.0VX supercharged version became available. Like all other cars in the Beta range the HPE was discontinued in 1984.

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.

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.

The first offspring of the X1/20 project to actually be revealed to the public wasn’t the definitive Beta Montecarlo, but rather the Abarth 030. Powered by a 280 hp, 3.2 litre V6, sporting conspicuous aerodynamic appendages (including a snorkel over the roof to feed the engine) and the Abarth red-yellow livery, the SE 030 was first intended as a replacement to the 124 Abarth in motorsport. Nevertheless, Fiat for the time being preferred racing the high volume selling 131 for marketing reasons, and only two Abarth 030s were ever made. In 1974 one of the two prototypes took part in the then-popular Giro d’Italia automobilistico, a championship consisting of both road and track races. Driven by Giorgio Pianta and Cristine Becker it scored a remarkable second place, just behind the Lancia Stratos Turbo of the duo Andruet-Biche. The Montecarlo Turbo was a Group 5 racer. It was the first racing car to be fielded by Lancia in eight years when it entered the May 1979 Silverstone Six-Hours race. It won the 1979 World Championship for Makes (under 2-litre division) and overall for 1980 World Championship for Makes and 1981 World Endurance Championship for Makes. Hans Heyer also won the Deutsche Rennsport Meisterschaft in 1980 at the wheel of a Montecarlo. In 1980 Turbo also placed first and second at Giro d’Italia automobilistico, an Italian counterpart of the Tour de France Automobile. Being a silhouette car, the Montecarlo Turbo only shared the centre section of the body with its namesake production car. Front and rear tubular subframes supported the suspension and housed the engine, still mid-mounted with Colotti gearbox. Three engines were used: 440 hp 1,425.9 cc, 490 hp 1,429.4 cc and 490 hp 1,773.0 cc. The Montecarlo was the basis for Lancia’s successful Group B rally car, the Lancia 037. Debuting in 1982, the car won the 1983 WRC Manufacturers’ Championship for Lancia. Similarly to the Montecarlo Turbo, the 037 only retained the centre section from the Montecarlo but little else, and its supercharged engine, while still midship, was mounted longitudinally rather than transversely as it is in the Montecarlo.

Homologation requirements for the World Rally Championship’s Group B mandated Lancia to produce at minimum 200 verifiable road-going examples in order to compete with the 037. 207 037 Stradale (Italian for “road”) cars are known to have been produced from 1982 through 1984. This road-going 037 variant was equipped with an Abarth-developed DOHC 2.0-litre (1,995 cc) 16-valve Inline-four engine, mated to an Abarth Volumex Roots-type supercharger generating 205 hp at 7,000 rpm. It was capable of pushing the car to over 220 km/h (137 mph) and to 100 km/h (62 mph) from a standstill in 5.8 seconds.

Lancia launched the Delta in 1979, as what we would now think of as a “premium hatch”. Offered in 1300 and 1500cc engines, this car, which collected the prestigious “Car of the year” award a few months later, brought Italian style and an expensive feeling interior to a new and lower price point in the market than Lancia had occupied since the early days of the Fulvia some 15 years earlier. The range grew first when a model was offered using the 4 speed AP automatic transmission and then in late 1982, more powerful models started to appear, with first a 1600cc engine, and then one with fuel injection, before the introduction of the HF Turbo. All these cars kept the same appearance and were quite hard to tell apart. These were the volume models of the range, but now they are very definitely the rare ones, as it is the performance versions which have survived and are now much loved classics, even though relatively were sold when they were new, thanks to a combination of the fact that they were quite costly and that they only ever came with left hand drive. 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. A number of these were among the displays.

LAND ROVER

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.

LOMBARDI

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.

MASERATI

Oldest of this brand’s cars was an A6 1500, Maserati’s first production road car. Development was started in 1941 by the Maserati brothers, but it was halted as priority shifted to wartime production, and was completed after the war. The first chassis, bodied by Pininfarina, debuted at the Geneva Salon International de l’Auto in March 1947. This first prototype was a two-door, two-seat, three window berlinetta with triple square portholes on its fully integrated front wings, a tapered cabin and futuristic hidden headlamps. The car was put into low volume production, and most received Pininfarina coachwork. For production Pininfarina toned down the prototype’s design, switching to conventional headlamps; soon after a second side window was added. Later cars received a different 2+2 fastback body style. A Pininfarina Convertibile was shown at the 1948 Salone dell’automobile di Torino, and two were made; one car was also given a distinctive coupé Panoramica body by Zagato in 1949, featuring an extended greenhouse. Sixty-one A6 1500s were built between 1947 and 1950, when it began to be gradually replaced by the A6G 2000. The A6 1500 was powered by a 1,488cc inline six, with a single overhead camshaft and a single Weber carburettor, producing 65 hp. Starting from 1949 some cars were fitted with triple carburettors. Top speed varied from 146 to 154 km/h (91 to 96 mph). The chassis was built out of tubular and sheet steel sections. Suspension was by double wishbones at the front and solid axle at the rear, with Houdaille hydraulic dampers and coil springs on all four corners. Sixty-one A6 1500s were built between 1947 and 1950, when it began to be gradually replaced by the A6G 2000.

This is a very famous version of the 4CLT, as it was driven by the legendary Fangio. The Maserati 4CL and its derived sister model the Maserati 4CLT are single-seat racing cars that were designed and built by Maserati. The 4CL was introduced at the beginning of the 1939 season, as a rival to the Alfa Romeo 158 and various ERA models in the voiturette class of international Grand Prix motor racing. Although racing ceased during World War II, the 4CL was one of the front running models at the resumption of racing in the late 1940s. Experiments with two-stage supercharging and tubular chassis construction eventually led to the introduction of the revised 4CLT model in 1948. The 4CLT was steadily upgraded and updated over the following two years, resulting in the ultimate 4CLT/50 model, introduced for the inaugural year of the Formula One World Championship in 1950. In the immediate post-war period, and the first two years of the Formula One category, the 4CLT was the car of choice for many privateer entrants, leading to numerous examples being involved in most races during this period. After the replacement of the factory team’s 4CLs by the new 4CLT, many examples of the older cars found their way into privateer hands. It was owing to the 4CL’s popularity with privateer entrants that many were still being run in top-flight competition at the outset of the Formula One World Championship in 1950. Chassis and engine changes made to the experimental 4CLs eventually coalesced into the 4CLT, the appended T denoting its tubular chassis. The improvements in torsional rigidity that the tubular construction brought were required to counteract the increases in torque and power resulting from the twin-supercharger upgrade of the elderly inline-4 engine. Power was up to approximately 260 bhp, from the 4CL’s 220. Other changes included the use of roller bearings for the crankshaft, forged (rather than cast) rear suspension components, and the chassis was designed to run with hydraulic dampers from the outset. The first variant of the 4CLT earned its “Sanremo” nickname from the first race for which it was entered: the 1948 Sanremo Grand Prix. The name stuck, as Alberto Ascari took his 4CLT to victory in its maiden race appearance. A portent of things to come, Villoresi and Reg Parnell won five of the 1948 season’s remaining races. In the first year of the Formula One World Championship, a Sanremo scored what was to be the Maserati’s best Championship finish, when Louis Chiron took third place at his home Grand Prix: the 1950 Monaco Grand Prix. The last 4CL variant to compete in the World Championship was a 4CLT/48 modified by the Arzani-Volpini team, that failed to even qualify for the 1955 Italian Grand Prix. For 1949, minor modifications to the brake drums, switching from vanes to slits for cooling, along with small changes to the cockpit control layout and a repositioned oil header-tank resulted in a car sometimes referred to as the 4CLT/49. It was never known as such by the factory. The Ascari/Villoresi/Parnell trio, joined by Juan Manuel Fangio and Toulo de Graffenried, took up where they had left off the previous season, winning nine of the first fifteen races of 1949, including de Graffenried’s victory in the British Grand Prix. However, the second half of the season only saw three further wins, as increasingly competitive Ferrari and Talbot cars squeezed out the Maseratis in most major races. 1950 saw the introduction of the FIA World Championship of Drivers. In response to improvements to the Alfa 158 and the already competitive Ferrari and Talbot, Maserati again upgraded the 4CLT’s engine. A multi-part crankshaft, lightened and balanced rods, a more powerful pair of superchargers and changes to the ignition timing took engine output up to a claimed 280 bhp. Coupled to shedding 10 kg (22 lb) from the car’s weight, this brought the Maserati up to near-Alfa levels of performance. Although moderately competitive in short runs, the final upgrades proved to be too much for the decade-old powerplant’s design and the 4CLT’s Grand Prix performance was hindered by engine failures. The season’s only Formula One wins came in non-Championship events. Fangio won the Pau Grand Prix on the same day as Parnell took the Richmond Trophy at Goodwood. David Hampshire won the Nottingham Trophy later in the year. Fangio also won the Formula Two Ramparts Grand Prix, at Angoulême, in a 4CLT chassis fitted with an A6GCM engine. The Milano team modified a 4CLT for use in 1950 and 1951, but without success. Also for 1951 B. Bira modified his ’49-spec 4CLT to accept a more powerful, 4,450 cc naturally aspirated OSCA V12 engine. This engine developed around 300 bhp With it Bira won the Goodwood race early in the season, but in its only World Championship appearance, at the 1951 Spanish Grand Prix, it retired on the first lap.

Maserati had made their first forays into the grand tourer market, with the 1947 A6 1500, 1951 A6G 2000 and 1954 A6G/54, but whilst these cars had proven that the expanding the business beyond race cars was feasible; these A6 road cars were still built at the rate of just a dozen examples a year, which hardly constituted series production. A different approach was going to be needed, with the objective of building fully accomplished grand tourers. An engine was not really a problem. The 2 litre twin cam unit that had enabled Maserati to achieve racing success and international visibility in the early 1950s, thanks to cars such as the A6GCM;, had already been enlarged to three litre capacity on the Maserati 300S. Chief engineer Giulio Alfieri felt the next step was to design an all-new 3.5-litre engine; the resulting long-stroke six, designed foremost for endurance racing on the Maserati 350S, was ready in 1955. The main development efforts that led to the 3500 GT were carried out in 1956–57, despite the frantic activity required by Maserati’s participation in the Formula 1 world championship. Alfieri modified the 350S’s engine to suit a touring car, such as switching to a wet sump oil system and changing the engine accessories. He also made several business trips to the United Kingdom in order to contact components suppliers. None were found in Italy, as Italian taxation system and the industry structure forced manufacturers to design every part in-house; a daunting task for small companies like Maserati. Thus the 3500 GT alongside Italian Weber carburettors and Marelli ignition, used many British-made components such as a Salisbury rear axle, Girling brakes and Alford & Alder suspension parts. Clearly the bodywork would have to be Italian. According to Carrozzeria Touring’s Carlo Felice Bianchi Anderloni it was Commendatore Franco Cornacchia, a prominent Ferrari dealer, that put in contact Maserati owner Omar Orsi with the Milanese Carrozzeria The first 3500 GT Touring prototype had a 2+2 body, with superleggera construction and was white in colour; it was nicknamed Dama Bianca (White Lady). Two 3500 GT prototypes were shown at the March 1957 Salon International de l’Auto in Geneva. Both had a 2,600 mm (102.4 in) wheelbase and aluminium bodywork; they were Touring’s Dama Bianca, and another one by Carrozzeria Allemano. Touring’s proposal was chosen for series production; few changes were made to it, chiefly a more imposing grille. Production of the 3500 GT started in late 1957; eighteen cars were built that year, the first handful leaving the factory before Christmas. All 3500 GTs had leather interior and Jaeger-LeCoultre instruments. A first Touring convertible prototype was shown at the 1958 Turin Motor Show, but it was a proposal by Carrozzeria Vignale (designed by Michelotti) shown at the 1959 Salon de l’Auto in Paris that went into production as 3500 GT Convertibile. The Convertibile did not feature Touring’s Superleggera construction, but rather a steel body with aluminium bonnet, boot lid and optional hard top; it was also built on an 10 cm (3.9 in) shorter wheelbase, and weighed 1,380 kg (3,042 lb). Front disc brakes and limited slip differential became optional in 1959, and were standardised in 1960; rear discs became standard in 1962. The 3500 GTi was introduced at the 1960 Salon International de l’Auto, and by the following year became the first fuel-injected Italian production car. It had a Lucas mechanical fuel injection, and developed 232 bhp. A 5-speed gearbox was now standard. The body had a lowered roofline and became somewhat longer; minor outward changes appeared as well (new grille, rear lights, vent windows). From 1961 convertible 3500s for export markets were named 3500 GT Spyder and GTi Spyder. In total, 2,226 3500 GT coupés and convertibles were built between 1957 and 1964. In the first year, 1958, just 119 cars were sold, while 1961 was the best-selling year, totalling 500. All together, 245 Vignale convertibles and nearly 2000 coupés were manufactured, of these, 1981 being Touring coupés, the rest were bodied by other coachbuilders: Carrozzeria Allemano (four coupés, including the 1957 prototype), Zagato (one coupe, 1957), Carrozzeria Boneschi (1962 Turin Motor Show and 1963 Geneva Motor Show ), Pietro Frua (two or three coupés, one spider) and Bertone (one coupé, 1959 Turin Motor Show) The last was a coupé by Moretti for the 1966 Geneva Motor Show. The car was replaced by the Sebring in 1964.

And this is a 5000 GT. The first car in the Tipo 103 series, was the Shah of Persia, delivered to Mohammad Reza Pahlavi, who had been impressed by the Maserati 3500. He commissioned Maserati’s chief engineer Giulio Alfieri to use a slightly modified 5-litre engine from the Maserati 450S on the 3500GT’s chassis. Carrozzeria Touring developed the superleggera tubing and aluminium body of the two-seater coupé. The second car, also a Shah of Persia by Touring, was displayed at Salone dell’automobile di Torino 1959. Specifications for the first 5000 GT were: Maserati 450S-derived four OHC 4,937 cc V8 generating 325 hp at 5500 rpm, with Lucas mechanical injection or four 45 DCOE Weber carburettor, a dual fuel pump, mechanical Magneti-Marelli ignition, dual spark plug, a 4-speed ZF gearbox (later 5-speed) and front discs with rear drums (later all discs). In 1960, the engine was modified: the displacement increased to 4,940 cc with a longer stroke and a smaller bore, with fuel injection added. The new engine developed 340 hp. The fuel injected 5000 GT was shown at the 1960 Salone di Torino. After the first body by Touring, the main body partner since 1960 became Carrozzeria Allemano which did 22 of the cars, designed by Giovanni Michelotti. Other builders were Pietro Frua (3), Carrozzeria Monterosa (2), Pininfarina (1), Ghia (Sergio Sartorelli) (1), Giovanni Michelotti (1), Bertone (Giorgetto Giugiaro) (1) and Carrozzeria Touring (2 more). In 1961, Bertone built a one-off 5000 GT that featured a body designed by Giorgetto Giugiaro. The car had a Tipo 104 chassis and a different engine than the standard 5000 GT. The 5000 GT was sold at prices around US$17,000 (twice the cost of a Maserati 3500), and in many respects individualised to the desires of its celebrity buyers, including Karim Aga Khan, Italian industrialist Gianni Agnelli, sportsman Briggs Cunningham, actor Stewart Granger, Ferdinando Innocenti (Ghia-bodied 5000 GT), Basil Read, Swiss entrepreneur Otto Nef, count Giuseppe Comola, and president Adolfo López Mateos.

Known internally as Tipo AM109, the Mistral was a 2-seat gran turismo produced between 1963 and 1970, as a successor to the 3500 GT. It was styled by Frua and bodied by Maggiora of Turin. Named after a cold northerly wind of southern France, it was the first in a series of classic Maseratis to be given the name of a wind. The Mistral was the last model from the Casa del Tridente (“House of the Trident”) to have the company’s renowned twin-spark, double overhead cam straight six engine. Fitted to the Maserati 250F Grand Prix cars, it won 8 Grand Prix between 1954 and 1960 and one F1 World Championship in 1957 driven by Juan Manuel Fangio. The engine featured hemispherical combustion chambers fed by a Lucas indirect fuel injection system, a new development for Italian car manufacturers. Maserati subsequently moved on to V8 engines for their later production cars to keep up with the demand for ever more powerful machines. Three engine were fitted to the Mistral, displacing 3500, 3700 and 4000 cc and developing 235 bhp at 5500 rpm, 245 bhp at 5500 rpm and 255 bhp at 5200 rpm, respectively. Only the earliest of the Mistrals were equipped with the 3500 cc, the most sought after derivative is the 4000 cc model. Unusually, the body was offered in both aluminium and, from 1967, in steel, but no one is quite sure how many of each were built. The car came as standard with a five speed ZF transmission and four wheel solid disc brakes. Per Maserati practice, the front suspension was independent and the rear solid axle. Acceleration 0-60 for both the 3.7 litre and 4.0 litre engines was around or just under 7 seconds, and top speed approximately 140 mph (225 km/h) to 145 mph (233 km/h). The body was designed by Pietro Frua and first shown in a preview at the Salone Internazionale dell’Automobile di Torino in November 1963. It is generally considered one of the most beautiful Maseratis of all time. It is also often confused with the very similar looking but larger and more powerful Frua designed AC 428. A total of 828 coupés and 125 Spyders were built. Only the Spyder received the 3500 engine; just 12 were made, along with 76 3.7 litre and 37 4.0 litre versions. Twenty Spyders were right hand drive. The Mistral was succeeded by the Ghibli, which overlapped production from 1967 on.

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.

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.

There were a couple of the very pretty Ghibli model – the first of three very different models to bear the name – on dealer stands. First unveiled in prototype form on the Maserati stand at the November 1966 Turin Motor Show, this grand tourer with an all steel body, characterised by a low, shark-shaped nose, was designed by a young Giorgetto Giugiaro, then working at Carrozzeria Ghia. Deliveries started in March of the following year. While the 1966 Ghia prototype was a two-seater, on the production car two emergency rear seats were added—consisting of nothing more than a cushion without backrest—and the Ghibli was marketed as a 2+2, though everyone tends to think of this car as a 2 seater, and the later Indy as the real 2+2 from the range. The first Ghibli cars were powered by a front placed quad-cam 4.7 litre dry sump V8 engine that prodiuced 306 bhp, mated to a five-speed manual or, on request, to a three-speed automatic transmission. It had a 0-60 mph time of 6.8 seconds, a top speed of 250 km/h (155 mph). The car also featured pop-up headlamps, leather sport seats and alloy wheels. A convertible version, the Ghibli Spyder, went into production in 1969. Its convertible top folded away under a flush fitting body-colour tonneau cover behind the front seats; thus the Spyder eschewed any vestigial rear passenger accommodation, and was a strict two-seater. A removable hard top was available as an option. The 4.9-litre Ghibli SS was released later in 1969. Its V8 engine was stroked 4 mm to displace 4930 cc, and put out 330 bhp; its top speed of 280 km/h (174 mph) made it the fastest Maserati road car ever produced. In all, 1,170 coupés and 125 Spyders (including 25 Spyder SS) were produced.

Maserati replaced their entire range in 1981 with the BiTurbo. Introduced initially as a single model, a 2 door coupe with a 2 litre twin-turbo V6 engine, over the next 15 years, it would evolve into a complex range of different models, and three basic bodystyles, as well as the special low-volume Karif and V8 engined Shamal cars. The car was designed by Pierangelo Andreani, Chief of Centro Stile Maserati up to 1981, and was 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.

McLAREN

Another factory stand, McLaren had two cars on show. The new GT, deliveries of which are just starting, was joined by a P1. This is perhaps the most famous example of the car, as it is the factory prototype and test car.

The M6 name was first applied to the M6A which was built for entry in the 1967 Can Am season and which was later used in the development of a closed-cockpit sports car for the 24 Hours of Le Mans and known as the M6GT. The company’s plan to homologate it for the FIA’s Group 4 regulations was, however, never completed, and only a few M6GT prototypes were finished by McLaren and Trojan. Two M6GTs were later converted to road cars, one of which became Bruce McLaren’s personal transport. A number of recreations of the car have since been built.

MERCEDES-BENZ

Mercedes-Benz is one of a handful of manufacturers that regularly has a very large stand in one of the halls, and they always bring along a disparate collection of cars, usually a mix of classics and a couple of the very latest products. This year was no exception.

The W188 was a two-door luxury sports tourer produced between 1951 and 1958. The company’s most expensive and exclusive automobiles, the elegant, hand-built 300 S (1951-1954) and its successor 300 Sc (1955-1958) were the pinnacle of the Mercedes line of their era. The pair’s conservative styling belied their technological advances, sharing numerous design innovations and mechanical components with the iconic Mercedes-Benz 300 SL “Gullwing”, including engine, suspension, and chassis. The hand-built two-door 300 S (W188) was Mercedes-Benz’s top-end vehicle on its introduction at the Paris Salon in October 1951. It was available as a 2-seat roadster, 2+2 coupé, and cabriolet (with landau bars, officially Cabriolet A). Although mechanically similar to the contemporary 300 (W186), the additional craftsmanship, visual elegance, and 50% higher price tag elevated the W188 to the apex of its era’s luxury cars. The 300 S was fitted with a high-performance version of the W186’s 2996 cc overhead cam, aluminium head M189 straight-6. Designed to give reliable service under prolonged hard use, the engine featured deep water jackets, an innovative diagonal head-to-block joint that allowed for oversized intake and exhaust valves, thermostatically controlled oil cooling, copper-lead bearings, and a hardened crankshaft. Triple Solex carburettors and 7.8:1 compression and raised maximum output to 150 hp at 5000 rpm. From July 1952 to August 1955, a total of 216 Coupés, 203 Cabriolet As, and 141 Roadsters were produced. The 300 SC appeared in 1955, featuring upgrades to both its engine and suspension. Following the high-performance 300SL Gullwing’s lead a year earlier, the SC’s inline-six received a version of its mechanical direct fuel-injection, which delivered a slightly detuned 173 hp at 5400 rpm. Mercedes-Benz’s “low-pivot” independent suspension was fitted in the rear. Only a pair of chrome strips on either side of the hood visually distinguished it from its precursor. Prices rose to DM 36,500, and 98 Coupés, 49 Cabriolet As, and 53 Roadsters were built through April 1958. The car seen here is a one-off created by Pininfarina in 1955 with “opened” wings, added headlights at the front, spare wheel à la Continental at the rear and a special roof opening à la milord.

Follow on to the W136 model was the “Ponton”, of which this 220S Coupe is a 1957 example, and the staple of Mercedes’ range in the 1950s. The Ponton was Daimler-Benz’s first totally new Mercedes-Benz series of passenger vehicles produced after World War II. In July 1953, the cars replaced the pre-war-designed Type 170 series and were the bulk of the automaker’s production through 1959, though some models lasted through 1962. The nickname comes from the German word for “pontoon” and refers to one definition of pontoon fenders — and a postwar styling trend, subsequently called ponton styling. A bewildering array of models were produced, with a mixture of 180 four and 220 six cylinder engines, with Mercedes W numbers of W120 for the 4 cylinder cars, and W180 for the 220s, as well as W105 for the little known or seen 219, a six cylinder model with a smaller engine. Mercedes introduced fuel injection to the 220 model in 1958, creating the W128 220SE, and the company was rare among car makers in the 50s in offering a diesel engine, so 180D models were also offered. As well as the regular saloon models, there were Coupe and Cabriolet models which are very highly prized (and priced) these days.

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.

Mercedes-Benz introduced the W123 four-door versions on 29 January 1976. While there were some technical similarities to their predecessors, the new models were larger in wheelbase and exterior dimensions. The styling was also updated, although stylistic links with the W114 / W115 were maintained. Initially, all models except 280/280E featured quad unequal-size round headlights and the latter large rectangular units. When facelifted, these units became standard across the range. All W115 engines were carried over, with the 3-litre 5-cylinder diesel model being renamed from “240D 3.0” to “300D” (as it had already been called before in North American markets). The only new engine was the 250’s 2,525 cc inline-six (Type M123, a short-stroke version of the 2.8-litre six Type M110) that replaced the old 2,496 cc Type M114 “six”. In the spring of 1976, a Coupé version was introduced on a shorter wheelbase than the saloon (106.7 in versus 110.0 in. This W123C/CE was available as a 230C (later 230CE) and as a 280C/CE in most markets; in North America there were additional 300CD versions with naturally aspirated, later turbocharged 3-litre diesel engines. In North America, buyers favored diesel engines for upmarket cars, while CAFE legislation meant that Mercedes-Benz North America had to lower their corporate average fuel economy. This led to the introduction of a few diesel models only sold in the United States. It is a tribute to the car’s instant popularity – and possibly to the caution built into the production schedules – that nine months after its introduction, a black market had developed in Germany for Mercedes-Benz W123s available for immediate delivery. Customers willing to order new cars from their local authorised dealer for the recommended list price faced waiting times in excess of twelve months. Meanwhile, models that were barely used and were available almost immediately commanded a premium over the new price of around DM 5,000. From August 1976, long-wheelbase versions (134.8 in) were produced. These were available as 7/8 seater saloons with works bodies or as a chassis with complete front body clip, the latter serving as the base for ambulance and hearse bodies by external suppliers like Binz or Miesen. These “Lang” versions could be ordered as 240D, 300D and 250 models. At the Frankfurt Auto Show in September, 1977 the W123T estate was introduced; the T in the model designation stood for “Touring and Transport”. All engines derivative except “200TD” were available in the range. T production began in March, 1978 in Mercedes’ Bremen factory. It was the first factory-built Mercedes-Benz estate, previous estates had been custom-built by external coachbuilders, such as Binz. In early 1979, the diesel models’ power output was increased; power rose from 54 hp to 59 hp in the 200D, from 64 hp to 71 hp in the 240D and from 79 hp to 87 hp in the 300D; at the same time, the 220D went out of production. The first Mercedes turbo diesel production W123 appeared in September, 1981. This was the 300 TD Turbodiesel, available with automatic transmission only. In most markets, the turbocharged 5-cylinder 3-litre diesel engine (Type OM617.95) was offered only in the T body style, while in North America it was also available in saloon and coupé guises. June 1980 saw the introduction of new four-cylinder petrol engines (Type M102). A new 2-litre four with shorter stroke replaced the old M115, a fuel-injected 2.3-litre version of this engine (in 230E/TE/CE) the old carburettor 230. Both engines were more powerful than their predecessors. In 1980/81, the carburettor 280 versions went out of production; the fuel-injected 280E continued to be offered. In September 1982, all models received a mild facelift. The rectangular headlights, previously fitted only to the 280/280E, were standardised across the board, as was power steering. Since February 1982, an optional five-speed manual transmission was available in all models (except the automatic-only 300 turbodiesel). W123 production ended in January, 1986 with 63 final T-models rolling out. Most popular single models were the 240D (455,000 built), the 230E (442,000 built), and the 200D (378,000 built). The W123 introduced innovations including ABS (optional from August, 1980), a retractable steering column and an airbag for the driver (optional from 1982). Power (vacuum servo) assisted disc brakes were standard on all W123s. Available options included MB-Tex (Mercedes-Benz Texturized Punctured Vinyl) upholstery or velour or leather upholstery, interior wood trim, passenger side exterior mirror (standard on T models), 5-speed manual transmission (European market only), 4-speed automatic transmission (standard in turbodiesel models), power windows with rear-seat switch cut-outs, vacuum powered central locking, rear-facing extra seats (estate only), Standheizung (prestart timer-controlled engine heating), self-locking differential, sun roof, air conditioning, climate control, “Alpine” horn (selectable quieter horn), headlamp wipers (European market only), Tempomat (cruise control), power steering (standard after 1982/08), seat heating, catalytic converter (available from 1984 for California only, from fall (autumn) 1984 also in Germany for the 230E of which one thousand were built). These days, the cars are very popular “youngtimer” classics, with all models highly rated.

The two brand new models on the stand were the CLA AMG35 Shooting Brake and there was also a Smart ForTwo

Launched in 1936, the 170V soon became Mercedes’ top-selling model, with over 75,000 made by 1939. Enough of the W136’s tooling survived Allied bombing during World War II (or could be recreated post-war) for it to serve as the foundation upon which the company could rebuild. By 1947 the model 170 V had resumed its place as Mercedes’ top-seller, a position it held until 1953. Most of the cars produced, and an even higher proportion of those that survive, were two or four door “Limousine” (saloon) bodied cars, but the range of different body types offered in the 1930s for the 170 V was unusually broad. A four-door “Cabrio-Limousine” combined the four doors of the four door “Limousine” with a full length foldaway canvas roof. Both the foor door bodies were also available adapted for taxi work, with large luggage racks at the back. There was a two-door two seater “Cabriolet A” and a two-door four seater “Cabriolet B” both with luggage storage behind the seats and beneath the storage location of the hood when folded (but without any external lid for accessing the luggage from outside the car). A common feature of the 170 V bodies was external storage of the spare wheel on the car’s rear panel. The two seater roadster featured a large flap behind the two seats with a thinly upholstered rear partition, and which could be used either as substantial luggage platform or as a very uncomfortable bench – the so-called mother-in-law’s seat. In addition to the wide range of passenger far bodied 170 Vs, a small commercial variant was offered, either as a flatbed truck or with a box-body on the back. Special versions of the 170 V were offered, adapted for use as ambulances or by the police, mountain rescue services and military. Production restarted in May 1946. The vehicles produced were versions of the 170 V, but in 1946 only 214 vehicles were produced and they were all light trucks or ambulances. Passenger car production resumed in July 1947, but volumes were still very low, with just 1,045 170 Vs produced that year. There was no return for the various open topped models from the 1930s. Customers for a Mercedes-Benz 170 V passenger car were restricted to the four door “Limousine” sedan/saloon bodied car. Production did ramp up during the next couple of years, and in 1949 170 V production returned to above 10,000 cars. From May 1949 the car, badged in this permutation as the Mercedes-Benz 170D, was offered with an exceptionally economical 38 PS diesel engine. The 170D was the world’s third diesel fuelled passenger car, and the first to be introduced after the war. A number of updates were made in 1950 and 1952, with more modern and more powerful engines among the changes, but with the appearance of the new Ponton bodied Mercedes-Benz 180 in 1953, the 170 models suddenly appeared very old fashioned. The 170 V was delisted in September 1953: in July 1953 the manufacturer had replaced the existing 170 S with the reduced specification 170 S-V. The car that resulted combined the slightly larger body from the 170 S with the less powerful 45 PS engine that had previously powered the 170 V. The vehicle provided reduced performance but at a reduced price, while salesmen steered more prosperous buyers to the new Ponton bodied 180. The diesel powered 170 S continued to be sold, now branded as the 170 S-D. The internal “W191” designation which had distinguished the previous 170 Ss was removed, and the 170 Ss manufactured from 1953 returned to the “W136” works designation that they had shared with the 170 V till the end of 1951. In September 1955 the last Mercedes-Benz W136, the Mercedes-Benz 170 S was withdrawn from production.

The Mercedes range of the 1960s was quite complex, with body styles and mechanical updates proceeding at a different rate, and even by referring to the cars by their internal development codes (the “W” number), they are still quite hard to define unambiguously. In the W111 family, the Coupe was the first to appear, a replacement for the two-door W120 “Ponton” models, and work on it began in 1957. Since most of the chassis and drivetrain were to be unified with the sedan, the scope was focused on the exterior styling. Some of the mockups and prototypes show that Mercedes-Benz attempted to give the two-door car a front styling almost identical to what would be realised in the Pagoda (W113), but ultimately favoured the work of engineer Paul Bracq. The rear featured small tailfins, subtle compared to the fintails’ and evocative of the later squarish styling of the W108/W109. Production began in late 1960, with the coupe making its debut at the 75th anniversary of the opening of Mercedes-Benz Museum in Stuttgart in February of the next year. The convertible followed at the Frankfurt Auto Show a few months later. Almost identical to the coupe, its soft-top roof folded into a recess behind the rear seat and was covered by a tightly fitting leather “boot” in the same colour as the seats. Unlike the previous generation of two-door ponton series, the 220SE designation was used for both the coupe and convertible; both received the same version of the 2195 cc M127 engine. Options included a sliding sunroof for the coupe, automatic transmission, power steering, and individual rear seats. In March 1962, Mercedes-Benz released the exclusive two-door M189-powered 300SE. Like the 300 sedan, it was based on the W111 chasis but shared both Daimler’s top-range 2996 cm3 fuel-injected engine and the unique W112 chassis designation, efforts on Mercedes’ part to distance it from the maker’s modest W110 and W111 lineups and link it to the prestigious W188 300S two-door luxury sports tourer. It was distinguished by a chrome strip, and featured air suspension and a higher level of interior trim and finish. In summer of 1965, Mercedes-Benz launched replacements for both W111 and W112 sedans, the W108 and W109 respectively. With the tailfin fashion well eroded by the mid 1960s, the new design was based on the restrained W111 coupe, widened and squared off. Work on a future new chassis that would fully replace the Ponton-derived W111/W112 and W108/W109 was well under way. With a concept car of the first S-Class shown in 1967, Daimler declined to develop a two-door W108/W109 vehicle, instead continuing production of the aging W111/W112 with modest changes. The 220SE was superseded in early autumn 1965 by the 250SE, which featured the new 2496 cm3 M129 engine. Producing 150 hp. it gave the vehicle a significant improvement in top speed, to 120 mph. Visibly the only changes affected the new 14-inch rims, which came with new hub cabs and beauty rings accommodating the larger disk brakes and new rear axle from the W108 family. In November 1967 the 250 SE was superseded by the 280 SE. It was powered by the new 2778 cc M130 engine, which produced 160 hp. The top speed was hardly affected, but acceleration improved to 10.5 seconds. Inside the car received a wood veneer option on the dashboard and other minor changes, including door lock buttons and different heater levers. The hubcaps were changed yet again to a new one piece wheelcover, and the exterior mirror was changed. Despite its smaller engine, the 280 SE could outperform the early 1950s M189 powered 300 SE, resulting in the more expensive model’s retirement. The coupe and cabriolet retained their shared model model designation until replaced by a new-generation chassis in 1968. A final model was added in August 1969, the 280 SE 3.5. The car was fitted with the brand-new M116 3499 cc V8. It produced 200 hp, and had a top speed of 130 mph and a 0-100 km/h at 9.5 seconds. To accommodate the large engine, the car’s front grille was widened; front and rear bumpers were also modified with the addition of rubber strips. The rear lenses changed to a flatter cleaner design. This change was carried across the standard 280 SE. As the top of its range, the 280 SE 3.5 is seen as an ideological successor to the W112 300 SE, though it lacked the W112’s air suspension. The last 280 SE was produced in January 1971, with the 280 SE 3.5 ending in July. The total production over the decade was: 220 SEb – 16,902, 250 SE – 6,213, 280 SE – 5,187, and 280 SE 3.5 – 4,502 units. Not including 3,127 W112 300 SE models, the grand total of 2-door W111 models was 32,804 of which 7,456 were convertibles. These days the cars are much sought after and prices, especially for the convertible, are high and still rising.

Final Mercedes of note was this Koenig-modified version of the R107 generation SL.

MG

This is a TD, the 1950 replacement for the post-war TC, which combined the TC’s drivetrain, a modified hypoid-geared rear axle, the MG Y-type chassis, a familiar T-type style body and independent suspension using coil springs from the MG Y-type saloon. A 1950 road-test report described as “most striking” the resulting “transformation … in the comfort of riding”. Also lifted from the company’s successful 1¼-litre YA saloon for the TD was the (still highly geared) rack and pinion steering. In addition the TD featured smaller 15-inch disc type road wheels, a left-hand drive option and standard equipment bumpers and over-riders. The car was also 5 inches wider with a track of 50 inches. For the driver the “all-weather protection” was good by the standards of the time. For night driving, instrument illumination was “effective but not dazzling, by a pale green lighting effect”. There was still no fuel gauge, but the 12 gallon tank capacity gave a range between refuelling stops of about 300 miles and a green light on the facia flashed a “warning” when the fuel level was down to about 2½ gallons. In 1950 the TD MkII Competition Model was introduced, produced alongside the standard car, with a more highly tuned engine using an 8.1:1 compression ratio giving 57 bhp at 5,500 rpm. The higher compression ratio engine was offered with export markets in mind, and would not have been suitable for the UK, where thanks to the continued operation of wartime fuel restrictions, buyers were still limited to 72 octane “Pool petrol”. The TD MkII also featured twin fuel pumps, additional Andrex dampers, and a higher ratio rear-axle. Nearly 30,000 TDs had been produced, including about 1700 Mk II models, when the series ended in 1953 with all but 1656 exported, 23,488 of them to the US alone.

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.

MORETTI

In 1925, Giovanni Moretti founded the Moretti Motor Company so he could design and build motorcycles himself, as well as in conjunction with other companies. During the late 1920s and early 1930s, Giovanni began to dabble in the design and production of microcars. During World War II, he manufactured various commercial vehicles, most notably a range of small electric trucks. Following the war, in 1946, Moretti moved to the production of conventional cars. The first conventional car built by Moretti Motors was the Cita. Shortly afterwards, Moretti released the 600 and then, in 1953, the 750. These cars were available in various iterations, including taxis, berlinas, coupés, and single-seat race cars. This is a 1960 750 Sport.

MORGAN

NECKAR

This is a Neckar Weinsberg 500, one of a series of cars produced by a variety of manufacturers across Europe based on the Fiat Nuova 500. This was the creation of NSU/FIAT Karosseriewerke Weinsberg, made possible because NSU/FIAT in Heilbronn also had its own development department, in which designers such as Antonio Fessia worked. Introduced in March 1959 as the NSU/Fiat, The price was 3,840 DM in 1959, 3620DM in 1962. The Weinsberg was produced in two versions, the Limousette and the Coupé, differing only in rear window design, the Coupé featuring a wraparound panoramic rear screen, allowing only enough headroom above the rear seat for small children (up to about 7 years old). The Limousette has rear side windows and a steeper, conventional rear window like a small sedan, hence the name. This gives the Limousette a little more headroom than the coupe, but less than a Fiat 500 Nuova. Both Weinberg models are basically two-seaters with additional space for two children or luggage. Despite having an inviting padded rear seat, it is not practical for adults. In contrast to the Autobianchi Bianchina, both Weinsberg versions were built from partially assembled car bodies with modifications to both front and rear panels. The front bonnet is higher, as is the wing profile, with finned rear wings and with rear lights that are unique to the Weinsberg. The cars benefitted from some equipment upgrades in character with a luxury version: a sunroof instead of a folding roof, bug ornament, special bumpers, standard two-tone colour and wheel covers, ashtray in the dashboard, better upholstery fabrics and wide pockets in the doors. The luggage space is greater, made possible by the fact that the higher bonnet allows the spare wheel to be placed on the tank. The first version side trim was soon replaced by a contrasting colour side stripe. The Weinsberg´s driving performance and handling characteristics match the Fiat 500. Daily production peaked at 14 cars. 6,228 vehicles were manufactured from 1959 to 1963.

NSU

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’.

OPEL

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.

The second generation Opel Ascona B was presented in August 1975 at the Frankfurt Motor Show. It was available as a two or four-door saloon. There were related two and three-door coupé models in the Opel Manta range. There was no estate body available. The Ascona B retained the same engine range as its predecessor, versions with higher compression ratio and needing 98 octane petrol, dubbed S, were available alongside the 90 octane models. The first change took place in January 1976, when laminated window glass became available as a no-cost option. The 1.9 L “S” cam-in-head engine was replaced by the modernised 2.0 L (20S) in September 1977. The 20N became available in January 1978, and all models now also received electric windscreen washers. A 2.0 L diesel motor was added to the Ascona B range in 1978, mostly targeted at the BeNeLux countries and Italy, where local tax structures provided an incentive for diesel-powered automobiles – in 1979, 97% of diesels were exported, while 59% of petrol powered cars went in the export. By the end of 1978 the 1.6 S engine was discontinued in Germany (where it was replaced by the 19N, with the same power but lower fuel consumption), but continued to be available in some markets in a somewhat down-tuned version with 70 PS. In January 1979 the street legal version of the Ascona 400 with 2.4-litre engine (16 valves, 144 PS) appeared, followed a month later by the more prosaic 1.3 liter OHC engine. This largely replaced the old 1.2 litre pushrod unit which dated back to 1962, but production continued in dwindling numbers into 1980 for some export markets. In September 1979 the Ascona received a minor facelift, including plastic bumpers and a grey front grille with a larger mesh. The 2.0 E model with a Bosch L-Jetronic electronic fuel injection arrived in January 1980, after having been first installed in the Manta and Rekord models. In addition to a front spoiler, the 2.0 E equipped Ascona also received an upgraded clutch and transmission, differential, radiator, and other parts shared with the sporting Manta GT/E. In January 1981 the Ascona underwent its last changes, when adjustments made to the 16N and 20N engines. The 1.9 N and 2.0 N engines were discontinued in the German market, while the 1.6 N engine was now only available coupled with an automatic transmission. Over 1.2 million Ascona B units were produced worldwide until August 1981. The two millionth Ascona was an Ascona B, built in April 1980, and the one millionth Ascona sold in Germany was registered in July of that same year.

OSCA

The Maserati brothers started manufacturing sports racing cars in 1926. In 1937, financial assistance was brought to the Maserati Company by industrialist Adolfo Orsi. Under the new management agreement, the Maserati brothers were expected to continue working for the Maserati Company as consultants for another ten years. At the termination of this agreement, in 1947, Bindo, Ettore and Ernesto Maserati moved to Bologna where they started a new company named OSCA (Officine Specializatta Construzione Automobili or Workshop Specialized in the Production of Automobile). The first car was the OSCA MT4 1100 propelled by a single overhead camshaft four cylinder 1.092 cc. The car had a simple body with cycle fenders in order to be able to compete in single-seater or sports racing cars events. In 1950, the four cylinder engine was equipped with twin overhead camshaft and power output was 92 hp. The chassis was a tubular space frame with cross-members. The front suspension was independent with coil spring and unequal length wishbones while there was a live axle at the rear with part-elliptic springs. Faglioli finished seventh overall and class winner at the 1950 Mille Miglia. The OSCA MT4 will participate with some success to seven successive Mille Miglia events. The twin overhead camshaft four cylinders engine was gradually upgraded to 1.342 cc., then 1.453 cc. and finally 1.491 cc. The 1.491 cc. engine produced 120 hp and the claimed top speed for the OSCA MT4 1500 was 120 mph (194 kph). The body of the OSCA MT4 was a full-width spyder with a vertical bar oval front grille. The OSCA MT4 had a successful career both in Europe and North America. Stirling Moss and Bill Lloyd won the 1954 Sebring 12 Hours while driving Briggs Cunningham OSCA MT4 sports racing car.

PAGANI

Another factory stand, Pagani are based in nearby Modena, so are local to the event, and they brought along a couple of their super-exclusive hypercars, both of which were attracting lots of attention.

PEUGEOT

Last year Peugeot marked the 50th anniversary of the 504 and this year it was the turn of the smaller 304. This was the car that featured on Peugeot Italia’s own stand and there was another example elsewhere. The 304 was introduced to the public at the Paris Motor Show in September 1969. Peugeot, which had always been a financially prudent company, saw a gap in the mid-size car market in France, Italy and the rest of Western Europe. By using the smaller 204’s midsection, development costs were minimized resulting in a higher profit margin because of the higher pricing structure in the larger, better equipped market. The 304’s main competitors on its home market came from Renault and Simca, with Citroen noticeably absent from this sector at the launch. The 304 was a success for Peugeot and was noted for several advanced features under its Pininfarina styled exterior. With its independent suspended front-wheel-drive drivetrain and disc brakes, it rode and handled better than most of its contemporaries, including some cars in higher price brackets. The chassis served Peugeot well and lasted for approximately 24 years adapted to derivative models. There was a distinct upmarket feel to the 304, its handsome lines were well suited to postwar Europe’s newly affluent middle classes who desired roomy, advanced and stylish cars to park in their driveways. At about this time the Autoroutes were opening up France and car manufacturers around Europe knew that any car launched hence, would need to add an ability to travel at high speeds, in relative comfort with sure-footed handling to its line-up in order to compete. The 304 fulfilled this brief and became one of the best-selling cars in its market segment., with 1, 178.423 produced. Coupe and Convertible models were part of the range, but these constituted a relatively small percentage of total sales. The saloon model was deleted in the summer of 1979, but the estate remained until spring 1980, both cars replaced by the Peugeot 305,

The Peugeot 601 was a range-topping car produced between 1934 and 1935. It had its formal launch on 5 May 1934 and marked a return by the manufacturer to six-cylinder engines.The car was equipped with an inline 6-cylinder 2148 cc engine developing 60 hp at 3500 rpm. With limited power and relatively high weight, the car came with a listed top speed of only 105 km/h (65 mph) or 110 km/h (68 mph). The actual top speed would have varied according to the body fitted; the weight, including the car body, was given in 1934 as between 1,180 kg (2,600 lb) and 1,250 kg (2,760 lb) (or 1,400 kg (3,100 lb) for some long wheelbase versions). A feature of the engine that attracted comment was the thermostatically controlled temperature regulator for the engine oil, which worked with an oil pump by redirecting the oil through, or away from, what was in effect a heat exchanger in a chamber filled with water from the radiator.Like other Peugeots of the era, the 601 was equipped with independent front suspension. The 601 was closely based on the manufacturer’s recently rebodied 201 and 301 models, but the longer six cylinder engine of the 601 required a longer wheelbase. As launched, the 601 came with two different wheelbases: 2,980 mm (117 in) for the 601 “Normale” and 3,200 mm (126 in) for the 601 “Longue”. There were three standard bodies offered for the “Normale” wheelbase cars: there was a four-door “Berline” (sedan/saloon) priced in Spring 1934 at 28,500 francs, a “Coach dėcapotable” with two doors, four seats and a cabriolet roof, priced at 34,000 francs of which only a handful were sold, and a two-seater “Roadster” which became a frequent prize winner at “concours d’ėlėgance” enthusiasts’ meetings. Four standard bodies were listed for the “Longue” wheelbase cars. The least costly, listed at 31,000 francs, was a six-light “limousine familiale” with four doors and a deep bench seat combined with large amounts of rear legroom. There was also a “Berline aėrodynamique” with four doors and a streamlined body with a steeply raked tail and an overall length above 5,000 mm (197 in), as well as a “Coach Sport” with two doors and four seats which exploited the longer wheelbase to support a low streamlined look. From the summer of 1934 there was another long two-door four-seater version listed, called the “Coach Profilė” . There was in addition a special Eclipse body with electrical folding metal roof. The Eclipse was made by designer Georges Paulin, Emile Darl’mat and the coachbuilder Pourtout.[4] This car gained renewed attention courtesy of the Peugeot publicity department in 1996 with the launch of the Mercedes-Benz SLK: the Mercedes featured a hinged steel roof that automatically folded into the boot/trunk at the press of a button which was briefly claimed as a world first, until Peugeot pointed out that the 601 Eclipse had used the same arrangement (albeit with more bulky mechanical components) sixty years earlier. The 601 received a minor facelift for the 1935 model year, announced during the summer of 1934, only months after the car’s launch: the most visible change was a lowering of the headlights. The sales figures of the 601 were affected by the underwhelming performance of the engine. Nevertheless, given the large number of manufacturers jostling for sales in the higher reaches of the French car market, a total of 3,999 Peugeot 601s produced during just eighteen months was a reasonable production volume for a 6-cylinder car. The 601 was taken out of production in 1935 after a production run lasting approximately eighteen months, leaving a gap at the higher end of Peugeot’s range, which would be filled only 40 years later with the arrival of the Peugeot 604. The 604 was also the next Peugeot car with an engine having more than four cylinders; the 601 was the final straight-6-engined Peugeot, as the 604 was powered with a V6.

POLIZIA, CARABINIERI and GUARDIA dela FINANZA

A popular feature at the event, there is a display of historic cars and other exhibits associated with various of the Italian law enforcement agencies, the Polizia, Carabinieri and the Guardia di Finanza, with the cars sourced from the “Museo delle Auto della Polizia di Stato” in Rome. As well as the indoor display, a couple of the cars were parked up outside this time. Alfa Romeo models have been popular for many years though this year there were a couple of Fiats that starred including a Fiat 508 Ballila, as well as a couple of motor bikes and a more recent Carabinieri Lotus Evora.

PORSCHE

Porsche always have a large stand at this event, and 2019 was no exception. Opposite it was an Owners Club stand, and there were vast numbers of Porsche models for sale spread around the entire site. 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.

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.

There were numerous examples of the long-lived 911 here, with a number of them showing the evolution of the model through to the latest 992 on Porsche’s own stand and there were plenty more on offer by a number of dealers.

The Porsche 917 is a sports prototype race car developed by German manufacturer Porsche. The 917 gave Porsche its first overall wins at the 24 Hours of Le Mans in 1970 and 1971. Powered by the Type 912 flat-12 engine of 4.5, 4.9, or 5 litres, the 917/30 Can-Am variant was capable of a 0-62 mph (100 km/h) time of 2.3 seconds, 0–124 mph (200 km/h) in 5.3 seconds. The long tail Langheck version had a maximum measured top speed of 362 km/h (225 mph). In 1971 the car featured in the Steve McQueen film Le Mans. In 2017 the car driven by McQueen in the film was sold at auction for $14m, a record price for a Porsche. For the 40th anniversary of the 917 in 2009 Porsche held a special celebration at the Goodwood Festival of Speed (3–5 July). In an effort to reduce the speeds generated at Le Mans and other fast circuits of the day by the unlimited capacity Group 6 prototypes (such as the seven-litre Ford GT40 Mk.IV and four-litre V12 Ferrari P) the Commission Sportive Internationale (then the independent competition arm of the FIA) announced that the International Championship of Makes would be run for three-litre Group 6 prototypes for four years from 1968 through 1971. This capacity reduction would also serve to entice manufacturers who were already building three-litre Formula One engines to adapt them for endurance racing. Well aware that few manufacturers were ready to take up the challenge immediately, the CSI also allowed the participation of five-litre Group 4 sports cars, of which a minimum of 50 units had to be manufactured. This targeted existing cars like the aging Ford GT40 Mk.I and the newer Lola T70 coupe. In April 1968, facing few entrants in races, the CSI announced that the minimum production figure to compete in the sport category of the International Championship of Makes (later the World Sportscar Championship) was reduced from 50 to 25, starting in 1969 through the planned end of the rules in 1971. With Ferrari absent in 1968, mainly Porsche 908s and Ford P68s were entered there, with the Ford being a total failure. As a result, old 2.2-litre Porsche 907s often won that category, with John Wyer’s 4.7-litre Ford GT40 Mk.I taking wins at faster tracks. Starting in July 1968, Porsche made a surprising and expensive effort to take advantage of this rule. As they were rebuilding race cars with new chassis every race or two anyway, selling the used cars to customers, they decided to conceive, design and build 25 versions of a whole new car with 4.5-litre for the sport category with one underlying goal: to win its first overall victory in the 24 Hours of Le Mans on May 14, 1970. In only ten months the Porsche 917 was developed, based on the Porsche 908. When Porsche was first visited by the CSI inspectors only three cars were completed, while 18 were being assembled and seven additional sets of parts were present. Porsche argued that if they assembled the cars they would then have to take them apart again to prepare the cars for racing. The inspectors refused the homologation and asked to see 25 assembled and working cars. On March 12, 1969, a 917 was displayed at the Geneva Motor Show, painted white with a green nose and a black No. 917. Brief literature on the car detailed a cash price of DM 140,000, approximately £16,000 at period exchange rates, or the price of about ten Porsche 911s. This price did not cover the costs of development. On April 20 Porsche’s head of motorsports Ferdinand Piëch displayed 25 917s parked in front of the Porsche factory to the CSI inspectors. Piëch even offered the opportunity to drive any of the cars, which was declined. The car was designed by chief engineer Hans Mezger under the leadership of Ferdinand Piëch and Helmuth Bott. The car was built around a very light spaceframe chassis (42 kg (93 lb)) which was permanently pressurised with gas to detect cracks in the welded structure. Power came from a new 4.5-litre air-cooled engine designed by Mezger, which was a combination of 2 of Porsche’s 2.25L flat-6 engines used in previous racing cars. The ‘Type 912’ engine featured a 180° flat-12 cylinder layout, twin overhead camshafts driven from centrally mounted gears and twin spark plugs fed from two distributors. The large horizontally mounted cooling fan was also driven from centrally mounted gears. The longitudinally mounted gearbox was designed to take a set of four or five gears. To keep the car compact despite the large engine, the driving position was so far forward that the feet of the driver were beyond the front wheel axle. The car had remarkable technology. It was Porsche’s first 12-cylinder engine and used many components made of titanium, magnesium and exotic alloys that had been developed for lightweight “Bergspider” hill climb racers. Other methods of weight reduction were rather simple, such as making the gear shift knob out of birch wood, some methods were not simple, such as using the tubular frame itself as oil piping to the front oil cooler. There are at least eleven variants of the 917. The original version had a removable long tail/medium tail with active rear wing flaps, but had considerable handling problems at high speed because of significant rear lift. The handling problems were investigated at a joint test at the Österreichring by the factory engineers and their new race team partners John Wyer Engineering. After exhaustive experimentation by both groups, a shorter, more upswept tail was found to give the car more aerodynamic stability at speed. The changes were quickly adopted into the 917K for Kurzheck, or “short-tail”. In 1971, a variant of the 917K appeared with a less upswept tail and vertical fins, and featured the concave rear deck that had proved so effective on the 1970 version of the 917L. The fins kept the clean downforce-inducing air on the top of the tail and allowed the angle of the deck to be reduced, reducing the drag in direct proportion. The result was a more attractive looking car that maintained down force for less drag and higher top speed. By this time the original 4.5-litre engine, which had produced around 520 bhp in 1969, had been enlarged through 4.9-litres (600 bhp) to 5-litres and produced a maximum of 630 bhp. The 917K models were generally used for the shorter road courses such as Sebring, Brands Hatch, Monza and Spa-Francorchamps. The big prize for Porsche however, was Le Mans. For the French circuit’s long, high speed straights, the factory developed special long tail bodywork that was designed for minimum drag and thus highest maximum speed. On the car’s debut in 1969, the 917L proved to be nearly uncontrollable as there was so little down force. In fact, they generated aerodynamic lift at the highest speeds. For 1970, an improved version was raced by the factory and for 1971, after very significant development in the wind tunnel, the definitive 917L was raced by both factory and JW. In 1971 Jo Siffert raced an open-top 917PA Spyder (normally aspirated) in the 1971 CanAm series. There is also the “Pink Pig” aerodynamic research version (917/20), and the turbocharged 917/10 and 917/30 CanAm Spyders. Porsche 917s also raced in the European Interseries in various configurations. In the 1973 Can-Am series, the turbocharged version Porsche 917/30 developed 1,100 bhp.

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 whe
el 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.

RENAULT

The Renault 4, also known as the 4L (pronounced “Quatrelle” in French), is a small economy car produced by the French automaker Renault between 1961 and 1994. It was the first front-wheel drive family car produced by Renault. The car was launched at a time when several decades of economic stagnation were giving way to growing prosperity and surging car ownership in France. The first million cars were produced by 1 February 1966, less than four and a half years after launch; eventually over eight million were built, making the Renault 4 a commercial success because of the timing of its introduction and the merits of its design. The Renault 4 was Renault’s response to the 1948 Citroën 2CV. Renault was able to review the advantages and disadvantages of the 2CV design. The Citroën had made motoring available to low-income people in France, and especially to farmers and other people in rural areas, for whom the car was as much a working tool as personal transport. The 2CV had been designed in the 1930s for use in the French countryside where the road network was poor – speed was not a requirement but a good ride, useful rough-terrain ability, a versatile body for load carrying, and economy and simplicity of operation were its key considerations. However, by the late 1950s, the 2CV was becoming outdated. Rural roads in France were improved and the national system of autoroutes was being developed. Agriculture was becoming more mechanized with fewer smallholdings and family farms for which the 2CV was designed. The Citroën had also proved popular with people living in towns and cities as affordable, economical transport but the 2CV’s rural design brief made it less than ideal as a city car and, despite improvements, the late-1950s 2CV had a top speed of just 70 km/h (43 mph). Its air-cooled two-cylinder engine was reliable and economical but noisy and offered poor performance. The 2CV’s suspension gave it an excellent ride and good grip and handling but was mechanically complex with many moving parts that required regular maintenance and lubrication at intervals as low as every 1000 miles (1600km). With its roots in the 1930s, the 2CV’s styling was also outdated and, with its separate wing/fenders, had a relatively narrow and cramped body for its overall footprint. While the Citroën had been designed during the Great Depression when money was tight and living standards were relatively low, by the 1960s the French economy was growing and people would be able to afford a more modern, refined, and less utilitarian small car. In early 1956, Renault Chairman Pierre Dreyfus launched this new project: designing a new model to replace the rear engined 4CV and compete against the Citroën 2CV that would become an everyman’s car, capable of satisfying the needs of most consumers. It would be a family car, a woman’s car, a farmer’s car, or a city car. The Renault 4 shared many design traits with the older Citroën 2CV to allow it to fulfill the same role as a versatile utility car, especially for people in rural France and other parts of the world with poor roads. It had a large structural platform with a separate body. It had front-wheel drive, long-travel fully independent suspension, and Rack and pinion steering. It had a simple body with minimal equipment, a large space for cargo or luggage, and ‘deckchair’ seats which could be easily removed. However, the Renault 4 updated this basic concept with a larger four-cylinder water-cooled engine with a sealed cooling system offering much better refinement and performance than the contemporary 2CV, with a top speed of over 104 km/h (65 mph). The suspension consisted of torsion bars which required no regular maintenance. The boxy full-width body offered more space for both passengers and luggage than the similar-sized 2CV and the car boasted an early hatchback body for greater practicality. Renault launched the Renault 3 and the Renault 4 simultaneously in July 1961. The cars shared the same body and most mechanical components, but the R3 was powered by a 603 cc version of the engine while the R4 featured a 747 cc engine. This placed the R3 in the 3CV taxation class while the R4 was in the 4CV class. Maximum power output was rated by Renault as 22.5 hp for the R3, and 26.5 or 32 hp for the R4, depending on price level and the type of carburettor fitted. Initially the base versions of the R3 and R4 came with a thick C-pillar behind each of the rear doors. Quarter glass was a 400 francs option for the basic R4. The extra visibility increased the weight of the vehicle, but these windows soon became standard for all R4s. The R3 and R4 were targeted at the Citroën 2CV that employed soft springs and long wheel travel to absorb bumps on rough roads. The Renault 3/4 applied the same approach and two models appeared at the Paris Motor Show in 1961 on a specialized demonstration display that incorporated an irregular rolling road. Visitors could sit inside a car, which remained undisturbed while the suspension absorbed the erratic bumps of the rolling road. In 1962 Renault employed the same display at the Turin Motor Show. The basic version of the R3 was priced 40 francs below the lowest-priced version of the Citroën 2CV in 1961 and featured painted bumpers and grill, a simplified instrument panel, a single sun visor, no windshield washer, and no interior door trim panels. This trim was also offered in the more powerful R4. The R4L with six side windows, chrome-colored bumper and grill, as well as a less spartan interior cost 400 francs (roughly 8%) more than the R4 with its four side windows. However, as with the Renault 4CV “Service” in 1953, customers shunned the basic model and in October 1962, the Renault R3 was discontinued, along with the most basic version of the Renault 4. A “super” version (branded “de luxe” in some export markets) with opening rear quarter-light windows and extra trim was also offered. The de luxe and super versions of the R4L received a version of the engine from the Renault Dauphine giving them an engine capacity of 845 cc. After the withdrawal of the 603 cc engined R3, the 747 cc R4 model continued to be listed with an entry-level recommended retail price, but the slightly larger-engined L versions were more popular. By 1965, Renault had removed the extra “R” from their model names: the Renault R4L had become the Renault 4L. Early versions of the Renault R4 used engines and transmissions from the Renault 4CV. The original design brief called for an engine size between 600 cc and 700 cc, but there was no consensus as to whether to use a four-cylinder unit or to follow Citroën with a two-cylinder unit. With Volkswagen rapidly growing market share across Europe and North America, Renault also gave serious consideration to an air-cooled boxer motor option for the forthcoming R3/R4. However, using the existing water-cooled unit from the 4CV was a solution, especially in view of the extended period of teething troubles encountered by the Renault Fregate, which was then Renault’s most recent attempt to develop an innovative powerplant. The existing engines were larger than that specified by management for the new 4CV, but the automaker addressed this by reducing the bore so that the overall capacity of the base engine for the new R3 worked out to be 603 cc, comfortably at the lower end of the required 600–700 cc range. However, since Renault already produced the 747 cc version of the engine that was well proven in the 4CV, it made sense to use this as well in what would in many respects be the older car’s successor. Therefore, in 1961, the R3 had a 49 mm bore and 80 mm stroke, while the R4 received the 54.5 mm × 80 mm existing engine. Moving the engine from the rear of the 4CV to the front of the new model involved significant planning: design changes to the unit were introduced as part of the process. The inlet manifold was now a steel casting whereas on the 4CV it had been constructed of a light-weight alloy: this was driven by cost considerations now that aluminum was not so inexpensive as it had been fifteen years earlier. Renault also took the opportunity to introduce a feature which subsequently became mainstream. Renault also designed a “sealed-for-life” cooling system, supported by a small expansion tank on the right side of the engine bay. The cooling system contained antifreeze intended to enable operation without topping up or other intervention throughout a car’s life provided ambient temperatures below -40 C were avoided. The engines were larger than the small 425 cc (later 602 cc and 29 hp), engines in the 2CV. The R4 always had a four-cylinder watercooled engine. The original Renault R4’s engine capacity of 747 cc served to differentiate the model from the more powerful Renault Dauphine, but the Dauphine’s 845 cc engine was used in the 4 itself from 1963 onwards: for most markets at this stage the Dauphine engine now came as standard in the top of the range Renault R4 Super, and was available in some other versions only as an optional extra. Given that Renault’s 603, 747, and 845 cc engines all shared the same cylinder stroke and were all of the same basic design, it is likely that there was very little difference between the manufacturing costs of the basic engine block between the three. From the perspective of the sales and marketing department, they did fall within different taxation classes (respectively 3CV, 4CV, and 5CV) but at this end of the market tax level differences were by now less of an issue even in those European countries that still taxed cars according to engine size. With time, the increasing trend to the production of Renault 4s in a wide range of countries reduces the validity of generalized statements as to which engines were fitted when: in French-built cars the old 845 cc engine continued in the low versions until the mid-1980s, but in 1978 the top-end Renault 4 GTLs received the new 1108 cc engine: this engine was not new to Renault, however, being the five-bearing “Sierra” engine, first installed in the Estafette van and R8 in the summer of 1962. A smaller version (956 cc) of this new engine finally replaced the by now venerable 845 cc engine in the 4 in 1986. Unlike the original “Billancourt” engine from the 4CV, Renault’s “Sierra” engine rotated in a clockwise direction, so fitting it required reversing the direction of the differential in the gear box in order to avoid producing a car with one forward speed and four reverse speeds. The initial transmission was a three-speed manual, described by one critic as an obsolete feature when compared to the four-speed manual of the then thirteen-year-old Citroën 2CV. Ironically the new Renault 4 did not inherit its transmission from the Renault 4CV nor from anyone else: the transmission was newly developed for the car. The dash-mounted gear lever was linked via a straight horizontal rod that passed over the longitudinally mounted engine and clutch directly to the gearbox right at the front. The resulting absence of any linkage at floor level permitted a flat floor across the full width of the car’s cabin. Synchromesh featured only on the top two ratios, even though the low power of the engine required frequent gear changes by drivers using normal roads and wishing to make reasonable progress. On this point Renault quickly acknowledged their error and cars produced from 1962 featured synchromesh on all three ratios. In 1968 the Renault 4 finally received a four-speed transmission. The three principal new models introduced by Renault since the war featured monocoque “chassisless” construction that was less expensive to manufacture process and reduced operating costs because of lower vehicle weight. The Renault R3/R4 design defied this by now widely accepted mantra, employing a separate platform to which the body shell was then attached. The body’s structural role in maintaining the overall rigidity of the car body was thereby reduced, placing less stress on the roof and allowing for thinner window pillars. Although the use made of a separate platform resembled, in some respects, the use that pre-war designs would have made of a chassis, the outcome was a structure described as semi-monocoque, and it would later allow Renault to use the R4 platform, with very little modification, to build new models such as the Renault 6 and Rodeo. (Later, the successful Renault 5 used the R4 running gear, but in a monocoque shell). Because the rear torsion bars are located one behind the other, the wheelbase is longer on the right side than on the left. The R3 and R4 had four-wheel torsion-bar independent suspension. This was an innovation that would be copied on a succession of subsequent front-engined Renaults introduced during the 1960s and 70s. The car features a shorter wheelbase on the left than on the right because the rear wheels are not mounted directly opposite one another. This concept allowed a very simple design of the rear suspension using transverse torsion bars located one behind the other without affecting handling. The front torsion bars were longitudinal. The fixed end of the torsion bars is mounted on quadrants that can be adjusted via a holes/fixing bolt arrangement. This enables the suspension to be “beefed up” and the ground clearance increased. With specialist tools provided by Renault, adjustments can be made to provide the light 4L some off-road capabilities. This feature, along with the installation of a thick protecting aluminum plate under the engine, has been used by and off-road drivers and student 4L Trophy entrants. Damping was provided by hydraulic telescopic shock absorbers on all four wheels. Those at the rear were mounted virtually horizontally which avoided the intrusion of rear suspension componentry into the flat-floored passenger cabin. The longitudinal layout of the front-wheel drive engine and transmission with the engine behind the front axle and gearbox/differential in front is identical to the Citroën Traction Avant. The suspension is similar with the difference being the deletion of the Citroën’s flexible beam between the rear wheels to give the Renault 4 fully independent rear suspension. The Renault 4 was not significantly changed during its production. Exterior chrome trim was eventually phased out on all models, and aluminium grilles were replaced with plastic. There were three different dashboard designs. On the right side of the car at the back the position of the fuel filler was raised by approximately 15 cm (6 inches) less than a year after the car’s launch, but changes to the body panels were limited to a slightly altered hood and hinges. There were many different ‘special edition’ Renault 4s. Some (including the Safari, Sixties, and Jogging) were sold in special colour schemes, upholstery and other details, while others (Clan, Savane) were standard models with special decals. There were also special models that were not solely a marketing exercise, such as the Renault 4 Sinpar 4×4, the Plein Air, a pickup truck, LPG versions, and electric versions. The Plein Air was a doorless and roofless version originally developed to meet a 1964 request by the French Army.[12] Sinpar’s version, called the Sinpar 4×4 Torpedo, was first shown as a prototype at the 1968 Geneva Salon, equipped with Sinpar’s four-wheel-drive system. Sinpar was quickly given a contract to build a front-wheel-drive version at their works in Colombes near Paris; it appeared in May 1968. Called the Plein Air (meaning “Open Air”), it had no doors, with only a chain protecting the passengers. A military contract did not materialize but Renault and Sinpar attempted to ride the late sixties/early seventies buggy wave in marketing it as a fun beach car. Being more expensive and less capable than the Citroën Méhari it did not catch on and was discontinued in March 1970, after only 563 had been built. In 1989, Colombian SOFASA produced the variants Brisa (Breeze) which was based on the French Plein Air and Jogging, which was marketed as a sportier version of the car and featured red accessories. In 1978, the R4 GTL arrived. It had the 1108 cc engine from the Renault 6 TL, albeit with the performance reduced for better economy, and bigger drum brakes. The GTL was identifiable by its grey front grille, grey bumpers, and grey plastic strips along the bottoms of the doors. It also had an extra air intake below the front grille (as a result, the registration plate was moved down to the bumper), and 12 inch (304.8 mm) wiper blades instead of the original 10 inch (254 mm) ones. For the 1983 model year, the GTL got front disc brakes, the handbrake now working on the rear wheels, and there were a modified dashboard and cloth seats. The Renault 4 was the last French automobile to be sold with drum brakes on all four wheels, after the Citroën 2CV received disc brakes in 1981. The very first 1983 models had the handbrake lever moved from left to right under the steering wheel before it was moved to the floor like in almost any other car by then. There was also a panel van (Fourgonette) version of the R4, which with its “high cube” bodyshell and the unique ‘giraffon’ (giraffe hatch) at the rear became the idiosyncratic French “Boulangerie” van. For many years, this was a successful vehicle of its type and for many customers, as it represents their idea of a Renault 4 more than a passenger version. It remained on sale in Europe until 1993 and was replaced by the Renault Express (called Extra in UK and Ireland, Rapid in Germany), which was based on the second generation Renault 5 ‘Supercinq’. Though reasons such as emissions and safety legislation are often given for the Renault 4’s demise in Europe during the 1980s, it would appear that its popularity would not have lasted. Outmoded production methods, more advanced competition and the reasons outlined above meant that the Renault 4’s days were numbered, at least as a mainstream product. And Renault was already enjoying huge sales success with the far more modern R5, which was only slightly more expensive. Comparable products had already been discontinued in Europe or had their production scaled back, as more modern designs enjoyed the strongest sales. British Leyland’s Mini had been produced in smaller figures since the launch of the Austin Metro in 1980 with production continuing until 2000. Volkswagen had switched Beetle production from West Germany to Mexico in 1978 (where it was made until 2003), with the new Polo and Golf proving hugely popular in Europe. Citroën kept its 2CV in production until 1990, but did not directly replace it, with the AX (launched in 1986) taking its place as the entry-level model in the Citroën range. It had also produced the earlier Dyane and Visa as more modern and only marginally more expensive alternatives to 2CV. There were several projects to replace the Renault 4, starting from the early 1970s. However, the continuing success of the Renault 4, the need to replace the more popular Renault 5 during the early 1980s, the difficulties coming up with a suitable replacement (and the idea that the Renault 4’s market would die with it) all meant that a new entry-level Renault (the Twingo) did not appear until 1992.

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.

Very rare these days, since as well as rust taking hold, a number of these Fuego cars lived up to their name and burst into flames, this stylish car replaced the Renault 15 and 17 coupés of the 1970s. It was marketed in the United States by American Motors Corporation (AMC), and was also assembled in several countries in South America. The Fuego’s exterior was designed by Michel Jardin, working under Robert Opron (who previously designed the Citroën SM, Citroën GS, Citroën CX in the 1970s, and then followed with the Renault 25 in 1984). It was heavily based on the Renault 18, sharing its floorpan and drivetrain, but featuring a new front suspension design developed from the larger Renault 20/30. The design kept the familiar double wishbone layout common with the Renault 18 but no parts were interchangeable and the design incorporated negative scrub radius geometry. The new suspension design would later be introduced in the facelifted Renault 18, and with minor refinements (larger bushings, etc.), it was used in the Renault 25. In 1984, the Fuego dashboard was added to the facelifted R18. European production continued into 1986 (to 1985 in France and 1986 in Spain), while Renault Argentina produced the Fuego from 1982 until finally ending production in 1995 with the 2.2 litre “GTA Max” (the final phase III facelift introduced in 1990). It was the first mass-produced four-seat sports model to be designed in a wind tunnel. The resulting drag coefficient (Cd) factor of 0.32-0.35 depending on model and year. In October 1982, the Turbo Diesel model was classified as the then-fastest diesel car in the world with a top speed of 180 km/h. The Fuego was the first car to have a remote keyless system with central locking that was available from October 1982. The system was invented by Frenchman Paul Lipschutz (hence the name PLIP remote which is still used in Europe), and later introduced on other Renault models. The Fuego was also the first car to have steering wheel mounted satellite controls for the audio system. This feature became popularised on the new 1984 model Renault 25. A number of different engines and trims were offered which in Europe initially comprised the 1.4 litre TL, GTL; 1.6 litre TS, GTS; 2.0 litre TX, and GTX., A 2.1 litre Turbo Diesel was also produced for LHD European markets in the 1982-84 period. The Fuego Turbo, launched in 1983 included a new front grille, bumpers, wheel design, interior trim and a revised dashboard on LHD models. The Fuego became the number one selling coupé in Europe during the years 1980 through 1982. The official Renault website states that a total of 265,367 Fuegos were produced. In France (thus, excluding Argentina and Spain) the number produced from 1980 to 1985 was 226,583.

RENAULT ALPINE

The 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.

Successor to the A110 was the A310 and there was one here. Launched in 1971, the four-cylinder car was larger, heavier, and no more powerful than its predecessor, which meant it was generally considered underpowered. The car was first shown at the 1971 Geneva Motor Show. The prototype A310 had louvres across the rear windscreen; these were not carried over to the production model. Early models had a NACA duct mounted near the window atop the left front fender, later four-cylinder cars received two, mounted closer to the front of the car. In 1976, to help flagging sales, the lower-cost A310 SX was presented. This model has a 95 PS version of the Renault 16/17’s 1647 cc inline-four and simplified equipment. The basis of the A310 was a hefty tubular steel backbone chassis, clothed in a fibreglass shell. As for the previous A110 the entire body was moulded in a single piece. Like the ill-fated De Lorean DMC-12, which used the same PRV powertrain, the engine was mounted longitudinally in the rear, driving forward to the wheels through a manual five-speed gearbox. The driving position was low and sporty, although the front wheelwells encroached on the occupants’ feet, pointing them towards the centre of the car. The A310 was labour-intensive, having been developed for small-scale artisanal production – a car took 130 hours to build from start to finish. The front axle also came in for some criticism, although in 1974 the balljoint mountings were replaced by rubber/steel bushings (silent-blocs) which somewhat improved the longevity. While many bits of the A310 came from the Renault parts shelf as expected, others are more surprising – the steering rack is from the Peugeot 504, while the turn signals are Simca 1301 units. In 1976 the A310 was restyled by Robert Opron and fitted with the more powerful and newly developed 90-degree 2664 cc V6 PRV engine, as used in some Renaults, Volvos and Peugeots. The later V6 received a black plastic rear spoiler as well, useful for keeping the tail planted but somewhat marring to purity of the original’s lines. With 150 PS on tap, the A310 PRV V6 was Renault’s performance flagship capable of 220 km/h (137 mph) and acceptable acceleration. The tail-heavy weight distribution gave handling characteristics similar to the contemporary Porsche 911. Beginning with model year 1981 (in late 1980), the rear suspension was shared with the mid-engined Renault 5 Turbo. Rather than the previous three-lug wheels, the A310 also received the alloys used for the 5 Turbo, albeit without the painted elements In the later models (1983-1984) of the A310 a “Pack GT” which was inspired from the Group 4 A310 racing cars would be developed, it gained wheel arches and larger spoilers front and rear. A few Alpine A310 V6 Pack GT Kit Boulogne were built (27 examples), here the PRV V6 was bored out to 2.9 litres and was then further modified by Alpine, fitted with triple Weber 42DCNF carburetors that pushed power to 193 PS. 2340 examples of the 4 cylinder car and 9276 of the V6 were made. It is a rare car these days.

SAVIO

Two brothers founded this now little known Italian coachbuilder in 1919. Inspired by the concept of the Mini Moke, they produced something similar, based on the Fiat 600, the Jungla. Presented at the Turin Motor Show in 1965, three pre-series were made: a light green (as per the original brochure) then painted a cream with a light cover; a grey model with black cover subsequently destroyed in an accident; an ivory tint with a black roof (then redone) with a modified boot and an folding backseat for the transport of goods up to 250 kg. This latter also came serve as the basis for an armed forces version, built by Cecchignola. Among the distinguishing features of the Jungla were collapsible windscreen that was placed on two grommets attached to the bonnet, the interior was very spartan (consisting only of the Fiat 500 speedometer placed to the right of the steering wheel with a fuel gauge and warning lights for oil pressure, fuel reserve, battery charge from the dynamo, high beam and water temperature. There was only one windscreen wiper with an exposed motor, the external spare wheel was anchored to the bodywork and equipped with an anti-theft lanyard. It was possible to specify it in eight different colours; green (military and sage), red, orange, yellow (school bus), white, blue, beige. Until 1969 these models, instead of doors, had simple canvas-covered frames, on which the upper part, always in canvas, was inserted under pressure, including the side windows. From that year the doors were mounted on sheet metal, and the rear was modified with the use of new hinges that allowed the boot to open without removing the spare wheel and the body was strengthened with a modification of the side panels now with ribs. Total production, which ran until 1974, was 3200 cars including those supplied to various Italian state bodies: Enel, Stipel, Guardia, Carabinieri, Police hunting. Some cars had SEAT engine and with a fibreglass bonnet and one had Zastava mechanicals.

S.C.A.P.

S.C.A.P. (Société de Construction Automobile Parisienne) was a French manufacturer of cars and proprietary engines, existing between 1912 and 1929. S.C.A.P mainly manufactured small four-cylinder engines, with capacities from 894 cc and up to 3.0 litres. The factory also produced automobiles, particularly two-seater racing cars. The racing models were powered by a 1,100 cc engine with overhead valves equipped with a Cozette compressor, if the customer requested. The larger models had either a 1,616 cc or a 1,704 cc, four-cylinder engine. In 1929, S.C.A.P unveiled a 2.0 litre, eight-cylinder engine with overhead valves, But this model was the last car made by S.C.A.P. Later on in the year, the company suffered from the great depression and in late 1929 was forced to close its factory for good.

SEAT

This was the first time that I can recall seeing Spanish manufacturer with their own stand at the event. They used the allotted space to look both forwards and backwards. Two concept vehicles were on show: the ElBorn and the Cupra Tavascan, premiered earlier in the year at the Geneva and Frankfurt Shows, respectively. The El-Born is an MEB-based electric car that’s set to hit the market by 2020. The el-Born is the second EV based on VW’s MEB platform, following the VW ID Hatch. Compared to its German cousin, the el-Born is designed to look sportier and more emotional, honoring Seat’s philosophy. The automaker claims that the production version will be able to deliver up to 260 miles (420km) of driving range on the WLTP cycle from its 62kWh battery pack, as well as a 0-62mph (0-100km/h) in 7.5 seconds when combined with the range-topping 201hp (204PS) electric motor. The battery-electric hatch is also compatible with up to 100kW DC fast-charging, so it’ll be able to charge its battery from 0 to 80 percent in as little as 47 minutes. The concept is riding on 20-inch turbine-design wheels that improve its aerodynamic efficiency, which plays a huge role for an electric vehicle. Seat says they incorporated an “air curtain” into the el-Born’s design in order to find the balance between performance and aesthetic appeal. Other features include an advanced thermal management system, which uses a special heat pump that can reduce the electrical heating consumption to save up to 37 miles (60km) of driving range. This will prove useful to users in countries with colder climates. As with the VW ID Hatch, the el-Born was able to maximize interior space thanks to the great packaging of the MEB platform. The dashboard’s design is less futuristic than you might expect and more production-ready, featuring a 10-inch infotainment system with plenty of connected features. Seat’s first all-electric model will also feature Level 2 semi-autonomous driving, Intelligent Park Assist and a wide range of driver assistance systems.

And looking backwards, the history of the Ibiza was marked by a number of cars. Introduced in the 1984 Paris Motor Show, the SEAT Ibiza Mk1 (codenamed 021A) entered production in the ‘Zona Franca’ assembly lines on 27 April 1984 and proved to be a success for the Spanish manufacturer, as it sold 1,342,001 units until the launch of its second generation in 1993. The Ibiza’s sales success gave the SEAT marque a platform to build on, as it looked to increase sales in following years. This version, while it established the now classic Ibiza shape, was advertised as having “Italian styling and German engines”: having its bodywork been designed by Giorgetto Giugiaro’s Italdesign, and being prepared for industrialisation by the German manufacturer Karmann. It was based on the SEAT Ronda, a small family car, which in turn was based on the Fiat Ritmo. The gearbox and powertrain were developed in collaboration with Porsche, thus named under licence System Porsche. Despite Porsche’s direct involvement in the Ibiza’s engines, it was only after paying a royalty of 7 German marks per car sold back to Porsche that SEAT gained the right to put the ‘System Porsche’ inscription on the engine blocks. By the time Giugiaro was assigned to the Ibiza project, his previous proposal for the second generation of the Volkswagen Golf had been rejected by Volkswagen. So when SEAT approached him with the proposal for a spacious supermini class contender, that particular project was reincarnated as the first generation of the SEAT Ibiza. Using a compact car as basis, in terms of size, it was larger than most superminis like the Ford Fiesta and Opel Corsa/Vauxhall Nova, but smaller than any small family car such as the Ford Escort and Opel Kadett/Vauxhall Astra. The luggage capacity started from 320 litres and increased to 1,200 litres after folding rear seats. It was launched on the United Kingdom market in September 1985, when the brand was launched there, along with the Malaga saloon. It largely competed with budget offerings like the Hyundai Pony, and gave budget buyers a more modern alternative to the outdated offerings from Lada, Škoda, Yugo and FSO. After a slow start, sales picked up and reached the 10,000-a-year milestone by the end of the decade. The interior space was good but styling was fairly unimaginative even though it was known for having a rather quirky interior instrument layout, marked by a lack of control stalks. The indicators were operated by a rocker-switch, and the headlights by a sliding switch. It had three principal trim levels (L, GL and GLX) with bodyworks of 3 and 5 doors and several versions such as Base, Special, Disco, Chrono, Designer, Fashion, SXi etc. As power outputs dropped due to more stringent emissions requirements, a 1.7-litre version of the engine was developed for the Sportline version. For the same reason, a 109 PS turbocharged version of the 1.5-litre engine was developed for the Swiss market and presented in March 1989. In the meantime, SEAT had already signed a cooperation agreement with Volkswagen (1982) and in 1986 the German car maker became SEAT’s major shareholder. The Ibiza Mark 1 received a very light restyling in early 1989 with a moderate facelift in the exterior, an entirely new, less radical interior, and many mechanical modifications. This is referred to as the second series, although it can be hard to distinguish from the original. Most obvious is the shift from a black plastic grille with seven bars to one with four body-colored ones, with some models receiving new side mouldings. The interior was all new, with new seats and a new steering wheel, while the gearbox was thoroughly redesigned, and the brakes and steering improved. At the time, the Ibiza was being produced at a rate of 1100 cars per day, and the cumulative production had reached a half million. A more thorough restyling was launched in 1991 under the name New style, although by now an all-new Ibiza was being developed. The following year, in February 1992, SEAT launched the Ibiza “Serie Olímpica” to celebrate SEAT’s participation in the 1992 Olympic Games in Barcelona as a sponsor, and the SEAT Ibiza Mk1 along with the SEAT Toledo Mk1 became the official cars of the Games. The larger sedan version SEAT Málaga was a closer relative to the SEAT Ronda, although it shared engines with the Ibiza.

The Ibiza Mk2 (Typ 6K) was the first Ibiza generation fully developed and produced under the Volkswagen Group ownership. It was based on the modified platform of MK3 Golf. This Ibiza was available in three and five-door models, the saloon/coupé variant was known as the SEAT Córdoba, and the estate was known as the SEAT Córdoba Vario. The Ibiza was regularly the best selling car in Spain and sold relatively well in the rest of Europe, helping SEAT increase its sales figures significantly from 1993 onwards. In the interior, the pre-facelift Ibiza 6K shared the same dashboard with many other models from SEAT and Volkswagen, such as the SEAT Córdoba Mk1, the Volkswagen Polo Classic, the SEAT Inca, the Volkswagen Polo Mk3 etc. Before facelift, the trim levels were i, CL, CLX, GLX, Pasion, S and GTI. The 6K Ibiza had a minor facelift in 1996, which included changing the general aesthetics of the car, by adding smoother bumpers and changing the grille and headlamps and the trim levels offered (Base, E, S, SE, SXE, Sport, GT, GTI, GTI 16V, Cupra and Sport). Numerous different petrol and diesel engines were offered throughout the life of the car. It was replaced in 2002 by the third generation model.

SIATA

Dating from 1937 is this Siata 636 Gran Sport. Based on the Fiat 500 Topolino, it has a completely different body and is powered by a 636cc engine (hence the name).

The Siata Spring was a 2-seater roadster built by Siata on the basis of the Fiat 850. Introduced in 1967, it featured retro styling with a mock upright radiator grille, separate wings and headlights, and running boards. In Italy it was initially priced at 795,000 Lire, 255 thousand Lire cheaper than Fiat’s Bertone 850 Spider. Top speed was 125 km/h (78 mph).

SIMCA

The Simca 9 was a French sports car of the mid-1950s built by Simca. It first appeared in June 1952 and was built until 1954. It was a development of the Simca 8, from which it differed by being lengthened a bit between the rear edge of the door and the bulge of the rear fender, to provide more interior room. More importantly, the 9 Sport was of a unibody design. This meant that the car was not offered as a convertible, although a small number of 9 Sport convertibles were built, using the chassis of the earlier 8 Sport. The mechanics were the same as for the Simca Aronde, although the engine was upgraded from 45 to 50 CV Its running gear was similar to that of the Simca 8 Sport, with the same iteration of the engine, benefitting from a higher compression ratio. The car was built by Facel-Métallon in Colombes. In September 1952, the 1953 Simca 9 Sport featured all-new bodywork, curvier and with more glazing. Again, it featured steel bodywork of Facel’s manufacture, and, again, it was heavier and thus no faster than the Aronde sedan on which the expensive Sport was based. A single convertible prototype was built. For model year 1954 the only difference was redesigned hubcaps with a stylised “S”. The 9 Sport name was then retired as of September 1954. For 1955 the car was renamed the Simca Coupé de Ville (with the same bodywork), with full equipment and downplaying the “sport” aspect.

SINGER

Based on the Singer Nine, a prosaic family car, the Le Mans had a higher tuned version of the 972 cc inline-four, with higher camshafts, bigger and better cooled oil sump, and a counterbalanced crankshaft. Power climbed to 34 hp and a close-ratio gearbox was fitted. The frame was dropped behind the front wheels and thus underslung at the rear. No running boards, a 12 gallon (55 L) external fuel tank and twin spare tyres finished the competition appearance. As opposed to the competing MGs, the Singer had more powerful and dependable hydraulic Lockheed brakes. The Nine Le Mans, while not particularly successful at the track which gave it its name, clocked up an impressive number of wins at hillclimbs, trials, and various endurance races such as the Liège-Rome-Liège and the Alpine Cup Rally. In 1935 a four-seater version of the Le Mans was also available, somewhat of a hybrid of the Sports and the regular Le Mans. Also for 1935, the more spacious and powerful Special Speed version appeared. This had running boards, a bigger 13.5 gallon fuel tank, and a bigger passenger compartment achieved by moving the spare wheels backwards. The Special Speed also received a tuned 38 hp engine with twin horizontal SU’s, bigger valves, higher cams, and higher compression. For 1936 and 1937, the Special Speed replaced the Le Mans model. In 1935, Singer added a Le Mans Replica to their catalogue. At more than twice the price of a regular Le Mans, this was intended for an uncompromising owner. In the end, however, only four of these highly tuned lightweight specials were built, and all remained with Singer until after the 1939 racing season. One of these finished as the first one-litre car at the 1935 Le Mans (second in the 1.1 class). The Replica also saw action at Brooklands and at the Donington and Ulster Tourist Trophies. The replica has a 10:1 compression ratio and various other engine modifications, which coupled with its streamlined part-alloy bodywork meant a top speed of over 90 mph (140 km/h). The 1,288 lb (584 kg) weight was 425 lb (193 kg) less than that of a regular Le Mans two-seater. The correct designation is Works Team Car and they were intended for the TT race. Three of the four cars made, ran in the 1935 Le Mans race. In order to be used in the TT race they had to be production models and were advertised as ‘replicas’ of the cars that ran at Le Mans. No more cars were made. The car seen here is a le Mans Special.

TRIUMPH

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.

Also here was the TR4. Successor to the TR3a, and code named “Zest” during development, the TR4 was based on the chassis and drivetrain of the previous TR sports cars, but with a modern Michelotti styled body. The TR 4 engine was carried over from the earlier TR2/3 models, but the displacement was increased from 1991cc to 2138 cc by increasing the bore size. Gradual improvements in the manifolds and cylinder head allowed for some improvements culminating in the TR4A model. The 1991 cc engine became a no-cost option for those cars destined to race in the under-two-litre classes of the day. Some cars were fitted with vane-type superchargers, as the three main bearing engine was liable to crankshaft failure if revved beyond 6,500 rpm; superchargers allowed a TR4 to produce much more horse-power and torque at relatively modest revolutions. The standard engine produced 105 bhp but, supercharged and otherwise performance-tuned, a 2.2-litre I4 version could produce in excess of 200 bhp at the flywheel. The TR4, in common with its predecessors, was fitted with a wet-sleeve engine, so that for competition use the engine’s cubic capacity could be changed by swapping the cylinder liners and pistons, allowing a competitor to race under different capacity rules (i.e. below or above 2 litres for example). Other key improvements over the TR3 included a wider track front and rear, slightly larger standard engine displacement, full synchromesh on all forward gears, and rack and pinion steering. In addition, the optional Laycock de Normanville electrically operated overdrive Laycock Overdrive could now be selected for 2nd and 3rd gear as well as 4th, effectively providing the TR4 with a seven-speed manual close ratio gearbox. The TR4 was originally fitted with 15×4.5″ disc wheels. Optional 48-lace wire wheels could be ordered painted the same colour as the car’s bodywork (rare), stove-enamelled (matte silver with chrome spinners, most common) or in matte or polished chrome finishes (originally rare, but now more commonly fitted). The most typical tyre originally fitted was 590-15 bias ply or optional radial tires. In the US at one point, American Racing alloy (magnesium and aluminium) wheels were offered as an option, in 15×5.5″ or 15×6″ size. Tyres were a problem for original owners who opted for 60-spoke wire wheels, as the correct size radial-ply tyre for the factory rims was 155-15, an odd-sized tyre at the time only available from Michelin at considerable expense. Some original TR4 sales literature says the original radial size was 165-15. The much more common 185-15 radials were too wide to be fitted safely. As a result, many owners had new and wider rims fitted and their wheels re-laced. The new TR4 body style did away with the classical cutaway door design of the previous TRs to allow for wind-down windows (in place of less convenient side-curtains), and the angular rear allowed a boot with considerable capacity for a sports car. Advanced features included the use of adjustable fascia ventilation, and the option of a unique hard top that consisted of a fixed glass rear window (called a backlight) with an integral rollbar and a detachable, steel centre panel (aluminium for the first 500 units). This was the first such roof system on a production car and preceded by 5 years the Porsche 911/912 Targa, which has since become a generic name for this style of top. On the TR4 the rigid roof panel was replaceable with an easily folded and stowed vinyl insert and supporting frame called a Surrey Top. The entire hard top assembly is often mistakenly referred to as a Surrey Top. In original factory parts catalogues the rigid top and backlight assembly is listed as the Hard Top kit. The vinyl insert and frame are offered separately as a Surrey Top. Features such as wind-down windows were seen as a necessary step forward to meet competition and achieve good sales in the important US market, where the vast majority of TR4s were eventually sold. Dealers had concerns that buyers might not fully appreciate the new amenities, therefore a special short run of TR3As (commonly called TR3Bs) was produced in 1961 and ’62. The TR4 proved very successful and continued the rugged, “hairy-chested” image that the previous TRs had enjoyed. 40,253 cars were built during production years. Most were sold new to the US, but plenty have returned, and it is estimated that there are not far short of 900 examples of the model in the UK at present.

Contemporary Triumph marketing advertised the GT6 as being developed from the “race winning Le Mans Spitfires” to capitalise on their aesthetic similarities, whereas the Le Mans Spitfires and the GT6 were actually two entirely separate development programmes (the GT programme pre-dating the racing programme). However, the marketing spin was so successful that many people erroneously believed the Le Mans Spitfires to actually be GT6s. The production car was introduced in 1966 and called the Triumph GT6. The new body was a sleek fastback design with an opening rear hatch which gave the GT6 the nickname “Poor man’s E-Type”. It was really a 2-seater, but a small extra rear seat could be ordered if required and was large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in the top rear corner. The 6-cylinder engine was tuned to develop 95 bhp at 5000 rpm, and produced 117 lb·ft of torque at 3000 rpm. The increased power necessitated certain changes to the Spitfire mechanics; the radiator was new and mounted further forward in the car and the gearbox was the stronger unit from the Vitesse, with optional overdrive. Front springs were uprated to cope with the extra weight of the new engine. The overall vehicle weight unladed was 1,904 lb (864 kg). The interior of the GT6 was well equipped; a wooden dashboard housed a full complement of instruments, with carpets and heater included as standard. The new car had some very strong selling points. The new engine provided a 106 mph top speed and 0–60 mph in 12 seconds, a little better than the MGB GT. Moreover, the unit was comparatively smooth and tractable, in marked contrast to the MG’s rather harsh 4-cylinder engine. Fuel economy was very reasonable for the period at 20mpg, and the interior well up to the competition. The only major criticism was of its rear suspension; the GT6 inherited the swing-axle system from the Spitfire, which in turn was copied from the Herald small saloon. In the saloon it was tolerated, in the little Spitfire it was not liked and in the powerful GT6 it was heavily criticised. Triumph had done nothing to improve the system for the GT6 and the tendency to break away if the driver lifted off the power mid-corner was not helped at all by the increased weight at the front of the car. The handling was most bitterly criticised in the USA, an important export market for Triumph, where they were traditionally very strong. Similar criticism was being levelled at the Vitesse saloon, which shared the GT6’s engine and its handling problems. Triumph realised that they needed to find an answer to the handling problem, if only to maintain their reputation in the USA. Their response came with the 1969 model year, with the introduction of the GT6 Mk II, known in the States as the GT6+. The rear suspension was significantly re-engineered using reversed lower wishbones and Rotoflex driveshaft couplings, taming the handling and turning the Triumph into an MGB beater. The Vitesse was also modified, but the Spitfire had to wait until 1970 for any improvements to be made. There were other changes for the Mk II; the front bumper was raised (in common with the Spitfire Mk.3) to conform to new crash regulations, necessitating a revised front end, and side vents were added to the front wings and rear pillars. Under the bonnet, the engine was uprated to develop 104 bhp with a new cylinder head, camshaft, and manifolds. Performance improved to 107 mph but perhaps more noteworthy the 0–60 mph time dropped to 10 seconds. The fuel economy was also improved to 25 mpg. The interior was updated with a new dashboard and better ventilation, a two-speed heater fan and a black headlining. Overdrive remained a popular option for the manual transmission. A further update to the Series 3 came in the autumn of 1970, at the same time as the Spitfire Mark IV was launched, but sales remained low and the car was deleted in the autumn of 1973 with production having reached 40,926 examples. It was a Series 2 car here.

VAUXHALL

The Vauxhall 20-60 is a four or five-seater saloon, limousine, tourer or coupé-cabriolet manufactured by Vauxhall of Luton. It was announced on 28 September 1927 with a six-cylinder engine and a four-speed gearbox. A cautious move downmarket. “The first time any six-cylinder Vauxhall has been sold under £1000!” “British & Vauxhall”. The initial 2.7-litre engine was enlarged to 3-litres after twelve months. Priced to be at the lower end of the luxury market with six cylinders, four speeds and five brakes, the better endowed 20-60 replaced the 4-cylinder Vauxhall 14-40. Though the new engine’s capacity or swept volume was enlarged just 465cc the vagaries of the RAC or tax formula moved its tax rating from 14HP to 20HP. This tax increase was a significant impost for owners. Its design was completed before General Motors took control in late 1925 making the car “in construction and plan British”. The 20-60 – it was given a 3.3-litre engine in October 1930 and renamed 80, later Silent Eighty – remained in production until the introduction of Vauxhall’s first true General Motors large-car design, the Vauxhall Big Six, announced and displayed in October 1933 but not delivered until August 1934 long after the GM-designed medium-sized Cadet released in October 1930. This gap in Vauxhall’s programme may reflect the sales-failure of their very expensive 25-70 sleeve-valve car.

VESPA

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.

VIGNALE

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.

Vignale produced three different models based on the Fiat 850 floorpan and mechanicals, which were a 4/5-seat Berlina, a 2+2 Coupé and a 2+2 Spider. All three cars shared the standard 850 wheelbase and also came with a fake leather interior, ‘door-open’ lights mounted on the doors and a central tunnel with a ‘loose-object’ tray and a cigarette holder. All were also available in ‘Lusso Export’ specification which added a cigarette lighter, metallic paint, electric windows, a wooden steering wheel, chromed gearchange and handbrake levers and an electronic revcounter. Vignale also produced a very pretty aerodynamic 850 coupé. There were both Berlina and Cabriolet versions here.

VIOTTI

This attractive little coupe is based on the humble Fiat 600, but with a stylish body designed by Italian coachbuilder, Viotti. Around 100 are believed to have been made in the late 50s and fewer than 20 survive.

VOLKSWAGEN

As well as the regular saloon there were a number of examples of the Beetle Cabrio. These were produced by Karmann at their Osnabruck facility. Production of an open-topped Type 1 Beetle Cabriolet began in 1949. The convertible was more than a Beetle with a folding top. To compensate for the strength lost in removing the roof, the sills were reinforced with welded U-channel rails, a transverse beam was fitted below the front edge of the rear seat cushion, and the side cowl-panels below the instrument panel were double-wall. In addition, the lower corners of the door apertures had welded-in curved gussets, and the doors had secondary alignment wedges at the B-pillar. The top was cabriolet-style with a full inner headliner hiding the folding mechanism and crossbars. In between the two top layers was 1 in (25 mm) of insulation. The rear window was tempered safety glass, and after 1968, heated. Due to the thickness of the top, it remained quite tall when folded. To enable the driver to see over the lowered top, the inside rearview was mounted on an offset pivot. By twisting the mirror 180 degrees on a longitudinal axis, the mirror glass would raise approximately 2 in (5.1 cm). The convertible was generally more lavishly equipped than the sedan with dual rear ashtrays, twin map pockets, a visor vanity mirror on the passenger side, rear stone shields, and through 1969, wheel trim rings. Many of these items did not become available on other Beetles until the advent of the optional “L” (Luxus) Package of 1970. After a number of stylistic and technical alterations made to the Karmann cabriolet, corresponding to the many changes VW made to the Beetle throughout its history, the last of 331,847 cabriolets came off the production line on 10 January 1980.

The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950 to 1956, the T1 (not called that at the time) was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air-cooled engine, an 1,131 cc 24 bhp, air-cooled flat-four-cylinder ‘boxer’ engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc 30 bhp in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 40 bhp engine debuted exclusively on the Type 2 in 1959. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available. The early versions of the T1 until 1955 were often called the “Barndoor” (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15″ roadwheels instead of the original 16″ ones are nowadays called the T1b (again, only called this since the 1990s, based on VW’s retrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans. In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14″ roadwheels, and a 1.5 litre 42 bhp DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc as standard equipment to the US market at 51 bhp DIN with an 83 mm bore, 69 mm stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 litre engine for the 1967 model year, its power was increased to 54 bhp DIN. German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called “T1.5” and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) Pitch Circle Diameter rims. Wheel tracks varied between German and Brazilian production and with 14-inch, 15-inch and 16-inch wheel variants but commonly front track varied from 1290 mm to 1310 mm and rear track from 1370 mm to 1390 mm. Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname “Samba” or in Australia, officially “Alpine”. The Volkswagen Samba, in the United States also known as Sunroof Deluxe, was the most luxurious version of the T1. Volkswagen started producing Sambas in 1951. In the USA Volkswagen vans were informally classified according to the number of windows they had. This particular model had 23 and later 21 windows including eight panoramic windows in the roof (the 23 window version had additional curved windows in the rear corners). To distinguish it from the normal Volkswagen van the name Samba was coined. Instead of a sliding door at the side the Samba had two pivot doors. In addition the Samba had a fabric sunroof. At that time Volkswagen advertised with the idea of using the Samba to make tourist trips through the Alps. Sambas were painted standard in two colours. Usually, the upper part was coloured white. The two colored sections were separated by a decorative strip. Further the bus had a so-called “hat”: at the front of the van the roof was just a little longer than the car itself to block the sun for the driver. The windows had chrome tables and the van had a more comprehensive dashboard than the normal T1. When Volkswagen started producing the successor of the T1 (the T2) the company also stopped producing the Samba so there are no Sambas in later versions of the Transporter.

ZASTAVA

The Zastava 750 (Застава 750) was a supermini made by the Serbian car maker Zavod Crvena Zastava in Kragujevac. It was a version of the Fiat 600 made under licence from 1962 and was longer in length than the Fiat version. The Zastava 750 has a 767 cc engine, which produces 25 PS. The more powerful 750 SE has 30 PS at 5400 rpm and torque is 38 lb/ft (52 Nm) at 3600 rpm. It is the smallest car ever made by Zastava. Later on during production, in 1980, the Zastava 850 was introduced. It is nearly identical to the Zastava 750 but the engine had a larger capacity. The Zastava 850 is harder to find than the 750 model but both are still widely available in former Yugoslavia. The Zastava 750 is widely known by its nickname “Fića” (Фићa) in Serbian, “Fićo” in Bosnian and Croatian, by “Fičo” or “Fičko” in Slovene and by “Fikjo” (Фиќо) in Macedonian. The nickname “Fića” comes from the main character of a comic published by the newspaper Borba during the first years of the car’s production. The Yugoslavian-built Zastava 600 was an under Fiat license produced version of the Fiat 600. Production commenced in 1955, and the model was upgraded with a larger engine in september of 1960. It received a Zastava 750 badge in 1962. The 750 retained frontal suicide doors (rear-hinged) until 1969. Later it got bigger front lights, autoadjusting brakes, seatbelts, slightly improved interior and many other small improvements. The later Zastava 850 had many improvements from the original model, but it retained the same 600 body style. The 750 used a 25 hp (30 hp in the 750 SE) 767 cc engine, while the 850 received an 848 cc version providing 32 hp and a useful dollop of extra torque. Production of the Zastava 750 began on 18 October 1955 and ended on 18 November 1985. The car’s popularity has started increasing in the last years, partly from the low fuel consumption and very cheap price as a second hand vehicle. Also it starting to become a symbol for nostalgia, and many youngsters that need cheap utilitarian vehicle with a bohemian status symbol are buying this car as a second hand vehicle. Because of that prices have risen in the last couple of years and many fan clubs have emerged.

As ever, I was not disappointed by this event. There is an awful lot crammed into the venue, so trying to see it all in a single day is a challenge, even if you arrive as the gates open and leave at 7pm in the evening as the light fails, which is what I did. I always get back to the hotel in Bologna feeling tired but buzzing with what I have seen. 2019 was no exception, so it goes without saying that this remains one of those events which gets an automatic entry in next year’s diary schedule.