The past few weeks have seen a significant shift towards the sort of normality that we now know we all rather took for granted before the start of the Covid-19 pandemic, but there are still plenty of things which remain closed, ceased or limited in some way. As far as I am concerned that definitely entails the idea of working from the office. Ever since March 2020, I have been working from home 5 days a week, permanently, or so it seems, glued to the various flavours of Web Ex, Teams, Zoom type of call for the entire working day. Some time back, it was announced that for business critical reasons, it would be possible to apply for permission to work from one of our offices, with not just a process to follow to get approval, but a long list of restrictions on what you could and could not do once there. Needless to say, most of my colleagues decided that working from home was just fine. But then a couple of weeks ago, I received suggestion for a team meeting so that this small group of us who had only come together in April could meet face to face. I was all poised to say “yes”, and dust off the concept of leaving home at “London o’clock” when I realised that the date suggested was in fact the second Thursday of the month, one which in the past had always been notable as the occasion when the legendary Ace Cafe hosted its Italian Cars evening. I knew from having seen ;pictures from other Abarth Owners that Ace Cafe had recently re-opened and indeed had dusted off their themed evening program, so it seemed that by spending the working day in central London, here was my opportunity to get to the July 2021 Italian Car evening as it would be en route home. Driving in and out of central London for the first time since the onset of Lockdown, it soon became apparent that whilst plenty of people are now behind the wheel at peak periods, far from everyone is, so the journey out from my office on the South Bank was less challenging than it can be, and I reached the Ace Cafe a little before 6 pm to find a few Italian cars already in position, a few non Italian cars also on the forecourt and skies that were a mix of sun and clouds, with no trace of the forecast rain. It promised well, and it was not long before more cars arrived. And more, and then more, and all the while, the weather got better. With the forecourt almost full before anyone started to leave, this felt very much like an Ace Cafe evening as I remember it from before lockdown, with the hoped for mix of cars including a couple of rarities there to keep the photographer bust and plenty of people to talk to, some of whom I know and some whom I was meeting for the first time. Here is what turned up in the three or so hours that I was onsite.

ABARTH

Needless to say, there was a strong showing of Abarth models here, and indeed it was the best represented of all the Italian marques as has been the case at these events most months for longer than most of us can now remember. The majority of the cars present, including my own, were from the 500 and 595 family. Oldest of these by some measure was Paul Feldman’s much loved 500 EsseEsse which is now well past its 10th birthday. He treated it to a significant visual change over the winter with a new colour for the roof, making it look quite different.

Having used the legendary 695 badging from the 1960s on the Tributo cars, at the 2012 Geneva Show, Abarth dusted off the 595 name that had been used on the less powerful of the Nuova 500 based cars of the same generation, and created two new versions which we should think of as Series 2 cars, the 595 Turismo and Competizione, both of which could be bought in either closed or open top C guise, with either the 5 speed manual or robotised automated gearshifts. Both models had the 160 bhp engine as standard. Effectively they were a replacement for the Esseesse kit, and it meant that the cars were produced complete at the factory, rather than needing the dealer to undertake the upgrade (and the associated paperwork), though Abarth did not withdraw the Esseesse kits from the market for some while. Turismo, as the name suggests was aimed slightly less extreme in intent, featuring standard leather upholstery, upgraded dampers and climate control, Xenon headlights and Alutex interior details. The sportier Abarth 595 Competizione replaced the leather seats with Sabelt cloth sport seats and Alutex with aluminium, while adding p-cross-drilled brakes and the Record Monza dual-mode exhaust. Some new colours were introduced, and very soon one of those, Record Grey, frequently combined with a tan interior became one of the most popular choices. There was an examples of this popular colour here and there is no denying that this combination suits the Abarth shape very well.

Rumours started to circulate towards the end of 2014 that Abarth were going to upgrade the Competizione model, so as better to bridge the gap between the Turismo and the 190 bhp 695 Biposto that had been added to the range earlier in the year. It was Geneva 2015 when the result was finally shown to an expectant fan base. Most exciting news was that thanks to a bigger Garrett Turbo, the engine had been tweaked to 180 bhp, and with reduced CO2 emissions. A standard spec that included Koni Dampers, Brembo brakes, Xenon lights, Sabelt seats, Climate Control, parking sensors as well as other refinements that had been added like the TFT instrument display all proved very compelling, so not long after the first cars reached the UK in June of 2015, I found temptation too hard to resist, and as is well documented here, swapped my 2010 car for one of these. At the time I ordered it, Cordolo Red, a tri-coat pearlescent paint which shimmers in bright sunlight looked set to become one of the most popular colours of the lot, even though it is a cost option. Indeed, the Launch Edition models were all offered either in this colour or Scorpion Black, with black wheels. Surprisingly, the colour was not carried over to the Series 4 cars.

Most of the cars here were from the Series 4 family, which first reached the markets in the middle of 2016. After rumours had circulated all winter following the launch of the facelifted Fiat 500 last year, Abarth finally unveiled the Series 4 at the end of May 2016. Initially, we were told that the cars would not be available in the UK until September, but that came forward somewhat, with dealers all receiving demo cars in June, and the first customers taking delivery in July. Three regular production versions of both the closed car and the open-topped C were initially available, all badged 595, and called Custom, Turismo and Competizione, as before, though numerous limited edition models have since appeared and in most case disappeared. The most significant changes with the Series 4 are visual, with a couple of new colours, including the much asked for Modena Yellow and a different red, called Abarth Red, which replaces both the non-metallic Officina and – slightly surprisingly – the tri-coat pearlescent Cordolo Red. as well as styling changes front and rear. The jury is still out on these, with many, me included, remaining to be convinced. At the front, the new air intake does apparently allow around 15 – 20 % more air in and out, which will be welcome, as these cars do generate quite a lot of heat under the bonnet. Competizione models for the UK retain the old style headlights, as they have Xenon lights as standard, whereas the Custom and Turismo cars have reshaped units. At the back, there are new light clusters and a new rear bumper and diffuser. Inside, the most notable change is the replacement of the Blue & Me system with a more modern uConnect Audio set up, which brings a new colour screen to the dash. Mechanically, there is an additional 5 bhp on the Custom (now 145) and Turismo (now 165 bhp) and the option of a Limited Slip Diff for the Competizione, which is likely to prove a popular option. Details of the interior trim have changed, with a filled-in glovebox like the US market cars have always had, and electric windows switches that are like the US ones, as well as a part Alcantara trim to the steering wheel in Competizione cars. These cars have now been on offer for five years and with Abarth sales on the rise, it was no surprise that they were particularly well represented here.

A large number of Abarths have been personalised by their owners, some contenting themselves with modifications you cannot see, but aimed at more power, whilst others go for the visual change, and of course plenty undertake both. Some of the results are well known among the community, and one those instantly recognisable cars is that belonging to Nico Vogli, who brought his car in its latest incranation to this event Also here – and also starting out as Modena Yellow cars – were those of Mark Johnson and “Andrew Bee”.

With the last Punto having been sold in the UK in 2014, and the fact that only around 750 of the Grande Punto and Punto Evo ever came to the UK in the first place, it is not uncommon for an event wven with s strong Abarth presence to be completely lacking any of these cars on display. But that was not the case this time, with four examples of the model here. All were the later Punto Evo model, some with the ectra features which created the Supersport version. The Punto Evo was launched at the 2010 Geneva Show, with the cars reaching UK buyers in the summer of that year, and it incorporated many of the changes which had been seen a few months earlier on the associated Fiat models, the visual alterations being the most obvious, with the car taking on the nose of the associated Fiat, but adapted to make it distinctively Abarth, new rear lights and new badging. There was more to it than this, though, as under the bonnet, the T-Jet unit was swapped for the 1.4 litre Multi-Air, coupled to a 6 speed gearbox, which meant that the car now had 165 bhp at its disposal. Eventually, Abarth offered an Esseesse kit for these cars, though these are exceedingly rare. Part of the Punto Evo family is the SuperSport, usually identified by the distinctive black bonnet, though not all cars feature it. Just 199 of the SuperSport versions were built, of which around 120 are registered on UK roads. These cars had many of the options from the Punto Evo included as standard. Power came from the the 1.4-litre MultiAir turbo engine, tuned to produce 178bhp and 199lb ft of torque, up from 165 of the standard Punto Evo, giving the SuperSport a 0-62 time of 7.5 seconds and a top speed of over 132mph. To help put the power down, the SuperSport was fitted with wider 18″ wheels and optional Koni FSD dampers. Standard equipment included the Blue&Me infotainment system with steering wheel controls, automatic climate control and a popular option was the ‘Abarth Corsa by Sabelt’ sports leather seats. The SuperSport was available in the same colours as the regular Punto Evo, which means white, grey, black and red.

Completing the different models from the modern Abarth catalogue were a couple of examples of the 124 Spider, belonging to owners Paul Connolly and Steven Brownsea, both of whom their 595s for these models earlier in the year and who now enjoy top down motoring. Eagerly awaited, the 124 Spider went on sale in September 2016. A quick reminder as to what this car is: The Abarth 124 Spider was developed in parallel with the Fiat model. It does cost a lot more, and there are those who think you don’t get enough extra for your money, but those who have driven it will tell you otherwise. You certainly get more power. The 1.4 MultiAir turbo unit jumps up from 138bhp to 168bhp, while torque also increases by a modest 10Nm to 250Nm, which gives it a 0-62mph time of 6.8 seconds, which is half a second quicker than the 2.0-litre Mazda MX-5. The top speed is 143mph. It weighs just 1060kg meaning a power-to-weight ratio of 158bhp-per-tonne, and with the new Record Monza exhaust system it sounds great even at idle. The Abarth version gets a stiffer suspension setup than the regular Fiat 124 Spider, with Bilstein dampers and beefed-up anti-roll bars. Bigger Brembo brakes also feature, with aluminium calipers. It can be had with a six-speed manual or six-speed automatic transmission with paddles, and the latter gets a Sport mode for quicker shifts. Many of the UK cars sport the ‘Heritage Look’ pack, which is a no-cost option. It brings a matt black bonnet and bootlid, plus red exterior trim detailing and has proved popular. The £29,565 starting price gets you standard equipment such as cruise control, climate control, Bluetooth, a DAB radio and satnav, plus Alcantara black and red (or pure black) seat trim. The automatic gearbox is a £2,035 extra, while an optional visibility pack brings LED DRLs, auto lights and wipers and rear parking sensors. With sales ending in 2019, there are only around 1700 of these cars in the UK, so they remain quite a rare sighting, and prices are starting to rise, as both found out when they sourced their cars a few weeks ago.

ALFA ROMEO

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. The car seen here is a Series 2 model.

The GTV and Spider 916 Series is a range which achieved classic status almost before production ceased, and thanks to the much improved rust protection and build quality standards of the late 90s, the survival rate is good. Prices for the remaining cars did continue to diminish for some time but in recent months they have started to increase suggesting that the market has seen the appeal of these cars, something the owners did not need to be told. The 916 Series cars were conceived to replace two very different models in the Alfa range. First of these was the open topped 105 Series Spider which had been in production since 1966 and by the 1990s was long overdue a replacement. Alfa decided to combine a follow on to the Alfetta GTV, long out of production, with a new Spider model, and first work started in the late 1980s. The task was handed to Pininfarina, and Enrico Fumia’s initial renderings were produced in September 1987, with the first clay models to complete 1:1 scale model made in July 1988. Fumia produced something rather special. Clearly an Italian design, with the Alfa Romeo grille with dual round headlights, recalling the Audi-based Pininfarina Quartz, another design produced by Enrico Fumia back in 1981, the proposal was for a car that was low-slung, wedge-shaped with a low nose and high kicked up tail. The back of the car is “cut-off” with a “Kamm tail” giving improved aerodynamics. The Spider would share these traits with the GTV except that the rear is rounded, and would feature a folding soft-top with five hoop frame, which would completely disappear from sight under a flush fitting cover. An electric folding mechanism would be fitted as an option. Details included a one-piece rear lamp/foglamp/indicator strip across the rear of the body, the minor instruments in the centre console angled towards the driver. The exterior design was finished in July 1988. After Vittorio Ghidella, Fiat’s CEO, accepted the design, Alfa Romeo Centro Stile under Walter de Silva was made responsible for the completion of the detail work and also for the design of the interiors, as Pininfarina’s proposal was not accepted. The Spider and GTV were to be based on the then-current Fiat Group platform, called Tipo Due, in this case a heavily modified version with an all new multilink rear suspension. The front suspension and drivetrain was based on the 1992 Alfa Romeo 155 saloon. Chief engineer at that time was Bruno Cena. Drag coefficient was 0.33 for the GTV and 0.38 for the Spider. Production began in late 1993 with four cars, all 3.0 V6 Spiders, assembled at the Alfa Romeo Arese Plant in Milan. In early 1994 the first GTV was produced, with 2.0 Twin Spark engine. The first premiere was then held at the Paris Motor Show in 1994. The GTV and Spider were officially launched at the Geneva Motor Show in March 1995 and sales began the same year. The cars were well received. At launch, many journalists commented that Alfa had improved overall build quality considerably and that it came very close to equalling its German rivals. I can vouch for that, as I owned an early GTV for eighteen months, and it was a well built and reliable car. In 1997 a new engine, a 24-valve 3.0 litre V6, was available for the GTV along with bigger, 12.0 inch brakes and red four-pot calipers from Brembo. The console knobs were changed from round central to rectangle ones and to a three-spoke steering wheel. Some versions were upgraded with different front bumper mesh to bring the wind noise down to 74 dBA. In May 1998 the cars were revamped for the first time, creating the Phase 2 models. Most of the alterations were inside. The interior was changed with new centre console, painted letters on skirt seals, changed controls and switches arrangement and different instrument cluster. Outside, the main changes included chrome frame around the grille and colour-coded side skirts and bumpers. A new engine was introduced, the 142 hp 1.8 Twin Spark, and others were changed: the 2.0 Twin Spark was updated with a modular intake manifold with different length intakes and a different plastic cover. Power output of the 2.0 TS was raised to 153 hp. Engines changed engine management units and have a nomenclature of CF2. The dashboard was available in two new colours in addition to the standard black: Red Style and Blue Style, and with it new colour-coded upholstery and carpets. The 3.0 24V got a six-speed manual gearbox as standard and the 2.0 V6 TB engine was now also available for the Spider. August 2000 saw the revamp of engines to comply with new emission regulations, Euro3. The new engines were slightly detuned, and have a new identification code: CF3. 3.0 V6 12V was discontinued for the Spider and replaced with 24V Euro3 version from the GTV. 2.0 V6 Turbo and 1.8 T.Spark were discontinued as they did not comply with Euro3 emissions. By the 2001-2002 model year, only 2 engines were left, the 2.0 Twin.Spark and 3.0 V6 24V, until the Phase 3 engine range arrived. The Arese plant, where the cars had been built, was closing and, in October 2000, the production of GTV/Spider was transferred to Pininfarina Plant in San Giorgio Canavese in Turin. In 2003 there was another and final revamp, creating the Phase 3, also designed in Pininfarina but not by Enrico Fumia. The main changes were focused on the front with new 147-style grille and different front bumpers with offset numberplate holder. Change to the interior was minimal with different centre console and upholstery pattern and colours available. Instrument illumination colour was changed from green to red. Main specification change is an ASR traction control, not available for 2.0 TS Base model. New engines were introduced: 163 hp 2.0 JTS with direct petrol injection and 237 hp 3.2 V6 24V allowing a 158 mph top speed. Production ceased in late 2004, though some cars were still available for purchase till 2006. A total of 80,747 cars were made, and sales of the GTV and Spider were roughly equal. More V6 engined GTVs than Spiders were made, but in 2.0 guise, it was the other way round with the open model proving marginally more popular.

Rather than replacing the 916 Series GTV with a single model, Alfa elected to produce two successors., The more commodious of the two, the GT, was the first to appear, making its debut in March 2003 at the Geneva Motor Show, finally going on sale in early 2004. It was built at the Pomigliano plant, alongside the 147 and 159. The GT was based on the Alfa 156 platform, which was also used for the 147, providing the 2-door coupé with genuine five-passenger capacity. It was styled by Bertone. Most mechanicals were taken directly from the 156/147 using the same double wishbone front suspension and MacPherson rear setup. The interior was derived form the smaller hatchback 147 and shared many common parts. The GT shared the same dash layout and functions, the climate control system as well as having a similar electrical system. Some exterior parts were taken from 147 with the same bonnet, wing mirrors and front wings (from 147 GTA). The engine range included both a 1.8 TS, and 2.0 JTS petrol engine, a 1.9 MultiJet turbodiesel, and a top-of-the-range 240 bhp 3.2 V6 petrol. There were few changes during the GT’s production life. In 2006 Alfa introduced a 1.9 JTD Q2 version with a limited slip differential, and also added a new trim level called Black Line. In 2008 Alfa introduced the cloverleaf model as a limited edition complete with new trim levels, lowered suspension, body kit, 18 inch alloy wheels and was only available in the colours black, Alfa red, or blue. with 1.8 and 2.0 litre petrol engines as well as the 1.9 litre Multijet turbo diesel. The GT was acclaimed for its attractive styling and purposeful good looks, in 2004 being voted the world’s most beautiful coupe in the annual ‘World’s Most Beautiful Automobile’ (L’Automobile più Bella del Mondo) awards. The car sold reasonably well, with 80,832 units being produced before the model was deleted in 2010. This one was the top of the range 3.2 litre V6 version.

The current Giulietta arrived in 2010 as a much awaited replacement for the 147. Spy photos had suggested that the car was going to look very like Fiat’s ill-fated Bravo, but the reality was that it had a style all of its own. A range of very efficient petrol and diesel engines were among the most emissions-efficient in their class at the time, and a 250 bhp Quadrifoglio version at the top of the range made sure there was something for the man who wanted a rapid, but quite subtle hatch. The car has enjoyed reasonable success in the UK, and the car has certainly found favour among Alfa enthusiasts, so it was no surprise to find an example among the cars present.

Final Alfa here was an example of the highly rated Giulia.

FERRARI

With the sun shining, everyone hoped that this would encourage a few Ferrari owners to head along, and finally, the first one did indeed arrive, before being joined by a second car with the famous Prancing Horse badge on it. The first one was a 348 tb. With styling that had a close link to the Testarossa, the next V8 Ferrari to be launched, in 1989, was the 348, as a replacement for the 328 GTB/GTS models. At launch, the 348 series were not that enthusiastically received by the press who found much to complain about. The 348’s styling differed from previous models with straked side air intakes and rectangular taillights resembling the Testarossa. Launched in two models, a coupe badged 348 tb (Trasversale Berlinetta) and targa roofed 348 ts (Targa), these were soon joined by a fully open car, the 348 Spider. All featured a normally aspirated 3.4-litre version of the quad-cam, four-valve-per-cylinder V8 engine. As with its predecessors, the model number was derived from this configuration, with the first two digits being the displacement and the third being the number of cylinders. The engine, which produced 300 hp was mounted longitudinally and coupled to a transverse manual gearbox, like the Mondial t with which the 348 shared many components. This was a significant change for Ferrari, with most previous small Ferraris using a transverse engine with longitudinal transmission. The “T” in the model name 348 tb and ts refers to the transverse position of the gearbox. The 348 was fitted with dual-computer engine management using twin Bosch Motronic ECUs, double-redundant anti-lock brakes, and self-diagnosing air conditioning and heating systems. Late versions (1993 and beyond) have Japanese-made starter motors and Nippondenso power generators to improve reliability, as well as the battery located within the front left fender for better weight distribution. Similar to the Testarossa but departing from the BB 512 and 308/328, the oil and coolant radiators were relocated from the nose to the sides, widening the waist of the car substantially, but making the cabin much easier to cool since hoses routing warm water no longer ran underneath the cabin as in the older front-radiator cars. This also had the side effect of making the doors very wide. The 348 was equipped with a dry-sump oil system to prevent oil starvation at high speeds and during hard cornering. The oil level can only be accurately checked on the dipstick when the motor is running due to this setup. The 348 was fitted with adjustable ride-height suspension and a removable rear sub-frame to speed up the removal of the engine for maintenance. Despite trenchant criticism of the car, especially its handling, 2,895 examples of the 348 tb and 4,230 of the 348 ts were produced.

The second Ferrari model was the latest version of the marque’s 2-seater V8 sports car, the F8 Tributo. Announced a few days before the 2019 Geneva Show as the successor to the 488 GTB and the most powerful mid-engined V8 berlinetta in the history of the brand. The new Ferrari F8 Tributo is powered by the company’s twin-turbo 3.9-litre V8 engine, here tuned to produce 710 bhp and 568lb/ft (770Nm) of peak torque. The numbers are the exact same with the special 488 Pista. Ferrari claims that the new F8 Tributo is capable of a 0-62mph (100km/h) in 2.9 seconds, with 0-124mph (200km/h) in 7.8 seconds before hitting a top speed of 211mph (340km/h). It’s not a secret that the new F8 Tributo is the latest evolution of the aluminium 458 platform, with Ferrari saying that their latest mid-engine berlinetta is “a bridge to a new design language”. The new supercar blends in new design elements with aero features such as an S-Duct at the front, which on its own increases downforce by 15 percent compared to a standard 488 GTB. The rear end of Ferrari’s McLaren 720S rival marks the return of the classic Ferrari twin light clusters, while the engine cover is now made out of Lexan and features louvres to extract hot air and remind us of the iconic F40. The chassis of the new F8 Tributo employs Ferrari’s latest version of the Side Slip Angle Control traction management system, which aims to make sliding the car around manageable even for the less experienced drivers. The changes over the 488 GTB are less prominent once you look inside the cabin; the layout of the redesigned dashboard remains the same as before, only now there are completely new door panels and a centre console, as well as a new steering wheel design. The passenger gets a 7-inch touchscreen display. First deliveries of the new Ferrari F8 Tributo started in the middle of 2020.

FIAT

Arriving soon after I did, this 1500 Cabriolet immediately attracted my attention, a two-door, two passenger, front engine rear drive convertible manufactured by Pininfarina, and marketed by Fiat across two generations (1959-1963, 1964-1966), superseding the Fiat 1200 Spyder. Pininfarina had shown a similar, OSCA-powered convertible called the Fiat-OSCA 1500 GT at the 1958 Turin Motor Show. Production models received the same 1221 cc OHV engine as the earlier 1200 TV Trasformabile/Spider, albeit somewhat more powerful, with 59 bhp. The two-seat 1200 Cabriolet also retained the chassis of the 1200 TV Trasformabile. Front suspension is independent with coil and wishbone, combined with a live, leaf sprung rear axle. The 1200 was not fast enough to be considered a sports car, so Fiat decided to take a short cut to this market by using OSCA’s existing twin cam engine design. Chief engineer Dante Giacosa initiated Fiat’s relationship with OSCA in a July 1957 meeting with Ernesto Maserati. In November 1959 the 1500 Cabriolet appeared with this 1491 cc engine, fitted with twin Weber carburettors and developing 80 bhp. The Tipo 118 engine was a close relative of the tipo 372 DS unit fitted to the OSCA’s MT4 racing car (as well as the later road-going OSCA 1600 GT2 and SP), although Fiat took over production at their Mirafiori factory – now with a cast-iron rather than the original aluminium block. OSCA bought engines built by Fiat for their own purposes, and fettled those units further The new model was called the Fiat 1500 Cabriolet (tipo 118S) and received a wider (non-functional) air scoop on the bonnet, a rev counter, as well as the larger drum brakes from the larger 1800/2100 saloons, and 15-inch wheels. In July 1960 the name was changed to “Fiat 1500 S Cabriolet,” and it now had disc brakes front and rear. About 1000 of the OSCA-engined 1500/1500 S models were built. In mid-1962 this engine was replaced with one bored out by 2 mm to 1568 cc. The twin-cam four of the 1600 S (tipo 118SA) had 90 bhp. These cars received a distinctive, asymmetric air intake until 1963 when the 1600 S was facelifted while the 1200 was replaced by the pushrod-engined 1500 Cabriolet. In 1960 Pininfarina presented a coupé version of the 1500 Cabriolet. This model, built in small numbers and sold by Pininfarina themselves, received a smaller windscreen as well as a shortened bootlid to accommodate the larger rear windshield. It remained a strict two-seater and continued to be built with the 1600 engine and after the range was facelifted in 1963. Fiat also offered a removable hardtop for the Cabriolets. In 1961 the 1200 Saloon was replaced by the new, larger, 1300/1500. The 1200 and 1600 Coupés and Cabriolets continued to be built without major alterations until September 1963, when they were equipped with the larger 1.5 litre pushrod engine. Power was up to 72 bhp and the 1500 (tipo 118H) now also benefitted from front disc brakes. The grille, previously two segments, was now a wider, single piece. The Fiat-engined 1500 (tipo 118H) was now also available with Pininfarina’s limited production coupé bodywork. The O.S.C.A. engined 1600 S, with a twin cam 1568 cc engine developing 90 bhp continued to be available albeit with the same new front end treatment as that of the 1500 Cabriolet. This was called the Fiat 1600 S Coupé/Cabriolet (tipo 118SB) and can easily be recognised by its additional lamps at the outer corners of the grille. New, lower engine mounts allowed the bonnets to be flatter. In early 1965, the four-speed transmission was replaced with a five-speed unit, while the brakes received servo assistance. The 1500 became the tipo 118K, along with a slight engine upgrade for 75 bhp. The range was replaced by the new 124 coupés and spiders in 1966, although the 1500 Coupé continued to be sold into 1967. By the end of manufacture in 1966, total production had reached 34,211 with sporting versions (1500 S/1600 S), equipped with OSCA built twin cam engines, reaching a production of 3089. The Cabriolet was superseded by the Fiat 124 Sport Spider, introduced in 1966. This car is a 1500 and it has spent most of its life in South Africa, arriving in the UK when its owner moved here around 6 months ago. He said that car was repainted around 30 years ago and was retrimmed about 20 years back, and the car has clearly been well looked after. He is now finding his way around the UK events scene, so I hope to see the car and indeed the owner again before long.

The second oldest Fiat was probably, for most people, even more intriguing, and it definitely created a lot of interest. This is a 595 Barchetta, which was created from a concept by designer Peter Stevens, famous for being the designer behind the McLaren F1. Inspired by the design of the Fiat 500 it is actually based on elements and mechanicals from the Fiat 126, which means that the car benefits from a gearbox with full synchromesg and rack and pinion steering, both of which make it better to drive than a Nuova 500 (an example of which the current owner also has). The engine of this one is a 700cc unit, and with some Abarth upgrades it generates around 70 bhp, which makes it brisk rather than fast. One of the reasons for that is because the body is made from composite materials and mixes fibreglass with Kevlar. That means that the car weighs just 465kg. Sadly, it also made it every expensive, so when the designer decided to launch series production with Simpatico Design Ltd, as well as the marketing of kits, it struggled to find buyers. Just nNine vehicles, including this one were assembled by the company. This one, made on the base of a 1982 model, was sold in England, in 1993, then in 1996 it joined the Catimini collection where it stayed until the death of the eponymous owner of the collection. It was then sold to a buyer in Italy, who also did not really use it, and the current owner was able to buy it around 6 months ago. That accounts for the tiny mileage – just 919 miles are on the clock and yet the car is nearly 40 years old! It required little in the way of refurbishment, though there was an issue with one of the seat belts, required to get it through a British MoT, with the owner showing how access to the reels was next to non-existent behind a panel under the “boot” lid. As far as he knows, all 9 of the cars still exist and there is believed to be one more in the UK and one in Malta, with the rest on the French Riviera, mostly in Monaco.

MASERATI

Perhaps slightly surprisingly, but not for the first time, Maserati was the second most numerous marque of the evening. And among the cars with the Trident badge on the nose, it was the 3200/4200 cars that constituted most of them. After producing BiTurbo based cars for 17 years, Maserati replaced their entire range with a new model in July 1998, the 3200 GT. This very elegant 2+2 grand tourer was styled by Italdesign, whose founder and head Giorgetto Giugiaro had previously designed, among others, the Ghibli, Bora and Merak. The interior design was commissioned to Enrico Fumia. Its name honoured the Maserati 3500 GT, the Trident’s first series production grand tourer. Sold mainly in Europe, the 3200 GT was powered by the twin-turbo, 32-valve, dual overhead cam 3.2-litre V8 engine featured in the Quattroporte Evoluzione, set up to develop 370 PS (365 hp). The car was praised for its styling, with the distinctive array of tail-lights, consisting of LEDs, arranged in the shape of boomerang being particularly worthy of comment. The outer layer of the ‘boomerang’ provided the brake light, with the inner layer providing the directional indicator. The car was also reviewed quite well by the press when they got to drive it in early 1999, though it was clear that they expected more power and excitement. That came after 4,795 cars had been produced, in 2001, with the launch of the 4200 models. Officially called the Coupé and joined by an open-topped Spyder (Tipo M138 in Maserati speak), these models had larger 4.2 litre engines and had been engineered so the cars could be sold in America, marking the return to that market for Maserati after an 11 year gap. There were some detailed styling changes, most notable of which were the replacement of the boomerang rear lights with conventional rectangular units. Few felt that this was an improvement. The cars proved popular, though, selling strongly up until 2007 when they were replaced by the next generation of Maserati. Minor changes were made to the model during its six year production, but more significant was the launch at the 2004 Geneva Show of the GranSport which sported aerodynamic body cladding, a chrome mesh grille, carbon fibre interior trim, and special 19-inch wheels. It used the Skyhook active suspension, with a 0.4 inch lower ride height, and the Cambiocorsa transmission recalibrated for quicker shifts. The exhaust was specially tuned to “growl” on start-up and full throttle. The GranSport was powered by the same 4244 cc, 90° V8 petrol engine used on the Coupé and Spyder, but developing 400 PS (395 hp) at 7000 rpm due primarily to a different exhaust system and improvements on the intake manifolds and valve seats. A six-speed paddle shift transmission came as standard. The GranSport has a claimed top speed of 180 mph (290 km/h) and a 0–62 mph (0–100 km/h) time of 4.8 seconds. There were examples of the 3200GT and the 4200 Coupe here.

Still acclaimed as one of the best-looking saloons ever produced is this car, the fifth generation Quattroporte, a couple of which were on show. Around 25,000 of these cars were made between 2004 and 2012, making it the second best selling Maserati of all time, beaten only by the cheaper BiTurbo of the 1980s. The Tipo M139 was unveiled to the world at the Frankfurt Motor Show on 9 September 2003, with production starting in 2004. Exterior and interior design was done by Pininfarina, and the result was widely acclaimed to be one of the best looking saloons not just of its time, but ever, an opinion many would not disagree with even now. Built on an entirely new platform, it was 50 cm (19.7 in) longer than its predecessor and sat on a 40 cm (15.7 in) longer wheelbase. The same architecture would later underpin the GranTurismo and GranCabrio coupés and convertibles. Initially it was powered by an evolution of the naturally aspirated dry sump 4.2-litre V8 engine, mounted on the Maserati Coupé, with an improved output of 400 PS . Due to its greater weight compared to the Coupé and Spyder, the 0-62 mph (0–100 km/h) time for the Quattroporte was 5.2 seconds and the top speed 171 mph (275 km/h). Initially offered in only one configuration, equipped with the DuoSelect transmission, the gearbox was the weak point of the car, receiving most of the criticism from the press reviews. Maserati increased the range at the 2005 Frankfurt Motor Show, with the launch of the Executive GT and Sport GT trim levels. The Executive GT came equipped with a wood-rimmed steering wheel, an alcantara suede interior roof lining, ventilated, adaptive, massaging rear seats, rear air conditioning controls, veneered retractable rear tables, and curtain shades on the rear windows. The exterior was distinguished by 19 inch eight-spoke ball-polished wheels and chrome mesh front and side grilles. The Quattroporte Sport GT variant offered several performance upgrades: faster shifting transmission and firmer Skyhook suspensions thanks to new software calibrations, seven-spoke 20 inch wheels with low-profile tyres, cross-drilled brake rotors and braided brake lines. Model-specific exterior trim included dark mesh front and side grilles and red accents to the Trident badges, as on vintage racing Maseratis. Inside there were aluminium pedals, a sport steering wheel and carbon fibre in place of the standard wood inserts. A new automatic transmission was presented at the 2007 Detroit Motor Show, marketed as the Maserati Quattroporte Automatica. As all three trim levels were offered in both DuoSelect and Automatica versions, the lineup grew to six models. The Quattroporte Sport GT S was introduced at the 2007 Frankfurt Motor Show. Taking further the Sport GT’s focus on handling, this version employed Bilstein single-rate dampers in place of the Skyhook adaptive system. Other changes from the Sport GT comprised a lowered ride height and 10 mm wider 295/30 rear tyres, front Brembo iron/aluminium dual-cast brake rotors and red-painted six piston callipers. The cabin was upholstered in mixed alcantara and leather, with carbon fibre accents; outside the door handles were painted in body colour, while the exterior trim, the 20 inch wheels and the exhaust pipes were finished in a “dark chrome” shade. After Images of a facelifted Quattroporte appeared on the Internet in January 2008; the car made its official début at the 2008 Geneva Motor Show. Overseen by Pininfarina, the facelift brought redesigned bumpers, side sills and side mirrors, a convex front grille with vertical bars instead of horizontal, new headlights and tail lights with directional bi-xenon main beams and LED turn signals. Inside there was a new navigation and entertainment system. All Quattroporte models now used the ZF automatic transmission, the DuoSelect being discontinued. The 4.2-litre Quattroporte now came equipped with single-rate damping comfort-tuned suspension and 18 inch wheels. Debuting alongside it was the Quattroporte S, powered by a wet-sump 4.7-litre V8, the same engine of the Maserati GranTurismo S, with a maximum power of 424 bhp and maximum torque of 361 lb·ft. In conjunction with the engine, the braking system was upgraded to cross-drilled discs on both axles and dual-cast 360 mm rotors with six piston callipers at the front. Skyhook active damping suspension and 19 inch V-spoke wheels were standard. Trim differences from the 4.2-litre cars were limited to a chrome instead of titanium-coloured front grille. The Quattroporte Sport GT S was premièred at the North American International Auto Show in January 2009. Its 4.7-litre V8 produced 440 PS (434 hp), ten more than the Quattroporte S, thanks to revised intake and to a sport exhaust system with electronically actuated bypass valves. Other mechanical changes were to the suspensions, where as on the first Sport GT S single-rate dampers took place of the Skyhook system, ride height was further lowered and stiffer springs were adopted. The exterior was distinguished by a specific front grille with convex vertical bars, black headlight bezels, red accents to the Trident badges, the absence of chrome window trim, body colour door handles and black double oval exhaust pipes instead of the four round ones found on other Quattroporte models. Inside veneers were replaced by “Titan Tex” composite material and the cabin was upholstered in mixed Alcantara and leather. This means that there are quite a number of different versions among the 25,256 units produced, with the early DuoSelect cars being the most numerous.

The Maserati GranTurismo and GranCabrio (Tipo M145) are a series of a grand tourers produced from 2007 to 2019. They succeeded the 2-door V8 grand tourers offered by the company, the Maserati Coupé, and Spyder. The GranTurismo set a record for the most quickly developed car in the auto industry, going from design to production stage in just nine months. The reason being that Ferrari, after selling off Maserati to the Fiat Chrysler Group, took the designs of the proposed replacement of the Maserati Coupé and after some modifications, launched it as the Ferrari California. Unveiled at the 2007 Geneva Motor Show, the GranTurismo has a drag coefficient of 0.33. The model was initially equipped with a 4.2-litre V8 engine developed in conjunction with Ferrari. The engine generates a maximum power output of 405 PS and is equipped with a 6-speed ZF automatic transmission. The 2+2 body was derived from the Maserati M139 platform, also shared with the Maserati Quattroporte V, with double-wishbone front suspension and a multilink rear suspension. The grand tourer emphasises comfort in harmony with speed and driver-enjoyment. The better equipped S variant was unveiled at the 2008 Geneva Motor Show and features the enlarged 4.7-litre V8 engine shared with the Alfa Romeo 8C Competizione, rated at 440 PS at 7,000 rpm and 490 Nm (361 lb/ft) of torque at 4,750 rpm. At the time of its introduction, it was the most powerful road-legal Maserati offered for sale (excluding the homologation special MC12). The engine is mated to the 6-speed automated manual shared with the Ferrari F430. With the transaxle layout weight distribution improved to 47% front and 53% rear. The standard suspension set-up is fixed-setting steel dampers, with the Skyhook adaptive suspension available as an option along with a new exhaust system, and upgraded Brembo brakes. The seats were also offered with various leather and Alcantara trim options. The upgrades were made to make the car more powerful and more appealing to the buyers while increasing performance, with acceleration from 0–100 km/h (0–62 mph) happening in 4.9 seconds and a maximum speed of 295 km/h (183 mph). Aside from the power upgrades, the car featured new side skirts, unique 20-inch wheels unavailable on the standard car, a small boot lip spoiler, and black headlight clusters in place of the original silver. The variant was available in the North American market only for MY2009 with only 300 units offered for sale. The GranTurismo MC is the racing version of the GranTurismo S developed to compete in the FIA GT4 European Cup and is based on the Maserati MC concept. The car included a 6-point racing harness, 120 litre fuel tank, 380 mm (15.0 in) front and 326 mm (12.8 in) rear brake discs with 6-piston calipers at the front and 4-piston calipers at the rear, 18-inch racing wheels with 305/645/18 front and 305/680/18 rear tyres, carbon fibre bodywork and lexan windows throughout along with a race interior. All the weight-saving measures lower the weight to about 3,000 lb (1,361 kg). The car shares the 4.7-litre V8 engine from the GranTurismo S but is tuned to generate a maximum power output of 450 PS along with the 6-speed automated manual transmission. The GranTurismo MC was unveiled at the Paul Ricard Circuit in France. It went on sale in October, 2009 through the Maserati Corse programme. 15 GranTurismo MC racecars were developed, homologated for the European Cup and National Endurance Series, one of which was taken to be raced by GT motorsport organization Cool Victory in Dubai in January, 2010. Introduced in 2008, the GranTurismo MC Sport Line is a customisation programme based on the GranTurismo MC concept. Changes include front and rear carbon-fibre spoilers, carbon-fibre mirror housings and door handles, 20-inch wheels, carbon-fibre interior (steering wheel rim, paddle shifters, instrument panel, dashboard, door panels), stiffer springs, shock absorbers and anti-roll bars with custom Maserati Stability Programme software and 10 mm (0.4 in) lower height than GranTurismo S. The programme was ini
tially offered for the GranTurismo S only, with the product line expanded to all GranTurismo variants and eventually all Maserati vehicles in 2009. Replacing both the GranTurismo S and S Automatic, the Granturismo Sport was unveiled in March 2012 at the Geneva Motor Show. The revised 4.7L engine is rated at 460 PS. The Sport features a unique MC Stradale-inspired front fascia, new headlights and new, sportier steering wheel and seats. The ZF six-speed automatic gearbox is now standard, while the six-speed automated manual transaxle is available as an option. The latter has steering column-mounted paddle-shifters, a feature that’s optional with the automatic gearbox. New redesigned front bumper and air splitter lowers drag coefficient from Cd=0.33 to 0.32. In September 2010, Maserati announced plans to unveil a new version of the GranTurismo – the MC Stradale – at the 2010 Paris Motor Show. The strictly two-seat MC Stradale is more powerful than the GranTurismo at 450 PS, friction reduction accounts for the increase, says Maserati, due to the strategic use of “diamond-like coating”, an antifriction technology derived from Formula 1, on wear parts such as the cams and followers. It is also 110 kg lighter (1,670 kg dry weight) from the GranTurismo, and more aerodynamic than any previous GranTurismo model – all with the same fuel consumption as the regular GranTurismo. In addition to two air intakes in the bonnet, the MC Stradale also receives a new front splitter and rear air dam for better aerodynamics, downforce, and improved cooling of carbon-ceramic brakes and engine. The body modifications make the car 48 mm (2 in) longer. The MC Race Shift 6-speed robotised manual gearbox (which shares its electronics and some of its hardware from the Ferrari 599 GTO) usually operates in an “auto” mode, but the driver can switch this to ‘sport’ or ‘race’ (shifting happening in 60 milliseconds in ‘race’ mode), which affects gearbox operations, suspension, traction control, and even the sound of the engine. The MC Stradale is the first GranTurismo to break the 300 km/h (186 mph) barrier, with a claimed top speed of 303 km/h (188 mph). The push for the Maserati GranTurismo MC Stradale came from existing Maserati customers who wanted a road-legal super sports car that looked and felt like the GT4, GTD, and Trofeo race cars. It has been confirmed by the Maserati head office that only 497 units of 2-seater MC Stradales were built in total from 2011 to 2013 in the world, Europe: 225 units, China: 45 units, Hong Kong: 12, Taiwan: 23 units, Japan: 33 units, Oceania: 15 units and 144 units in other countries. US market MC’s do not have the “Stradale” part of the name, and they are sold with a fully automatic six-speed transmission rather than the one available in the rest of the world. US market cars also do not come with carbon fibre lightweight seats like the rest of the world. The MC Stradale’s suspension is 8% stiffer and the car rides slightly lower than the GranTurismo S following feedback from racing drivers who appreciated the better grip and intuitive driving feel of the lower profile. Pirelli has custom-designed extra-wide 20-inch P Zero Corsa tyres to fit new flow-formed alloy wheels. The Brembo braking system with carbon-ceramic discs weighs around 60% less than the traditional system with steel discs. The front is equipped with 380 x 34 mm ventilated discs, operated by a 6 piston caliper. The rear discs measure 360 x 32 mm with four-piston calipers. The stopping distance is 33 m at 100 km/h (62 mph) with an average deceleration of 1.2g. At the 2013 Geneva Motor Show, an update to the GranTurismo MC Stradale was unveiled. It features an updated 4.7 litre V8 engine rated at 460 PS at 7,000 rpm and 520 Nm (384 lb/ft) of torque at 4,750 rpm, as well as the MC Race Shift 6-speed robotized manual gearbox which shifts in 60 milliseconds in ‘race’ mode. The top speed is 303 km/h (188 mph). All models were built at the historic factory in viale Ciro Menotti in Modena. A total of 28,805 GranTurismos and 11,715 units of the convertible were
produced. The final production example of the GranTurismo, called Zéda, was presented painted in a gradient of blue, black and white colours.

Needless to say I really enjoyed this evening. With the light lasting until well past 9 am, it was hard to tear myself away and head for home. And then the challenge started, with two stretches of the M4 closed for overnight roads works, and a further closure on the alternative route I plotted adding time, if not many miles to the trip back home, it was around 11:30pm when I finally made it back to my abode. But did I care? Not really, as it had been a great evening. And evening the office experience had been perfectly acceptable. Whether I can make it back to Ace next month or even again in 2021 remains to be seen, but I will certainly endeavour to do so.