In addition to making space available for Car Clubs to meet on site, the National Motor Museum at Beaulieu have been organising their own events for some time. Whilst the annual Supercar gathering may have the highest profile, in a full year (and of course 2020 and 2021 were anything but), there are a whole series of themed days which are branded “Simply” followed by the marque name or category of the event, with Jaguar, Porsche, Aston Martin and German marques being among the many which feature. They’ve never done anything specifically for Italian Cars, though. Indeed, when Marcus Sim one of the admin team for Abarth Surrey Sussex Hampshire was arranging a Club event there for autumn 2021 (and very good it was, too, as is documented in the event report) when he asked them about this, their response was that Italy made supercars and these were already covered so they did not see a gap for anything more. Marcus very patiently explained that whilst yes, there are a lot of Ferrari, Lamborghini and Maserati that do attend meets, there are numerically far more Abarth and Alfa Romeo and you can rely on Fiat and Lancia owners to turnout in number as well. After some back ad forth, the team at Beaulieu decided to give it a go and announced a “Simply Italian” event. Because their diary was already pretty full, the fact that they picked the weekend before the established and hugely popular Brooklands Auto Italia event did make the community wonder how well this new event would be supported. In the end, our apprehensions were mis-placed, and encouraged no doubt by some glorious sunny spring weather, a vast array of Italian machinery turned out for this event – close on 500 cars in total, which has to be considered a success by anyone’s standards. Whilst I did not manage to get photos of absolutely everything that was on show, I did capture most of these lovely machines and here they are:

ABARTH

The venue seemed a bit confused as to how to park cars, unsure whether to go by Club or by marque, knowing that whilst a number of Italian Car Clubs would be supporting the day there would also be attendees who are not Club-affiliated. So they went with both approaches, which did mean that there were large numbers of Abarths in the Clubs area allocated to the two Abarth Clubs who had promoted the event hard (the Surrey Sussex and Hants Groups as well as Bournemouth and Dorset), with each being issued with a parking pass to distribute to attendees. I did also point out to the marshalls as I arrived, who were doing the triage of who parked where, that they would need to be good at separating Abarth from Fiat, and early on they made several errors!

The vast majority of cars here were the 500-based models which have been on sale now since the end of 2008, following a launch at the Paris Show that year. Since that time there have been a number of detailed changes to the standard cars and a lot of limited editions. Those who really know the marque can spot most of them, but some are so subtle that unless there is a badge you can see, you will not be quite sure which version you are looking at. It used to be relatively easy, when the model was first launched, as there was only one version as shipped ex works called the 500. It had a 135 bhp 1.4 litre turbo-charged engine coupled to a five speed manual gearbox, with 16″ alloys as standard, and the option of 17″ wheels, and a colour palette comprising of two whites (BossaNova White, the standard colour, or the pearlescent Funk White), Red (Pasadoble), Pale Grey (Campovolo) or Black. If you wanted more power – 160 bhp – then you could order an Esseesse kit, which came in a large wooden crate, containing new wheels, springs, an ECU upgrade, the Monza exhaust system and badging. It was dealer fitted and could be applied at any time within the first 12 months or 10,000 miles from registration. Needless to say, it proved popular. As were many of the optional extras, with stickers for the sides, a large scorpion for the bonnet and even a chequered pattern for the roof among the personalisation options offered. Several of the original style of cars were here.

 

Whilst a sliding glass sunroof (Skydome in Fiat/Abarth parlance) was an option from inception, fans of open air motoring had to wait until Geneva 2010 for the launch of the 500C models, with a roll-back roof which provided the best of open-topped motoring and yet still with the rigidity of the regular body style. For the first few months these cars only came with the robotised manual gearbox, which limited the appeal in the eyes of some, but they also introduced us to the “bi-colore”, a series of two tone cars, with upper and lower halves of the body painted in different colours. It took us a while to get used to this, as no other production road cars had been painted like this for some time, but now this is seen as yet another of those marque defining attributes, and (perhaps with the exception of the rarely seen Rally Beige and Officina Red combination that would come for 2014) in the eyes of many this distinctive look enhances the appeal of the cars still further.

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.

    

Peter Dyer brought his 50th Anniversary Edition car. This version was unveiled at the 2013 Frankfurt Motor Show, as a limited production car of which just 299 vehicles would be made commemorating the 50th anniversary of the original Fiat-Abarth 595. As that original car had been badged a Fiat, so was this one, which confused everyone who had been trying to explain how Abarth is a separate company. The UK cars listed at around £29,000 so not cheap, but for that money you got the 180 PS 1.4 T-Jet engine, Abarth Competizione gearbox, 17-inch alloy wheels with 695 Magnesio Grey design embellished and red liner, Brembo 305 mm floating brake discs, fixed four-piston caliper, special shock absorbers, ‘Record Monza’ variable back-pressure dual mode exhaust, matt three-layer white body colour, Xenon headlights with dipped and driving light functions, red leather sports seats with white inserts and red stitching, Abarth logo at black leather steering wheel with red inserts and finder and the kick plate.

At the 2012 Geneva Show, Abarth showed the 695C Edizione Maserati, a limited production version of the Abarth 500C convertible with the 1.4 Turbo T-Jet 16v engine rated at 180 hp, a 5-speed electrically operated manual Abarth Competizione gearbox with steering wheel controls, Maserati “Neptune” 17″ alloy wheels with performance tyres, Brembo 305 mm brake discs with fixed four-piston caliper and special shock absorbers, Record Modena variable back-pressure “dual mode” exhaust, Pontevecchio Bordeaux body colour, Xenon headlights with dipped and driving light functions, sand beige Poltrona Frau leather seats with containment strips featuring single-layer padding and the pista grey contrasting electro-welding, black leather steering wheel, aluminium pedal unit and sill plate, carbon fibre kick plate, boosted hi-fi audio system. Production was limited to 499 units, and around 20 of them came to the UK, all in Pontevecchio Bordeaux colour. Models were also made in grey, and some of these have subsequently found their way here. There was one of each here, with Neil “Curly” Potter’s Bordeaux car and Sam Cottenden’s grey one.

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.

What is known as the Series 4 version of the familiar 595 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.

 

More recently, Abarth have produced the 695 Rivale, a celebration of Fiat’s partnership with Riva, which has already seen a special Riva version of the 500,. Described as being “the most sophisticated Abarth ever”, it is available either as a hatch or a cabriolet, with both of them featuring a two-tone Riva Sera Blue and Shark Grey paintwork. The Rivale is adorned with an aquamarine double stripe, satin chrome finish on the door handles and satin chrome moulding on the tailgate, various aesthetic elements inspired by the Riva 56 Rivale yachts and ‘695 Rivale’ logos, joined by Brembo Brakes, Koni suspension, and 17-inch Supersport alloy wheels. Enhancing the nautical theme the new 695 Rivale features either a carbon fibre or mahogany dashboard, black mats with blue inserts, blue leather seats and door panels, carbon fibre kick plates, special steering wheel wrapped in blue and black leather and with a mahogany badge, blue leather instrument panel cover, and mahogany gear lever knob and kick plate. These are joined by the standard Uconnect infotainment with a 7-inch display, which is compatible with Android Auto and Apple CarPlay, and there is also a hand-written numbered plate that can be customised with the mane of the customer’s yacht on request. Powering the 695 Rivale is the same 1.4-litre turbocharged engine that makes 180PS (177hp) and 184lb/ft of torque, that features in the 595 Competizione, allowing it to go from rest to 100km/h (62mph) in 6.7 seconds and up to a top speed of 225km/h (140mph). This is a regular model in the range, but confusingly, there is also the Abarth 695 Rivale 175 Anniversary, created to celebrate 175 years of the Riva brand. Just 350 of these were produced, half of them the hatch and the other half cabriolets. These featured 17-inch alloy wheels with a special pattern, celebratory badge on the outside, hand-crafted details such as the two-tone colour – blue and black hand-stitched leather seats with a celebratory logo stitched onto the headrest, carbon dashboard silk screen printed with special logo, numbered plate. Standard Rivale cars arrived in the UK in April 2018, and quite a few have been sold. They always attract lots of interest when they do appear.

A limited edition model, the 695 XSR was created in recognition of the fact that for the third year running, in 2017 Abarth was to be the Official Sponsor and Official Car Supplier of the Yamaha Factory Racing Team, competing in the 2017 FIM MotoGP World Championship. In the wake of the Abarth 595 Yamaha Factory Racing and the 695 biposto Yamaha Factory Racing Edition, the 695 XSR Yamaha Limited Edition special series is available exclusively with a Pista Grey livery: only 695 sedans and 695 convertibles will be made. The new car was created to celebrate the Yamaha XSR900 Abarth, which is the first exclusive motorcycle to spring from the collaboration between the two brands and which sports the same grey livery with red trim as the 695 XSR, as well as sharing many of its features. The special series makes extensive use of carbon fibre to demonstrate its affinity with the front fairing, front mudguard and saddle cover of the two-wheel Yamaha. The Abarth 695 XSR and the Yamaha XSR900 Abarth also share Akrapovič ultralight exhaust developed in the racing world to boost the personality, sound and performance of both vehicles. On the Abarth car, the carbon fibre tailpipes enhance the looks and technology of the exhaust system. The XSR logo on the tailgate distinguishes the Abarth 695 XSR, while an aluminium badge identifies the sequential number of 695 units for each body type. Other carbon fibre details, in addition to the mirror caps and Akrapovič tailpipes, are available as optional equipment, such as dashboard fascia, pedal covers, gear knob and kick plate. The car uses the 1.4 T-Jet engine delivering 165 bhp. Equipment on this special series includes Koni rear suspension and Eibach springs, 17” Supersport alloy rims with Matt Black finish, Satin Chrome accents on handles and badge supports, red details on bumpers and mirrors, red brake callipers and a braking system with perforated discs. This version can be customised even further using the tuning kit to increase the power to 180 HP, improve handling by fitting a Koni front suspension with FSD (Frequency Selective Damping) valve and make braking even prompter with 305x28mm perforated and self-ventilating Brembo floating front discs with high-performance Ferodo HP 1000/1 front brake pads. It also features the new UconnectTM 7″ HD LIVE system integrated with Apple CarPlay allows iPhone users to access contents such as Apple Maps, Messages, telephone calls, Apple Music, also with Siri voice assistance.

A top of the range 595 Esseesse model was added in early 2019. These cars have only sold in quite small numbers, so you don’t see them that often. The most obvious change externally is the adoption of the neat white painted 17inch multi-spoke alloy wheels that are an Esseesse trademark, while elsewhere it gets the same recently reprofiled bumpers as the standard 595. Inside, there’s a pair of bespoke figure-hugging Sabelt high-backed seats with a carbonfibre shell and some natty red stitching, while carbonfibre trim also covers the pedals and the dashboard. Under the bonnet is the familiar 178bhp turbocharged 1.4-litre engine, but here it breathes in through a BMC filter and exhales from a switchable carbonfibre-tipped Akrapovič twin exit exhaust. There’s no more power than the old Competizione, but the Esseesse gets that model’s Brembo callipers for its 305mm front discs, plus a limited-slip differential. The suspension is largely carried over, including Koni’s frequency selective dampers. All this comes at a price though, and so this has remained a relatively rare sighting compared to the Competizione which many still feel offers rather better value for money. For 2022, the badging was changed so the Esseesse is now branded a 695 rather than a 595 and there were minor spec changes.

Abarth announced two limited edition models in the autumn of 2020 and one of these was here, the 595 Scorpioneoro. Another model which takes its inspiration from a history which few in the Uk will be familiar with, there will be just 2000 units of this distinctive model available globally. The 595 Scorpioneoro was born to continue the legacy of the famous A112 Abarth “Gold Ring” of 1979, better known as the A112 Abarth “Targa Oro”, of which only 150 models produced and, as with the new Abarth 595 Scorpioneoro, what made it so special were its stylistic details. These details included black livery, gold-coloured decorative line contouring the bodywork and the alloy wheels, also painted in the distinctive gold colour. This car is liveried in the same way, marked out by its black livery, decorative gold bodywork lining and gold-painted alloy wheels. It also boasts a matt black chessboard roof and grey finish on the door handles and mirror caps. And to mirror the ‘Gold Scorpion’ name, the car is adorned with gold scorpions on the bonnet and the wheel centres. Inside the cabin of this new exciting new model, you’ll be greeted with a black dashboard which is home to the new gold finished 500 logo. Leather detailing on the seats introduces the original “scorpionflage”. The seats are further embellished with dedicated stitching and personalised headrests with the word “Scorpioneoro”, the Italian flag and Abarth embroidered on them. An additional touch of exclusivity comes from the numbered, gold coloured plaque, available solely on this model. The Scorpioneoro also comes with Abarth’s top-of-the-range seven-inch touchscreen infotainment system, complete with Apple CarPlay and Android Auto, as well as a Beats Audio sound system. Mechanically, there is nothing new, as the car has the 165 bhp version of the familiar T-Jet engine and the other features you get in the regular production Trofeo cars.

Many Abarth owners like to modify their cars. Many of the changes are mechanical, but some also alter the appearance with all manner of things from detailed badging to a new look with a wrap or distinctive stickers. The results are usually unique and the cars become well known in the community. Some examples here include Ben Buckland’s car with inspiration from the classic Alitalia rally livery, as well as Cathan Evans’ red and white car as well as the Gulf-inspired car of Tom King.

  

The Abarth Grande Punto debuted at the 2007 Frankfurt IAA Show, going on sale in the UK in late summer of 2008. Offering 155 bhp from its 1.4 litre T-Jet engine, coupled to a six speed gearbox, and riding on 45 profile 17″ alloys, the standard car got rave reviews from the journalists when they first tried it, and they were even more impressed by the changes wrought by the optional Esseesse kit. This increased power to 177 bhp, brought 18″ OZ lower profile wheels, whilst new springs lowered the ride height by 15-20mm, and high-performance front brake pads and cross-drilled front disc brakes helped the car to stop more quickly. The most distinctive feature of the car were the white alloy wheels, though, as owners found, keeping these clean is not a job for the uncommitted, and many have a second set of wheels that they use fro grubbier conditions. Despite the positive press at launch, the car entered a very competitive sector of the market, and the combination of being relatively unknown, a limited number of dealers and the existence of established rivals from Renault and others meant that this always remained a left-field choice. The owners loved them, though, and they still do. The oldest cars have now had their 11th birthdays, and some have amassed relatively big mileages, but they are still a car for the cognoscenti.

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. For those in the know – which never seemed to be that many people – this was a really capable and desirable car, and the owners love them, lamenting the fact that the model had quite a short production life and has not been replaced. The final Punto model was the SuperSport. Easily identified by the distinctive black bonnet, 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.

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. Sales ceased during 2019, with around 1800 cars having been brought into the UK, so this is always going to be a rare car, and values are already increasing at a rate reflecting its desirability and the difficulty in finding one.

ALFA ROMEO

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. There was just one of these cars here, the oh-so-pretty Sprint.

First of the all-new Giulia models to appear was the Berlina, launched in 1962. 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, 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 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 used 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 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, was 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. There are relatively few of these cars in the UK, and many of these are left hand drive models which have been re-imported relatively recently, or have been converted for historic racing, so it was good to see a nice road-going model here.

Far more numerous were the Coupe models, with plenty of examples of this much loved, and now highly valued car on display. 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 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.

 

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 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.

It was nice to see a number of AlfaSud models here. 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 was 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.

As was still the practice in the 1970s, Alfa followed up the 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. A rare SE model from this period was part of the display, complete with period vinyl roof (look closely), and although the pain does appear a bit like a lot of older Alfa reds, having gone rather pink, this was the actual shade when the car was new. 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. There was a good mix of the earlier chrome bumpered and later plastic bumpered models, the last with 2.0 and 2.5 GTV6 versions both represented. There was also a car sporting 3.0 badging and right hand drive. This is a South African car. 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.

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 optimise 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 litre 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.

I was delighted to see that the larger 164 was also represented here, as I had the pleasure of driving one for 4 years and 160,000 miles and to this day, it is the car I regret parting with more than any other of the fleet that I have owned over the years. When I bought mine, Alfa were selling a very small number of cars per month in the UK, so they were never that common, and sadly, survival rates are very low. Most people who know anything about the history of the 164 will be aware that this is one of the four so-called Type 4 cars, a joint venture involving Alfa Romeo, Fiat, Lancia and Saab. In 1978 these four marques agreed to each develop an executive saloon based on a shared platform to compete against the likes of the Ford Granada and Opel Rekord (Vauxhall Carlton) as well as more premium saloons by BMW and Mercedes-Benz in the form of the 5-Series and E-Class, respectively. Alfa’s Project 164 started life as Project 154 and was completed in 1981, then still under Alfa Romeo. A year later, that project morphed into the 164 based on the Type Four platform. This new model was designed by Enrico Fumia of Pininfarina, with a wedge shape that afforded it a leading drag coefficient of Cd=0.30. The design would later influence the rest of the Alfa Romeo range starting in 1990 with the major redesign of the 33 and culminating with the 155, and Pininfarina also adapted it (much to the maker’s chagrin) for the 1987 Peugeot 405 and the 1989 Peugeot 605 saloons. Initial testing of the 164’s dynamic elements (engine and drivetrain) began in 1984, where mules based on the then contemporary Giulietta were used. In 1985, the first pre-production 164’s were put through their paces on the road. Heavily disguised, with many false panels and even a false nose design (borrowing heavily from the then equally undeveloped 155), sporting 4 round headlamps, these vehicle mules served to test the 164 for the gruelling 1 million kilometre static and road testing demanded of the design. In 1986 and 1987, the first 150 164’s were given their pre-production testing. In terms of engineering demands, these exceeded every Alfa before, and by quite a substantial margin. In Morocco, desert testing saw 5 grey 164 Twinsparks and V6’s undergo the equivalent of the Paris-Dakar rally. Road conditions varied from good tarmac to off-road conditions, and accelerometers confirmed the superiority of the 164 in terms of passenger comfort. This data was cross-confirmed in the engineering laboratory with a sophisticated dummy in the driver’s seat, with accelerometers both in its seat, and in its ears to mimic that of the semi-circular canals of the ear. The Twinspark and the V6 underwent handling trials at Arese. The Twinspark displayed very mature driving manners at the limit, with minimal skid. The V6 displayed a 25% increase in at-the-limit skid, a natural consequence of its greater nose weight. ABS testing confirmed that the Twinspark has superior braking to the V6. Brake linings of the 164’s were run at maximum braking until they literally glowed with heat, and displayed no deviation in form. The 164 was the first Alfa to feature slotted double-walled disc brakes. At no point were the discs drilled to release excess heat, the original design being demonstrated to be excellent. Sound production was tested in an anechoic chamber, the car being subjected to stress and road noise testing, with instruments and with live subjects at the wheel, on a specially designed rig. Electromagnetic stability of the complex electronic system was also tested, in an anechoic chamber equipped with EM emitters (radar). The 164 engines were run to destruction, the Twinspark proving to be the most robust, and with the longest possible engine life. The V6 displayed only 10% shorter overall engine life. All this testing meant that by the time the production car, called the 164 was unveiled at the 1987 Frankfurt Motor Show – the last model to be developed while the Alfa Romeo was still a fully independent company, even though the launch was a few months after the takeover by Fiat – that the car was far more thoroughly developed and tested than any Alfa preceding it. There were plenty of innovations in the build, too, thanks to the extensive use of galvanised steel for the frame and various body panels for the first time in the brand’s history. Moreover, the car featured advanced electronics thanks to the most complex wiring harness fitted to any Alfa Romeo. For example: it had three onboard computers (one for air conditioning, one for instrumentation, and one for the engine management); air conditioning and instrument functions shared a multiple-mode coded Zilog Z80-class microcontroller for dashboard functioning). The instrumentation included a full range of gauges including an advanced check-panel.. The car was a sensation at launch. For a start, it looked fantastic thanks to Enrico Fumia of Pininfarina’ design. The first 1:1 scale model of the car had been produced in 1982 and design cues had been publicly revealed on the Alfa Romeo Vivace concept car, which was exhibited at the 1986 Turin Motorshow that went on to influence the design of the Alfa Romeo GTV and Spider (916 series) launched in 1993, but the result was distinctive and elegant and very different from any of its rivals, or indeed any of the other Tipo 4 cars. The 164 became the first Alfa to benefit from extensive use of computer aided design, used to calculate structural stresses that resulted in a very rigid but still relatively lightweight chassis. Although sharing the same platform as that of the Lancia Thema, Fiat Croma and Saab 9000, by virtue of the fact that it was the last of the four to enter production, it featured unique front suspension geometry and the most distinctive styling of the lot. In fact, for example, the other cars all shared identical side door panels. Though still voluminous, the 164 had the tightest aperture to the boot, which had a 510-Litre capacity. The interior was spacious and modern, available with standard velour seating or leather trim depending on the model. Its dashboard continued the avantgarde design of the exterior with a centre dashboard that was dominated by a large number of seemingly identical buttons arranged in rows. Air-direction within the ventilation system was controlled by a pair of servomechanisms, which were constructed using notoriously fragile plastic gears that were prone to failure. Depending on the model, the 164 could feature automatic climate control and electronically controlled damping suspension – the latter, for example, in the sports-oriented Quadrifoglio Verde (“Green Cloverleaf “) and 164S models. This suspension actively reduced damping in response to conditions to provide a dynamic compromise between road holding and comfort. At launch, the original 164 range comprised three models: a 148 bhp 2.0 Twin Spark, the 192 bhp 3.0i V6 12-valve and a 2.5 Turbodiesel (badged “TD”). It took a year before the first cars reached the UK and the first eighteen months saw only the 3 litre model offered. The bigger selling 2.0 TS arrived in the simmer of 1990, just before the range was expanded by the 4-cylinder 2.0i Turbo, the sports-oriented 3.0i V6 Quadrifoglio Verde (badged “QV” or “S”) and North American export versions that included the luxury-oriented 164 L (“L” for Lusso) and the 164 S (in essence, the “QV”). Apart from minor running production upgrades, the next change came in 1993 with the launch of the 164 Super. Key differences on the outside consisted of larger bumpers with chrome trimmings added to the upper edge and revised headlights with a slimmer profile. Inside, there were revised instruments and a centre console that featured more delineated switchgear. The range was now also bolstered by a 3.0 V6 24V with a 24-valve engine upgrade and the 3.0 V6 Quadrifoglio 4 (badged “Q4”), which was the most powerful and sole all wheel drive variant built. Production ended in late 1997, with a gap of nearly two years before the replacement model would go on sale.

I replaced my 164 with a 916 Series GTV. According to the DVLA records, that car is also no longer with us (though it lived until relatively recently), but, thanks to the much improved rust protection and build quality standards of the late 90s, the survival rate of both the GTV and Spider is good. Whilst values continued to plummet as the cars aged, it was clear that they were classics in the making almost as soon as production ceased and there are plenty of fans of these cars today, and accordingly there were a large number of these cars here today. 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.

When it came to replacing the 33, Alfa decided that they needed not just a five door hatch, but a three door as well, just as had been offered with the AlfaSud. The three door model, the Alfa Romeo 145 (Tipo 930A) was first to appear, making its debut on static display at the April 1994 Turin Motor Show and then at the Paris Motor Show in July. A simultaneous European commercial launch was planned for 9 September, but it was delayed until October. It was only in April 1992 that work had begun on a second car, the 146 or Tipo 930B, derived from and to be sold alongside the 145; with its more traditionally Alfa Romeo style it was aimed at a different clientele, that of the outgoing Alfa Romeo 33. The 146 premiéred in November 1994 at the Bologna Motor Show and went on sale in May 1995. The two cars shared design plans and interior components from the B-pillar forwards, but with very different looking rear ends. Based, as they were, on the Fiat Group’s Tipo Due (Type Two) platform, the 145 and 146 had a unibody structure, front MacPherson strut and rear trailing arm suspensions. A peculiarity of these cars is that they were designed to be fitted with both longitudinal engines (the older Boxers) and with transverse engines (the diesels and the Twin Spark). The former were mounted in the same configuration as on the 33 or Alfasud, that is longitudinally overhanging the front axle with the gearbox towards the cabin; the latter in the conventional transverse position with the gearbox to the left side. All engines were coupled to 5-speed manual transmissions. Steering was rack and pinion, with standard hydraulic power assistance. At launch the engine line-up for both cars comprised a 1.9-litre inline-four turbo diesel and the boxer petrol engines from the 33, in 1.3 8-valve, 1.6 8-valve and range topping 1.7 16-valve flat four forms. Depending on the market, the engines were available in either or both base and better equipped L (for “Lusso”) trim levels; L trim standard equipment was richer on larger engined cars. Flagship sport models with the two-litre 16-valve Twin Spark inline-four engine from the Alfa Romeo 155 arrived a year after the début: the 145 Quadrifoglio and 146 ti. Each of the two-litre versions had a unique trim level; both included richer standard equipment than L trims, like ABS, leather-wrapped steering wheel and shifter knob and available Recaro sport seats. The 145 Quadrifoglio (145 Cloverleaf in the UK), launched at the September 1995 Frankfurt Motor Show and on sale from October,had deep body-colour side skirts with “green cloverleaf” badges and 5-hole alloy wheels. The 146 ti went on sale in February 1996. It came with painted side skirts, a boot spoiler and 12-hole alloy wheels. Two-litre cars were equipped with stiffer suspension, uprated all-disk braking system, ABS, wider, lower-profile tires and ‘quick-rack’ direct steering (also seen on the 155, GTV and Spider) which improved responsiveness, but also compromised the turning circle. The sporty suspension set-up was harsher than many others in its category at the time, but this was in line with the Fiat Group’s marketing of Alfa Romeo as a sporting brand and it is said to have resulted in class leading handling. From January 1997 all the boxer engines were phased out in favour of 1.4, 1.6 and 1.8 versions of the Twin Spark 16-valve engine.1.8-litre cars adopted the sport chassis, steering and brakes of the Quadrifoglio/ti, and also offered some of their optional equipment such as the sport seats. At the same time the interior was updated: a new air conditioning system, a redesigned dashboard an upholstered insert were fitted. Outside changes were minor: new wheel covers and alloy wheels and a wider choice of paint colours. In late 1997 Alfa Romeo introduced the Junior, a trim level targeted at young buyers that combined the sport styling and chassis setup of the range topping models with the affordable entry-level 1.4 powertrain,later with 1.6 engine too. Based on the 1.4 L, Junior cars were distinguished by the Quadrifoglio’s side skirts with “Junior” badges, specific 15 inch alloy wheels, and by the stainless steel exhaust tip (as well as, on the 146, the boot spoiler) from the ti. A year later 1.8 and 2.0 Twin Spark engines received the updates first introduced on the Alfa Romeo 156; thanks to variable length intake manifolds the two powertrains gained 4-5 PS and reached peak torque at engine speeds some 500 rpm lower. At the Geneva Motor Show in March 1999 Alfa Romeo introduced the restyled ’99 line-up for both models. The new common rail direct injection 1.9 JTD turbo diesel replaced the 1.9 TD. The main changes outside were new, body-colour bumpers with round fog lights and narrow protection strips; the interior got new upholstery and detail trim changes such as chrome vent surrounds. Optional side airbags complemented the already available passenger and standard driver airbags. The Junior trim level was discontinued, in favour of “pack sport” option package that included side skirts, rear spoiler, alloy wheels, leather-wrapped steering wheel and sport seats, all standard features on the two-litre models. A second “pack lusso” package offered leather steering wheel, velour upholstery and mahogany wood trim. In September of the next year, at the Paris Motor Show the all-new Alfa Romeo 147 was presented Eventually, in 2000, the 145/146 cars were superseded by the all-new 147, which was a far bigger commercial success, with its acclaimed styling front end and improved quality. Still, many enthusiasts feel that it lost a little of the special feel and Alfa Romeo that the 145 had. 221,037 145s and 233,295 146s were built, There are depressingly few survivors of either model in the UK, so it was nice to see both the 145 and 146 represented here.

When the 156 was launched in 1997, things looked very bright for Alfa. Striking good looks were matched by a driving experience that the press reckoned was better than any of its rivals. The car picked up the Car of the Year award at the end of the year. and when it went on sale in the UK in early 1998, waiting lists soon stretched out more than 12 months. Reflecting the way the market was going, Alfa put a diesel engine under the bonnet, launched a (not very good, it has to be admitted) automated transmission with the SeleSpeed, added a very pretty if not that commodious an estate model they called Sport Wagon and then added a top spec 3.2 litre GTA with its 250 bhp engine giving it a performance to outrun all its rivals. And yet, it did not take long before the press turned on the car, seduced by the latest 3 Series once more, citing build quality issues which were in fact far from universal. The 156 received a very minor facelift in 2002 and a more significant one in late 2003 with a new front end that was a clue to what would come with the car’s successor. Production ceased in 2005. These cars are getting quite rare at events now and indeed there were only a couple of them here.

The 156 GTA cars were launched at the Frankfurt Motor Show in September 2001. Named after the Alfa Romeo GTA from the 1960s, the letters GTA meaning Gran Turismo Alleggerita (English: lightened Grand Tourer). 2,973 berlinas and 1,678 Sportwagons were built until the GTA production stopped in October 2005 as the 156 gave way to the Alfa Romeo 159. The GTA came with the 3.2 litre Bussone V6 engine (The big Busso, so called after legendary Ferrari engineer Giuseppe Busso), the largest capacity version of the much loved V6 engine. With a 93 mm bore and a 78 mm stroke giving it a capacity of 3,179 cc, it generated 250 PS (247 hp) and 220 lb/ft of torque. After market Alfa Romeo specialist Autodelta produced performance versions up to 3.7 litres and 400 PS. The European Touring Car Championship winning 156 GTA was however running a 2.0 litre 4-cylinder 300 PS engine due to class regulations. The GTA variants were equipped with either a six-speed manual transmission or six-speed Selespeed (paddles in steering wheel, hydraulically operated robotised) gearbox, had a lowered and stiffened suspension, a distinctive body kit, wider rear arches and leather interior. The suspension was specifically made for the GTA by Fiat Research Centre and Fiat Auto Design and Development Department. Steering was also made faster, only 1.7 turns from lock to lock compared to 2.1 in normal models. The GTA had also larger brakes (Brembo), with 12″ front discs and 10.8″ at the rear. The front discs were later upgraded to 13 ” to cope with the performance potential. Even though the name suggests a light car, the GTA isn’t any lighter than other 156s, as it was actually 91 kilograms (201 lb) heavier than the 2.5 litre V6 engined version. The GTA did not get the Giugiaro designed facelift introduced to the 156 in 2002, but continued with the acclaimed Walter de Silva design to the very end of production.

Alfa followed the 156 a couple of years later, in late 1998, with a larger saloon, the 166, hoping to receive the same sort of acclaim with this executive car which was a direct replacement for the 164. It was not forthcoming. For a start, the styling with its drooping and very small headlamps and pointed nose was quite unlike anything else on the market at the time. Part of the difficulty came from the fat that the car had been designed some years before its launch and then put on the back burner as the 156 was given priority. The 166 was initially available with a 155 PS 2.0-litre Twin Spark, a 190 PS 2.5 V6, a 220 PS 3.0 V6 and in some markets a 205 PS V6 2.0 Turbo petrol engine along with a diesel powered L5 2.4 10v common rail turbodiesel version with 136 PS, 140 PS and 150 PS (148 hp) output. The 2.0 TS model used a 5-speed manual gearbox, whilst the 2.5 and 3.0 had the option of a Sportronic automatic gearbox. The 3.0 V6, L5 2.4 and V6 Turbo were otherwise supplied with a six-speed manual gearbox. The top models were named “Super”, and included MOMO leather interior, 17″ alloy wheels, rain sensitive wipers, cruise control, climate control and ICS (Integrated Control System) with colour screen. Options included xenon headlamps, GSM connectivity and satellite navigation. Suspension systems comprised double wishbones at the front and a multi-link setup for the rear. Though the car’s handling characteristics, engine range and elegant exterior design received praise from many, including Top Gear’s Jeremy Clarkson, it did not become a strong seller to rival the dominant German brands, in the European executive car sector. In September 2003, the 166 underwent a substantial revamp, with the début at the Frankfurt Motor Show. As well as upgrades to the chassis, interior, and the engine range, the styling was substantially altered. The new front end resembled the also recently revamped 156, and lost its famous drooping headlights. The 2.0 V6 Turbo model was dropped because of marketing problems, the V6 2.5 was re-rated at 188 PS and a 3.2 litre V6 with 240 PS was introduced. Both the 3.2 litre and the 2.0 Twin Spark models now featured the six-speed manual gearbox, whilst the 3.0 model was retained, but made available only in Sportronic form. In the diesel sector, the L5 2.4 was re-engineered with Multi-Jet technology which allows up to 5 injections per cycle, second stage common rail, with maximum injection pressure of 1400 bar and 4 valves per cylinder, to output a class leading 175 PS, but these changes made little impact on sales volumes. In October 2005, the Alfa Romeo 166 was officially withdrawn from sale in markets for RHD. Sales of the 166 never grew as Alfa had hoped, following the facelift in September 2003, and the additional lack of a diesel engine in the United Kingdom, Australian, and Irish markets limited its reach into company car sectors. In June 2007, production of the 166 effectively ended, with no direct successor. In September 2008, the platform was sold to the Chinese state run manufacturer GAC Group. In total, less than 100,000 units were made.

The 166 may have failed to hit the jackpot, but the next Alfa certainly did. This was the 147, launched at the 2000 Turin Motor Show as a replacement for the 145 and 146 hatchbacks, and based on the running gear of the larger 156 saloon. Designed by Walter de’Silva and Wolfgang Egger, the 147 received considerable praise for its styling on launch, later it was awarded with some styling awards. It was available initially with 1.6, 2.0, petrol engines and a 1.9-litre diesel engine. A sequential, paddle operated ‘Selespeed’ transmission was available from launch. Two trim levels were available, Turismo and Lusso. The 147 was the first Alfa Romeo to feature dual-zone climate control and electronic traction control. Although some thought the car had lost of some of the Alfa magic, it was well received and was awarded the Car of the Year trophy a few weeks after launch. The entire 147 range was revamped in 2004, with the exterior styling changed considerably to be more reminiscent of the new 159 and Brera models, and Alfa Romeo Visconti concept car, most notably for its more aggressive look, with a new front grille, new headlights, new rear lights and the interior was updated on all models besides the GTA version. A new more powerful diesel engine arrived and suspension was also tweaked. In 2006, the 147 1.9 JTD Q2 version was launched, which featured a front Torsen limited slip differential. Alfa Romeo presented a new limited edition 147 called Ducati Corse at the 2007 Bologna Motor Show. The car came equipped with a 170 PS (68 hp) JTD diesel engine and Q2, a front Torsen limited slip differential. The 147 was in production for ten years, making it one of the oldest small family cars on sale in Europe at the time of its replacement by the Alfa Romeo Giulietta in late May 2010. In total around 580,000 cars were made.

Replacement for the much loved 156 was the 159. The Alfa Romeo 159 had a troubled development, being designed in the midst of the Fiat-General Motors joint venture which was terminated in 2005. Originally, the 159 was intended to use GM’s Epsilon platform; however, late during its development it was changed to the GM/Fiat Premium platform. The Premium platform was more refined and expensive, being intended for E-segment executive cars such as an Alfa Romeo 166 successor but that never materialised, so Alfa Romeo attempted to recoup some of the platform development costs with the 159. General Motors originally planned Cadillac, Buick and Saab models for this platform but ending up discarded them over cost concerns. Unfortunately, the 159’s late transition to what was fundamentally made as an E-segment platform resulted in the 159 having excessive weight, a problem shared by its sisters, the Alfa Romeo Brera coupe and Spider convertible. The 159 was designed by Giorgetto Giugiaro in collaboration with the Centro Stile Alfa Romeo. The nose featured a traditional Alfa Romeo V-shaped grille and bonnet, and cylindrical head light clusters. Similar to its coupé counterpart, front of the car was influenced by the Giugiaro designed 2002 Brera Concept. Several exterior design cues were intended to make the car appear larger, supposedly to appeal to potential buyers in the United States; however, the 159 was never exported to that region. The interior featured styling treatments familiar from earlier cars, including the 156, such as deeply recessed instruments which are angled towards the driver. Alfa Romeo intended for the 159 to compete more directly with BMW, Mercedes-Benz and Audi by using higher quality interior materials; however, it has been said that Alfa Romeo misjudged their brand’s positioning relative to the more well-known German luxury automakers. Several levels of trim were available, depending on market. Four trim levels: Progression, Distinctive, Exclusive and Turismo Internazionale (TI) featured across Europe. In the UK there were three levels of trim: Turismo, Lusso and Turismo Internazionale (TI). A Sportwagon variant was introduced at the Geneva Motor Show in 2006. The 159’s size made it considerably more comfortable than the 156 due to its larger, roomy interior. However, the considerable growth in dimensions deterred many 156 owners from considering the 159 as a direct replacement model, and something seemed to be lost in the character of the new car. Initially offered with a choice of 1.9 and 2,2 litre 4 cylinder and 3.2 litre V6 petrol engines and 1.9 and 2.4 litre diesel units, and an optional four wheel drive system. An automatic gearbox option for the 2.4 JTDM diesel model was also launched in late 2006, and later extended to other versions. In 2007 a four-wheel drive diesel model was released and the 2.4-litre diesel engines’ power output increased to 210 hp, with a newly reintroduced TI trim level also available as an option. For model year 2008 the mechanics and interiors of the 159 were further developed. The 3.2 litre V6 model was offered in front wheel drive configuration, achieving a top speed of 160 mph. All model variants came with Alfa’s electronic “Q2” limited slip differential. As a result of newly introduced aluminium components, a 45 kilograms (99 lb) weight reduction was achieved. For 2009, Alfa introduced a new turbocharged petrol engine badged as “TBi”. This 1742 cc unit had direct injection and variable valve timing in both inlet and exhaust cams. This new engine had 200 PS (197 hp) and would eventually replace the GM-derived 2.2 and 1.9 JTS units.In 2010, all petrol engines except for the 1750 TBi were retired, ending the use of General Motors-based engines in the 159. The only remaining diesel engines were the 136 PS and 170 PS 2.0 JTDm engines. In 2011, the 159 was powered only by diesel engines. In the UK, Alfa Romeo stopped taking orders for the 159 on 8 July 2011. Production for all markets ceased at the end of 2011, after 240,000 had been built.

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.

The other 916 series replacement cars were the Brera and Spider models, and there were a lot of them here. Visually similar to the 159 models at the front, the Brera and Spider boasted unique styling from the A pillars rearwards. They were offered with the same range of engines as the 159, and thanks to that strong, but rather heavy platform on which they were built, even the 3.2 litre V6 cars were more Grand Tourer than rapid sports car. Pininfarina was responsible for both models. The Brera was first to market, in 2005, with the Spider following in 2006. Production of both ceased in late 2010, by which time 12,488 units of the Spider and 21,786 units of the Brera had been built. It will be very surprising if these do not attain classic status, and the consequent rise in values, though that has not happened yet.

The Alfa Romeo MiTo (Type 955) is a front-wheel drive, three-door supermini designed by Centro Stile Alfa Romeo and presented in 2008 at Castello Sforzesco in Milan with an international introduction at the British Motor Show in 2008. The new car was provisionally named the “Junior”. In November 2007, Alfa Romeo launched a European public naming competition; the winner from each country to win an Alfa Romeo Spider or an Alfa Romeo mountain bike. The winning name was “Furiosa”, which scored well in Italy, France, United Kingdom and Germany, but not in Spain. In 2008, Alfa Romeo announced “MiTo” as the official name, a portmanteau of Milano (Milan) & Torino (Turin), because it was designed in the former and was assembled in the latter. The name is also a play on the Italian word “mito”, meaning “myth” or “legend”. The MiTo is front-wheel drive, with a system allowing the driver to choose three driving settings: Dynamic, Normal, and All-Weather. The system, marketed as “Alfa DNA,” tunes the behavior of the engine, brakes, steering, suspension and gearbox. The MiTo also features LED tail lights and 250-litre (8.8 cu ft) of luggage space. The MiTo also features a Q2 electronic differential on the front wheels, which is active with the DNA switch in Dynamic position, and allows for faster and tighter cornering without loss of traction. In 2010 a new transmission for the MiTo was unveiled at the 2010 Geneva Motor Show, the six-speed TCT which is produced by Fiat Powertrain Technologies in Verrone (TCT Dual Dry Clutch Transmission). Magneti Marelli delivers the control system which integrates BorgWarner’s hydraulic actuation module into its own power and transmission control units. It can handle torque inputs of up to 350 N⋅m (258 lbf⋅ft) In Geneva was also unveiled Blue&Me–TomTom, this new system integrates TomTom navigation to the Blue&Me infotelematic system. At its launch the MiTo featured low-displacement turbocharged petrol and diesel engines. Also, a power limited 78 bhp naturally aspirated engine variant is produced to meet the new Italian legislation for young people. MiTo got new electro-hydraulic valve control system Multiair engines from September 2009. MultiAir engines will increase power (up to 10%) and torque (up to 15%), as well as a considerable reduction in consumption levels (up to 10%) and CO2 emissions (up to 10%), of particulates (up to 40%) and NOx (up to 60%). This new engine is available with 104 bhp,133 bhp and 168 bhp power ratings. All multiair versions have start-stop system as standard. In October 2009 was unveiled a dual fuel MiTo version, this version can run with LPG (Liquefied petroleum gas) or petrol, with this engine MiTo has range of 1,200 km (750 miles). The LPG version is made in collaboration with Landi Renzo. In Summer 2010 Alfa introduced the Dual Dry Clutch Transmission called Alfa TCT ( i.e. Twin Clutch Transmission ). From model year 2011 the start-stop system came as standard on all versions. At the 2011 Frankfurt Motor Show, AR introduced two new engines for the MiTo – The 0.9 L I2 TwinAir and a new low emission 85 PS version of the 1.3 JTD diesel engine. The Quadrifoglio Verde (green four-leaf clover) has traditionally been the highest line of Alfa Romeo models. The car (see Alfa Romeo in motorsport article for the history of this emblem) version of Mito was presented at the 2009 Frankfurt Motor Show. The QV version has the new 1.4 litres (1,368 cc) Turbo Multiair inline-four engine 168 bhp at 5500 rpm and 250 Nm (184 lb/ft) of torque at 2500 rpm, with newly engineered suspension, steering and new six-speed C635 gearbox developed by Fiat Powertrain Technologies (FPT). Its specific output of 124 PS per litre was highest in its segment at that time. The new multiair technology allows fuel consumption of 6 l/100 km (47 mpg) in EU combined driving and CO2 emissions of 139 g/km. QV had bigger 305 mm front brake discs and exclusive 18″ alloy wheels as standard and Sabelt carbon fibre backed bucket seats as an option. From 2014 QV was now available with TCT robotised gearbox which brought down the 0–100 km/h time to 7.3 s. With the 2016 facelift, the QV was renamed as the Veloce. For model year 2014, the MiTo got a new 105 PS 0.9 L Turbo TwinAir engine, new chrome-plated grille, new Anthracite grey colour and new burnished front light clusters. The car interior was also updated with new upholsteries, three new dashboards looks, as well as the new Uconnect 5.0 infotainment systems. The engine range now consists two turbo diesel engines (the updated E5+ 85 PS 1.3 L JTDM and the 120 PS 1.6 L JTDM) and five petrol engines: the 70 PS 1.4, the 78 PS 1.4, the 135 PS 1.4 MultiAir Turbo (with manual or Alfa TCT Dual Dry Clutch Transmission) and the 170 PS 1.4 MultiAir Turbo. The range has also 120 HP 1.4 LPG Turbo option. Debuting at the 2016 2016 Geneva Motor Show, the revised Mito featured a facelifted front fascia with a new updated brand logo and new lettering. Trim line up was changed to Mito, Super and Veloce. A new body colour and new rims designs also became available. The previous MiTo QV became the Mito Veloce, available with 170 PS engine and TCT transmission. The MiTo was marketed across a single generation from 2008 to 2018, sharing the Fiat Small platform with the Fiat Grande Punto. Production reached 293,428 at FCA’s Mirafiori plant.

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 quite a number of them among the displays.

There were quite a number of examples of the 4C Competizione here, with a mix of the Coupe and Spider models on show. First seen as a concept at the 2011 Geneva Show, the production model did not debut for a further 2 years. Production got underway later that year at the Maserati plant in Modena, and the first deliveries were late in 2013. Production was originally pegged at 1000 cars a year and a total of just 3500, which encouraged many speculators to put their name down in the hope of making a sizeable profit on selling their cars on. That plan backfired, and in the early months, there were lots of cars for sale for greater than list price. Press reaction to the car has been mixed, with everyone loving the looks, but most of them feeling that the driving experience is not as they would want. Owners generally disagree – as is so often the case! For sure, it has no radio, and no carpets and no luggage space to speak of, but you know that when you buy it. It won’t be the car everyone, but if you can live with these limitations, you are sure to enjoy it. Indeed, all owners I have ever spoke to do love their car. I know I would if I could find space (and funds!) for one in my garage!

The Giulia – long-awaited – finally reached UK buyers at the start of 2017, so with a few years of registrations now on our roads, the car is reasonably evident to those who travel around the country. Not surprisingly, there were quite a few of them here. Many of them were the top of the range Quadrifoglio, which was not entirely a surprise, as this version has claimed a slightly surprisingly high percentage of the sales, following press reviews which declared it to be “better” than its German rivals, and also because this is an event for enthusiasts and therefore more likely to own this version.

FERRARI

The 330 GTC and 330 GTS were more like their 275 counterparts than the 330 GT 2+2. They shared the short wheelbase of the 275 as well as its independent rear suspension & the same tyres 205VR14 Michelin XWX. These models were more refined than earlier Ferraris, quieter and easier to drive. It has been stated that this “was probably the first Ferrari in which you could actually enjoy a radio”. The GTC berlinetta was introduced at the Geneva Motor Show in March, 1966. It was a two-seater coupé with a Pininfarina-designed body. The GTS spider was introduced later, at the October 1966 Paris Motor Show . It used the same chassis and drivetrain as the GTC. About 600 coupés and 100 spiders were produced before the 1968 introduction of the 365 GTC and GTS. Both models’ four litre engines produced 300 PS.

Still seen by many as the most beautiful Ferrari ever built was the 246 GT Dino and this time there was just one example here. 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 308 GTB was launched at the Paris Motor Show in 1975 as a direct replacement for the Dino 246. Designed by Pininfarina with sweeping curves and aggressive lines, the 308 has gone on to become one of the most recognised Ferraris of all time. Fitted with a 2.9 litre DOHC V8 engine fed by four Webber 40DCNF Carburettors, the power output of 255bhp was sufficient to propel the 308 from 0 to 60mph in 6.5 seconds and on to a top speed of 159 mph. Tougher emissions standards in the 1980s challenged Ferrari more than many other marques. In 1980, fuel injection was adopted for the first time on the 308 GTB and GTS models, and power dropped quite noticeably from 240 bhp to 214bhp. Two years later, at the 1982 Paris Motor Show, Ferrari launched the 308 quattrovalvole, in GTB and GTS form. The main change from the 308 GTBi/GTSi it succeeded were the 4-valves per cylinder—hence its name, which pushed output back up to 240 hp restoring some of the performance lost to the emission control equipment. The new model could be recognised by the addition of a slim louvred panel in the front lid to aid radiator exhaust air exit, power operated mirrors carrying a small enamel Ferrari badge, a redesigned radiator grille with rectangular driving lights on each side, and rectangular (in place of round) side repeaters. The interior also received some minor updates, such as a satin black three spoke steering wheel with triangular centre; cloth seat centres became available as an option to the standard full leather. Available included metallic paint, a deep front spoiler, air conditioning, wider wheels, 16-inch Speedline wheels with Pirelli P7 tyres, and a satin black roof aerofoil (standard on Japanese market models). Apart from the 32-valve cylinder heads, the V8 engine was essentially of the same design as that used in the 308 GTSi model. The gear and final drive ratios were altered to suit the revised characteristics of the four valves per cylinder engine. One other significant benefit of the QV four valve heads was the replacement of the non-QV models sodium valves which have been known to fail at the joint between the head and the stem. Bosch K-Jetronic fuel injection and Marelli Digiplex electronic ignition were carried over from the GTBi/GTSi. The car was produced in this form until the launch of the 328 models in the autumn of 1985 which had larger 3.2 litre engines and a number of styling changes. 308 GTB models are becoming increasingly sought after, with prices rising steadily and quite steeply.

Produced alongside the 308/328 GTB and GTS models was the Mondial, and there were a couple of examples of the car on show. Produced by Ferrari from 1980 through 1993, it replaced the 208/308 GT4. The “Mondial” name came from Ferrari’s history — the 500 Mondial race car of the early 1950s. Despite its predecessor being Bertone styled, the Mondial saw Ferrari return to Pininfarina for styling. Sold as a mid-sized coupe and, eventually a cabriolet, it was conceived as a ‘usable’ model, offering the practicality of four seats and the performance of a Ferrari. The car had a slightly higher roofline than its stablemates, with a single long door either side, offering easy access and good interior space, reasonable rear legroom while all-round visibility was excellent. The cabriolets also hold the distinction of being the only production automobile in history that has four seats, is rear mid-engined, and is a full convertible. The car body was not built as a monocoque in the same way as a conventional car. The steel outer body produced by the famous Italian coachbuilder Carrozzeria Scaglietti, in nearby Modena, was built over a lightweight steel box-section space frame. The engine cover and rear luggage compartment lids are in light alloy. The seats and interior were trimmed in Connolly hide, contrasting with the body colour. Most cars were painted rosso red, but some were black or silver, and a few were dark blue. The Mondial was the first Ferrari car where the entire engine/gearbox/rear suspension assembly is on a detachable steel subframe. This design made engine removal for a major rebuild or cylinder head removal much easier than it was on previous models. Unusually, the handbrake is situated between the driver’s seat and the inner sill. Once the handbrake is set it drops down so as, not to impede egress and ingress. Instead of the conventional “H” shift pattern, the gearbox has 1st gear situated in a “dog leg” to the left and back, behind reverse. This pattern, otherwise known as a “reverse h-gate”, allows quicker gear shifts between 2nd and 3rd gear, and also between 4th and 5th. The Mondial underwent many updates throughout production. There were four distinct iterations (8, QV, 3.2, and t), with the latter 3 having two variations each. (coupe and cabriolet). The first car was introduced as the Mondial 8 at the 1980 Geneva Auto Salon. It was the first Ferrari to depart from the company’s simple 3-digit naming scheme, and some reviews found it relatively mild, compared to other Ferraris, regarding performance, drawing criticism from some in the motoring press. It used a mid/rear-mounted Bosch K-Jetronic fuel injection V8, shared with the 308 GTBi/GTSi, mounted transversely. The engine used in the 1973 Dino 308 GT4. The K-Jetronic system is mechanical, with a high-pressure pump which streams fuel continuously to the injectors; it does not have a computer, just a few relays to handle the cold start sequence etc. The chassis was also based on the 308 GT4, but with a 100mm (3.9 inch) longer wheelbase at 2,650 mm (104.3 in). The suspension was the classic layout of unequal-length double wishbones and Koni dampers all around. Today, the Mondial 8 is considered one of the marque’s most “practical” vehicles, due to its 214 hp, proven drivetrain, four seats, and relatively low cost of maintenance (major services can be performed without removing the entire engine/transmission subframe). 703 examples were made. The first Mondial engine, although a DOHC design, used just two valves per cylinder. The 1982 Quattrovalvole or QV introduced a new four-valve head; the combustion chamber design purportedly based on the early eighties Formula 1 engine. Again, the engine was shared with the contemporary 308 GTB/GTS QV, and produced a much more respectable 240 hp. Appearance was largely as per the Mondial 8, although with red engine heads and prominent “quattrovalvole” script at the rear. 1,145 coupés built between 1982 and 1985. A new Cabriolet body style added for 1983. Body styling remained the same as the coupé variant, with the roof maintaining the ‘buttress’ design of the roof, though the Cabriolet required the rear seats to be mounted closer together laterally. The introduction of the Cabriolet saw the popularity of the Mondial rise, particularly in the American market, where the convertible body style was highly desirable. The Cabriolet has the added distinction of being the only four-seat, mid-rear engine, convertible automobile ever manufactured in regular production. 629 units were produced between 1983 and 1985, making this the rarest version of the Mondial. Like the Ferrari 328, the Mondial’s engine grew in both bore and stroke to 3,185 cc in 1985. Output was now 270 PS. The Mondial 3.2 was first presented at the 1985 Frankfurt Auto Show in September that year. Available in both Coupé and Cabriolet forms, styling refreshed with restyled and body-coloured bumpers, similar to the 328 with more integrated indicators and driving lamps, and new alloy wheels with a more rounded face. The 3.2 also boasted a major interior update, with a more ergonomic layout and a more rounded instrument binnacle. Later cars, from 1987 onwards, also sported ABS brakes. Fuel injection remained the primarily mechanical Bosch K-Jetronic (CIS) with an O2 sensor in the exhaust providing feedback to a simple computer for mixture trimming via a pulse modulated frequency valve that regulated control fuel pressure. The ignition system was Marelli Microplex, with electronic advance control and one distributor per bank of the V8. The 1988 Mondial 3.2 would be the final model year that retained the relatively low maintenance costs of the 308/328 drivetrain, allowing major service items like timing belt and clutch replacement performed with the engine/transmission package still in the car. The final Mondial evolution was 1989’s Mondial t, which was a substantially changed model. It was visually different from preceding Mondial models, the most recognizable being the redesign of the air intakes to a smaller rectangular shape. Additionally, the door-handles were of a visually different design, as were the front and rear bumpers which became body coloured. New front and rear wings cover wider tracks and are re-profiled to a fuller shape compared to previous models, which feature a rolled lip. The ‘t’ called attention to the car’s new engine/transmission layout: the previously-transverse engine mounted longitudinally while the gearbox remained transverse, thus forming a ‘t’. By adopting this layout, a longer engine could be mounted lower in the chassis, improving handling dramatically. The ‘t’ configuration was used by Ferrari’s Formula One cars of the 1980s, and would be the standard for the marque’s future mid-engined V8 cars, beginning with the 348, introduced later in the year. The transverse manual gearbox fitted with a Limited Slip Differential with a twin-plate clutch design with bevel gears driving the wheels. Later in production, a Semi-automatic transmission termed “Valeo” was available as an option; while shifting was using a traditional gear lever, the clutch was actuated automatically without a clutch pedal. The engine was up to 3405 cc and 300 hp, controlled by Bosch Motronic DME 2.5 (later DME 2.7) electronic engine management that integrated EFI and ignition control into a single computer unit. Two of these used in the car: one for each bank of the engine. Engine lubrication upgraded to a dry-sump system. The Mondial’s chassis would underpin a new generation of 2-seat Ferraris, right up to the 360, but the 2+2 Mondial would end production just four and a half years later in 1993. However, the “t” layout of the engine and transaxle, adapted from Ferrari’s Formula One cars, continues to be used in mid-engined V8 model Ferraris to date, albeit with a more sophisticated chassis. The new layout saw the engine and transmission mounted on a removable subframe; the assembly removed from the underside of the vehicle for maintenance. This process is necessary for timing belt replacement, making this a costly procedure for the owner who does not have a lift. On the other hand, the clutch was now located at the very rear of the drive train. This arrangement makes clutch replacement and service a simple, inexpensive, and readily owner-do-able proposition. The “t” was home to other Ferrari firsts: It used power assisted steering for the first time and had a 3-position electronically controlled suspension for a variable tradeoff between ride quality and road holding. It also had standard ABS. Total production of the t Coupe was 858 (45 Right Hand Drive), and the t Cabriolet of 1,017 (51 Right Hand Drive, meaning that around 6000 Mondial cars were produced over those 13 years, making it one of the most commercially significant Ferraris to date.

Object of many a poster on a young enthusiast’s bedroom wall when the car was new was the Testarossa and there was a couple of nice examples here. A replacement for the BB512i, the final iteration of Ferrari’s first ever mid-engined road car, the Testarossa was launched at the Paris Show in October 1984. The Pininfarina-designed car was produced until 1991, with the same basic design then going through two model revisions, with the 512 TR and later F512 M which were produced from 1992 to 1996 before the model was replaced by the front-engined 550 Maranello. Almost 10,000 Testarossas, 512 TRs, and F512 Ms were produced, making it one of the most-produced Ferrari models, despite its high price and exotic design. The Testarossa followed the same concept as the BB512, but was intended to fix some of the criticisms of the earlier car, such as a cabin that got increasingly hot from the indoor plumbing that ran between the front-mounted radiator and the midships-mounted engine and a lack of luggage space. This resulted in a car that was larger, and at 1,976 millimetres (78 in) wide the Testarossa was half a foot wider than the Boxer and immediately condemned for being too wide, though these days it does not appear anything like as wide as it did when new. This resulted in an increased wheelbase that stretched about 64 mm (2.5 in) to 2,550 mm (100 in) which was used to accommodate luggage in a carpeted storage space under the front forward-opening lid. The increase in length created extra storage space behind the seats in the cabin. Headroom was also increased with a roofline half an inch taller than the Boxer. The design came from Pininfarina with a team of designers led by design chief Leonardo Fioravanti, the designer of many contemporary Ferraris. The design was originated by Nicosia, but the guidance of Fioravanti was equally important. Being a trained aerodynamicist, Fioravanti applied his know-how to set the aerodynamics layout of the car. This meant the large side intakes were not only a statement of style but actually functional – they drew clean air to cool the side radiators and then went upward and left the car through the ventilation holes located at the engine lid and the tail. As a result, the Testarossa did not need a rear spoiler like Lamborghini’s Countach yet produced zero lift at its rear axle. The aerodynamic drag coefficient of 0.36 was also significantly better than the Lamborghini’s 0.42. Pininfarina’s body was a departure from the curvaceous boxer—one which caused some controversy. The side strakes sometimes referred to as “cheese graters” or “egg slicers,” that spanned from the doors to the rear wings were needed for rules in several countries outlawing large openings on cars. The Testarossa had twin radiators in the back with the engine instead of a single radiator up-front. In conjunction the strakes provided cool air to the rear-mounted side radiators, thus keeping the engine from overheating. The strakes also made the Testarossa wider at the rear than in the front, thus increasing stability and handling. One last unique addition to the new design was a single high mounted rear view mirror on the driver’s side. On US based cars, the mirror was lowered to a more normal placement in 1987 and quickly joined by a passenger side rear view mirror for the driver to be able to make safe easy lane changes. Like its predecessor, the Testarossa used double wishbone front and rear suspension systems. Ferrari improved traction by adding 10-inch-wide alloy rear wheels. The Testarossa drivetrain was also an evolution of the BB 512i. Its engine used near identical displacement and compression ratio, but unlike the BB 512i had four-valve cylinder heads that were finished in red. The capacity was 4,943 cc, in a flat-12 engine mid mounted. Each cylinder had four valves, lubricated via a dry sump system, and a compression ratio of 9.20:1. These combined to provide a maximum torque of 490 Nm (361 lb/ft) at 4500 rpm and a maximum power of 390 hp at 6300 rpm. That was enough to allow the Testarossa to accelerate from 0–60 mph in 5.2 seconds and on to 100 mph. The original Testarossa was re-engineered for 1992 and released as the 512 TR, at the Los Angeles Auto Show, effectively as a completely new car, with an improved weight distribution of 41% front: 59% rear. The F512 M was introduced at the 1994 Paris Auto Show, with the M standing for “modificata”. That car is easy to spot as it lost the pop-up headlights and gained awkward glazed in units. It was the 512 TR that was to be seen here.

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, and there were several examples of this model here. 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. Seen here was a 348 ts model.

  

A front-engined grand tourer, the 456 was produced from 1992 until 2003, as an overdue replacement for the long-defunct front-engined 412 as the company’s V12 four seater. Pietro Camardella and Lorenzo Ramaciotti at Pininfarina designed the original 456 which was available in GT and from 1996 in GTA forms. The difference in name signifies the transmission: the former has a six-speed manual and the latter has a four-speed automatic developed in partnership with FF Developments, in Livonia, MI (which was later purchased by Ricardo Engineering in the UK). This was only the fourth automatic transmission ever offered by Ferrari. The 5473 cc 65° V12 engine was derived from the Dino V6 rather than the more conventional 60° V12s used in the 412 and Daytona. It produced 442 PS with 4 valves per cylinder and Bosch Motronic M2.7 engine management. It could push the 1690 kg car and four passengers to 302 km/h (188 mph) making it the world’s fastest production four-seater. Acceleration to 100 km/h was just 5.2 seconds, with a 13.4 second quarter-mile time. At the time of its development it was the most powerful road car ever developed by Ferrari (aside from the F40). In 1996 engine was changed with Motronic M5.2 management and typed as F116C. The name 456, as was Ferrari practice, came from the fact that each cylinder displaces 456 cubic centimeters. This was the last Ferrari to use this naming convention. Despite its supercar performance, the 456 has a relatively unstressed engine, which has proven to be a very reliable unit. The chassis is a tubular steel spaceframe construction with a one-piece composite bonnet and body panels of aluminium. The body panels are welded to the chassis by using a special “sandwich filler” called feran that, when laid between, allows steel and aluminium to be welded. The Modificata 456M appeared in 1998, starting with chassis number 109589. Many changes were made to improve aerodynamics and cooling, and the interior – still featuring Connolly Leather – was freshened with new seats and other conveniences (fewer gauges on dash, and a new Becker stereo fitted in front of gear stick rather than behind as in the very shallow and special Sony head unit in the 456 GT). The 456 has a smaller grille with fog lights outside the grille, and lacked the bonnet-mounted air scoops. The undercarriage spoiler on the 456M is fixed, where the older 456 had a motorised spoiler that began its deployment above 105 km/h (65 mph). Power remained unchanged on the Modificata using Bosch Motronic M5.2 engine management at 442 PS; the cylinder firing order was changed for smoother running, and the torque remained the same for later versions of the 456 GT. The Tour de France Blue with Daytona Seats was the most desirable colour and leather combination. Approximately 3,289 of all versions were built, consisting of: 456 GT: 1,548; 456 GTA: 403; 456M GT: 688; 456M GTA: 650.

Launched in May 1994 as an evolution of the Ferrari 348, just about everything was changed, and improved for the F355, seen here in Berlinetta and Targa formats. Design emphasis for the F355 was placed on significantly improved performance, but driveability across a wider range of speeds and in different environments such as low-speed city traffic was also addressed, as the Honda NS-X had proved that you could make a supercar that could be lived with every day. Apart from the displacement increase from 3.4 to 3.5 litres, the major difference between the V8 engine in the 348 and F355 was the introduction of a 5-valve cylinder head. This new head design allowed for better intake permeability and resulted in an engine that was considerably more powerful, producing 375 hp. The longitudinal 90° V8 engine was bored 2mm over the 348’s engine, resulting in the small increase in displacement. The F355 had a Motronic system controlling the electronic fuel injection and ignition systems, with a single spark plug per cylinder, resulting in an unusual 5 valves per cylinder configuration. This was reflected in the name, which did not follow the formula from the previous decades of engine capacity in litres followed by number of cylinders such as the 246 = 2.4 litres and 6 cylinders and the 308 of 3.0 litres and 8 cylinders. For the F355, Ferrari used engine capacity followed by the number of valves per cylinder (355 = 3.5 litres engine capacity and 5 valves per cylinder) to bring the performance advances introduced by a 5 valve per cylinder configuration into the forefront. 5. The frame was a steel monocoque with tubular steel rear sub-frame with front and rear suspensions using independent, unequal-length wishbones, coil springs over gas-filled telescopic shock absorbers with electronic control servos and anti-roll bars. The car allows selection between two damper settings, “Comfort” and “Sport”. Ferrari fitted all road-going F355 models with Pirelli tires, size 225/40ZR 18 in front and 265/40 ZR 18 in the rear. Although the F355 was equipped with power-assisted steering (intended to improve low-speed driveability relative to the outgoing 348), this could optionally be replaced with a manual steering rack setup by special order. Aerodynamic designs for the car included over 1,300 hours of wind tunnel analysis. The car incorporates a Nolder profile on the upper portion of the tail, and a fairing on the underbody that generates downforce when the car is at speed. These changes not only made the car faster but also much better to drive,m restoring Ferrari to the top of the tree among its rivals. At launch, two models were available: the coupe Berlinetta and the targa topped GTS, which was identical to the Berlinetta apart from the fact that the removable “targa-style” hard top roof could be stored behind the seats. The F355 would prove to be last in the series of mid-engined Ferraris with the Flying Buttress rear window, a lineage going back to the 1965 Dino 206 GT, unveiled at the Paris Auto Show. The Spider (convertible) version came later in the year. In 1997 the Formula One style paddle gear shift electrohydraulic manual transmission was introduced with the Ferrari 355 F1 adding £6,000 to the dealer asking price. This system promised faster gearchanges and allowed the driver to keep both hands on the steering wheel, It proved to be very popular and was the beginning of the end for the manual-transmission Ferrari. Ferrari produced 4,871 road-going Berlinetta models, of which 3,829 were 6-speed and 1,042 were F1 transmissions. The Spider proved to be the second-most popular F355 model, with a total production of 3,717 units, of which 2,664 were produced with the 6-speed transmission and another 1,053 produced with the F1 transmission. A total of 2,577 GTS models were produced, with 2,048 delivered with the 6-speed transmission and another 529 with the F1 transmission. This was the last GTS targa style model produced by Ferrari. This made a total production run of 11,273 units making the F355 the most-produced Ferrari at the time, though this sales record would be surpassed by the next generation 360 and later, the F430.

It was with the 360 Modena that sales of Ferrari models really took off, with unprecedented volumes of the car being sold. The 360 Modena was launched in 1999, named after the town of Modena, the birthplace of Enzo Ferrari. A major innovation in this all new model came from Ferrari’s partnership with Alcoa which resulted in an entirely new all-aluminium space-frame chassis that was 40% stiffer than the F355 which had utilised steel. The design was 28% lighter despite a 10% increase in overall dimensions. Along with a lightweight frame the new Pininfarina body styling deviated from traditions of the previous decade’s sharp angles and flip-up headlights. The new V8 engine, common to all versions, was of 3.6 litre capacity with a flat plane crankshaft, titanium connecting rods and generates 400 bhp Despite what looks like on paper modest gains in reality the power to weight ratio was significantly improved on over the F355, this was due to the combination of both a lighter car and more power. The 0 to 100 km/h acceleration performance improved from 4.6 to 4.3 seconds. The first model to be rolled out was the 360 Modena, available as a manual, or an F1 electrohydraulic manual. Next up was an open car. The 360 was designed with a Spider variant in mind; since removing the roof of a coupe reduces the torsional rigidity, the 360 was built for strength in other areas. Ferrari designers strengthened the sills, stiffened the front of the floorpan and redesigned the windscreen frame. The rear bulkhead had to be stiffened to cut out engine noise from the cabin. The convertible’s necessary dynamic rigidity is provided by additional side reinforcements and a cross brace in front of the engine. Passenger safety is ensured by a strengthened windscreen frame and roll bars. The 360 Spider displays a curvilinear waistline. The fairings imply the start of a roof, and stable roll bars are embedded in these elevations. Due to use of light aluminium construction throughout, the Spider weighs in only 60 kg heavier than the coupé. As with the Modena version, its 3.6 litre V8 with 400 bhp is on display under a glass cover. The engine — confined in space by the convertible’s top’s storage area — acquires additional air supply through especially large side grills. The intake manifolds were moved toward the center of the engine between the air supply conduits in the Spider engine compartment, as opposed to lying apart as with the Modena. In terms of performance, the 0-60 mph time was slightly slower at 4.4 seconds due to the slight weight increase, and the top speed was reduced from 189 to 180 mph. Despite the car’s mid-mounted V8 engine, the electrically operated top is able to stow into the compartment when not in use. The convertible top was available in black, blue, grey and beige. The transformation from a closed top to an open-air convertible is a two-stage folding-action that has been dubbed “a stunning 20 second mechanical symphony”. The interior of the Spider is identical to that of the coupé. There were several examples of both the Modena Coupe and the Spider here.

There were several examples of the F430 here, of course, as this car sold in what were large quantities, by Ferrari standards. Effectively a mid-life update to the 360 Modena, the F430 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 the 360 Modena, 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. Seen here were the Coupe. Spider and the Scuderia.

The next V12 engined Ferrari was the 599 GTB (internal code F141) a new flagship, replacing the 575M Maranello. Styled by Pininfarina under the direction of Ferrari’s Frank Stephenson, the 599 GTB debuted at the Geneva Motor Show in February 2006. It is named for its total engine displacement (5999 cc), Gran Turismo Berlinetta nature, and the Fiorano Circuit test track used by Ferrari. The Tipo F140 C 5999 cc V12 engine produced a maximum 620 PS (612 hp), making it the most powerful series production Ferrari road car of the time. At the time of its introduction, this was one of the few engines whose output exceeded 100 hp per litre of displacement without any sort of forced-induction mechanism such as supercharging or turbocharging. Its 448 ft·lb of torque was also a record for Ferrari’s GT cars. Most of the modifications to the engine were done to allow it to fit in the Fiorano’s engine bay (the original Enzo version could be taller as it would not block forward vision due to its mid-mounted position). A traditional 6-speed manual transmission as well as Ferrari’s 6-speed called “F1 SuperFast” was offered. The Fiorano also saw the debut of Ferrari’s new traction control system, F1-Trac. The vast majority of the 599 GTB’s were equipped with the semi-automatic gearbox, with just 30 examples produced with a manual gearbox of which 20 were destined for the United States and 10 remained in Europe. The car changed little during its 6 year production, though the range did gain additional versions, with the HGTE model being the first, with a number of chassis and suspension changes aimed at making the car even sharper to drive, and then the more potent 599GTO came in 2010. With 670 bhp, this was the fastest road-going Ferrari ever made. Just 599 were made. The model was superceded by the F12 Berlinetta in 2012.

After a gap of some years, Ferrari added a 4 seater V8 model to the range at the 2008 Paris Motor Show, with the California. According to industry rumours, the California originally started as a concept for a new Maserati, but the resulting expense to produce the car led the Fiat Group to badge it as a Ferrari in order to justify the high cost of purchase; the company denies this, however. The California heralded a number of firsts for Ferrari: the first front engined Ferrari with a V8; te first to feature a 7-speed dual-clutch transmission; the first with a folding metal roof; the first with multi-link rear suspension; and the first with direct petrol injection. Bosch produced the direct injection system. The engine displaces 4,297 cc, and used direct injection. It delivered 453 bhp at 7,750 rpm; its maximum torque produced was 358 lbf·ft at 5,000 rpm. The resulting 106 bhp per litre of engine displacement is one of the highest for a naturally aspirated engine, as other manufacturers have used supercharging or turbocharging to reach similar power levels. Ferrari spent over 1,000 hours in the wind tunnel with a one-third-scale model of the California perfecting its aerodynamics. With the top up, the California has a drag coefficient of Cd=0.32, making it the most aerodynamic Ferrari ever made until the introduction of the Ferrari F12 Berlinetta. Throughout the California’s production, only 3 cars were built with manual transmission, including one order from the UK. On 15 February 2012, Ferrari announced an upgrade, which was lighter and more powerful. Changes include reducing body weight by 30 kg (66 lb), increased power by output of 30 PS and 11 lbf·ft, acceleration from 0–100 km/h (62 mph) time reduced to 3.8 seconds, introduction of Handling Speciale package and elimination of the manual transmission option. The car was released at the 2012 Geneva Motor Show as a 2012 model in Europe. To give the clients a more dynamic driving experience, an optional HS (Handling Speciale) package was developed as part of the update. It can be recognised by a silver coloured grille and ventilation blisters behind the front wheel wells. The HS package includes Delphi MagneRide magnetorheological dampers controlled by an ECU with 50% faster response time running patented Ferrari software, stiffer springs for more precise body control and a steering rack with a 9 per cent quicker steering ratio (2.3 turns lock to lock as opposed to the standard rack’s 2.5). A more substantive update came in 2014, with the launch of the California T, which remains in production. It featured new sheetmetal, a new interior, a revised chassis and a new turbocharged powertrain.

Next up was the 458, of which there were examples of both the closed Coupe and the later Spider model. An all new design, the 458 Italia was first officially unveiled at the 2009 Frankfurt Motor Show. Once more, Ferrari advised that the model incorporated technologies developed from the company’s experience in Formula 1. The body computer system was developed by Magneti Marelli Automotive Lighting. The 458 came with a 4,499 cc V8 engine of the “Ferrari/Maserati” F136 engine family, producing 570 PS ( 562 hp) at 9,000 rpm and 540 N·m (398 lb/ft) at 6,000 rpm with 80% torque available at 3,250 rpm. The engine featured direct fuel injection, a first for Ferrari mid-engine setups in its road cars. The only transmission available was a dual-clutch 7-speed Getrag gearbox, in a different state of tune shared with the Mercedes-Benz SLS AMG. There was no traditional manual option, making this the fourth road-car after the Enzo, Challenge Stradale and 430 Scuderia not to be offered with Ferrari’s classic gated manual. The car’s suspension featured double wishbones at the front and a multi-link setup at the rear, coupled with E-Diff and F1-Trac traction control systems, designed to improve the car’s cornering and longitudinal acceleration by 32% when compared with its predecessors.The brakes included a prefill function whereby the pistons in the calipers move the pads into contact with the discs on lift off to minimise delay in the brakes being applied. This combined with the ABS and standard Carbon Ceramic brakes caused a reduction in stopping distance from 100–0 km/h (62-0 mph) to 32.5 metres. Ferrari’s official 0–100 km/h (62 mph) acceleration time was quoted as 2.9–3.0 seconds with a top speed of 340 km/h (210 mph). In keeping with Ferrari tradition the body was designed by Pininfarina under the leadership of Donato Coco, the Ferrari design director. The interior design of Ferrari 458 Italia was designed by Bertrand Rapatel, a French automobile designer. The car’s exterior styling and features were designed for aerodynamic efficiency, producing a downforce of 140 kg (309 lb) at 200 km/h. In particular, the front grille features deformable winglets that lower at high speeds, in order to offer reduced drag. The car’s interior was designed using input from former Ferrari Formula 1 driver Michael Schumacher; in a layout common to racing cars, the new steering wheel incorporates many controls normally located on the dashboard or on stalks, such as turning signals or high beams. At launch the car was widely praised as being pretty much near perfect in every regard. It did lack a fresh air version, though, but that was addressed with the launch of the 458 Spider at the 2011 Frankfurt Motor Show. This convertible variant of the 458 Italia featured an aluminium retractable hardtop which, according to Ferrari, weighs 25 kilograms (55 lb) less than a soft roof such as the one found on the Ferrari F430 Spider, and can be opened in 14 seconds The engine cover was redesigned to accommodate the retractable roof system. It had the same 0–100 km/h time as the hard-top but a lower top speed of 199 mph. It quickly became the better seller of the two versions.

Also here were examples of the 458 Speciale, and the open=topped Speciale A, the latest of a long line of specially engineered cars added to complement the “regular” V8 models that started with the 100 units of the 348 Speciale produced in 1992, and followed up by the 360 Challenge Stradale, the 430 Scuderia and the 16M. In essence they are all about adding power and shedding weight. In simplistic terms, the road to the Speciale can be summed up in four words: more power, less weight. There are other, more detailed changes, too, obviously, but those are the cornerstones around which everything else is shaped. The normally aspirated, flat-plane crank V8 retains its 4497cc swept capacity but receives new cam geometry with higher valve lift, shorter inlet manifolds and different pistons providing a higher compression ratio. Internal friction is reduced, through the use of uprated materials and the upshot is 597bhp (up from 562bhp) generated at the engine’s 9000rpm limit. Torque is the same, at 398lb ft, still delivered at 6000rpm. The engine is mated to a seven-speed, dual-clutch gearbox whose upshifts, we were told at the launch of such gearboxes, are all but instant. That’s still true, but Ferrari has improved the response time to a pull on the lever and made the engine rev-match more quickly on downshifts to reduce the time that those take. The engine’s changes shave 8kg from the car’s overall weight – the exhaust is all aluminium and the intake is carbonfibre. Those 8kg form part of a claimed 90kg total saving at 1395kg now, versus 1485kg for a 458 Italia. Of this 90kg, 12kg is contributed by lighter, forged wheels, 13kg comes from bodywork and window changes (lighter glass all round and Lexan for the engine cover), and 20kg comes from the cabin. There are two flaps on the Speciale’s front valance, one either side of the prancing horse badge in its centre. Below 106mph these flaps remain closed, which diverts air towards the radiators. Above that speed, the radiators get quite enough cool air, thanks very much, so the flaps open, which reduces drag. Then, above 137mph, they move again, lowering to shift downforce to the rear of the car, in turn adjusting the balance 20 per cent rearward in order to promote high-speed cornering stability. At the rear, meanwhile, there is a new diffuser (the exhausts have been rerouted to make the most of its central section). Movable flaps in the diffuser adjust, but this time they are dependent not only on speed but also on steering angle and throttle or brake position. When lowered, the flaps stall the path of air into the diffuser and improve the Cd by 0.03. When raised, the diffuser adds downforce as it should. Bodywork changes, though, also bring some aerodynamic improvements, you’ll not be surprised to hear, with lessons applied from the LaFerrari and FXX programmes. In the front valance and under the rear diffuser, there are flaps that open at speed to reduce drag and improve downforce. Finally, there are new Michelin Pilot Sport Cup 2 tyres in a unique compound – rather a sticky one, we suspect – plus new calibration for the adaptive dampers. The carbon-ceramic brake discs also use a new compound. 499 of them were built and they sold out very quickly.

Launched at the 2015 Geneva Show, the 488GTB followed the lead set by the California T in bringing turbocharging into a modern-day, mid-engined V8 Ferrari supercar for the first time. The engine is completely new when compared with its V8 stablemate, not only in components but also in feel and character. It is a twin-turbocharged 3902cc unit whilst that in the California T is 3855cc. In the 488 GTB, it produces 660bhp at 8000rpm and 560lb ft at 3000rpm. Both outputs are significant increases over the normally aspirated 4.5-litre V8 used in the 562 bhp 458 Italia and 597 bhp 458 Speciale, and also greater than the car’s biggest rival, the McLaren 650S. The torque figure of the 488 GTB is such that it also exceeds the 509lb ft at 6000rpm of the normally aspirated V12 used in the range-topping Ferrari F12 Berlinetta. The mighty new engine in the 488 GTB drives the rear wheels through a revised seven-speed dual-clutch automatic gearbox derived from the 458. It features a new ‘Variable Torque Management’ system which, Ferrari says, “unleashes the engine’s massive torque smoothly and powerfully right across the rev range”. The gear ratios are also tuned to “deliver incredibly progressive acceleration when the driver floors the throttle”. The 488 GTB can crack 0-62mph in just 3.0sec, 0-124mph in 8.4sec and reach a top speed of 205mph. Its 0-62mph and 0-124mph times match the McLaren 650S’s, but the Woking car’s top speed is slightly higher at 207mph. The engine also accounts for the ‘488’ element of the car’s name, because each of the engine’s eight cylinders is 488cc in capacity when rounded up. The GTB suffix, standing for Gran Turismo Berlinetta, is a hallmark of previous mid-engined V8 Ferraris such as the 308 GTB. Not only is the new turbo engine more potent than the 4.5-litre V8 from the 458 Italia, but it is also more economical. Combined fuel economy is rated at 24.8mpg, compared with 21.2mpg in the 458 Italia, and CO2 emissions are 260g/km – a 47g/km improvement. Ferrari’s HELE engine stop-start system features on the 488 GTB. Developments on the dynamic side include a second generation of the Side Slip Angle Control system, called SSC2. This allows the driver to oversteer without intruding, unless it detects a loss of control. The SSC2 now controls the active dampers, in addition to the F1-Trac traction control system and E-Diff electronic differential. Ferrari says the result is “more precise and less invasive, providing greater longitudinal acceleration out of corners” and flatter, more stable behaviour during “complex manoeuvres”. Learnings from the Ferrari XX programme have also been incorporated into the 488 GTB, something that Ferrari says allows all drivers and not just professionals, to make the most of its electronic and vehicle control systems. It also claims the 488 GTB is “the most responsive production model there is”, with responses comparable to a track car. The 488 GTB has lapped Ferrari’s Fiorano test track in 1min 23sec – two seconds faster than the 458 Italia, and half a second quicker than the 458 Speciale. The dimensions of the 488 GTB – it is 4568mm in length, 1952mm in width and 1213mm in height – closely match the 458 Italia from which it has evolved. Its dry weight is 1370kg when equipped with lightweight options – 40kg more than the McLaren 650S. The new look, styled at the Ferrari Styling Centre, features several new aerodynamic features that improve downforce and reduce drag. Most notable is the addition of active aerodynamics at the rear through a ‘blown’ rear spoiler, where air is channelled from the base of the glass engine cover under the spoiler. This contributes to the 50% increase in downforce over the 458 Italia. Also new is a double front spoiler, an aerodynamic underbody, a large air intake at the front that references the 308 GTB, a diffuser with active flaps, new positioning for the exhaust flaps and new-look lights. The interior has been redesigned to be made more usable, including new switchgear, air vents and instrument panel. The multi-function steering wheel remains, while the infotainment system gets a new interface and graphics. The Spider followed the closed coupe model six months later,

Unveiled in September 2019, the Ferrari 812 GTS is the open top version of the 812 Superfast. This marks the first front-engine V12 series production convertible model offered by Ferrari in 50 years, as the convertible variants of the 550, the 575 and the 599 were limited edition models meant for special customers only. The large rear buttresses present at the rear hold the folding hard top roof under a tonneau cover present between them when not in use. The electronically operated hard top takes 14 seconds for operation and is operable at speeds up to 45 km/h (28 mph). The GTS weighs 75 kg (165 lb) more than the Superfast due to chassis reinforcing components but maintains equal performance. The mechanical components including the engine remain the same as the Superfast except for the transmission which has shorter gear ratios to improve the car’s response to throttle inputs. The engine’s high-pressure injection system reduces the number of particles that are emitted before the catalytic converter warms up. There is also a new gasoline particulate filter and a stop-start system to improve fuel economy. Other features shared with the Superfast include the Manettino dial, side-slip angle control and variable steering weight. The car has been aerodynamically refined in order to eliminate any turbulence arising from the loss of a fixed roof.

Also here was the Ferrari 812 Superfast. Known internally as the Type F152M, this is a front mid-engine, rear-wheel-drive grand tourer that made its debut at the 2017 Geneva Motor Show. The 812 Superfast is the successor to the F12berlinetta. The 812 Superfast has a 6,496 cc F140 GA V12, an enlarged version of the 6.3-litre engine used in the F12berlinetta. It generates a power output of 800 PS (789 bhp) at 8,500 rpm and 718 Nm (530 lb/ft) of torque at 7,000 rpm. According to Ferrari in 2018, the 812 Superfast’s engine was, at the time, the most powerful naturally aspirated production car engine ever made. It does not feature turbocharging or hybrid technology.

The Portofino is the replacement for the California, the first examples of which reached the UK early in 2020. At first glance it looks quite like the car it replaced, but study it more closely and you will realise that it is indeed different in detail.

The Ferrari SF90 Stradale (Type F173) is a mid-engine PHEV (Plug-in Hybrid Electric Vehicle) sports car produced by the Italian automobile manufacturer Ferrari. The car shares its name with the SF90 Formula One car with SF90 standing for the 90th anniversary of the Scuderia Ferrari racing team and “Stradale” meaning “made for the road”. The car has a 7.9 kWh lithium-ion battery for regenerative braking, giving the car 26 km (16 mi) of electric range. The car comes with four driving modes depending on road conditions. The modes are changed by the eManettino knob present on the steering wheel. The eDrive mode runs the car only on the electric motors. The Hybrid mode runs the car on both the internal combustion engine and the electric motors and is the car’s default mode. In this mode, the car’s onboard computer (called control logic) also turns off the engine if the conditions are ideal in order to save fuel while allowing the driver to start the engine again. The Performance mode keeps the engine running in order to charge the batteries and keeps the car responsive in order for optimum performance. The Qualify mode uses the powertrain to its full potential. The control logic system makes use of three primary areas: the high-voltage controls of the car (including the batteries), the RAC-e (Rotation Axis Control-electric) torque vectoring system, and the MGUK along with the engine and gearbox. The SF90 Stradale is equipped with three electric motors, adding a combined output of 220 PS to a twin-turbocharged V8 engine rated at a power output of 780 PS at 7,500 rpm. The car is rated at a total output of 1,000 PS at 8,000 rpm and a maximum torque of 800 Nm (590 lb/ft) at 6,000 rpm. The engine is an evolution of the unit found in the 488 Pista and the upcoming F8 Tributo models. The engine’s capacity is now 3,990 cc by increasing each cylinder bore to 88 mm. The intake and exhaust of the engine have been completely modified. The cylinder heads of the engine are now narrower and the all-new central fuel injectors run at a pressure of 350 bar (5,100 psi). The assembly for the turbochargers is lower than that of the exhaust system and the engine sits 50 mm (2.0 in) lower in the chassis than the other mid-engine V8 models in order to maintain a lower centre of gravity. The engine utilises a smaller flywheel and an inconel exhaust manifold. The front wheels are powered by two electric motors (one for each wheel), providing torque vectoring. They also function as the reversing gear, as the main transmission (eight-speed dual-clutch) does not have a reversing gear. The engine of the SF90 Stradale is mated to a new 8-speed dual-clutch transmission. The new transmission is 10 kg (22 lb) lighter and more compact than the existing 7-speed transmission used by the other offerings of the manufacturer partly due to the absence of a dedicated reverse gear since reversing is provided by the electric motors mounted on the front axle. The new transmission also has a 30% faster shift time (200 milliseconds). A 16-inch curved display located behind the steering wheel displays various vital statistics of the car to the driver. The car also employs a new head-up display that would reconfigure itself according to the selected driving mode. The steering wheel is carried over from the 488 but now features multiple capacitive touch interfaces to control the various functions of the car. Other conventional levers and buttons are retained. The interior will also channel sound of the engine to the driver according to the manufacturer. The SF90 Stradale employs eSSC (electric Side Slip Control) which controls the torque distribution to all four wheels of the car. The eSSC is combined with eTC (electric Tractional Control), a new brake-by-wire system which combines the traditional hydraulic braking system and electric motors to provide optimal regenerative braking and torque vectoring. The car’s all-new chassis combines aluminium and carbon fibre to improve structural rigidity and provide a suitable platform for the car’s hybrid system. The car has a total dry weight of 1,570 kg (3,461 lb) after combining the 270 kg (595 lb) weight of the electric system. Ferrari states that the SF90 Stradale is capable of accelerating from a standstill to 100 km/h (62 mph) in 2.5 seconds, 0–200 km/h (124 mph) in 6.7 seconds and can attain a top speed of 340 km/h (211 mph). It is the fastest Ferrari road car on their Fiorano Circuit as of 2020, seven tenths of a second faster than the LaFerrari. The manufacturer claims that the SF90 Stradale can generate 390 kg (860 lb) of downforce at 250 km/h (155 mph) due to new findings in aero and thermal dynamics. The main feature of the design is the twin-part rear wing which is an application of the drag reduction system (DRS) used in Formula One. A fixed element in the wing incorporates the rear light, the mobile parts of the wing (called “shut off Gurney” by the manufacturer) integrate into the body by using electric actuators in order to maximise downforce. The SF90 Stradale uses an evolution of Ferrari’s vortex generators mounted at the front of the car. The car employs a cab-forward design in order to utilise the new aerodynamic parts of the car more effectively and in order to incorporate radiators or the cooling requirements of the hybrid system of the car. The design is a close collaboration between Ferrari Styling Centre and Ferrari engineers. The rear-end of the car carries over many iconic Ferrari Styling elements such as the flying buttresses. The engine cover has been kept as low as possible in order to maximise airflow. According to the car’s lead designer, Flavio Manzoni, the car’s design lies in between that of a spaceship and of a race car. The rear side-profile harkens back to the 1960s 330 P3/4. Deliveries in the UK started in late 2020 and so numbers here are gradually building up.

FIAT

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 a few example from throughout the model’s production life here, including the Jolly model.

Following the success of the 500 and 600 models, Fiat introduced a slightly larger and more expensive variant, the 850 in 1964. The regular 2 door saloon was soon joined in the range by other models and they are the ones you see more often these days, not that they are exactly common now. The 850 Coupe, early and later versions of which were to be seen here was seen for the first time at the 1965 Geneva Show. As was generally the case at the time, the body looked completely different from the saloon on which it was based, but underneath it shared the same mechanicals including the the original 843 cc engine producing 47 hp, which gave it a maximum speed of 84 mph. A Spider model was launched at the same time. In order to separate the sportier variants, equipment levels were raised, with both models getting sport seats, a sport steering wheel and round speedometer; The Spider even received a completely rearranged instrument panel. The front drum brakes were replaced with disc brakes, although drum brakes remained on the rear wheels. In 1968, Fiat revised both the Spider and Coupé and gave them a stronger engine with 903 cc and 52 hp. They were called Sport Spider and Sport Coupé. The Sport Spider body stayed essentially the same, but with a restyled front, whereas the Coupe gained twin headlights at the front and a revised tail with a slight lip on the trailing edge of the engine cover. Despite its popularity, the Coupe was the first model to cease production, being deleted in 1971. Seen here was an 850 Spider.

It was good to see 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 estate 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. Seen here was a 128 Rally.

You don’t often see examples of the once very popular 127 range here, so this 127 Sport was a pleasant surprise. Developed towards the end of the 1960s, the Fiat 127 was launched as a two-door saloon in April 1971. A three-door hatchback, using an identical body profile but with a full-depth rear door and folding rear seat, was launched the following year; this would prove to be the most popular version of the 127. This was Fiat’s first supermini-sized hatchback, along with a state-of-the-art transverse-engine/front-wheel-drive layout, with the transmission mounted on the end of the engine, both design ideas had been fully trialled since 1964, by Fiat’s Autobianchi subsidiary with the Autobianchi Primula and 1969 Autobianchi A112 and A111 – although these models were not as widely exported as the 127 was. The larger Fiat 128, launched in 1969, was the first Fiat badged car to use the same transverse powertrain layout. The 127 used, as the A112, a shrunken version of the 128 platform and the rugged Fiat OHV 100 series 903 cc engine, that had powered the Autobianchi and, with various cylinder capacities, earlier generations of Fiat cars. The 127 also featured a unique transverse leaf spring suspension at the rear. Safety was another area of innovation – the 127 included an articulated steering column and crumple zones for progressive deformation under impact. The car was one of the first of the modern superminis, and won praise for its utilisation of space (80 percent of the floor space was available for passengers and luggage) as well as its road-holding. It was launched a year before the comparable Renault 5, and before the end of the 1970s most mass market European manufacturers were producing similar cars, notable examples being the Ford Fiesta and Volkswagen Polo, while General Motors added a three-door hatchback to the Opel Kadett range, which was reworked for British production and sold as the Vauxhall Chevette. The 127 was also one of the more popular imported cars on the UK market, peaking at more than 20,000 sales in 1978. It was also the first car fitted with an all-polypropylene bumper on steel support. The 127 was an instant success, winning the European Car of the Year award for 1972, and quickly became one of the best-selling cars in Europe for several years. It was the third Fiat in six years to receive this accolade. In June 1974, slightly over three years after the model’s introduction, Fiat reported that the one millionth 127 had been completed at the Mirafiori plant in Turin, after just over three years in production. The (in its time) hugely successful Fiat 600 had taken seven years to reach that same milestone. The Series 1 car changed little during its lifetime. However, in May 1973 saloons became available in both standard and deluxe versions. In 1975 the 127 Special variant was released which featured a restyled front grille and detail changes to the interior. The deluxe version was differentiated by its reclining front seats and opening hinged rear side windows as standard equipment. During the next couple of years the Fiat 850, which had initially been marketed alongside the 127, was withdrawn from most markets. The Series 2 version of the 127 debuted in May 1977. It featured a restyled front and rear, a new dashboard (although almost identical in layout to that of the Series 1), larger rear side windows (using rear quarter pressings derived from those used on the Brazil market Fiat 147) and the option of the 1049 cc engine – uniquely for the 127 this was the five-bearing OHC “Brazil” 124 series engine from the 147 rather than the Fiat OHC unit from the 128. The tailgate was extended and now reached nearly to the rear bumper, addressing complaints about the high lip over which luggage had to be lifted for loading into the earlier 127 hatchbacks. A short-lived Series 3 came early in 1982, but when the Uno followed it just a year later, the car was deleted from most European markets.

Named after the Turin suburb where it was built, the Fiat 131 was a much more conventional car than the innovative 128 and 127 which it joined in the range. The Fiat 131 employed construction techniques and technologies typical of its day. The body was a steel monocoque. Designed and styled on the typical three-box design, with distinct boxes for the engine compartment, passenger compartment, and boot. The major mechanical components were also conventional and contemporary, but with some notable advances. The 131 employed a front engine, rear-wheel drive layout. The engines were all inline-four types, derived from those used in the outgoing 124 range, with a cast iron cylinder block and aluminium alloy cylinder head. Initially the 131 was offered only with pushrod valve gear, which offered the innovation of being the worldwide first engine with OHV valve gear and a belt driven camshaft. Only later in the model’s life came the well known double overhead camshaft (DOHC) engines which used a toothed timing belt. Fuel supply was via a single Weber ADF twin-choke carburettor. Traditional contact breaker ignition systems were used, usually with Marelli distributors. The suspension system utilised fully independent front suspension, with MacPherson struts, track control arms and anti-roll bar. The rear suspension was quite advanced (when using a solid live rear axle), in that the rear axle was controlled by double unequal length trailing arms and a panhard rod, with coil springs and direct acting dampers. This design proved far superior to many of its contemporaries, especially with vehicle stability and handling. The car’s interior offered another worldwide first in having the secondary switches in the dashboard illuminated by a central bulb somewhere in the dashboard and fibre optics from there to the switches. The Fiat 131 Mirafiori was introduced at the 55th Turin Motor Show in late October 1974. The 131 came with a choice of a 1,297 cc or 1,585 cc OHV inline-four engines, both from the engine family first introduced on the Fiat 124. Both engines were fitted with a single twin-choke Weber 32 ADF downdraught carburettor. A four-speed manual transmission was standard, with a 5-speed manual and a 3-speed torque converter automatic optional on the 1600 engine only. The initial range comprised eleven different models. There were three body styles: 2-door saloon, 4-door saloon and Familiare station wagon (Estate on the British market). Station wagons were built by SEAT in Spain, but were labelled Fiats for all non-Spanish markets. Trim levels were two; the entry-level 131 Mirafiori (also known as “Normale” or “Standard”) had single square headlamps, wheels and dished hubcap from the 124, and simplified interior furnishings. Next was the better appointed 131 Mirafiori Special (or simply “S”), which could be distinguished from the base model by its quadruple circular headlamps, specific grille, side rubbing strips, chrome window surrounds, and rubber bumper inserts. Inside it added different instrumentation with triple square dials, a padded adjustable steering wheel, cloth upholstery, and reclining seats. Additionally the more sophisticated options—such as air conditioning, tachometer, limited slip differential and vinyl roof—were exclusive to the Special. Each body style could be combined with either of the engines and trim levels—save for the Special estate which only came with the larger engine. The 131 got a minor facelift in 1978. New DOHC, or “Twin Cam” engines arrived, and these models were badged as Supermirafiori. The biggest change exterior-wise for the Series 2 was larger rectangular shaped front lights, new bumpers, new bigger rear lights and new interior trim including a chunky, single-spoked steering wheel. Later in 1978, the 2-door sporting version Racing (Mirafiori Sport in the UK) with 115 PS twin cam engine, was launched. This car had four round headlights (the inner headlights being smaller than the outer ones, unlike any other Mirafiori model produced), different grille, spoilers and extended wheel arches, and a short-throw 5 speed gearbox. The Racing had top speed of 180 km/h (110 mph). Diesel engined versions also had four round headlights (equally sized), and a noticeable (and characteristic) bump in the hood to accommodate the taller engine. The 131 was updated again in March 1981. Production of the Racing/Sport versions ceased, although these were sold well into 1982. The same 2.0 twin cam engine went to the Supermirafiori. The car received a slightly updated interior (instruments, single-piece glovebox lid), whilst lower rubbing strips found their way onto all models up to CL specification. The Supermirafiori received larger lower door cladding. Mechanically, Mirafiori versions now received overhead cam engines rather than pushrod versions; a new 1.4 litre engine and a revised 1.6 litre. Also new were the clutch and gearboxes, a tweaked suspension was also introduced and the fuel tank increased in size by three litres. In June 1981, a new sport version, the Volumetrico Abarth, was introduced to some markets, with a supercharged version of the familiar 2 litre twin-cam. This car, also known as the 2000 TC Compressore, was built in a small series (about 200 units) and could reach 190 km/h (118 mph).In 1983, the production of saloon version was discontinued, but the estate, now named 131 Maratea, remained in production with two engine choices (115 PS 2.0 TC and 72 PS 2.5 D) until 1985, when they were replaced with the Ritmo-based Regata Weekend. These last versions featured four round headlights and the by-now familiar five-bar grille. In total, 1,513,800 units were produced in Italy. Seen here were Jason Hodgkinson’s Series 3 1400CL, a car which I have seen at numerous Italian car events all over the country in recent years, as well as an earlier 1600 Special, and a Series 2 Supermirafori.

One of the rarest cars of the day was this Argenta, a model produced from 1981 to 1985. The Argenta was a comprehensive update of the Fiat 132 and the last mass-produced Fiat with rear-wheel drive until the 2016 124 Spider. The change to a name came about as Fiat was changing their naming strategy, changing from three-digit numbers to more meaningful names. This model was available in sedan/saloon bodystyle only. The Argenta was closely based on its predecessor Fiat 132. All body panels and windows except the doors were new. Other changes included new trim, wheels, dashboard, mirrors and rectangular headlights. Trim level was raised compared to the previous 132 and the contemporary 131 Mirafiori, with power steering, electric windows and door locking. Some markets had a large manually-sliding steel sunroof, others had air conditioning. The Argenta came with a choice of four different engines, although not all were available in all of the Argenta’s markets: a 96 bhp 1600, a 113 bhp 2 litre carburettor, a 122 bhp 2.0 litre injection and a 75 bhp 2.5 litre diesel. In 1984, the Argenta was facelifted. The grille was renewed with the then corporate 5-bar grille, new front end, new bumpers and an anti-roll-bar was mounted on the rear axle. The front axle was widened by 60 mm (2.4 in), and new wheels with flat wheel trims & chrome embellishers used. Some minor changes were made inside the car, most notably to the seat/door/rooflining trim and a new steering wheel. The radio antenna moved from inside the windscreen to the roof. The Argenta had also two new engines: Fiat’s first turbodiesel, 2.5 litre producing 90 bhp and for the Argenta VX a supercharged 2.0 engine with 135 bhp, shared with the Lancia Volumex models. Both these models had rear disc brakes and a 70-litre fuel tank instead of the usual 60 litres. The car remained in production until 1985 when it was replaced by the Croma.

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.

The Cinquecento, Tipo 170 in Fiat development parlance, was launched in December 1991, to replace the Fiat 126. It was the first Fiat model to be solely manufactured in the FSM plant in Tychy, Poland, which had been sold to Fiat by the Polish state, and where production of the Polish variant of the Fiat 126, the Polski Fiat 126p, was still running. It took 18 months before the new city car reached the UK, and its success proved that there was a market for very small cars after all, even though Renault had concluded that there was not sufficient demand for their Twingo which appeared around the same time. The Fiat sold well, and it was not long before it had a number of market rivals, such as the Ford Ka, Seat Arosa and Volkswagen Lupo. The smallest engine, intended for sale in Poland only, was a 704 cc OHV two-cylinder unit, delivering 31 bhp, an engine which was inherited from the 126p BIS. For the front-wheel drive Cinquecento, it underwent a major refurbishment (although the engine still employed a carburettor), which resulted, among other changes, in the crankshaft revolving in the opposite direction than in the 126p BIS! The bigger engine was the 903 cc 40 PS version of the veteran Fiat 100 OHV four-cylinder engine, which saw service in many small Fiat models, starting with the Fiat 850, and dating back to the initial 633 cc unit as introduced in the 1955 Fiat 600. It was fitted with single point fuel injection and was the base engine in most markets. Due to fiscal limitations, the displacement of this unit was limited to 899 cc in 1993, with a slight reduction of output, now producing 39 PS. In 1994, Fiat introduced the Cinquecento Sporting, featuring the 1108 cc SOHC FIRE 54 PS engine from the entry-level Punto of the same era, mated to a close-ratio 5 speed gearbox. Other additions were a drop in standard ride height, front anti-roll bar, 13″ alloy wheels, plus colour-coded bumpers and mirrors. The interior saw a tachometer added, along with sports seats, red seatbelts and a leather steering wheel and gear knob. It is the Sporting model which gave birth to a rallying trophy and a Group A Kit-Car version, and the Sporting is the version you see most often these days, and indeed, that was the variant seen here. Production of the Cinquecento ended in early 1998, when it was replaced by the Seicento.

Developed as the Tipo 175, the Coupe was introduced at the Brussels Motor Show in 1993. It is perhaps best remembered for its distinctive, angular design, with unique scalloped side panels. The body was designed by Chris Bangle from Centro Stile Fiat, while the interior was designed by Pininfarina, and the car media headlines in auto magazines during 1992 after several spy shots were taken revealing the car on test. On its launch in 1993, the Coupé was available with a four-cylinder, 2.0 litre 16V engine, in both turbo (190 PS) and normally aspirated (139 PS) versions. Both engines were later versions of Fiat’s twin-cam design and inherited from the Lancia Delta Integrale. 1996 brought in a 1.8 litre 131 PS 16V engine (not available in the UK), along with a 2.0-litre 5-cylinder 20V (147 PS), and a 5-cylinder 2.0-litre 20V turbo (220 PS). The turbocharged 16 and 20 valve versions were equipped with a very efficient Viscodrive limited-slip differential to counter the understeer that plagues most powerful front wheel drive cars. Additionally, the coupe featured independent suspension all round: at the front MacPherson struts and lower wishbones anchored to an auxiliary crossbeam, offset coil springs and anti-roll bar; at the rear, trailing arms mounted on an auxiliary subframe, coil springs and an anti-roll bar. The car was well received at launch, and the 5 cylinder engines just made it even better, with sales increasing slightly for a couple of years, but then they started to drop off, as Coupe models in general fell from favour. 1998 saw the release of the Limited Edition which featured red Brembo brake calipers at the front and standard red calipers at the back, a body kit, push-button start, six-speed gearbox, strut brace to make the chassis more rigid and Recaro seats with red leather inserts which offered better support than the standard 20VT seats. The LE was produced in Black, Red, Vinci Grey (metallic), Crono Grey and Steel Grey (metallic). The bodywork of the LE also benefited from titanium coloured insert around the light bezels and the wing mirrors. Each Limited Edition (‘LE’) Coupé was manufactured with a badge located by the rear-view mirror which contained that car’s unique number (it is rumoured that Michael Schumacher was the original owner of LE No. 0001, however when the question was raised to him personally he confirmed he had owned one, but a red one, while LE No. 0001 is a Crono Grey one). Originally a spokesman from Fiat stated only approximately 300 Limited Editions would be built. The final number was much higher, perhaps as many as 1400. This angered many of the owners of the original 300 cars and almost certainly impacted residual values. The original number however was quoted by a Fiat UK spokesman, so probably that number only applied to the UK market. The numbered plaque on every Coupe features enough space for 4 numbers. In 1998 the 2.0-litre 5-cylinder 20V got a Variable Inlet System which brought the power to 154 PS. The 2.0-litre 5-cylinder 20V Turbo received a 6-speed gearbox and a large, satin gloss push starter button. In addition, the sills of the Turbo version were colour matched with the body paintwork. Fiat also released the 2.0 litre 5 cylinder Turbo ‘Plus’. This model came with an option kit that made it virtually identical to the LE, except for minor interior design changes and without the unique identification badge of the LE. In 2000 Fiat released another special version of the Fiat Coupé. Featuring the 1.8-litre engine, it was only available throughout mainland Europe and marketed as an elegant and affordable edition. Fiat also made changes throughout the rest of the range: new seats, side skirts and wheels for the 2.0-litre 20V model, ‘Plus’ edition wheels on turbo models and Fiat manufactured seats on the ‘Plus’ that were virtually identical to the original Plus Recaro seats with the addition of extra airbags. The 2.0-litre 20V Turbo model is capable of accelerating from 0–100 km/h (0 to 62 mph) in 6.5 seconds and 6.3 seconds for the 20v Turbo Plus, with a top speed of 240 km/h (149 mph) or 250 km/h (155 mph) with later 6-speed gearbox. When production finally stopped in September 2000, a total number of 72,762 units had been produced. There are still well over 1000 units in the UK, so this is a Fiat which has proved durable as well as good to drive, and to look at.

Follow on to the Cinquecento was the Seicento, and that was represented here by the Sporting version, debuting in 1997. It did not differ much from its predecessor, retaining the same engines, chassis and general dimensions, although it did gain a minor 9 cm in length (total length of 3.34 m). At launch, the Seicento was available with three trim levels; a basic ‘S’ with black bumpers and spartan equipment and initially the 899 cc 39 PS FIAT 100 series engine; an ‘SX’ model, a slight upgrade over the ‘S’ with colour-coded bumpers, electric windows, central locking and a sunroof – which was also available as a ‘Citymatic’ with a clutchless manual gearchange – and a ‘Sporting’ with the larger FIAT FIRE series 1108 cc 55 PS engine, 20 mm (0.8 in) lower suspension and anti-roll bars added. Cosmetically, this version gained 13″ alloy wheels, sports seats. An Abarth styling kit was also available with a body kit with optional Abarth 14″ wheels a close-ratio gearbox, sill kick plates, embroidered headrests, leather gear stick and steering wheel, colour highlighted trim in the bumpers, side skirts and a spoiler also available. Both the sporting and the Abarths were available with ABS, air-conditioning and power steering but due to cost not very many owners took up the options. In 1999, the FIRE engine was used in the special ‘Suite’ version, which came with air-conditioning. A special edition ‘Soleil’ model was available in some markets, which was based on the ‘SX’ model but came with a full-length electrically-folding fabric roof. In 2001, after the update, all cars were given clear indicator lenses, with the Sporting model getting a restyled bodykit. Power steering was still an option, in lower end Seicentos. A ‘Michael Schumacher’ edition of the Sporting, with ABS and the Abarth styling kit, was also launched at this time to celebrate the Ferrari driver’s Formula One success, This model was almost identical to the Abarth kit with the exception of chrome gear stick surrounds and Michael’s signature on the boot lid and side skirt. A limited edition plate and number was also on the passenger door. In 2004, the model was withdrawn from the UK market, and production of RHD models ceased, following the arrival of the new and more practical Panda. The LHD model was facelifted, gaining a new design for the wheel rims and the introduction of the new Fiat logo to the rear. In 2005, the name Seicento was replaced by 600 (on the occasion of the 50th anniversary of the first edition, in 1955) together with some changes in the front and in versions donations: now the name Fiat is written on the seats. The new versions now were named “Class” and “50 anniversary”, thus reminding the strict relationship between this model and the previous one. Production continued until 2010 by which time over 1.33 million units had been built.

The second generation Punto codenamed Project 188, was launched in September 1999 at the Frankfurt Motor Show. The styling was all-new while retaining the original Punto’s distinctive shape and design, while the chassis and interior were completely overhauled, with a new torsion beam rear suspension. The new Punto also became the first Fiat in decades to carry the original round Fiat badge, to celebrate Fiat’s centenary. At the launch event of the hatchback, the Fiat Wish concept car was also presented, which was hardtop convertible version of the Fiat Punto, very similar in styling with the Peugeot 206 CC. The model was conceived by Pininfarina to celebrate the centenary of Fiat. The 1.1 and 1.4 engines were discontinued due to emissions issues and the entry level models had only a 1.2 petrol unit, with either 8 or 16 valves, giving 60 hp and 80 hp respectively, or a 1.9L diesel, with common rail injection and turbocharger or naturally aspired with mechanical injection. Two sporty versions were offered. The 1.2 16 valve Sporting model with a six-speed manual, and the 1.8 HGT which could reach almost 130 mph (210 km/h). The 1.2 16V model also has a Speedgear CVT equipped variant (with a sequential manual shift mode consisting of six gears, seven for the Sporting model). The 1.8 HGT accelerates from 0 to 60 in 8.0 seconds. It was considered a big improvement in handling over the Punto GT. The HGT was also available (in limited numbers) as an “HGT Abarth” which added deeper bumpers, rear spoiler, side skirts, new alloy wheels, and interior trim. The HGT Abarth had no technical improvements over the regular HGT. The second generation Punto has also adopted the Dualdrive electric power steering and came with two operation modes, using an electric motor, rather than a hydraulic pump driven by the engine. This resulted in reduced fuel consumption and less environmental impact. It has a fuel economy of 5.6 l/100 km (50 mpg), urban and 3.9 l/100 km (72 mpg), extra urban for the 1.9 diesel. The 1.8 petrol does 8.8 l/100 km (32 mpg), urban and 5.3 l/100 km (53 mpg), extra urban. At the beginning of 2003, Fiat celebrated the rollout of the 5,000,000th production Punto. During the same year, the second generation facelift brought further revisions to the platform, including extensive changes to the exterior styling and engines, partly due to changes in pedestrian safety regulations. The round Fiat badge, found only on the bonnet of second-generation models, was introduced on the tailgate of the second generation facelift. On 1 June 2005, Fiat produced the 6,000,000th Punto at the Melfi plant. Engine changes included a new 1.4 L 16v engine, alongside the staple 1.2 and 1.2 L 16v variants, and the introduction of two HGT versions, the 1.9 L MultiJet diesel engine and the 1.8 L 16v petrol engine, which could reach almost 130 mph (210 km/h) continued over from the pre-facelift version. There was an introduction also of the 1.3 L common rail diesel MultiJet engine. Despite the launch of the slightly larger Grande Punto at the end of 2005, the second generation Punto remained in production, marketed as the Punto Classic, and has been sold in many emerging markets in addition to the newer versions. It was launched for the first time in Chile in 2007. It ended production in Italy in November 2010.

The second generation Panda, codenamed Tipo 169, first appeared in 2003. In its development phase, the new Panda was originally intended to be called “Gingo”. However, this name was considered to be too similar to the Renault Twingo, so Fiat decided to continue with the Panda name, although it has almost no direct engineering link to the original 1980 car. Successor to the Fiat Seicento, the new model also effectively replaced the old Panda after 23 years of production, although the Seicento itself proved still popular and remained in production. Like the Seicento, the Panda was manufactured only in Tychy, Poland, by Fiat Auto Poland. The high-bodied Panda took clear styling cues from mini MPVs and mini SUVs, especially the second generation Fiat Multipla. Its long high positioned vertical tail lights are in particular reminiscent of much larger cars (especially estate cars) from the likes of Volvo, although Fiat started using smaller versions of this style of lights on the 1994 Italdesign Giugiaro Fiat Punto. The Panda won the European Car of the Year award in 2004. The financially troubled Fiat needed the new Panda to be a success, and indeed it was, selling half a million units by October 2005. It sold particularly well in Italy (over half of the cars produced were sold in Italy), being seen as closer to a spiritual successor to the Fiat 500 than a replacement for either the Seicento or the old Panda. Fiat expanded the range with diesel and 4X4 versions, and the decided to add a sporting model. It is widely believed that this sporting version was going to be the car to reintroduce the Abarth brand, but a last minute declaration (unbroken for now, but rumours suggest it may well be rescinded) that Abarth models do not have 4 or 5 doors meant that it was branded the 100HP instead. The Panda 100 HP was launched in 2004, a few months after the debut of the second generation Panda, and it was the sporty model in the range, with its 1.4-litre 16-valve FIRE petrol engine tuned to develop 100 PS (99 bhp) through a six-speed manual transmission. It differs from other Pandas by being equipped with 4-wheel disc brakes, tinted windows, and sports styled front and rear bumpers. The Panda 100 HP features a unique suspension setup with modified springs, dampers, bushes and compliance giving a considerably firmer ride. Performance was far livelier than the other models in the range, with 0–100 km/h acceleration in 9.5 secs and a maximum speed of 185 km/h (115 mph), fuel consumption at 6.5 L/100 km (43.5 mpg) in the EU combined cycle and 154 g/km of CO2 emissions. It was available in black, white, red, metallic blue, and metallic gray while a “Pandamonium Pack” which added red disc brakes, decals and colour-coded wing mirrors was an optional extra. Due to tightening emissions regulations, Fiat halted all Panda 100HP production in July 2010.

The 124 Spider was produced concurrently with the Abarth version and sold in similar numbers. It had an equally short production life.

From the current range of models were examples of the third generation Panda and the ever popular 500.

LAMBORGHINI

In its turn, the Diablo gave way to the Murcielago in 2001. Taking its name from the Spanish for “bat”, this was Lamborghini’s first new design in eleven years and more importantly, the brand’s first new model under the ownership of German parent company Audi, which was manifest in a much higher level of quality and reliability. The Murcielago was styled by Peruvian-born Belgian Luc Donckerwolke, Lamborghini’s head of design from 1998 to 2005. Initially it was only available as a Coupe. The Murciélago was an all-wheel drive, mid-engined supersports car. With an angular design and an exceptionally low slung body, the highest point of the roof is just under 4 feet above the ground. One of the vehicle’s most distinguishing features are its scissor doors. which lends to the extreme image. First-generation Murciélagos, produced between 2001 and 2006, were powered by a Lamborghini V12 that traces its roots back to the company’s beginnings in the 1960s. The rear differential is integrated with the engine itself, with a viscous coupling centre differential providing drive to the front wheels. Power is delivered through a 6-speed manual transmission. The Murciélago suspension uses an independent double-wishbone design, and bodywork features carbon fiber, steel and aluminium parts. The rear spoiler and the active air intakes integrated into the car’s shoulders are electromechanically controlled, deploying automatically only at high speeds in an effort to maximise both aerodynamic and cooling efficiency. The first generation cars were produced between 2001 and 2006, and known simply as Murciélago, sometimes Murciélago VT. Their V12 engines produced just under 580 PS (572 hp), and powered the car to 100 km/h (62 mph) in 3.8 seconds. Subsequent versions incorporated an alphanumeric designation to the name Murciélago, which indicated their engine configuration and output. However, the original cars are never referred to as “LP 580s”. The Murciélago Roadster was introduced in 2004. Primarily designed to be an open top car, it employed a manually attached soft roof as cover from adverse weather, but a warning on the windshield header advised the driver not to exceed 100 mph (160 km/h) with the top in place. The designer used the B-2 stealth bomber, the Wally 118 WallyPower yacht, and architect Santiago Calatrava’s Ciutat de les Arts i les Ciències in Valencia, Spain as his inspiration for the roadster’s revised rear pillars and engine cover. In March 2006, Lamborghini unveiled a new version of its halo car at the Geneva Motor Show: the Murciélago LP 640. The new title incorporated the car’s name, along with an alphanumeric designation which indicated the engine’s orientation (Longitudinale Posteriore), along with the newly updated power output. With displacement now increased to 6.5 litres, the new car made 640 PS ( 631 hp) at 8000 rpm. The Murciélago’s exterior received a minor facelift. Front and rear details were revised, and side air intakes were now asymmetrical with the left side feeding an oil cooler. A new single outlet exhaust system incorporated into the rear diffuser, modified suspension tuning, revised programming and upgraded clutch for the 6-speed “e-Gear” automated sequential transmission with launch control rounded out the performance modifications. Interior seating was also re-shaped to provide greater headroom, and a new stereo system formed part of the updated dashboard. Optional equipment included Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brakes, chrome paddle shifters and a glass engine cover. At the 2006 Los Angeles Auto Show, Lamborghini announced that the roadster version of the Murciélago would also be updated to LP 640 status. At the 2009 Geneva Motor Show, Lamborghini unveiled the ultimate version of the Murciélago, the LP 670–4 SuperVeloce. The SV moniker had previously appeared on the Diablo SV, and Miura. SV variants are more extreme and track-oriented, and are released at the end of each model’s production run. The SuperVeloce’s V12 produced 670 PS (661 hp) at 8000 rpm and 660 N·m (490 lbf·ft) of torque at 6500 rpm, thanks to revised valve timing and upgraded intake system. The car’s weight was also reduced by 100 kg (220 lb) through extensive use of carbon fibre inside and out. A new lighter exhaust system was also used. As a result of the extensive weight loss, the SV had a power-to-weight ratio of 429 bhp/ton. Also standard were the LP 640’s optional 15-inch carbon-ceramic disc brakes with 6 piston calipers. The original production plan for the SV was limited to 350 cars, but in fact only 186 LP 670-4s were produced before the factory had to make room for the new Aventador production line. Numbered cars 1–350 do not represent the order in which cars were manufactured. Only 5-6 were made with manual transmission. Production of the Murciélago ended on November 5, 2010, with a total run of 4,099 cars. Its successor, the Aventador, was released at the 2011 Geneva Motor Show.

The Lamborghini Gallardo is a sports car built by the Italian automotive manufacturer Lamborghini from 2003 to 2013. Named after a famous breed of fighting bull, the V10 powered Gallardo has been Lamborghini’s sales leader and stable-mate to a succession of V12 flagship models—first to the Murciélago (4,099 built between 2001 and 2010), then to the current flagship, the Aventador. The first generation of the Gallardo was powered with an even firing 4,961 cc (5.0 L) 90 degree V10 engine generating a maximum power output of 500 PS at 7500 rpm and 510 Nm (376 lb/ft) of torque at 4500 rpm. The Gallardo was offered with two choices of transmission; a conventional (H-pattern) six-speed manual transmission, and a six-speed electro-hydraulically actuated single-clutch automated manual transmission that Lamborghini called “E-gear”. The “E-gear” transmission provides gear changes more quickly than could be achieved through a manual shift. The driver shifts up and down via paddles behind the steering wheel, but can also change to an automatic mode via the gear selector located in place of the gear shift lever. The vehicle was designed by Luc Donckerwolke and was based on the 1995 Calà prototype designed by Italdesign Giugiaro. For the 2006 model year (launched in late 2005), Lamborghini introduced many changes to the car to counter some criticisms garnered from the press and owners. The exhaust system was changed to a more sporty one (including a flap to make it quieter during city driving), the suspension was revised, a new steering rack was fitted, the engine power was increased by 20 PS to a maximum of 520 PS and the biggest change was overall lower gearing ratios, especially in 1st to 5th gear. These changes gave the car a much better performance than the original and were also included in the limited edition Gallardo SE. The convertible variant of the Gallardo, called the Gallardo Spyder, was unveiled at the Los Angeles Auto Show in January 2006. It was considered by the company to be an entirely new model, with the engine having a power output of 520 PS (382 kW; 513 hp) and a low-ratio six-speed manual transmission. The Spyder has a retractable soft-top. At the 2007 Geneva Auto Show, Lamborghini unveiled the Gallardo Superleggera. The name paid tribute to the construction style of the first Lamborghini production model, the 350 GT, designed and built by Carrozzeria Touring and its emphasis on weight reduction. The Superleggera is lighter than the base model by 100 kg (220 lb) due to the use of carbon fibre panels for the rear diffuser, undertray, the rearview-mirror housings, the interior door panels, the central tunnel, engine cover; titanium wheel nuts and carbon fibre sports seats. The engine power was uprated by 10 PS courtesy of an improved intake, exhaust and ECU for a total power output of 530 PS. The 6-speed E-Gear transmission was standard on US spec models with the 6-speed manual transmission offered as a no cost option. Production of the Superleggera amounted to 618 units worldwide. Presented at the 2008 Geneva Motor Show, the Gallardo LP 560-4 was a significant update of the Gallardo, powered by a new, uneven firing5,200 cc V10 engine that produces 560 PS at 8,000 rpm and 540 Nm (398 lb/ft) of torque at 6,500 rpm. Featuring “Iniezione Diretta Stratificata” direct fuel injection system to improve efficiency; fuel consumption and CO2 emissions have been reduced by 18% despite the increase in performance. The car was redesigned, inspired by the Murciélago LP 640 and Reventón. The new engine, 40 PS more powerful than in the previous car, comes with two transmission choices: a 6-speed manual or 6-speed E-gear, the latter of which was revised to offer a Corsa mode which makes 40% quicker shifts than before and decreases traction control restrictions, a Thrust Mode launch control system was also added. Accompanied with a 20 kg (44 lb) weight reduction. All the improvements add up to a claimed performance of 0-100 km/h (62 mph) in 3.7 seconds, 0-200 km/h (124 mph) of 11.8 and a top speed of 325 km/h (202 mph). The MSRP base price was $198,000 in the US and £147,330 (including NavTrak vehicle tracking system and delivery package) in the UK. The first US car was sold in the 16th Annual Race to Erase MS charity auction for $198,000 to former True Religion Jeans co-founder/co-creator Kymberly Gold and music producer Victor Newman. The Lamborghini Gallardo LP 560-4 Spyder was unveiled at the 2008 LA Auto Show.as the replacement for the previous Gallardo Spyder. It is the convertible model of the Gallardo LP 560-4 and as such possess all of its features like the new uneven firing 5.2 L V10 engine, improved E-gear transmission and 20 kg (44 lb) weight reduction. Performance has been improved to 0-100 km/h (62 mph) in 3.8 seconds, 0-200 km/h (124 mph) of 13.1 and a top speed of 324 km/h (201 mph) In March 2010, Lamborghini announced the release of the Gallardo LP 570-4 Superleggera, a lightweight and more powerful version of the Gallardo LP 560–4 in the same vein as the previous Superleggera. With carbon fibre used extensively inside and out to reduce weight to just 1,340 kg (2,954 lb) making it the lightest road-going Lamborghini in the range. The odd firing 5.2 L V10 on the LP 570-4 gets a power bump over the standard Gallardo to 570 PS at 8,000 rpm and 540 Nm (398 lb/ft) at 6,500 rpm of torque. Performance has been improved to 0-100 km/h (62 mph) in 3.2 seconds, and a 329 km/h (204 mph) top speed. The Gallardo became Lamborghini’s best-selling model with 14,022 built throughout its production run. On 25 November 2013, the last Gallardo was rolled off the production line. The Gallardo was replaced by the Huracán in 2014

Replacing Lamborghini’s sales leader and most produced car, the Gallardo, the Huracán made its auto show debut at the March 2014 Geneva Auto Show, and was released in the second quarter of 2014. The name of the Huracan LP 610-4 comes from the fact that this car has 610 metric horsepower and 4 wheel drive. Huracán (huracán being the Spanish word for hurricane) is inspired by a Spanish fighting bull. Continuing the tradition of using names from historical Spanish fighting bulls, Huracán was a bull known for its courage that fought in 1879. Also Huracan is the Mayan god of wind, storm and fire. Changes from the Gallardo included full LED illumination, a 12.3 inch full-colour TFT instrument panel, Fine Nappa leather and Alcantara interior upholstery, redesigned dashboard and central tunnel, Iniezione Diretta Stratificata (IDS, essentially an adapted version of parent Audi’s Fuel Stratified Injection) direct and indirect gasoline injections, engine Stop & Start technology, EU6 emissions regulation compliance, Lamborghini Doppia Frizione (LDF) 7-speed dual-clutch transmission with 3 modes (STRADA, SPORT and CORSA), 20 inch wheels, carbon-ceramic brake system, optional Lamborghini Dynamic Steering variable steering system and MagneRide electromagnetic damper control. In early 2015, the Huracán appeared on Top Gear. It got a neutral review from Richard Hammond who said that it was too tame to be a “proper Lamborghini.” However, it got around the Top Gear test track in 1:15.8 which is faster than any other Lamborghini to go around the track to date, including the Aventador. Now it has been available in the UK for some a couple of years, there are now quite a few on our roads, so it was no surprise to find the model here, with the recently released Performante model joining the Coupe and the Spider.

LANCIA

Oldest of the post-war Lancia models on show was this fabulous Aurelia 2500GT Coupe. 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. As well as the GT Coupe there were also a B10 Berlina and a B50 Cabriolet here.

The Appia was a small car that was made between 1953 and 1963, in three distinct Series. First series Appias were only offered in factory body styles, but this changed with the second and third series Appias, which were also built as a platform chassis intended for coachbuilt bodies. Towards the end of 1955 a first batch of 14 chassis based on the brand new second series Appia were built and handed over to some of the most prominent coachbuilders of the time: Allemano, Boano, Ghia Aigle, Motto, Pininfarina, Vignale and Zagato. Initially all fourteen chassis were coded Tipo 812.00, based on standard saloon mechanicals; five of were upgraded to a more powerful 53 PS engine and floor-mounted gearchange, and given the new type designation 812.01. At the April 1956 Turin Motor Show, a month after the successful introduction of the second series Appia in Geneva, five specially bodied Appias were shown: a coupé and a two-door saloon by Vignale, a coupé each from Pininfarina, Boano and Zagato. Between Spring 1956 and Spring 1957 the coachbuilders presented their one-off interpretations of the Appia at various motor shows. Later more 812.01 chassis were built, bringing the total of unique to thirteen. Of the coachbuilders who had worked on the first fourteen chassis, two were selected by Lancia to produce special Appia body styles: Pininfarina for the coupé, and Vignale for the convertible. Their nearly definitive proposals debuted at the March 1957 Geneva Motor Show, and soon went into limited series production. Built by their respective designers on chassis supplied by Lancia, these were included in Lancia’s own catalogue and regularly sold through Lancia dealerships. In the later years other variants were added to the official portfolio: Vignale’s Lusso, Zagato’s GTE and Sport, and Viotti’s Giardinetta. All of these variants were built on the 812.01 type chassis with the more powerful engine and floor change; when the third series saloon debuted its mechanical upgrades were transferred to the chassis, and the engine gained one horsepower 54 PS. In early 1960 a revised, more powerful engine was adopted thanks to a new Weber carburettor and an inlet manifold with a duct per each cylinder. In total 5,161 Appia chassis for coachbuilders were made. A small number were delivered as Van versions (Fourgone).

Replacing the Aurelia was the Flaminia, which although superficially similar to its illustrious predecessor and materially “better” in just about every respect, never managed to capture buyers’ imaginations in the same way when new, and even now, it has to play second fiddle to the older car. The first model in the range was the Berlina, which was launched at the 1957 Geneva Show. It had a Pininfarina styled body which took much inspiration from the Florida concept car that had been shown in the previous year. Much was new under the skin. Its larger 2.5 litre 100 bhp V6 engine was new in detail, and was designed to allow for further increases in capacity, which would come in time. I was smoother than the Aurelia engines and had more torque, and with better cylinder head design and revised cooling, it was more robust, as well. There was synchromesh on all four gears. Lancia’s famous sliding pillar suspension was banished in favour of unequal length wishbones and coil springs which required less maintenance and were more refined. But the car was heavy, and complex, and exceedingly expensive. Lancia thought that their customers would pay a premium for “the best”, but tastes were changing, and the Berlina was never a strong seller, with fewer than 3000 of them being constructed, most of them being the first series cars. Just 549 of the later second series model with 110 bhp and disc brakes were made between 1961 and 1963, hardly surprising when the car cost more than a Rolls Royce Silver Cloud, as it did in the UK. The later cars had a 2.8 litre engine and 125 bhp, and just 599 of these were made between 1963 and 1968. There was more success with the coachbuilt two door variants which joined the range. The most successful of these, the Pininfarina Coupe, was the first to appear. This was made between 1959 and 1967, during which time 5284 of these mostly steel-bodied cars were constructed. In many ways they were very like the Berlina, just a bit smaller, though there was a floor mounted gear lever, and the cars had more power. The first 3200 of them had a 119 bhp single carb engine with a sport camshaft. Later 3Bs had a triple choke Solex from 1962 and the power went up to 136 bhp. It was only a year after the Pininfarina car’s debut when Touring of Milan announced their Flaminia models. These aluminium bodied cars were sold in three distinct variants between 1960 and 1965. The single carburettor GT was followed by a Convertible in 1960, both of them uprated to 140 bhp triple Weber 3C spec in 1961. The 2.8 litre 3C took over in 1963 and were supplemented by a new 2+2 version called the GTL, with a taller roofline, front-hinged bonnet, longer doors and more substantial seats. It is the rarest of all Flaminia models, with just 300 made. The styling house to offer a car was Zagato, with their Sports and SuperSports. Only 526 were made and there is a complicated production history which probably shows the sort of chaotic thinking that was going on at Lancia and which would lead to is bankruptcy and take over by Fiat in 1969. The first 99 Sports had faired-in headlights and the 119 bhp engine. From 1960 another 100 cars were built with expose lights until the introduction of the Sport 3C with the 140 bhp triple carb. Zagato made 174 of those in 1962 and 1963, still with the exposed lights. The faired-in lights returned in 1964 on the SuperSport, which also had a Kamm tail, and with DCN Webers this one put out 150 bhp. 150 of these were made between 1964 and 1967. Many of the earlier cars were upgraded early in their life, so if you see one now, you cannot be totally sure of is true origin. Production of the car ceased in 1970, with fewer than 13,000 Flaminia of all types having been built. These days, the cost to restore them properly – and it is a huge job – exceeds the value of most of them, by some margin, as Berlina and Coupe models tend not to sell for more than £30k. The Zagato cars are a different matter, and when they come up for sale, routinely go for over £300k. The Touring cars – considered by most to be the prettiest tend to be around £100k for the GT and another 50 – 80k for a convertible – a long way from the value of an Aston Martin DB4 Volante, which cost roughly the same when new. There’s believed to be only one Berlina on the road in the UK, so that is going to remain a rare sighting, and it was not here. The car here was one of the Touring GT models.

There were a couple of examples of the Flavia here, both of them Coupe models, with an 1800 and later 2000 on show. Named after the Via Flavia, the Roman road leading from Trieste (Tergeste) to Dalmatia, and 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, with squared off styling, becoming the 2000 in which guise it was produced for a further 4 years.

Lancia replaced the long-running Appia with a new model in 1963, the Fulvia. Like the larger Flavia which had been shown 3 years earlier, it came with front wheel drive, and a host of exquisite engineering which ensure that even though it was expensive, it was actually not profitable for its maker, and was a direct contribution to the marque’s bankruptcy and take over by Fiat in 1969. It was not long before the initial Berlina saloon model was joined by a Coupe. First seen in 1965. the Coupe proved to be the longest lived of all Fulvia variants, surviving until 1976 when it was effectively replaced by the 1300cc version of the Beta Coupe. Before that, it had undergone a steady program of updates, with more powerful engines, including a capacity increase from the initial 1200cc of the narrow angle V4 to 1300 and then later 1600cc, and the car was developed into a successful rally machine for the late 60s. The Sport Zagato version was designed by Ercole Spada at Zagato and was intended to be the more sporting model of the range. It was also considerably more expensive. Early cars had an unusual side hinged bonnet, but this was changed on the Series 2 models which were launched in 1970, and which also switched to all-steel bodies. Seen here were a number of examples of the Coupe in S2 and S3 guise, as well as a Sport Zagato. UK market S3 cars had raised outer headlights, which I think look quite neat, but the European spec cars retained the same layout as had featured on the S2 models.

There was just one example of the Stratos on show, and I believe this may actually be one of the factory car as opposed to a replica. It was rather splendid, and attracted lots of interest. 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

The Beta family formed the core of Lancia’s range throughout the 1970s, The Berlina model came first, launched at the 1972 Turin Show. In its day, it sold in grater numbers than cars like the rival BMW, though few would believe that now. In 1973 the second style to appear was a 2+2 two-door coupé with a 93″ wheelbase, although due to the fuel crisis it did not become available to the public until early 1974. It was launched with 1.6 and 1.8 engines. New 1.6 and 2.0 engines replaced the original units in late 1975 followed by a 1.3 in early 1976, at which point the Fulvia Coupe was deleted. In 1978 automatic transmission and power steering became available. In 1981 the car received a minor facelift and at the same time the 2.0 became available with fuel Bosch electronic fuel injection. In 1983 a 2.0 VX supercharged engine became available with an output of 135 bhp. The bodywork was developed in-house by a Lancia team led by Aldo Castagno, with Pietro Castagnero acting as styling consultant. Castagnero had also styled the Beta’s predecessor, the Lancia Fulvia saloon and coupé. The car was popular in the mid 1970s with 111,801 examples being built, though they are quite rare now.

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.

I don’t think I can ever recall seeing so many Gamma models parked up together. Chatting with one of the owners, this was not particularly planned, it just happened that several decided to come! 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.

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.

Replacing the Gamma was the Thema, Lancia’s luxury car based on the Tipo Quattro platform, one of four cars to do so, the others being the Alfa Romeo 164, Fiat Croma and Saab 9000. The Thema re-established Lancia as a high-quality luxury manufacturer with a galvanised steel chassis and rust protection that equalled or bettered that of its competitors. Build quality was higher than the Fiat Croma’s and on par with the Saab 9000, with which it shared a great deal of body engineering, including its doors. Lancia’s sales organisation, however, was poor in many markets and secondhand values for the car suffered. The first series was built between 1984 and 1988, and was available with 1995 cc 8 valve, twin-cam fuel injected or turbocharged engines or a 2849 cc V6. For most European markets a 2445 cc four-cylinder turbodiesel was also available, though this was not offered to UK buyers. Two of these cars, in 2 litre Turbo ie spec, which was the most popular among UK buyers, were on show here. For a while, the Thema changed little, but in 1986, a station wagon designed by Pininfarina was added to the range, though this was also never sold in the UK. 21,074 Thema station wagons were built. The second series Thema was presented at the Paris Motor Show in September 1988 with 16v 2.0 litre engines replacing the 2.0 litre 8v units increasing the power output of the injection version to 146 PS and the turbo to 205 PS. The diesel engine size increased marginally, to 2499 cc. The series two was then replaced by the facelifted third and last series, introduced at the Paris Motor Show in September 1992 and produced from 1992-1994. Production of the Thema ceased in 1994 when Lancia presented a replacement. the Kappa, a car that would not be sold in the UK.

Replacing the Thema, the Kappa was launched in 1994. Kappa is the tenth letter of the Greek alphabet, Lancia nameplates having frequently derived from Greek letters. In 1919, Lancia had already produced a Kappa (and its later evolutions called Dikappa and Trikappa), but these are far less known nowadays than the 1990s Kappa. In writing, Lancia often referred to the Kappa simply as the k (lower case “k”), which is fairly similar to the original Greek letter κ. Autocar’s Peter Robinson reviewed the Kappa in November 1994. He commented on the car’s bland styling which was justified by Fiat’s Paolo Cantarella on the basis that the designers did not want to create too much “visual noise.” The body was reported as having twice the torsional rigidity of the outgoing Thema. It was 15 percent stiffer than any of its rivals. The automatic Aisin-Warner gearbox (50-40 LE type) was shared with the Volvo 850. Robinson went on to say “the Kappa´s dimensions ensure a commodious interior, the impression of space only heightened by a low cowl and very Japanese-looking fascia, somewhere between a Honda NSX and Lexus LS400.” Rear cabin room was described as “immense” but the cushion was criticised for being too flat, a fault rectified in later iterations of the car. Robinson criticised the “horrid mock wood with which Lancia frames the prominent central console that runs from the handbrake, up the full length of the dash and over the top.” About the driving characteristics, Robinson wrote: “If Lancia quietened the starter motor, this would be one refined drivetrain…with no hint of any 5-cylinder unevenness.” The 2.4 litre engine tested appeared to have been tuned for low-end torque, a characteristic of this Alpine brand. The engine was praised by Robinson for its “smooth responsiveness” and “torque steer has been eliminated…and the Servotronic steering is terrific, with just the right degree of self-centering.” His summary of ride and handling was that car was better than average but not class-leading: “On the Lancia there is too much body roll and the front grip in the wet didn’t inspire confidence.” The station wagon version of the Kappa, designated “SW” by Lancia, was designed and built by Pininfarina and did not differ from the saloon exterior dimensions, sharing most of its body panels. Only 9,208 cars were built in Pininfarina’s factory. This estate version was also available with Boge-Nivomat self-levelling hydropneumatic rear suspension. The Coupé was designed by Centro Stile Lancia and built by Maggiora and technically quite different from the saloon, having a shorter wheelbase (by 120mm), wider rear track and a distinctive profile with frameless doors. The front, from bumper to the window screen, was identical to the other Kappas. It was Lancia’s first coupé since 1984, when the Beta and Gamma coupés were discontinued, and remains the last Lancia to feature this body style to this day. The small building capacities at the Maggiora factory for this essentially hand-made car, and the relatively high price, destined it to be a rare vehicle. As a money saver the rear lights came from Delta. Only 3263 coupes were manufactured from 1996 to 2000, making this model a true rarity. Car magazine described the car as looking “top heavy, like a Bentley Continental that´s been heated up and squeezed at both ends.” However, the car’s engine range was praised for matching the vehicle’s dynamics, the 2.4 litre five cylinder and the 3.0 Alfa-derived V6 coming closest to “infusing the k Coupe with the classy character its styling tries to suggest.” “It´s the spiky turbo four that asks the hardest questions of the chassis and the all-strut suspension doesn´t flounder. It shines. A viscous coupling helps the front wheels cope with the onslaught of the engine´s old school, big-bang turbo delivery, and it feels remarkably untroubled.” About the refinement and ride, John Barker (of Car Magazine) reported that the occupants “are completely isolated from any vibration while the ride is smooth at moderate speeds, parrying bumps quietly and unobtrusively.” The interior was described as “appealing” and having “curvy, attractive door casings, plump supportive Recaro seats and choice plastics.”. The 1997 price was estimated at 24,000 pounds sterling. Italy remained the most important market.for the model In Poland, where Fiat Auto is the largest domestic car manufacturer, the Kappa served as official government cars (replacing Themas). Production ceased in 2000, with 117. 216 having been made.

The Lancia Musa (Type 350) was a front engine, front wheel drive, five door, five passenger high roof B-segment mini MPV manufactured by FCA, and marketed by the company’s Lancia subdivision from 2004 through to 2012. It was effectively a badge engineered variant of the Fiat Idea, the Musa also employs the Project 188 platform, originally used for the second generation Fiat Punto. The Musa design, an adaption of the Fiat Idea by Fabrizio Giugiaro, was initially supervised by Flavio Manzoni and subsequently Marco Tencone. It debuted at the 2004 Geneva Motor Show and deliveries began in Europe in October of the same year. The Musa’s front and rear end styling bears resemblance to the technically related Lancia Ypsilon, with which it shares headlights. The interior features Alcantara or leather, as well as chrome details. Like the Fiat Idea, the Musa offers an electrohydraulic manual transmission, an automated manual transmission marketed as Dolce Far Niente (D.F.N.) — for all engines except the eight valve version of the 1.4 FIRE. A revised, mildly facelifted Musa premiered at the 2007 Venice Film Festival, and debuted at Frankfurt Auto Show in October 2007, with a revised logo of Lancia, front bumper fascia with new chrome mouldings, body side mouldings with chrome inserts, LED rear lamps and a luggage compartment seventy litres larger, while and loading deck lowered by 4cm, as well as revised headliner sound proofing in the headliner. Options including FCA’s integrated In Vehicle Infotainment system (marketed as Blue&Me), new body colours and equipment. In 2008, for the market in Italy, Lancia introduced the EcoChic version with 1.4 Fire 8v dual power (LPG and petrol) engine. In 2009, Lancia introduced a start-stop system with the 1.4 Fire 16v and 1.3 Multijet II Euro 5 engines, the latter with 95 PS. Production ended in 2012 and there was no successor.

In September 2006, Lancia announced the revival of the Delta name, with new cars to be built on the Fiat C platform. The world première of the new HPE concept was held at the 63rd Venice International Film Festival. The new Lancia Delta (Type 844) was unveiled at the 2008 Geneva Motor Show. The Lancia brand was reintroduced to the Scandinavian, Russian, and Turkish markets in 2007. The new Delta was also intended for a proposed return by Lancia to the UK market during 2009. However, due to an economic downturn, plans were shelved until Fiat bought Chrysler. As the car had been engineered for RHD already, the decision was made in 2010 to bring both the new Delta and Lancia’s Ypsilon into the UK and Ireland rebranded as Chryslers and sold through the UK Chrysler dealer network. At the 2010 North American International Auto Show, the Chrysler branded version of the Delta was unveiled as a concept car for a potential North American release. Engines available at launch were 120 PS and 150 PS 1.4 L Turbojet petrol engines and 1.6 L 120 PS MultiJet diesel, 2.0 Multijet with 165 PS and 1.9 Twinturbo Multijet with 190 PS. A new petrol unit was launched later: 1.8 Di Turbojet with 200 PS. The car never really found much in the way of popularity and production ceased in 2012.

MASERATI

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.

The most numerous Maserati cars at most events these days are those known internally as the Tipo 338 and better known as the 3200GT and 4200GT and Spider, and this design was evident here. 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.

 

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 initially 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.

Completing the collection of Maserati models were a couple of examples of the current Ghibli and Quattroporte.

TIME FOR MORE PHOTOS

By mid afternoon, a lot of attendees started to leave, which of course made it much easier for people to move their cars around for additional photos. One of the most popular settings was a back drop of the ruins of the old Abbey and soon cars were queuing up waiting for a turn to position their car or groups of cars here. Among them were a number of Abarths, with the entire admin team of B.A.D Abarth getting their cars lined up in several different sequences.

Among the Alfa models queued up for the same photo opportunities was my friend Mark Darton who has (among a few Alfa models) a lovely bright red 916 series Spider. He asked if I would take some photos for him as he said mine are better than his. Flattered to think so, I did spend quite a few minutes showing him looking at the light on the car and shadows would make a marked difference, and so the photos he himself took were actually not that different to mine. Needless to say, we move the car around quite a bit to get some different angles and backdrops.

Then it was time to let others take a turn in the same area.

TIME FOR THE PUB

To round the day off, the B.A.D. South Coast Abarth had arranged for a meal at a nearby hostelry, the New Forest Inn. There was quite a large group who signed up to this, so although we tried to leave and head there in convoy, this was not that easy. Our difficulties were compounded by sat nav systems taking us down a forest road which led to a dead end, requiring a line of cars all to make a U Turn, which is not easy given the rather large turning circle of an Abarth.

Eventually we did arrive and were able to park up, giving the chance for more photos before heading inside. Although we had pre-ordered, the pub seemed somewhat disorganised, with random food arriving, some of which we had cancelled and some missing. Portions varied from huge to plain mean, depending on what people had ordered and they arrived over quite a long time interval. They had run out of milk, so it was something of a surprise after all this chaos that a birthday cake emerged. I had mentioned a while before this event that it was taking place on my birthday but never expected that anyone would act on it, but the admin team had clearly taken it to heart and yes, a large cake was put in front of me, the group all sang Happy Birthday, and my job was to cut it all up. A great end to what had been a really good day!

With a total of nearly 500 display cars, there can be no question that this event was a success and proof that Marcus was right in asserting that the Italian Car community would support it On numbers alone, this must be evidence to suggest that this is a welcome addition to the “Simply” program and I am sure that attendee feedback will only further that impression. Let’s hope that the event appears again on the 2023 calendar.