There are a lot of Italian car events in the UK. So is there room for yet another one? The team at Auto Italia rather hope that there is. Mindful of the days when they used to organise an event at Stanford Hall, and if you go back a few years further, also at the Gaydon Museum, they are well aware that lots of people with Italian cars live further north than Brooklands. The Raby Castle event, which instantly became a popular addition to the schedule was the first answer, but located in County Durha6 many opined that this was just too far north so somewhere nearer the middle of the country looked like a good compromise. Add in the fact that the Sywell site has masses of space, a runway which can be used for people to test their cars almost to the max, and this looked like a great choice even without factoring in the fact that the Ferrari Owners Club have held their largest UK meets of the year there for a couple of years and suggested that the Italian Car day would be a good addition to their plans for a Saturday event, and everything looked like it had come together perfectly. Even better, the weather for this proved perfect: cloudless blue skies all day would make for some fabulous photos and surely encourage more people to bring their cars along to showcase. So was this the perfect event, then? Read on!

HOTEL PREVIEW

I had booked a hotel a few miles from Sywell and when I arrived, I found a handful of Italian supercars already parked up there, which I guessed would stage an appearance at the event the following day, and so it proved. This was a nice preview of things to come.

ABARTH

Needless to say, this event proved popular with the Abarth community with a lot of cars booked in,  second only in number to the Alfa Romeos. As always there was lots of variety in what was on show with no two cars exactly the same.

The vast majority of Abarth 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.

Seen by most as the ultimate model, there was the 695 Biposto. First shown at the 2014 Geneva Show, this 2 seater (that’s what Biposto means in Italian) is nothing other than a road legal version of the 695 Assetto Corse Racing car, a vehicle which has its own race series in Europe. Although the car is road legal, it was envisaged that the majority of people who buy one of these cars will use it on the track and quite frequently. So it was conceived accordingly. That means upgrades to all the important bits – engine, brakes, suspension, gearbox – and some fairly drastic measures to save weight which resulted in a car which generates 190 bhp and 199 lb/ft or 250 Nm of torque with a kerb weight of just 997kg. That’s enough to give a 0 – 60 time that is under 6 seconds, and a top speed of 143 mph. Those are supercar figures produced by a city car. There’s more to it than that, though, as the changes that go to make a Biposto are extensive, and they have been well thought through, so this is a long-way from being a hastily conceived or tuned up special. Ignoring the limited edition cars which arrived during 2015, the “regular” Biposto is only offered in Matt Performance Grey paint, and the car is visually distinctive, with a new front bumper, rear diffuser, wider arches, new skirts and bigger roof spoiler. Although the engine is still the same 1.4 T-jet that features in the lesser 500 and 595 cars, it has been reworked here, with a new Garrett turbocharger, larger intercooler, altered fuel rail and an Akrapovic exhaust system. Buyers can choose between the standard five speed gearbox or an optional race-bred dog-ring unit mated to a mechanical limited slip diff. The standard car’s MacPherson strut and torsion beam suspension has been reworked, too, with altered springs, wider tracks adjustable ride height and dampers with more resilient bushings, using Extreme Shox technology shock absorbers. The brakes are upgraded in line with the extra power, featuring  305mm Brembo discs and four pot calipers up front and 240mm discs with single pot calipers at the rear. The wheels are lightened 18″ OZ and attached via a titanium hub, shod with bespoke 215/35 Goodyear tyres. In the interest of weight saving, a number of standard trim items are removed, including the regular door trims, air conditioning, the rear seats and some of the sound deadening material. Even the standard air vents have been changed so they are covered by a simple mesh. In their place is plenty of polished carbon fibre, a titanium strut brace, racing seats and harness, as well as special trim features such as new pedals, tread plates and a race inspired digital display on the dash where the radio usually sits. Although the Matt Performance Grey car is probably the one you think of when someone says “Biposto”, there were other versions, with a very rare red being a car that is only see occasionally and the Record Edition being the version that was here. There were just 133 of these made, all painted in Modena Yellow, at the time an exclusive Biposto colour.

Without question, the rarest modern Abarth at the event was this one, Nick Harper’s 695 Biposto Officine. Just 99 were made, in 2015/6 and initially they were sold to Ferrari dealers to use as courtesy cars much as the earlier Ferrari Dealer Edition car had been and this time there was a clause prohibiting sale for at least 6 months.  No-one is quite sure how many of these are in the UK, but we think probably fewer than 10. They are all numbered and Nick’s car is number 009. Ben Au owns car number 010. but that is currently in Hong Kong. It is known 10 Rosso Officine examples were available in Japan, possibly 30 examples went to Italy, possibly 10 examples to Germany and possibly 8 examples to Switzerland. Just 2 examples were sold and delivered to Australia. Car #1 was an Italian car, now living in Manila, Philippines. And #99 is a UK car. When they were deemed ready for sale, Rosso Officine models sold for around £45,000 in the UK, marking them out as the pinnacle of Bipostos. These cars were all painted in the same shade of Rosso Officina and were mechanically the same as the slightly more numerous Biposto and the Biposto Record. Abarth focused on the two key goals of weight reduction and engine performance. Out went the rear seats, air-conditioning, audio system, door cards, posh headlamps, fog lights et al. In came a Poggipolini tubular titanium roll-cage, cargo nets, 695 Biposto-specific Sabelt seats, Brembo brakes, 18in OZ alloys with bespoke 215/35 Goodyears, Extreme Shox adjustable shock absorbers, an Akrapovic exhaust system, a wider track and a 1.4-litre turbo powerplant lifted pretty much piecemeal from a Formula 4 single-seater. The Garrett turbocharged 1368cc unit spits out a feisty 187bhp at 5500rpm (the company claiming a 139hp-per-litre ‘record for this category’) and 184lb ft of torque at 3000rpm, dropping 0-62mph acceleration one tenth below the targeted 6.0 second mark and offering a top speed of 143 mph.

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 in 2015, 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 seven 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.

This is the Abarth 695 Tributo 131 Rally, and as you may have guessed from the name it pays homage to the fantastically-boxy Abarth 131 Rally. It was launched to mark 40 years since the 131 Rally’s last official race, and that is absolutely a car worth celebrating. In the late 1970s and early 80s, the 131 won three WRC manufacturer titles and two drivers’ championships. It looked ridiculously cool while doing so too. The 695 Tributo is perhaps slightly less cool, with no more power than the standard 178bhp 695 and the same 1.4-litre turbo engine. There’s the same Koni front and rear shocks too, plus Brembo brakes and the adjustable ‘Spoiler ad Assetto Variabile’ that was first shown on the 695 Esseesse. The Tributo 131 Rally was limited to just 695 examples though, with each one costing a fairly hefty £32,325. For that you’ll also get a Record Monza Sovrapposto exhaust, diamond-cut 17-inch alloys and three-layer Blue Rally paint. There’s also plenty of 131 Rally silhouettes to let everyone inside and out know that you’ve bought a very special version of the special Fiat 500. There was a long interval between announcement and the cars hitting the UK, and I’ve only ever seen a couple of them at events, so these look like they are going to be among the rarer of the many special editions of the 500-based car.

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 15th 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 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.

Abarth made a name for itself by tuning small, rear-engined Fiat models, but it also worked with other car manufacturers, including Simca. The fact that Fiat still owned part of Simca at the turn of the 1960s facilitated the collaboration. Henri Theodore Pigozzi, the man who helped Fiat create Simca and ran it for decades, allegedly contacted Abarth in the months leading up to the 1000’s release to ask for two high-performance variants of the car. The first one needed to be a hotter version of the regular-production model. The second one was a coupe based on the production car, but fitted with a racing-specific body, and upgraded with a wide array of mechanical modifications. The Simca-Abarth 1150’s promising career was cut short when Chrysler began buying into Simca and Pigozzi quit. However, Abarth received a shipment of bare 1000 chassis to turn into race cars. After experimenting with a 1.0-litre engine, Abarth adopted a 1.3-litre that delivered 128 hp thanks in part to a pair of big Weber carburettors. The four shifted through a Simca-sourced four-speed manual transmission, but clients could order an Abarth-designed six-speed manual at an extra cost. Abarth entered four 1300 GTs in the 1962 edition of the 24 Hours of Le Mans. One car finished 14th; the other three dropped out of the race. The model fared better in 1963, when it stunningly earned 90 first-place finishes at a wide variety of events, including the 12 Hours of Sebring.

Of all the performance-oriented models created by Karl Abarth, later known as Carlo Abarth, perhaps the 695 esse esse is the best representation of the scorpion-branded firm’s collaboration with Fiat. Around 1,000 Fiat Abarth 695 SS were produced and only 150 are believed to remain. Abarth introduced its 695 SS version in 1966, after the previous presentation back in 1964. The rear-engine, rear-wheel-drive layout Fiat 500 was the basis of the project. When compared to the production version of the 500, aesthetically the 695 was virtually identical except for the logo, badge on the radiator grille and the coat of arms on both sides of the car. The 695 SS was the only version to feature flared arches and the need to raise the engine cover for extra stability and cooling. Like all Abarths, the differences are found in the mechanical upgrades that helped to increase its top speed to around 140 km/h (87 mph). The OHV 2 valves per cylinder inline-two engine, exhaust pipe, head and valve-springs were upgraded and specially designed pistons and camshaft fitted. It had an equal square bore and stroke ratio of 76 mm × 76 mm for a total displacement of 689.5 cc and the original single Solex 34PBIC carburettor was increased in size with a compression ratio of 9.8:1 developing 38 PS (37 bhp) at 5200 rpm and 57 Nm (42 lb/ft) of torque at 4000 rpm. This is not an original car, but more of a recreation which has been built in recent years by Mike Foster.

ALFA ROMEO

There was a particularly strong showing of Alfa models here with a huge display organised by Nick Wright and John Griffiths of the Alfa Romeo Owners Club. They were kepy bust most of te morning parking up cars as they continued to arrive.

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.

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 Series 3 Spider was previewed in North America for the 1982 model year with the introduction of 2.0 litre Bosch electronic fuel injection to replace the SPICA mechanical injection. The Spider underwent a major styling revamp in 1983, which saw the introduction of black rubber front and rear bumpers. The front bumper incorporated the grille and a small soft rubber spoiler was added to the trunk lid. The change altered the exterior appearance of the car considerably and was not universally praised by enthusiasts. Various other minor mechanical and aesthetic modifications were also made, and the 1600 car (never available in North America) dropped the “Junior” name. The Quadrifoglio Verde (Green Cloverleaf) model was introduced in 1986, with many aesthetic tweaks, including sideskirts, mirrors, new front and rear spoilers, hard rubber boot mounted spoilers with integral 3rd stoplight, unique 15″ alloys and optional removable hardtop. Different interior trim included blood red carpets and grey leather seats with red stitching. The QV was offered in only 3 colours: red, silver and black. It was otherwise mechanically identical to the standard Spider Veloce model, with a 1962 cc double overhead cam, four-cylinder engine (twin two-barrel carburettors in Europe; North American models retained the Bosch L-Jetronic fuel injection introduced for the 1982 model year except that the VVT mechanism was now L-Jet activated) and five-speed manual transmission. The interior was revised with a new centre console, lower dash panels (to meet U.S. regulations) and a single monopod gauge cluster (with electronic gauges). For the North American market a model dubbed the Graduate was added in tribute to the car’s famous appearance in the 1967 film, The Graduate, starring Dustin Hoffman. The Graduate was intended as a less expensive “entry-level” Alfa. While it had the same engine and transmission as the Quadrifoglio and Veloce, it lacked the alloy wheels and luxury features of the other two models. The Graduate model had manual windows, basic vinyl seats, a vinyl top, and steel wheels as standard. Air conditioning and a dealer-installed radio were the only options. It first appeared in 1985 in North America and continued until 1990. Minor changes occurred from 1986 to 89, including new paint colours, a centre high mount stop lamp midway through 1986 for North American models, a move away from the fade-prone brown carpet and new turn signal levers. Some 1988 models featured automatic seatbelts that extended from a large device between the front seats.

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.

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.

There were a number of examples of the AlfaSud here this time. 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.

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

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.

It was more than 10 years after the Montreal had ceased production before Alfa offered another high-end and costly Coupe model, and the result, seen for the first time in 1989, could hardly have been more different than its forebear. That car had been praised for its looks, whereas this one, the SZ, and cruelly nicknamed “Il Mostro”, was almost wilfully, well, “different”.  First seen at the 1989 Geneva Show, the car was also first shown simply as a concept, called the ES-30, for Experimental Sports car 3 litre. It was produced by Zagato. Robert Opron of the Fiat design studio was responsible for the initial sketches while Antonio Castellana was largely responsible for the final styling details and interior. Only the ‘Z’ logo of Zagato was kept. The car possessed unusual headlights positioned in a trio on each side – a styling used more subtly on later Alfa Romeos in the 2000s. Mechanically and engine-wise, the car was based on the Alfa 75, production being carried out by Zagato at Terrazzano di Rho near the Alfa factory in Arese. The thermoplastic injection moulded composite body panels were produced by Italian company Carplast and French company Stratime Cappelo Systems. The suspension was taken from the Alfa 75 Group A/IMSA car, and modified by Giorgio Pianta, engineer and team manager of the Lancia and Fiat rally works team. A hydraulic damper system was made by Koni. The SZ was originally equipped with Pirelli P Zero tyres (front 205/55 ZR 16, rear 225/50 ZR 16) and is able to sustain over 1.1 G in cornering, some drivers have measured a cornering force of 1.4 G, which remains an excellent performance figure. Low volume production got underway late in 1989, and over the next three years, 1036 were built, slightly more than planned. With the exception of a black car made for Zagato, all of them were red. Subsequently a convertible version, the RZ (for Roadster Zagato), was produced from 1992 until December 1994. Although almost identical to look at the two cars had completely different body panels save for the front wings and boot. The RZ had a revised bumper and door sills to give better ground clearance and the bonnet no longer featured the aggressive ridges. Three colours were available as standard: black, yellow and red, with black and yellow being the more popular choices. Yellow and red cars got a black leather interior and black cars burgundy. Although the interior layout was almost unchanged from the SZ, the RZ had a painted central console that swept up between the seats to conceal the convertible roof storage area. 350 units were planned but production was halted after 252 units when the Zagato factory producing the cars for Alfa Romeo went in to receivership, a further 32 cars were then completed under the control of the receivers before production finished at 284 units. Of those final three were painted silver with burgundy interior and another pearlescent white.

The 155 was one of a series of cars built by the Fiat Group on a shared platform, the so called Tipo 3 or Tipo Tre, which sat under the Fiat Tipo, and Lancia Delta 2, as well as the Fiat Coupe. Built to replace the rear wheel drive 75, the 155 was somewhat larger in dimension than its predecessor. The 155 was designed by Italian design house I.DE.A Institute which achieved an exceptional drag coefficient of 0.29, and the rather boxy design gave the car a sizeable boot, as well. The single most significant technical change from the 75 was the change to a front-wheel drive layout. This new configuration gave cost and packaging benefits but many Alfa die-hards and the automotive press lamented the passing of the “purer” rear-wheel drive layout on a car from this sporting marque. Not even the availability of the 155 Q4, which had a 2.0-litre turbocharged engine and a permanent four-wheel drive powertrain, both derived from the Lancia Delta Integrale; making the car essentially a Lancia Delta Integrale with a different body was enough to win the sceptics over. Reception of the model was generally lukewarm. The 75 had been conceived prior to Fiat’s acquisition of the Alfa brand, so as “the last real Alfa” it cast rather a shadow over the 155; the loss of rear-wheel drive was frequently cited as the main cause of the disappointment. Nevertheless, the 155 was entered in Touring Car racing and was successful in every major championship it entered, which gradually improved its image. Belatedly, the factory introduced a wider version in 1995 (the “wide-body”) which as well as a wider track and revised steering based on racing experience or requirements, also brought in new 16-valve engines for the 1.8 and 2.0-litre whilst retaining the 2.5 V6 and making some improvements to cabin materials and build quality. There were several Sport Packs available, including a race-inspired body kit (spoiler and side skirts) and black or graphite-coloured 16-inch Speedline wheels. The more genteel could opt for the Super which came with wood inserts in the cabin and silver-painted alloy wheels. With this version, the 155 really came good. When production ceased in 1998, following the launch of the 156, 192,618 examples had been built.

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.

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.

Alfa came up with two different model lines to replace the 916 series. First to appear was the GT. The other 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.

Although I am sure there are those who would beg to differ, my contention is that car styling in the twenty-first century has gone through a period which will not be viewed particularly positively in years to come, with a myriad of forgettable designs and more recently plenty which in trying to be distinctive are just downright ugly. There have been a few high points, though, and top of that list for me must be the Alfa 8C Competizione, a lone example of which was to be seen here. As well as the looks, this car also has noise on its side, with a sound track which must rate as one of the best of recent times. So that is two boxes ticket for me. The press saw it rather differently, and were rather critical of the car when it was new, but for me, finding plenty to fault with the way the car drove. First seen as a concept car at the Frankfurt Motor Show in 2003, the concept was conceived as a reminder for  people who were perhaps slightly disillusioned with contemporary Alfa products that the company could still style something as striking in the 21st century as it had been able to do in the 1950s and 1960s. Public reaction was very positive, but Fiat Group Execs were very focused on Ferrari and Maserati and they were not entirely convinced that a car like this was appropriate as it could encroach on those brands’ territory. It was only in 2006, with new management in place that it is decided that a limited production run of just 500 cars would give the once proud marque something of a boost. Announcement of the production version, visually little different from the 2003 concept car was made at the 2006 Paris Show, and it was soon evident that Alfa could have sold far more than 500 cars To turn the concept into reality, Alfa used a shortened Maserati Quattroporte platform with a central steel section, subframes front and rear and main outer panels that were all made from carbon fibre, with the result that the complete car weighed 300 kg less than the GranTurismo. Final assembly was carried out by Maserati, with the cars being built between 2007 and 2010. Competiziones (Coupes) first, and then 500 Spiders. Just 40 of the Competizione models came to the UK. Most of them were sent to the US, so this car is exceptionally rare and is much sought after by collectors. They were fearsomely expensive when new, listing for around £150,000, but prices have never dipped far below this, so anyone who bought one, should they ever feel the need to sell it, is not going to lose money on the car.

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 behaviour 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.

Replacing the 147, the Alfa Romeo Giulietta (Type 940) is a five door hatchback positioned as a sporty and luxury car. Production started near the end of 2009 and the model was introduced at the March 2010 Geneva Motor Show. The Giulietta was placed second in the 2011 European Car of the Year awards. The platform used in the Fiat Group’s Compact, successor of the C-platform (base for Fiat Stilo, Fiat Bravo and Lancia Delta). Practically this was an all-new modular platform, only the central front part coming from the previous C-platform, but that part is modified also. Fiat Group used around 100 million euros to developing it. Mistakenly the journalists called the C-Evo platform, but Fiat never called on this name. It has a longer wheelbase, shorter overhangs and an advanced new type of MacPherson strut front suspension and multi-link rear suspension. Depending on the market and trim level, 16, 17, or 18-inch wheels are available. Available tire sizes are 205/55 R16, 225/45 R17, and 225/40 R18. The wheels use a 5-hole pattern with a 110 mm bolt circle. The length of the Giulietta is around 4.3 metres (14 ft). Only a five-door body is available for sale. In a viability plan forwarded to the US Government in February 2009, Chrysler (a partner of Alfa Romeo parent company Fiat) reported that the 147 replacement would come to market as the Milano and that it could be built in the USA. However, as of early 2010 Fiat was instead planning to concentrate on bringing larger models to the US, such as the Giulia. At the 2013 Frankfurt International Motor Show Alfa Romeo presented an updated Giulietta.  Trim changes include a new Uconnect infotainment system with 5″ or 6.5″ Radionav touchscreen, a new front grille, a chrome-plated frame for the fog lights, a new and more supportive seat design, new wheels (16, 17 and 18-inch), as well as new exterior colours: Moonlight Pearl, Anodizzato Blue and Bronze. A new diesel engine variant has also arrived, the two-litre JTDM 2, developing 150 PS (148 bhp) and 380 Nm (280 lb/ft). In the 2014 range, all engines comply with Euro 5+ (Euro 6-ready) emission standards. Debuting at 2016 Geneva Motor Show, New Giulietta with facelifted front resembling Giulia and with new updated brand logo and new lettering. Trim line up will be changed to Giulietta, Giulietta Super and Giulietta Veloce. New body colour, new rims designs. Previous Giulietta QV will now be changed into sporty Veloce trim available with 240 PS (237 bhp) engine and TCT transmission. Also debuting was a new 1.6 JTDm 120 PS (118 bhp) TCT diesel engine. For 2019, the Giulietta had updated engines, all Euro 6 D: a 1.4-litre 120 PS turbo petrol, a 1.6-litre 120 PS Multijet with manual or Alfa TCT automatic transmission, and a 2.0-litre 170 PS Multijet with Alfa TCT. The top of the range model was a version with 1,742 cc turbocharged TBi engine rated 235 PS (232 bhp), lowered ride height (15 mm (0.6 in) at the front and 10 mm (0.4 in) at the rear), 18-inch Spoke design alloy wheels with dark titanium finish and 225/40 R18 tyres plus 18-inch 5 hole design alloy wheels as an option; an enhanced braking system (330 mm (13.0 in) front, 278 mm (10.9 in) rear) with calipers painted Alfa red; dark tinted windows, sports kick plates, cloverleaf badges, leather and microfibre seats plus sports leather seats as an option; dark brushed aluminium dashboard. 1750 is an engine size which has its roots in Alfa Romeo’s history, with 1.75 L engines being used to power some of Alfa Romeo’s first cars. The UK version was originally marketed as the Giulietta Cloverleaf, then Quadrifoglio Verde through ’14-’15 before finally being renamed to the Veloce in 2016 until the end of production. At the 2014 Geneva Motor Show, Alfa Romeo introduced a new Quadrifoglio Verde, it has new 1,742 cc Turbo direct injection aluminium-block Inline-four engine now upgraded to 240 PS (237 bhp) at 5750 rpm and 340 Nm (251 lb/ft) at 2000 rpm of torque and Alfa TCT 6-speed twin dry clutch transmission borrowed from the Alfa Romeo 4C. With new engine the Giulietta’s flagship can exceed 240 km/h (149 mph) and accelerate from 0 to 100 km/h (62 mph) in only 6.0 seconds. This new facelifted version was premiered with a limited ‘Launch Edition’, recognizable by the black-finish on the sills all round. Available in new matt Grigio Magnesio Opaco along with Rosso Alfa and Rosso Competizione. Each car has its own numbered plaque. Around 700 units were made. Between 2010 and 2019, production reached over 400,000. In 2020, Alfa Romeo announced that they were going to axe the Giulietta and production ended on 22 December 2020 spanning 10 years of sales from a period of 2010 to 2020. In total 469,067 examples were produced until 2020.

The Alfa Romeo 4C is a two-seater, rear-wheel drive coupé with technology and materials derived from the Alfa Romeo 8C Competizione, with a 1750 cc turbo petrol engine with direct injection, the “Alfa TCT” twin dry clutch transmission, and the Alfa DNA dynamic control selector. The 4C concept version was unveiled in the 81st Geneva Motor Show in March 2011, followed by the Mille Miglia 2011 parade, Goodwood Festival of Speed 2011,2011 Frankfurt Motor Show. It was displayed for the first time outside in Concorso d’Eleganza Villa d’Este in 2012. Compared to the production version, it is very similar, with the biggest differences being front lights, side vents and mirrors. The Alfa Romeo 4C Concept was voted the ‘Most Beautiful Concept Car of the Year’ award by the readers of German magazine Auto Bild, and won the Auto Bild Design Award 2011. It was awarded the “Design Award for Concept Cars & Prototypes” by referendum of the public in Villa d’Este. The production car was unveiled at the 2013 Geneva Motor Show, followed by 2013 Essen ‘Techno Classica’, Goodwood Festival of Speed 2013, Moscow Raceway, 2013 Frankfurt Motor Show. The bare ‘4C000’ chassis was also shown at the 2013 Geneva Motor Show. Ordering of European models began in October 2013 at Alfa Romeo dealerships in Europe. As part of the Alfa Romeo 4C launch, Alfa Romeo Style Centre and Compagnia Ducale designed a 4C IFD (Innovative Frame Design) Bicycle, inspired by the Alfa Romeo 4C coupé. The vehicle went on sale in December 2013 and marketed in Europe, Asia and America. Production of the 4C began May 2013 at Maserati’s plant in Modena, with an expected production of up to 2500 units per year. It was the first mass-produced Alfa Romeo model to be sold in the US market since 1995 when the 164 sedan stopped being sold in the US. Production of the Alfa Romeo 4C was originally estimated to be over 1000 units per year, with an upper limit of 3500 units per year, depending on the quantity of carbon fibre chassis that can be built by the supplier Adler Plastic.Within the 3,500-unit quota, 1,000 units are earmarked for Europe. Delivery of the European Alfa Romeo 4C Launch Edition took place at Balocco (Vercelli, Italy) Test Centre. In 2018, the 4C coupe was discontinued for the North American market. The 4C Spider, however continued to be sold there for model year 2019 and model year 2020. In other markets, such as Australia and Japan, both the coupe and Spider continued. In late 2020, a new tribute-edition named the 4C Spider 33 Stradale Tributo was announced. The car was designed by Centro Stile Alfa Romeo (Style Centre) and developed by Alfa Romeo. The chassis is composed of a central carbon fibre tub, with aluminium subframes front and rear. The carbon fibre tub is produced by TTA (Tecno Tessile Adler) in Airola, as a joint venture between Adler Plastic and Lavorazione Materiali Compositi. The carbon fibre components that make up the chassis are cut using CNC technology. The entire carbon-fibre monocoque chassis (“tub”) of the car weighs 143 pounds (65 kg). Front and rear aluminium subframes combine with the tub, roof reinforcements and engine mounting to comprise the 4C chassis giving the vehicle a total chassis weight of 236 lb (107 kg) and a total vehicle curb weight of just 2,465 lb (1,118 kg). The 4C has a single carbon fibre body, similar to the body of many supercars. The outer body is made of a composite material (SMC for Sheet Moulding Compound) which is 20% lighter than steel. The stability is comparable to steel and better than aluminium. The 4C employs double wishbone suspensions at the front and MacPherson struts at the rear. The resultant weight distribution is 38% on the front and 62% on the rear axle. Wheels and tyres have different diameters and widths front and rear: 205/45 R17 front and 235/40 R18 back as standard, with optional 205/40 R18 and 235/35 R19. Both wheel options come equipped with Pirelli P Zero tyres. The 4C uses vented disc brakes on all wheels; Brembo 305 millimetres (12.0 in) on the front and 292 millimetres (11.5 in) on the rear. The car can stop from 100 km/h (62 mph) in 36 metres. To save weight and increase steering feel, the 4C has no power steering. Its centre of gravity height, at 40 centimetres (16 in) off the ground, is 7 centimetres (2.8 in) lower than that of the Lotus Elise. The 4C uses a new all-aluminium 1,742 cc inline 4 cylinder turbocharged engine producing 240 PS at 6000 rpm. The engine has been designed for minimum weight. The engine’s combined fuel consumption 6.8 l/100 km (42 mpg‑imp; 35 mpg‑US). 0–62 mph (0–100 km/h) acceleration is achieved in 4.5 seconds and the top speed is 258 km/h (160 mph), the power-to-weight-ratio being just 0.267 hp/kg (8.22 lb/hp) A journalist from Quattroruote car magazine demonstrated how the 4C accelerates from 0–100 km/h (0–62 mph) faster than 4.5 seconds. In race mode, with left foot on the brake pedal, if you pull the right shift paddle the engine will rev to 3500 rpm, but if you also pull the left paddle the engine will rev to 6000 rpm and 0–100 km/h (0–62 mph) time will go down to 4.2 seconds. Italian car magazine Quattroruote published the lap time of 4C around Nürburgring. It lapped the ring in 8:04. The 4C is equipped with a six speed Alfa TCT Dual Dry Clutch Transmission, and can be operated via gearshift paddles on the steering wheel. It also has an Alfa ‘DNA’ dynamic control selector which controls the behaviour of engine, brakes, throttle response, suspension and gearbox. In addition to the modes already seen in Giulietta, the 4C has a new “Race” mode. The U.S. version of the 4C was introduced in the 2014 New York International Auto Show with the first 100 4C’s being shipped to the U.S. early July, with a total of 850 being shipped by the end of 2014. The U.S. model includes extra bracing and strengthening required to meet U.S. crash regulations (including aluminium inserts in the carbon fibre chassis), resulting in 100 kg (220 lb) of weight increase. This version also has new headlamps similar to those seen before in the 4C Spider version. In 2018, the 4C coupe was discontinued for the North American market due to US DOT NHTSA FMVSS 226 Ejection Mitigation. The regulation called for a progressive compliance date based on volume and, due to low volume, the 4C was allowed to continue until the last compliance date of 9/1/2017, thus all 2018 4C coupes in North America have build dates of 8/2017 or earlier. The 4C Spider, however continued to be sold in North America for model year 2019 and model year 2020. The Spider version of the 4C was previewed showing a pre-production prototype at the 2014 Geneva Motor Show. Sharing its engine with the Coupé version, the 4C Spider has different external parts such as the headlights, exhaust and engine hood, as well as a different roof section that features a removable roof panel. The North American spec 4C reflects a weight difference of only 22 lb (10 kg) (2,465 lbs vs. 2,487 lbs) for the Spider variant. Top speed is quoted at 257 km/h (160 mph) and acceleration from 0 to 100 km/h (62 mph) at 4.5 seconds. The 4C Launch Edition was a limited and numbered edition, unveiled at the vehicle’s launch at the 2013 Geneva Motor Show. The vehicle came in a choice of four paint colours (Rosso Alfa, Rosso Competizione tri-coat, Madreperla White tri-coat or Carrara White matte). 500 examples were reserved for Europe/ROW, 500 for North America, 88 for Australia (Rosso Alfa and Madreperla White only), 200 to Japan and 100 for the Middle East. Note that the original press release cited 500 for North America, 400 Europe, and 100 ROW; however, the plaques on actual cars suggest that more were built and are the numbers referenced above. Distinguishing features of the Launch Edition were carbon fiber trim (including headlight housings, spoiler and door mirror caps), rear aluminium extractor with dark finishing, Bi-LED headlights, dark painted 18-inch front and 19-inch rear alloy wheels, additional air intakes on the front fascia, red brake calipers, racing exhaust system, BMC air cleaner, specific calibration for shock absorbers and rear anti-roll bar, leather/fabric sports seats with parts in Alcantara and a numbered plaque. Alfa Red coloured cars got matching red stitching on the steering wheel, handbrake, mats, handles and sports seats. In Europe the vehicle went on sale for 60,000 euros including VAT. The 4C Competizione is a limited edition version of the 4C introduced in the 2018 Geneva Motor Show, finished in matte Vesuvio Grey, with carbon details on the roof, rear spoiler, mirror caps, side air vents and headlight moulding. The run reportedly consisted of 108 units. The Japanese market received 25 units, and 10 units were assigned to Australia. The US-market received no Competizione editions. The car had a very mixed reaction. The UK press hated it at launch, but owners generally disagreed and loved it. A total of 9117 were built before production ceased in 2020.

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. That said, the regular versions were also far more evident than they have ever been.

 

Also here was the Stelvio and the recently released Tonale.

DE TOMASO

To see one Pantera is rare but to get five in one place is something that happens very seldom indeed. What a treat!

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

   

FERRARI

A large area was reserved for Ferrari cars, as it was anticipated, indeed more or less promised by the Ferrari Owners Club, that a lot of the cars that had been at the Ferrari-only day the day before would stay on. Sadly, the vast majority of them did not, and so whilst was there was a nice showing here with examples of most of the models that have been produced over the last 50 years, the numbers were not here.

Last of the 250 series cars was the 250 GT/L Lusso. The Lusso, as it tends to be called, was only made in 1963 and 1964 having first been seen as a prototype at the 1962 Paris Motor Show. The production version, which was released a few months later differed only in minor detail. The new model was a way for Ferrari to fill a void left between the sporty 250 GT SWB and the luxurious 250 GTE 2+2. It met the demands of the 1960s as indeed, fans of sporting driving of the time became as fond of civilised designs, that is, comfortable and spacious, as they were of radical sports cars. Ferrari did not skimp on details in the Lusso, which shows on the scales; weight ranged from 1,020 to 1,310 kg (2,250 to 2,890 lb). The 250 GT Lusso, which was not intended to compete in sports car racing, though it did appear in a few events such as the Targa Florio and Tour de France in 1964 and 65. Keeping in line with the Ferrari “tradition” of that time, the 250 GT Lusso was designed by the Turinese coachbuilder Pininfarina, and bodied by Carrozzeria Scaglietti. Although the interior was more spacious than that of the 250 GT, the 250 GT Lusso remained a two-seat GT coupe, unlike the 250 GTE. 351 examples were made before being replaced by the Ferrari 275 GTB. Values in recent years have rocketed and nice examples of these are now going for over a million pounds

First seen at the 1968 Paris Motor Show, the 365 GTB/4 was the last of the classic front engined V12 Ferrari models. Almost immediately the 365 GTB/4 gained its ‘Daytona’ moniker from Ferrari’s 1-2-3 result in the 1967 24-hour race of the same name. The Daytona’s engine and handling certainly didn’t undermine its racing nomenclature. The 4.4-litre, 4-cam V12 produced an astonishing 352bhp and, despite its 1,633kg bulk, the Daytona was billed as the fastest road car in the world. Not only was 174mph more than brisk, but crucially, it was faster than the Miura. The 5-speed gearbox was mounted at the rear for a more optimal weight distribution, and helped give the Daytona its predictable handling and solid road-holding. Like so many Ferraris of the period, the Daytona’s beautiful bodywork was designed by Pininfarina with the car built by Scaglietti. The delicate front was cleanly cut with both pop-up and Plexiglas headlight varieties. The rear slope was suggestively rakish and a Kamm tail provided further clues as to the performance of the car. The wheel arch flares, although elegant in proportion, are the only real overt notion that this car has significant pace, until you drive one!  A number of them had their roof removed in the 1980s when people wanted the far rarer GTS Spider version, but values of the cars are such now that I would hope no-one would even contemplate such an act of sacrilege again!

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 Dino 308 GT4 was introduced at the Paris Motor Show in 1973. It only gained the “Prancing Horse” badge in May 1976, which replaced the Dino badges on the front, wheels, rear panel and the steering wheel. This has caused major confusion over the years by owners, enthusiasts and judges. During the energy crisis at that time many prospective owners were hesitant to buy such an expensive automobile not badged “Ferrari” being confused at the significance of the Dino name. The GT4 was a groundbreaking model for Ferrari in several ways: it was the first production Ferrari to feature the mid-engined V8 layout that would become the bulk of the company’s business in the succeeding decades, and was the first production Ferrari with Bertone (rather than Pininfarina) designed bodywork. Pininfarina was upset by the decision to give cross-town rival Bertone the design, considering all they had done for Ferrari. The styling featured angular lines entirely different from its curvaceous 2-seater brother, the Dino 246, and was controversial at the time. Some journalists compared it to the Bertone-designed Lancia Stratos and Lamborghini Urraco, also penned by Marcello Gandini. From the cockpit the driver sees only the road. It has perfect 360 degree visibility, no blind spots, upright and comfortable seating position, a real boot, a back seat for soft luggage, and very easy engine access. Enzo Ferrari himself took a major role in its design, even having a mock-up made where he could sit in the car to test different steering, pedals and cockpit seating positioning. The chassis was a tubular spaceframe based on the Dino 246, but was stretched for a 115.2 in wheelbase to make room for the second row of seats. The suspension was fully independent, with double wishbones, anti-roll bars, coaxial telescopic shock absorbers and coil springs on both axles. Niki Lauda helped set up the chassis. The 2927 cc V8 was mounted transversally integrally joined with the 5-speed transaxle gearbox. The engine had an aluminium alloy block and heads, 16-valves and dual overhead camshafts driven by toothed belts; it produced 255 hp in the European version and 240 hp in the American. The induction system used four Weber 40 DCNF carburettors. The GT4 was replaced by the Mondial 8 in 1980 after a production run of 2,826 308s and 840 208s.

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.

First of the series of special hypercars that Ferrari has produced roughly once a decade, and still my personal favourite, was the 1984 288 GTO. The GTO was built to compete in the new Group B Race series and a minimum of 200 cars were required for homologation. However, after the death of Henri Toivonen and his co-driver Sergio Cresto in the 1986 Tour de Corse, the FIA disestablished the class, leaving just the Group A Rally championship. As a result, the GTO never raced and all 272 cars built remained purely road cars. Some of the GTO’s styling features were first displayed on a 308 GTB design exercise by Pininfarina shown at the 1977 Geneva Salon. The 288 GTO started out as a modified version of the 308/328 to hold down costs and to build the car quickly, but little of the 308/328 was left when the 288 GTO was finished. Easily noticeable differences were the GTOs bulging wing flares, larger front/rear spoilers, large “flag-style” outside mirrors and four driving lights at the far sides of the grille. Retained from the original 250 GTO were slanted air vents, put in the GTO’s rear wings to cool the brakes. The GTO also had wider body panels than the 308’s because they had to cover much larger Goodyear tyres mounted on racing wheels. The suspension’s height could be set higher for road use and lower for racing on tracks. Bodywork material was new and lighter for better acceleration and handing. The GTO’s weight was only 2,555 pounds, compared to 3,085-3,350 for the 308/328. Steel was used just for the doors because major body panels were made from moulded fibreglass. Kevlar was used for the engine cover, and the roof was made from Kevlar and carbon fibre. The “288” refers to the GTO’s 2.8 litre V8 engine as it used a de-bored (by 1 mm) V8 with twin IHI turbochargers, intercoolers, and Weber-Marelli fuel injection. The 2855 cc engine capacity was dictated by the FIA’s requirement for a Turbocharged engine’s capacity to be multiplied by 1.4. This gave the GTO a theoretical engine capacity of 3997 cc, just under the Group B limit of 4.0 litres. Unlike the 308’s 2926 cc engine, the GTO’s 2855 cc engine was mounted longitudinally, using the 308’s rear boot space. This was necessary to make room for the twin turbochargers and intercoolers. The racing transmission was mounted to the rear of the longitudinal engine, moving the rear differential and wheels aft. The arrangement also let the GTO use a more conventional race-car engine/transmission layout for such things as quick gear ratio changes for various tracks. As a result, the wheelbase was 110 mm (4.3 in) longer at 2,450 mm (96 in). The track was also widened to accommodate wider wheels and tyres to provide increased cornering and braking performance and the ability to apply 400 hp and 366 lb/ft of torque to the ground. The GTO was an impressive performer, with 0-60 mph times around 5 seconds. Ferrari claimed 0-125 mph (201 km/h) in 15 seconds flat and a top speed of 189 mph (304 km/h), making it the first street-legal production car to reach 300 km/h. This is not actually one of those original cars, but rather a recreation that has been made to look like a 288 GTO. It certainly convinced more than a few people that it was the real deal.

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 trade-off 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.

Introduced at the 1985 Frankfurt Show alongside the Mondial 3.2 series, the Ferrari 328 GTB and GTS (Type F106) were the successors to the Ferrari 308 GTB and GTS which had first been seen in October 1975. While mechanically still based on the 308 GTB and GTS respectively, small modifications were made to the body style and engine, most notably an increase in engine displacement to 3185 cc for increased power and torque output. As had been the case for a generation of the smaller Ferraris, the model name referred to the total cubic capacity of the engine, 3.2 litres, and 8 for the number of cylinders. Essentially the new model was a revised and updated version of the 308 GTS, which had survived for eight years without any radical change to the overall shape, albeit with various changes to the 3-litre engine. The 328 model presented a softening of the wedge profile of its predecessor, with a redesigned nose that had a more rounded shape, which was complemented by similar treatment to the tail valance panel. The revised nose and tail sections featured body colour bumpers integral with the valance panels, which reflected the work done concurrently to present the Mondial 3.2 models, with which they also shared a similar radiator grille and front light assembly layout. Thus all the eight-cylinder cars in the range shared fairly unified front and rear aspects, providing a homogeneous family image. The exhaust air louvres behind the retractable headlight pods on the 308 series disappeared, coupled with an increase in the size of the front lid radiator exhaust air louvre, which had been introduced on the 308 Quattrovalvole models, whilst a new style and position of exterior door catch was also provided. The interior trim also had a thorough overhaul, with new designs for the seat panel upholstery and stitching, revised door panels and pulls, together with more modern switchgear, which complemented the external updating details. Optional equipment available was air conditioning, metallic paint, Pirelli P7 tyres, a leather dashboard, leather headlining to the removable roof panel plus rear window surround, and a rear aerofoil (standard on Japanese market models). In the middle of 1988 ABS brakes were made available as an option, which necessitated a redesign of the suspension geometry to provide negative offset. This in turn meant that the road wheel design was changed to accommodate this feature. The original flat spoke “star” wheels became a convex design, in the style as fitted to the 3.2 Mondial models, whether ABS was fitted or not. The main European market 328 GTS models had a tubular chassis with a factory type reference F 106 MS 100. Disc brakes, with independent suspension via wishbones, coil springs, and hydraulic shock absorbers, were provided all round, with front and rear anti roll bars. There were various world market models, each having slight differences, with right and left hand drive available. The V8 engine was essentially of the same design as that used in the 308 Quattrovalvole model, with an increase in capacity to 3185 cc. The engine retained the Bosch K-Jetronic fuel injection system of its predecessor, but was fitted with a Marelli MED 806 A electronic ignition system, to produce a claimed power output of 270 bhp at 7000 rpm. As with the preceding 308 models the engine was mounted in unit with the all synchromesh five-speed manual transmission assembly, which was below, and to the rear of the engine’s sump. The 328 GTS continued in production for four years, until replaced by the 348 ts model in the autumn of 1989, during which time 6068 examples were produced, GTS production outnumbering the GTB (1344 produced) version almost five to one.

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

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

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.

The 360 Challenge Stradale was a low production track day focused car based on the 360 Modena. From a handling and braking performance perspective was the equivalent of adding a FHP (Fiorano Handling Pack) to the 360, which was available for V12 models such as the 550, 575 or F599 but never separately for the V8’s. It was inspired by the 360 Modena Challenge racing car series so the focus was primarily on improving its track lapping performance credentials by concentrating on handling, braking and weight reduction characteristics, which are essential in pure racing cars. Ferrari engineers designed the car from the outset with a goal of 20% track day use in mind and 80% road use. With only a small 20 bhp improvement in engine power from the Modena (and boasting an improved power-to-weight ratio) the Challenge Stradale accelerates from 0 to 100 km/h (62 mph) in 4.1 seconds according to Ferrari, four tenths faster than a Modena, but bald figures do not paint the full picture. For the enthusiastic driver the differences are truly staggering; genuine systematic improvements were achieved to the setup and feel of the whole car. Throttle response from the digital throttle was ratcheted up and feedback through the steering wheel was enhanced. The responsiveness of the controls, the balance of the chassis, the braking performance and the driver feedback all contribute greatly to the overall driving experience. Thanks to CCM brakes borrowed from the Enzo, some lower weight parts and a FHP handling pack, the Challenge Stradale was able to claim an impressive 3.5 seconds improvement per lap of its Fiorano circuit compared to the Modena (the target was 2.5 seconds). In total, the Challenge Stradale is up to 110 kg (243 lb) lighter than the standard Modena if all the lightweight options are specified such as deleted radio, lexan (plexiglass) door window and Alcantara fabric (instead of the leather option). As much as 74 kilograms (207 lb) was taken off on the car by lightening the bumpers, stripping the interior of its sound deadening and carbon mirrors and making the optional Modena carbon seats standard. Resin Transfer Moulding was utilized for the bumpers and skirts, a carry over from the Challenge cars which resulted in lighter bumpers than on the Modena. The engine and transmission weight was slimmed down 11 kg (24 lb) through the use of a smaller, lighter weight sports (yet still stainless steel) exhaust back box and valved exit pipes. The Challenge Stradale also got Brembo carbon ceramic brakes as standard (which later became standard fitment on the F430) which shaved 16 kg off the curb weight and improved handling by reducing unsprung weight and completely eliminating brake fade. Cars fitted with the centre console stereo option, sub speaker box behind the seats and glass side windows re-gained approximately 30 kg over the best selected options (from a weight perspective). Challenge Stradale models are much sought after these days, and when they do come up for sale, they command a huge premium over the regular 360 Modena cars.

Firmly placed in Ferrari’s history as one of their finest big GTs, the 550 Maranello’s combination of stylish Pininfarina lines and front mounted 12-cylinder engine meant this car had the potential to become an instant classic, following in the footsteps of its forebear, the 365 GTB/4 ‘Daytona’, and if you look at the way the prices are steading to go, it’s clear that the potential is being realised. Launched in 1996, and with modern styling cues, a 5.5 litre V12 engine producing around 485bhp and a reported top speed of 199mph, the 550 Maranello was a serious motor car. A less frenetic power delivery, the six speed manual box and excellent weight distribution were all factors in the 550 becoming the perfect European Grand Tourer. Ferrari updated the car to create the 575M. Launched in 2002, it is essentially an updated 550 Maranello featuring minor styling changes from Pininfarina. The 575M was replaced by the 599 GTB in the first half of 2006. Updates from the 550 included a redesigned interior and substantial mechanical improvements, including bigger brake discs, a larger and more powerful engine, improved weight distribution, refined aerodynamics and fluid-dynamics along with an adaptive suspension set-up (the four independent suspensions are also controlled by the gearbox, to minimize pitch throughout the 200-milliseconds shift time). Two six-speed transmissions were available, a conventional manual gearbox and, for the first time on a Ferrari V12, Magneti Marelli’s “F1” automated manual gearbox. The 575 model number refers to total engine displacement in cc, whilst the ‘M’ is an abbreviation of modificata (“modified”).

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

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.

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.

The Ferrari FF (FF meaning “Ferrari Four”, for four seats and four-wheel drive, the Type F151) is a grand tourer presented by Ferrari on March 1, 2011 at the Geneva Motor Show as a successor to the 612 Scaglietti and is Ferrari’s first production four-wheel drive model. The body style has been described as a shooting-brake, a type of sporting hatchback/estate car with two doors. With a top speed of f 335 km/h (208 mph) and it accelerates from 0 to 100 km/h (62 mph) in 3.7 seconds, Ferrari stated that the FF was the world’s fastest four-seat automobile upon its release to the public. At the time of its reveal, the Ferrari FF had the largest road-going Ferrari engine ever produced: an F140 EB 6,262 cc naturally aspirated direct injected 65° V12, which produced 660 PS (485 kW; 651 hp) at 8,000 rpm and 683 N⋅m (504 lb⋅ft) of torque at 6000 rpm. The FF is equipped with a 7-speed dual-clutch transmission and paddle shift system similar to the California, the 458 Italia, and the Ferrari F12berlinetta. The new four-wheel drive system, engineered and patented by Ferrari, is called 4RM: it is around 50% lighter than a conventional system, and provides power intelligently to each of the four wheels as needed. It functions only when the manettino dial on the steering wheel is in the “comfort” or “snow” positions, leaving the car most often in the traditional rear wheel drive layout. Ferrari’s first use of 4RM was in a prototype created in the end of the 80s, called 408 4RM (abbreviation of “4.0 litre, 8 cylinder, 4 Ruote Motrici”, meaning “four-wheel drive”). This system is based around a second, simple, gearbox (gears and other components built by Carraro Engineering), taking power from the front of the engine. This gearbox (designated “power take off unit”, or PTU) has only two forward gears (2nd and 4th) plus reverse (with gear ratios 6% taller than the corresponding ratios in the main gearbox), so the system is only active in 1st to 4th gears. The connection between this gearbox and each front wheel is via independent Haldex-type clutches, without a differential. Due to the difference in ratios “the clutches continually slip” and only transmit, at most, 20% of the engine’s torque. A detailed description of the system (based on a conversation with Roberto Fedeli, Ferrari’s technical director) has been published. The FF shares the design language of contemporary Ferraris, including the pulled-back headlights of the 458 Italia, and the twin circular taillights seen on the 458 as well as the 599 GTB Fiorano. Designed under the direction of Lowie Vermeersch, former Design Director at Pininfarina, and Flavio Manzoni, Ferrari’s Styling Centre, work on the shooting brake concept initially started following the creation of the Sintesi show car of 2007. Distinctive styling elements inclubde a large egg-crate grille, defined side skirts, and four exhaust tips. The shooting brake configuration is a departure from the conventional wedge shape of modern Ferraris, and the FF has been likened to the similarly-shaped 1962 Ferrari 250 GT SWB Drogo race car. The combination of hatchback-like shooting-brake design and collapsible rear seats gives the Ferrari FF a boot capacity of between 16 and 28 cu ft. Luxury is the main element of the interior and the use of Leather is incorporated throughout, just like the predecessors of the FF. Creature comforts like premium air conditioning, GPS navigation system, carpeting and sound system are also used. An updated version. called the GTC4 Lusso was launched in 2016 by which 2291 examples had been built.

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.

Latest in the line of special versions of Ferrari’s V8 models, the 488 Pista was launched at the 2018 Geneva Show but it has taken until now before UK customers have got their hands on the cars they ordered all that time ago. Compared to the regular Ferrari 488 GTB, the 488 Pista is 90 kg lighter at 1280kg dry, features a 20 percent improved aerodynamic efficiency and makes 49hp more from its twin-turbo V8 that now produces 711hp (720PS). These are some stunning specs to be honest, especially when you consider just how good the car it’s based upon is. Ferrari claims a 0-62mph (100km/h) in 2.85 seconds, 0-124mph (200km/h) in 7.6 seconds and a top speed of over 211mph (340km/h). Ferrari has opted to call the new special series sports car “Pista”, which is Italian for ‘track’, joining a celebrated lineup of hardcore models that includes the Challenge Stradale, the 430 Scuderia and the 458 Speciale. The whole bodywork has been reshaped, with the designers using innovations such as the S-Duct at the front and the unique edges of the front bumper and side sills that guide the air flow in -apparently- all the right places. The 3.9-litre V8 engine is essentially the same unit found in the Challenge race car and features specific valves and springs, a new cam profile, strengthened pistons and cylinder heads shorter inlet ducts, radiators with an inverted rake, a larger intercooler and more. It’s also 18kg lighter than the standard engine. For the first time ever in a Ferrari, the new 488 Pista can be fitted with a set of optional single-piece carbon-fibre wheels that are around 40 percent lighter than the GTB’s standard rims. A new generation of Ferrari’s Side Slip Control System is also present (SSC 6.0) because who doesn’t like to slide around a Ferrari with some help from the gods of Maranello. The 488 Pista is not a limited production model and was offered alongside the regular 488 GTB until it went out of production.

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 Ferrari Portofino (Type F164) is a grand touring sports car. It is a two-door 2+2 hard top convertible, with a 3.9 L twin-turbo V8 engine and a 0–60 mph time of 3.5 seconds.  The car is named after the village of Portofino on the “Italian Riviera” and succeeds the company’s previous V8 grand tourer, the California T. The car was unveiled at the 2017 Frankfurt Motor Show. The 2020 Ferrari Roma coupe is based on the Portofino. A convertible version of the Roma was unveiled in 2023 to replace the Portofino. The Ferrari Portofino was unveiled on the Italian Riviera in the village of Portofino at two exclusive evenings on 7 and 8 September 2017, at which Piero Ferrari, Sergio Marchionne, Sebastian Vettel, and Giancarlo Fisichella were present. It was also shown at Maranello on September 9 and 10 during the Ferrari 70th Anniversary celebration. By the end of 2017, the Portofino was unveiled in Asia, namely China and Japan, where China is said to be a big market for the car. In Japan, the vehicle was initially private-previewed in November, before its official debut in February 2018. Prices in Japan start from JPY25,300,000. Prices in the U.S. start from $215,000. In Hong Kong, the Portofino was launched in late March 2018, making it the third time in Ferrari’s history to launch a new car in the Hong Kong’s Peninsula Hotel (Enzo in 2003, followed by FF in 2010). Unlike previous occasions where the vehicle launch occurred in only one part of the ground floor lobby, the Portofino’s launch occupied the hotel’s entire ground floor area, where a few other Ferrari models were also parked outside the drop-off area, and creative lighting featuring the Ferrari’s Prancing Horse logo was also projected on the hotel’s exterior walls. A China-spec, left-hand drive model was displayed, which features a simplified Chinese menu display—a rare move for Ferrari as not all Chinese-speaking Asian regions would receive a Chinese language menu. Pricing for the Portofino in Hong Kong (as of April 2018) starts from HK$3.5M, with deliveries scheduled later in the year. A right-hand drive model was first spotted at the city’s 488 Pista launch event in late June 2018. The chassis of the Portofino is made of 12 different aluminium alloys with much of its components now being integrated. The A-pillar of its predecessor consisted of 21 separate components but it is now a single piece in the Portofino. Hollow castings allow for increased structural rigidity, increasing it by 35% over its predecessor, the Ferrari California T. Its body has drag coefficient of Cd=0.312. Weight saving has been kept in focus while the development of the Portofino was carried out. Ferrari engineers managed to shave weight from the powertrain, dashboard structure, air-conditioning and heating and electronic systems of the car resulting in a weight of 1,664 kg (3,668 lb), making the car 80 kg (176 lb) lighter than its predecessor. The engine, a 3,855 cc Ferrari F154BE twin-turbocharged V8, is the same as in the Ferrari GTC4Lusso T, but yields a slightly de-tuned power output of 592 bhp (600 PS) at 7,500 rpm and 760 Nm (561 lb/ft) of torque at 3,000 to 5,250 rpm. Changes to the engine include a 10% pressure increase in the combustion chamber, revised connecting rods and pistons and a single cast exhaust manifold. The car retains the 7-speed dual clutch transmission from its predecessor but features a new software to allow for faster gear shifts. The exhaust system has been tweaked to give the car a proper sound note while maintaining its grand touring nature, featuring an adjustable electric bypass valve that monitors the engine’s sound according to driving conditions. The Portofino can accelerate from 0–100 km/h (0–62 mph) in 3.5 seconds, 0–200 km/h (0–124 mph) in 10.8 seconds and can attain a top speed of 320 km/h (199 mph). The Portofino features optional magnetorheological dampers, a carryover from the California, with an improved software to maintain good ride quality even though having a stiffer suspension system than the California. Like the company’s V12 grand tourer 812 Superfast, the Portofino features an electrically assisted power steering. Both the suspension system and steering become increasingly responsive when the car is in sports mode. The interior of the Portofino was developed after taking input from various clients. The rear seats have increased legroom (by 5 cm) and the infotainment system is more advanced and easier to use, featuring a 10.2-inch display screen in the centre console with optional Apple CarPlay functionality, as in its predecessor. The air conditioning system has been refined as well and is now 25% faster and 50% quieter than the California’s. On 16 September 2020, Ferrari launched the Portofino M (Modificata or Modified). The power was increased to 612 bhp (620 PS) and was released in the middle of 2021.

The F8 Tributo was a surprise newcomer at the 2019 Geneva Show, and the successor to the 488 GTB and the most powerful mid-engined V8 berlinetta in the history of the brand. The new Ferrari F8 Tributo is powered by the company’s twin-turbo 3.9-litre V8 engine, here tuned to produce 710 bhp and 568lb/ft (770Nm) of peak torque. The numbers are the exact same with the special 488 Pista. Ferrari claims that the new F8 Tributo is capable of a 0-62mph (100km/h) in 2.9 seconds, with 0-124mph (200km/h) in 7.8 seconds before hitting a top speed of 211mph (340km/h). It’s not a secret that the new F8 Tributo is the latest evolution of the aluminium 458 platform, with Ferrari saying that their latest mid-engine berlinetta is “a bridge to a new design language”. The new supercar blends in new design elements with aero features such as an S-Duct at the front, which on its own increases downforce by 15 percent compared to a standard 488 GTB. The rear end of Ferrari’s McLaren 720S rival marks the return of the classic Ferrari twin light clusters, while the engine cover is now made out of Lexan and features louvres to extract hot air and remind us of the iconic F40. The chassis of the new F8 Tributo employs Ferrari’s latest version of the Side Slip Angle Control traction management system, which aims to make sliding the car around manageable even for the less experienced drivers. The changes over the 488 GTB are less prominent once you look inside the cabin; the layout of the redesigned dashboard remains the same as before, only now there are completely new door panels and a centre console, as well as a new steering wheel design. The passenger gets a 7-inch touchscreen display. First deliveries of the new Ferrari F8 Tributo started earlier in 2020 and production ceased in 2022.

On May 5, 2021, Ferrari presented a limited production, track focused version of the 812 Superfast, called Competizione, this version being presented together with its drop-top variant, Competizione A (for Aperta, Ferrari’s moniker for limited open top models, translating to “open” in Italian). Both versions have a more powerful version of the 6.5-litre V12, extensive aerodynamic upgrades and the introduction of an independent four-wheel steering system. The upgraded engine is rated at 830 PS (819 bhp) at 9,250 rpm and 692 Nm (510 lb/ft) of torque at 7,000 rpm, and is capable of a 9,500 rpm redline. The 812 Competizione & Competizione A are the latest iterations of Ferrari’s light weight limited edition front mid-engined V12 Berlinetta platform. They are the direct successors to the F12 TDF and 599 GTO. In total, only 999 Competizione and 599 Competizione A will be produced, and both are sold out. As with other strictly limited models from Ferrari, these cars are allocated only to customers that meet certain criteria.

Final Ferrari here was an example of the recently available 296 GTB, the marque’s first 6 cylinder car for 50 years.

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.

 

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.

You might not guess it from looking at it, but the 850 Familiare and the later 900T were based on the small 850 saloon. There were quite a few of these, and other derivatives of the 850T and 900T bodyshell on our roads throughout the 1970s and 1980s, but like almost everything else of that era, suddenly they all disappeared and there are very few of them left now, and certainly not as nice as this pair.  The model is part of the 850 family that first appeared in 1964, with this overall shape first offered as the 850 Familiare, a boxier and slightly larger heir to the Fiat 600 Multipla. It featured space for seven passengers in three rows, which made it suitable for groups including children and thin adults. It was too small to accommodate in comfort seven large adults. In Van guise, it was known as the 850T. The 850 Familiare and related 850T continued in production till 1976 long after the saloon version of the 850 had been replaced by the Fiat 127. In 1976 the Fiat 900T was introduced, retaining most of the body panels of the 850 Familiare, but featuring the 903 cc engine from the Fiat 127 (although, in this application, still mounted behind the rear axle). The 900T benefitted from significant enhancements in 1980, at which point it was renamed the 900E. A number of them were sold as camper vans, and in the UK, these were badged as the FIAT Amigo, and the 7 seater model was called the Pandora. Production finally ended in 1985.

The Fiat 124 is a small family car manufactured and marketed by iat between 1966 and 1974. The saloon superseded the Fiat 1300 and was the basis for several variants including a station wagon, a four-seater coupé (124 Sport Coupé), and a two-seater convertible (124 Sport Spider). The Russian-built VAZ-2101 “Zhiguli” and its many derivatives (known universally as the Lada outside the Soviet Union) were based on the Fiat 124, and are the best known of the many licensed variants of the 124 manufactured around the world. The Lada constitutes the vast majority of 124 production, and makes it the fifth best selling automotive platform in history. The 124 was superseded in its home market by the Fiat 131. Following its introduction in 1966 with a publicity stunt, with Fiat filming the dropping of the car by parachute from a plane, the 124 won the 1967 European Car of the Year. As a clean-sheet design[clarification needed] by Oscar Montabone, the chief engineer responsible for its development, the 124 used only the all-synchromesh gear box from the Fiat 1500. The 124 featured a spacious interior, advanced coil spring rear suspension, disc brakes on all wheels and lightweight construction. A 5-door station wagon variant (named 124 Familiare on its home market) as well as the 124 Sport Spider variants debuted at the 48th Turin Motor show in November 1966. A few months later, at the March 1967 Geneva Motor Show, the 124 Sport Coupé completed the range. The two Sport models were powered by an all-new 1.4-litre dual overhead camshaft engine producing 90 DIN-rated PS (89 bhp) at 6,500 rpm. In October 1968, Fiat launched the 124 Special; like Fiat’s other Special models, it was an upmarket, better appointed and higher performance variant of the standard saloon. A month after, in November, it was displayed at the 50th Turin Motor Show alongside its larger sibling, the new 125 Special. In addition to a 1.4-litre overhead valve engine, the 124 Special notably introduced all-new 5-link (four longitudinal, one transverse) solid axle rear suspension in place of the original 3-link design. Starting from late 1968 the same improved rear axle was adopted by both Sport models. In detail the Special’s 1,438 cc type 124 A2 engine had the same bore and stroke of the Sport Coupé and Sport Spider engines (80 × 71.5 mm), but eschewed the dual overhead camshafts of the two sportscars in favour of the more conventional overhead valve setup from the 124 saloon. With a downdraught (instead of the 1.2’s sidedraught) twin-choke Weber 32 DHS or Solex C32 EIES carburettor and a 9.0:1 compression ratio, engine output was 70 DIN-rated bhp (69 bhp) at 5,400 rpm and 110 DIN-rated newton-metres (81 lb⋅ft) of torque at 3,300 rpm. Fiat advertised a top speed of over 150 km/h (93 mph). Besides engine and rear axle, notable mechanical changes from the regular 124 were an alternator replacing the dynamo, an uprated clutch, standard 155R13 Pirelli Cinturato radial tyres, and the addition of a vacuum servo to the all-disc braking system. Visually the Special could be immediately distinguished from the standard model by its new, rectangular grille with four inset round headlamps. Less evident differences were larger vertical bumper over-riders, wheels with round ventilation holes as on the Sport models, new flush door handles, different tail lamps with integrated reflectors, and a central back-up light. The interior featured a redesigned padded dashboard with an oval binnacle housing two round instruments and a car radio console, a steering wheel without horn ring, new door cards, and more supportive seats. At the November 1970 Turin Motor Show, Fiat introduced a round of updates for the entire saloon and estate 124 range, as well as a new model variant—the 124 Special T. All models had gained air outlets added to the C-pillar for better ventilation, and a split brake circuit; while some features previously exclusive to the 124 Special such as servo-assisted brakes, back-up light and an alternator were made standard across the range. Berlina and Familiare both had a new grille with alternated chrome and black horizontal bars, and larger bumper over-riders. Additionally the Berlina had large, nearly square tail lamps made up by two stacked rectangular elements. The renewed Special sported a completely redesigned front end. A black, square-mesh radiator grille was crossed by a horizontal bright bar joining the dual headlamps; each of the four round lamps was set in its own square, bright-edged housing. The grille-headlamps assembly was flanked by the turn indicators. Front and rear the bumpers had lost their over-riders, replaced by full-width rubber strips. At the rear the lamps were also new—still horizontal and rectangular in shape unlike the ones used on the standard saloon—and the whole tail panel was surrounded by a chromed profile. Inside there was a new dashboard with imitation wood inserts, carpets instead of rubber mats, and cloth upholstery. The “T” in 124 Special T stood for twin cam, hinting at the car’s 1,438 cc dual overhead camshaft engine, derived from the Sport Coupé and Spider but in a milder state of tune. Coded 124 AC.300, this engine had revised valve timing and fuel system and produced 80 DIN-rated PS (79 bhp) at 5,800 rpm and 112 DIN-rated Nm (83 lb/ft) of torque at 4,000 rpm. According to the manufacturer top speed was 160 km/h (99 mph). Externally the Special T was identical to the Special, save for model badging at the rear.

It was only a few months after the launch of the 124 Berlina (saloon), that Fiat expanded the range with a very stylish Coupe model. It was designed as a three-box, 2-door notchback coupé by Mario Boano, known for designing the bodywork on the Ferrari 250 GT “Boano”. As many parts as possible were used from the 124 saloon. Both the Coupe and the Spider and Coupé shared the same basic platform as the 124 Berlina, but the Spider had a 14 cm shorter wheelbase. There were three distinct generations, known as AC, BC and CC. The AC model began in 1967 and came with a 90PS 1438 cc twin cam, 4-speed gearbox (the option of a 5-speed item appearing in mid-’67), front and rear anti-roll bars and a torque tube rear axle. It featured a 120 mph speedo, three supplementary gauges, a faux wood steering wheel, a woodgrain dash and console top, as well as tail lights shared with the Lamborghini Espada and Iso Rivolta. 124 Sport Coupés were modern in chassis and engine design. Braking was via four 9″ disc brakes with a front/rear weight-sensitive proportioning valve. It also had a sealed cooling system, viscous fan clutch and a toothed timing belt for the twin-cam motor, the first mass-produced engine to feature this instead of the usual chain-drive. Launched in 1969, the BC featured revised styling with twin headlights and revised taillights shared with the Lamborghini Jarama. The BC was available with both the 1438 cc and later the 1608 cc engine. Other details remained similar to the AC except the interior dash now had a 140 mph or 220 km/h speedo, 9000 rpm tacho in 1608 cc models and a clock. The steering wheel now had black painted spokes and the seats had for the first time cloth inserts in the centre. There was no woodgrain inside like before (all the panels were finished in black vinyl and the gauge rims were matt black to match) and “eyeball” vents were fitted in the centre console where the AC had a decorative panel simply filling in the space for an optional radio. Options included green tinted windows, Cromodora alloy wheels with chrome centre hub cap (as per AC optional), radio, seat headrests, heated rear window, electronic ignition. At the end of the BC run air conditioning was available as an option as well. The fuel tanks were always around 46 litres. The CC Coupe arrived in 1973 with new front styling and a revised squarer rear tail with a new deeper boot lid. Taillights were changed to a vertical arrangement and the side rear windows were revised. The CC started with a small batch fitted with the 1608 cc engine, soon changing to a revised 1592 cc engine (slightly shorter stroke at 79,2 mm to create a “sub-1600” engine to fit the lower tax bracket in Italy) and an enlarged 84 mm bore creating an engine of 1756 cc. The 1592 cc and 1756 cc (sourced from the new Fiat 132, introduced in 1972) both made use of a single carburettor again (the Weber 34 DMS). In spite of this change the 1756 cc was the most powerful engine produced with 118 hp and 115 mph (185 km/h) top speed. The CC’s revised interior featured a new dashboard incorporating a lower panel on the passenger side, an alloy fascia in front of the driver and seats covered completely in cloth. There was a new vinyl-covered steering wheel rim with anodised silver spokes. The optional but not uncommon Cromodora wheels now had a revised design with no chrome centre hubcap, instead having exposed wheelnuts. These were of an 8 slot design, the earlier wheels used coming in 6 slot configuration (an 8-slot design was also current but not original to the 124 range). The car continued until 1975. There were approx 113,000 AC Coupés, 98,000 BC Coupés 1,438 cc/1,608 cc, and about 75,000 CC Coupés manufactured.

The first 124 Spider made its debut at the Turin Show in 1966, and continued in production until the mid 1980s, bearing the badge of its desginer, Pininfarina, in later years when it remained popular in the American market. Early cars had 1400 and 1600cc engines, and these were gradually enlarged first 1800cc and then 2 litre, with fuel injection being added for more power and emissions compliance during the 1970s. Fiat spotted the potential of the car for more than just boulevard cruising, though, so in November 1972 they announced the Fiat Abarth 124 Rally, an overtly sporting version. Its main purpose was to receive FIA homologation in the special grand touring cars (Group 4) racing class, and replaced the 1.6-litre Fiat Sport Spider rally car which had been campaigned. At the time, the 124 had already won the 1972 European Rally Championship at the hands of Raffaele Pinto and Gino Macaluso. The 124 Rally was added to the Sport Spider range, which included the 1600 and 1800 models; the first 500 examples produced were earmarked for the domestic Italian market. Amongst the most notable modifications over the standard spider there were independent rear suspension, engine upgrades, lightweight body panels, and a fixed hard top. In place of the usual rear solid axle, there was a Chapman-type McPherson strut independent suspension, supplemented by a longitudinal torque arm. At the front a radius rod on each side was added to the standard double wishbones. The Abarth-tuned type 132 AC 4.000 1.8-litre, twin-cam engine was brought from the standard 118 to 128 PS DIN by replacing the standard twin-choke carburettor with double vertical twin-choke Weber 44 IDF ones, and by fitting an Abarth exhaust with a dual exit exhaust The 9.8:1 compression ratio was left unchanged. The transmission was the all-synchronised 5-speed optional on the other Sport Spider models, and brakes were discs on all four corners. Despite the 20 kg (44 lb) 4-point roll bar fitted, kerb weight was 938 kg (2,068 lb), roughly 25 kg (55 lb) less than the regular 1.8-litre Sport Spider. The bonnet, boot lid and the fixed hard top were fibreglass, painted matt black, the rear window was perspex and the doors aluminium. Front and rear bumpers were deleted and replaced by simple rubber bumperettes. A single matte black wing mirror was fitted. Matte black wheel arch extensions housed 185/70 VR 13 Pirelli CN 36 tyres on 5.5 J × 13″ 4-spoke alloy wheels. Inside, the centre console, rear occasional seats, and glovebox lid were eliminated; while new features were anodised aluminium dashboard trim, a small three-spoke leather-covered Abarth steering wheel, and Recaro corduroy-and-leather bucket seats as an extra-cost option. The car carried Fiat badging front and rear, Abarth badges and “Fiat Abarth” scripts on the front wings, and Abarth wheel centre caps. Only three paint colours were available: Corsa red, white, and light blue.

Looking very different to the 130 Berlina which had launched in 1969, the 130 Coupé appeared in 1971 at Geneva Show exhibiting a completely new 2-door body and a completely new interior, both the exterior and interior of which were the work of Paolo Martin at Pininfarina. The car won a design prize, attributed to Pininfarina, and this helped Pininfarina begin a new life after all those years relying on the “Fiat 1800/Peugeot 404/Austin A60” concepts. Pininfarina extended the Fiat 130 Coupé line with two proposals that were rejected by Fiat: the Maremma in 1974 (2-door shooting brake) and the Opera in 1975 (4-door saloon). Paolo Martin never got involved in these Fiat 130 Coupé variations, as he left the company soon after the design prize in 1971. The car was mechanically the same as the 130 Saloon, which meant it had a 165 bhp 3.2 litre V6 unit and a standard Borg Warner 3 speed automatic gearbox with the option of a 5 speed ZF manual. The interior was particularly luxurious by the standards of the day (and other Fiats). It was costly, though, and sales were modes, with 347 being sold in the first year. This ramped up to 1746 in 1972, but then fell steadily every year, reaching 4,491 when production ceased in 1977. There are thought to be fewer than 20 examples in the UK now.

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

The X1/9 followed a 1969 show concept car called the Autobianchi Runabout, with styling by Bertone under chief designer Marcello Gandini. The Runabout was powered by the same engine as the Autobianchi A112. Designed around the all-new 128 SOHC engine and with the gearbox (transmission) from the front wheel drive Fiat 128, the X1/9 relocated the transverse drive train and suspension assembly from the front of the 128 to the rear of the passenger cabin, directly in front of the rear axle, giving a mid-engined layout. The layout also located the fuel tank and spare wheel side by side ahead of the engine, directly behind the seats — optimising the proportion of the car’s weight falling within its wheelbase for more effective handling and also enabling cargo areas front and rear. Unlike Fiat’s marketing nomenclature at the time which used a numerical system (e.g., 127, 128, 124, 131) denoting relative position in the model range, the X1/9 retained its prototype code as its marketing name. Fiat’s prototype coding used X0 for engines, X1 for passenger vehicles and X2 for commercial vehicles. The X1/9 was thus the ninth passenger car developed using the nomenclature. The prototype car featured a distinctive wedge shape and took many styling cues from contemporary power-boat design. Though the more extreme features of the Runabout such as the C pillar mounted headlights and the small wind-deflector windscreen were lost for the production car, many aesthetic features of the Autobianchi Runabout are readily identifiable on the X1/9. The long flat bonnet with central indentation, the large front obbbbbbverhang, the wedge shape with prominent C pillar roll-over hoop and the car-length indented plimsoll-line all made the successful transition to the X1/9, giving it a highly distinctive appearance. Once developed for production, the two-seater featured sharp-edged styling with a wedge shape, pop-up headlights and a removable hard top roof panel (targa top). The removable hardtop stores in the front luggage compartment, below the front hood, only slightly reducing the space available for cargo. An aftermarket company offered a top made of lightweight clear-smoked polycarbonate. The car was developed for release for European sales in 1972 to replace the 850 spider by Bertone. It was not intended as a replacement for the 124 Sport spider and production of the 124 spider and X1/9 continued in parallel for much of the X1/9’s life. The car’s monocoque body was produced at the Bertone factory in Torino and then transported to the Fiat’s Lingotto factory for final assembly. In 1982, shortly after the introduction of the 1500 model, complete production was assumed by Bertone with models subsequently badged as the “Bertone” X1/9. Bertone models featured revised footwells redesigned to enhance legroom and sitting comfort for persons taller than the original design’s target. The first models featured a 75 bhp 1290 cc single overhead cam engine with an aluminium head. In 1978 the more powerful 85bhp 1500cc unit found its way into the engine bay which necessitated a raised engine cover to provide the clearance. Larger bumpers were fitted at this time. Fiat made few other changes for many years, as if they lost interest in the car. The last production models were named the Gran Finale and sold over the 1989/1990 period. They were a dealer modification of the special edition (commonly abbreviated to SE) of 1988/1989, with the addition of a rear spoiler and “gran finale” badges.

The 132 was introduced as a replacement for the Fiat 125 and like it, came with twin overhead cam (TC) engines as standard. However, the Fiat 132 looked more like the larger top-of-the-range Fiat 130. Like the 125, the 132 came with a five-speed manual gearbox, optional in some markets and standard in others: this was still a relatively unusual feature in this class of car in 1977. GM “Strasbourg” automatic transmission was listed as an option. A major update to the front suspension was implemented for January 1974 in response to criticism of the handling and very low geared steering. Press reports of the time commend the improved handling which was also supported by the fitting of wider tyres, although poor fuel consumption at high speed continued to draw adverse comment, even where the (unusual for the time) five speed transmission option was specified. In the same year an external redesign gave the impression of a lowered waistline resulting from larger side windows. It included a reshaped C-pillar which had a semblance of BMW’s “Hofmeister kink” and reminded some of the recently introduced BMW 5 Series. For the driver, new shock absorbers accompanied the suspension improvements. The 1600 cc engine remained unchanged but the 1800 cc engine benefited from a modified cylinder head and carburettor resulting in a small increase in claimed output to 107 hp, along with a usefully flattened torque curve. Interior improvements included a redesigned steering wheel along with improved heating and ventilation controls. In April 1977, the 132 received a further facelift. New plastic “safety” bumpers were introduced to the model, and the gearing of the steering was raised, supported by the addition of servo-assistance. Inside were a new dashboard and seat trims. At this point, with the 130 having been discontinued, the 132 became the “flagship” of the Fiat range. The 132 had limited manufacture outside Italy compared to its predecessor 125. The car was built in Spain by SEAT with a version that was sold between 1973 and 1982. It was also assembled in South Africa by Fiat’s local assemblers in Rosslyn. After the 1977 update, the 132 was renamed “Elita” in South Africa, and due to a shortage of capacity at Fiat’s plant it was assembled by competitors Alfa Romeo South Africa. 132 was also assembled in Yugoslavia, by Zastava in Zagreb. Cars arrived there practically fully completed, and there parts like wheels, battery, and also a plate which confirmed that car was assembled in Yugoslavia (under the name “Zastava 132”), were put. There weren’t any differences from the Italian-built model. Assembly lasted from 1974. to 1981. and some 2–3,000 examples were built. It was particularly popular between directors and officials. 132 was succeeded by Fiat Argenta in Zastava’s lineup. In Poland the 132 was offered from 1973 as the Polski Fiat 132p. The car was described as “assembled by FSO”, though actually the cars were shipped from Italy almost complete. FSO only did the final assembly, fitting minor parts like wipers, batteries, seats, wheels and logos. The Polski Fiat 132p was a favourite with high state officials and security services. For internal market it was available only for hard currency in Pewex stores. Until 1981, 4461 were assembled. 270 Argentas were also assembled in this way in 1985 by FSO.

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.

Fiat started work on the Ritmo in 1972, at a time when the hatchback bodystyle for small family cars was still relatively uncommon in Europe, although Fiat had utilised it for its 127 supermini. In the intervening years, however, rival European manufacturers began launching small family hatchbacks, the most notable being the Volkswagen Golf in 1974. Prior to its launch, the press speculated that the project codename 138 would be the final production name, however, Fiat resolved to follow the precedent set by the Fiat Mirafiori by giving its new car the Ritmo name, rather than another three digit number. Technologically, the biggest innovation of the Ritmo was not the car itself (since it was mechanically based on its predecessor, the Fiat 128) but the way in which it was manufactured at the Cassino plant. Fiat, in conjunction with its subsidiary Comau, developed the pioneering “Robogate” system which automated the entire bodyshell assembly and welding process using robots, earning the car the advertising slogan “Handbuilt by robots”, immortalised in a memorable television advertising campaign showing the robots assembling the Ritmo bodyshells to the strains of Rossini’s The Barber of Seville. The avant-garde nature of its exterior design is highlighted by large plastic bumper bars integrated into the styling (a trend that became an industry standard, thanks to this plastic’s ability to absorb small impacts without damage, unlike the then more prevalent metal bumper bars), the manner in which these intersected the front round headlights and incorporated the rear taillights plus licence plates, and how round shapes (such as the headlights, door handles and the rear edge of the roof ending in an upward sweep) were combined within overall sharp lines (e.g. from those of the sloping rear hatch and slanted rear window corners to the badges and shape of the side indicators and rear view mirrors). Its aerodynamic design resulted in an excellent — for its era — drag coefficient of Cd=0.38, The initial 4-cylinder engine range included 1.1-Litre 60 PS 1.3-litre 65 PS and 1.5-litre 75 PS petrol engines, which were reasonably refined and economical. Suspension was independent all-round, the braking system comprised front discs and rear drums and the wheels measured 13-inch in diameter. Gearboxes ranged from a standard 4-speed manual (5-speed optional on CL models) and an optional 3-speed Volkswagen-derived automatic. The Ritmo finished second in the European Car of the Year awards, finishing narrowly behind the winning car, the Simca-Chrysler Horizon – which was similar in concept. The CL range was the better-equipped model (with the 60 CL comprising 80% of total initial sales in Italy) and the whole range also distinguished itself by having numerous optional accessories unseen in past Fiat cars. These included: larger tyres; a rev counter; stereo system; safety seatbelts and headrests; passenger-side rear view mirror; split-fold rear seat; tinted windows; rear window wiper; heated rear window; metallic paint; sunroof . The instrumentation was incorporated in a rectangular pod with modular slots that could house various gauges and switches, either standard depending on the model or optional (e.g. digital clock and switches for hazard lights or adjustable-speed ventilation fan). Whilst well received in the key Italian and German markets, the first series of the Ritmo was criticised for its basic interior trim (e.g. no fabric on door panels) and other assembly shortfalls. As a consequence, Fiat quickly responded in 1979 with various revisions and the introduction of the Targa Oro (“Gold plate”) range. The latter was based on the Ritmo 65 (or 75 for export markets) and was distinguished by, among other things: a mink paint (or black for the 3-door version), gold striping plus accents in the alloy wheels, foglights, dark bumper bars and velour trim interiors. That same year, the 65 CL range could also be had with a VW-derived automatic transmission, and a 1,049 cc petrol engine built by Fiat of Brazil that had the same power and torque figures as those of the 128-derived 1.1-litre engine, was also introduced to power the “60 L” models available in some markets. At the 1980 Geneva Motor Show, a 5-door only diesel version — marketed as the Ritmo D and available in both L and CL trim — was introduced with a 1,714 cc 55PS engine.To accommodate this considerably heavier engine, the steering rack was slowed down (from 3.5 to 4 turns) and the suspension adjusted. Nonetheless, a 65.5% forward weight distribution was hard to mask and both handling and braking suffered when compared to petrol-powered Ritmos. In 1981, the Targa Oro and 75 models were replaced by the 5-door only Ritmo Super (or Superstrada in some export markets). They brought higher specification and fittings (from chrome trimmings to a more complete instrumentation and optional central locking), larger 14-inch wheels and, most significantly, revised engines with 75 PS (1300) and 85 PS (1500). This extra power was gained through slight alterations to the camshaft profile, a twin carburettor, and a twin exhaust system. Other differences included lower profile tyres (Pirelli P8) and a close-ratio 5-speed manual gearbox. The steering was also somewhat faster. By this time, the Ritmo range in Italy also included 3- and 5-door manual versions of the 75 CL and 3-door 75 CL Automatica, with the price of the popular 60CL now ranging from ₤6,868,000 to 7,180,000 for the 3- and 5-door versions, respectively. In May 1981, the first sports version, the Ritmo 105 TC, was launched. Available only as a 3-door, it was powered by a 105 PS Fiat DOHC engine with a displacement of 1,585 cc, which was derived from that used in the 131 and 132 models. This car had the same 14-inch wheels as the Ritmo Super, but with black centre hubcaps. British and Irish models had black and silver Speedline alloy wheels (5.5 x 14) as standard. Other distinguishing features relative to the normal range included: front fog lights integrated into the front bumper; integrated front spoiler combined with wheel arch extensions; black lower door paint; black mesh air intake; rear spoiler at the base of the rear window. Series 2 cars would be introduced in 1982, with more conventional frontal styling. In 1983, Fiat added the Ritmo ES (“energy saving”) models. Completing the line-up, and the car seen here, was Bob Woodward’s fabulous Strada 130 TC, the final major variant to be added to the Strada range when it appeared in 1984. It was based on the 125 TC (which had not been sold in the UK) and was powered by a 1,995 cc engine with power output increased to 130 PS. This was achieved by replacing the single Weber carb used in the 125 TC with twin Solex/Weber carburettors on a side-draught manifold, and via improved cam profiles. The 130 TC had a top speed of 195 km/h (121 mph) and accelerated from 0 to100 km/h (62 mph) in 7.8 seconds. It was fitted with Recaro bucket seats in Britain and it remained the only 1980s European hot hatch to continue to use carburettors instead of fuel injection. Ignition timing was controlled electronically. Although appearing outwardly similar to the restyled 105 TC with its lower door and wheelarch trims, the 130 TC could be distinguished by its polished four-spoke alloy wheels (continued from the earlier 125 TC), aerodynamic perspex front door wind deflectors, and lower hatchback spoiler. The powerful twin-cam was mated to a close ratio five-speed ZF manual gearbox and had superior performance to its contemporary rivals, which included the Volkswagen Golf GTI, Ford Escort XR3i, Vauxhall Astra GTE and the MG Maestro. In its day, it was faster than all of them, but it found relatively few buyers.

Introduced at the 1980 Geneva Show, the Panda (Tipo 141) was designed as a cheap, easy to use and maintain, no-frills utility vehicle, positioned in Fiat’s range between the 126 and 127. It can be seen as a then-modern approach to the same niche which the Citroën 2CV and Renault 4 were designed to serve. The first Panda was designed by Giorgetto Giugiaro of Italdesign. In an interview to Turinese newspaper La Stampa published in February 1980, Giugiaro likened the Panda to a pair of jeans, because of its practicality and simplicity, and he has often said that this is his favourite of all the cars he designed. Mechanically the first Pandas borrowed heavily from the Fiat parts bin. Engines and transmissions came from the Fiat 127 and, in certain territories, the air-cooled 652 cc two-cylinder powerplant from the Fiat 126. The plan for a mechanically simple car was also evident in the rear suspension, which used a solid axle suspended on leaf springs. Later versions of the car added various mechanical improvements but this spirit of robust simplicity was adhered to throughout the life of the model. Many design features reflect the Panda’s utilitarian practicality. Examples include a seven-position adjustable rear seat which could be folded flat to make an improvised bed, or folded into a V shape to support awkward loads, or easily and quickly removed altogether to increase the overall load space. The first Pandas also featured removable, washable seat covers, door trims and dashboard cover, and all the glass panels were flat making them cheap to produce, easy to replace and interchangeable between left and right door. Much like its earlier French counterparts the Panda could be specified with a two piece roll forward canvas roof. At launch two models were available: the Panda 30, powered by a longitudinally-mounted air cooled 652 cc straight-two-cylinder engine derived from the 126, or the Panda 45, with a transversely-mounted water cooled 903 cc four-cylinder from the 127. As a consequence of the different drivetrain layout the 45 had the radiator grille to the right side, the 30 to the left. In September 1982 Fiat added another engine to the line-up: the Panda 34 used an 843 cc water-cooled unit, derived from that in the 850. It was originally reserved for export to France, Belgium, Germany, and the Netherlands. Fiat launched the Panda 45 Super at the Paris Motor Show later in 1982, with previous specification models continuing as the “Comfort” trim. The Super offered numerous improvements, most significant being the availability of a five-speed gearbox as well as improved trim. There were minor styling changes to the Super including the introduction of Fiat’s new black plastic “corporate” grille with five diagonal silver bars. The earlier grille design (metal with slots on the left for ventilation) continued on the Comfort models until the next major revision of the line-up. A 30 Super was added to the range in February 1983, offering the Super trim combined with the smaller engine. The Panda 4×4 was launched in June 1983, it was powered by a 965 cc engine with 48 bhp derived from that in the Autobianchi A112. Known simply as the Panda 4×4, this model was the first small, transverse-engined production car to have a 4WD system. The system itself was manually selectable, with an ultra-low first gear. Under normal (on-road) conditions starting was from second, with the fifth gear having the same ratio as fourth in the normal Panda. Austrian company Steyr-Puch supplied the entire drivetrain (clutch, gearbox, power take-off, three-piece propshaft, rear live axle including differential and brakes) to the plant at Termini Imerese where it was fitted to the reinforced bodyshell. Minor revisions in November 1984 saw the range renamed “L”, “CL”, and “S”. Specifications and detailing were modified across the range including the adoption of the Fiat corporate grille across all versions. Mechanically, however, the cars remained largely unchanged. In January 1986, the Panda received a substantial overhaul and a series of significant mechanical improvements. Most of these changes resulted in the majority of parts being changed and redesigned, making many of the pre-facelift and post-facelift Panda parts incompatible between models. The 652 cc air-cooled 2-cyl engine was replaced by a 769 cc (34 bhp) water-cooled 4-cyl unit, and the 903/965cc by a 999cc (45 bhp, 50 bhp in the 4×4) unit. Both new engines were from Fiat’s new FIRE family of 4-cylinder water-cooled powerplants with a single overhead camshaft. The rear suspension was also upgraded, the solid axle with leaf springs being replaced by a more modern dependent suspension system using a non-straight rigid axle (known as the ‘Omega’ axle) with a central mounting and coil springs (first seen on the Lancia Y10, which used the same platform). The 4×4 retained the old leaf sprung live axle set-up, presumably to avoid having to redesign the entire 4WD system. Improvements were also made to the interior and the structure. The body was strengthened and fully galvanised on later models, virtually eliminating the earlier car’s strong tendency to rust. The rear panel design was also revamped to include flared arches that mirrored those of the front wings, replacing the un-sculpted style seen on earlier models, and the doors received a slight redesign with the earlier car’s quarter light windows being removed and replaced by a full width roll-down window. The bottom seam of the facelifted model’s doors unfortunately retained much the earlier car’s susceptibility to rust. In ascending order of specification and cost, the revised range was as follows: 750L, 750CL, 750S, 1000CL, 1000S, 4×4. April 1986 saw the introduction of a 1,301 cc diesel engine with 37 bhp (a detuned 127/Uno unit). Fitted as standard with a five-speed gearbox it was only available in the basic “L” trim. A van variant of the Panda was also introduced, with both petrol and diesel engines. The van was basically a standard Panda without rear seats. The rear windows were replaced with plastic blanking panels and a small (always black) steel extension with side hinged doors was fitted instead of the usual hatchback tailgate. Neither the van nor the diesel were available in right hand drive markets. In 1987, a new entry-level model badged “Panda Young” was added to the range. This was essentially an L spec car with a 769 cc OHV engine based on the old 903 cc push-rod FIAT 100 engine and producing the same 34 bhp as the more sophisticated 769 cc FIRE unit. The Panda 4×4 Sisley limited edition was also released; this was based on the standard 4×4, but came with metallic paint, inclinometer, white painted wheels, roof rack, headlamp washers, bonnet scoop, “Sisley” badging and trim. Although originally limited to the production of only 500, in 1989 the Sisley model became a permanent model due to its popularity. In 1991, a facelift was introduced. This entailed a new front grille with a smaller five-bar corporate badge, plus revisions to trim and specifications across the range. New arrivals included the ‘Selecta’, which had a continuously variable transmission with an electromagnetic clutch. This advanced transmission was available either with the normal 999 cc FIRE engine (revised with single-point fuel injection and a catalytic converter) or an all new 1108 cc FIRE unit, fitted with electronic fuel injection and a three-way catalytic converter and producing 51 bhp. The new CLX trim also featured a five-speed gearbox as standard. The range now comprised the 750 Young (769 cc ohv), 750 and 750 CLX (both 769 cc FIRE sohc), 900 Dance (903 cc ohv), 1000 Shopping, CLX, CL Selecta and S (all with 999 cc sohc, available with or without SPI and catalytic converter depending on the market), 1100 CL Selecta (1108 cc sohc with SPI and cat) and the 4×4 Trekking (999 cc, again available with and without a cat depending on the market). The Elettra concluded the range. In 1992, the 1108 cc engine, complete with SPI and catalytic converter, replaced the 999 cc unit in the 4×4 (with 50 bhp) and also in 1992 an 899 cc (with injection and catalyst) became available, in the ‘Cafe’ special edition. This was a reduced capacity 903 cc unit, designed to meet tax requirements in some markets. From 1996 onwards, the Panda was gradually phased out across Europe, due to tightening emissions and safety legislation. The car remained in production in Italy until May 2003. Its total production run of 23 years makes the Panda one of Europe’s longest-lived small cars. Over 4,5 million were built and the car is still popular in Italy.

Fiat launched the Uno, the Tipo 146,  in January 1983, just one day before the equally iconic Peugeot 205, to replace the elderly Fiat 127. Both were huge sellers, and deservedly so too, but it was the Fiat that sold in greater quantity, with over 8 million examples produced. It was Italy’s best selling car, and by some margin, throughout its 10 year production life, though you might find that hard to believe now, as they were are not a common sight even in Italy. The 127 had revolutionised the supermini market on its launch more than 10 years earlier, and the Uno followed the same format, but brought uptodate. Designed by Giorgetto Giugiaro’s ItalDesign company, its tall, square body utilising a Kamm tail achieved a low drag coefficient of 0.34 won it much praise for interior space and fuel economy as well as its excellent ride and handling, and was widely regarded as the most innovative small car in Europe at the time of its launch. It incorporated many packaging lessons learnt from Giugiaro’s 1978 Lancia Megagamma concept car (the first modern people carrier / MPV / mini-van) but miniaturised. Its tall car / high seating packaging is imitated by every small car today. It reversed the trend for lower and lower built cars. It showed that not just low sleek cars could be aerodynamic, but small, roomy, boxy well packaged cars could be too. There was a lot of activity in the supermini class in 1983, as the Uno hit the UK market a couple of months before the Peugeot 205 – another small European car which became the benchmark for this market sector, enjoying a long production life and strong sales, and just after General Motors launched its new Opel Corsa/Vauxhall Nova. Within a few months of its launch it had gained two new major competitors in the shape of the restyled Ford Fiesta and Nissan’s new Micra. UK sales began in June 1983, and more than 20,000 were sold in its first full year and peaking at more than 40,000 sales in 1988, making it one of the UK’s most popular imported cars during the 1980s. In December 1983, it was European Car of the Year for 1984, finishing narrowly ahead of the Peugeot 205. Initially, the Uno was offered with the 0.9 litre (903 cc) 100-series OHV, 1.1 litre (1116 cc) and 1.3 litre (1301 cc) 128-series SOHC petrol engines and transmissions carried over from the 127. The Uno’s badging was not by the commonly used measurement of engine size but by metric horsepower: 45, 55, 60, 70, or 75. The Uno was available as either a three- or five-door hatchback. It also featured ergonomic “pod” switchgear clusters each side of the main instrument binnacle, (that could be operated without removing the driver’s hands from the steering wheel), although indicators remained on a stalk; an unusual arrangement similar to that used by Citroën. The Uno had MacPherson strut independent front suspension and twist-beam rear suspension with telescopic dampers and coil springs. From 1985, the 1.0 litre (999 cc) SOHC Fully Integrated Robotised Engine (FIRE) powerplant was offered, replacing the 0.9 litre unit. This was a lighter engine, built with fewer parts, and gave improved performance and economy. The most luxurious version, the single-point injected 75 SX i.e., had remote door locks, integrated front foglamps, and the oval exhaust tip also used on the Turbo. In April 1985 the hot hatch version of the first series Uno – the Uno Turbo i.e. – was launched as a three-door only derivative. It competed with the likes of the Ford Fiesta XR2, MG Metro Turbo and Peugeot 205 GTI. The Uno was replaced by the Punto in late 1993, although production for some markets continued for some time after that.

The Tipo (Type 160 in development speak) was styled by the I.DE.A Institute design house, and produced between 1988 and 1995. The Tipo was initially available only as a five door hatchback. The car was made entirely out of galvanised body panels to avoid rust, and was built on a completely new Fiat platform, which was later used on Fiat, Alfa-Romeo, and Lancia models. It stood out because of its boxy styling that gave it innovative levels of packaging, rear passenger room being greater than that in a rear-wheel-drive Ford Sierra, but in a car that was of a similar size to the smaller Ford Escort. This type of design was comparable to the smaller Fiat Uno, which was launched five years earlier. For 1989, the Tipo won the European Car of the Year award. Unveiled in January 1988, the Tipo went on sale in Europe during June 1988, and on the right-hand drive UK market from 16 July 1988, initially base (i.e.), DGT, (early Italian market DGT models were badged as ‘digit’, presumably in recognition of the digital dash, but this was quickly changed to DGT after a dispute over ownership of the name, leading to confusion about whether the model was diesel-powered) S, SX and 16v trim levels were available. Power outputs ranged from 57 to 146 bhp, with engines of 1.1, 1.4, 1.6, 1.7, 1.8, 1.8 16v, 2.0, and 2.0 16v litre petrol engines, as well as a 1.7 and 1.9 diesel, and 1.9 turbodiesel, though not all of these were available in all markets. The 1.1 base engine was widely regarded as underpowered for the car, which was otherwise roomy for five adults and with above average equipment. This version was never sold in the UK, which initially received only the 1.4 and 1.6 versions of the Tipo, with the 1.8 and 2.0 petrol engines and the diesel powered units not being imported until the early 1990s. The smaller Uno had been a huge success there during the 1980s (peaking at more than 40,000 sales in 1988) and it was widely expected by both Fiat and by the motoring press that the Tipo would prove similarly successful, not least as the car launched into a favourable market in the UK, where none of the “big three” (Ford, Vauxhall, and Austin Rover) had launched an all new car of this size for at least four years. However, these three marques all had new Tipo sized products within three years, and increased competition reduced the Tipo’s sales. Initially it won plaudits for its innovative and practical design, as well as its good handling. It was originally sold with only 1.4 and 1.6 petrol engines, although the 16 valve 1.8 and 2.0 engines with fuel injection became available in the early 1990s. The digital dashboard of higher end models proved to be controversial and unreliable. The addition of the more powerful models did little to help, even though these were pretty good. The top of the range was the 2.0 Sedicivalvole (16 valves), which took its engine from the Lancia Thema, and with a much smaller and lighter bodyshell to house it, this power unit brought superb performance and handling, and a top speed of around 130 mph (210 km/h), which made it faster than the Volkswagen Golf GTI of that era. Many thought it to be one of the best cars in its class at the time. The Tipo was facelifted in 1993 and a three door version was added, abbs well as minor exterior changes (the two evolutions of the car can be differentiated by their slightly different radiator grilles and headlamps) and improved specifications; safety features like stiffer bodyshells, driver’s airbag, and side impact bars were added to the range. This included the new S, SX, and SLX trim levels, as well as a new eight valve 2.0 GT model. The Tipo ceased production in the summer of 1995, and was replaced by the three door Fiat Bravo and five-door Fiat Brava.

The original Croma (Type 154) was a five door notchback liftback styled by Giorgetto Giugiaro of Italdesign using the Type Four platform, cooperatively used with the Saab 9000, Lancia Thema and Alfa Romeo 164. Released in December 1985, it was marketed in the large family car segment, replacing the Argenta in the Fiat lineup. The Croma was the first large car produced by Fiat to feature a transverse mounted engine and front wheel drive. The Croma received a light facelift for 1988, first shown in Frankfurt in September 1987. The black plastic between the rear lamps was now ridged rather than smooth, the lower portion of the bumpers were body coloured, and the turn signals received clear glass rather than amber. The front appearance received some other light modifications to bring appearance in line with that of the recently introduced Tipo. A more significant facelift was released in January 1991, with a new front design, including changes to the lights, bumpers, grille and sheet metal changes to wings and bonnet. Also in 1991, the direct injected diesel engine was equipped with a variable geometry turbocharger (“VNT”). Another facelift was released in June 1993. The Croma was available with a variety of petrol and diesel engines, most of the petrol units coming from Fiat’s Twin Cam engine family. Base models had a single cam 1585 cc four with 83 bhp and the 1995 cc, 90 bhp “Controlled High Turbulence” (CHT) engine, followed by two fuel injected 2.0 litre twin cam powerplants, one with 120 bhp and the other a turbocharged and intercooled version giving 155 hp. The later 2.5 L V6 petrol unit was from Alfa Romeo, but as with the 1.6 L engine it was not available in all markets. The 2.0 CHT was designed specifically to provide low fuel consumption under light and medium loads thanks to two separate inlet manifolds of different diameters. The Fiat Croma was the first passenger car in the world to have a direct injection Diesel (Turbo D i.d.) engine, going on sale in 1988. The 1.9 L fitted with a turbocharger with direct injection produces 92 hp. It was joined by the 2499 cc unit supplied by Iveco, with a normally aspirated version giving 75 bhp and a turbocharged one with 115 bhp. The latter version replaced the original 2446 cc with 100 hp. Diesel engined variants of this car were not marketed in the United Kingdom. Production ended in December 1996, and Fiat left the large family car segment. The Bravo/Brava based Fiat Marea small family car debuted at the same time as the Croma’s cancellation.

Follow on to the Uno was the Punto, first appearing in 1993 and proving an immediate hit.  Internally codenamed Project 176, the Punto was announced in September 1993 as a replacement for the ageing Fiat Uno and launched in the end of 1993 or the beginning of 1994, depending on the market. The Fiat Punto was voted European Car of the Year for 1995, defeating rival Volkswagen Polo by only 78 points. The Punto was designed by Giorgetto Giugiaro and was available as a three-door or five door hatchback, a two-door cabriolet and a three-door panel van.  As with the majority of the new Fiat group models, suspension was all independent, composed of MacPherson struts at the front and trailing arms at the rear. Entry level in the Punto range were the 1.1 and 1.2 L petrol engines and the 1.7 diesel engine. The 1.2 engine’s actual capacity is 1242 cc, available in three versions. The first, was fitted in the Punto ELX 75 and produced 75 hp at 6000 rpm while the second, fitted to Punto ELX 85 produced 86 hp at 6000 rpm. The third was a 60 hp engine which eventually replaced the 1.1 54 hp engine. A Sporting model was also available with a 1.6 8v updated 128 SOHC engine, producing 88 hp, later replaced in 1997 by the 1.2 16v FIRE engine used in the 85 ELX, and a power drop to 86 hp. The top of the range model was the 136 PS 1.4 GT, using an evolution of the turbocharged 128 SOHC engine originally found in the Fiat Uno Turbo Mk II – capable of running over 200 km/h (120 mph) and reaching 100 km/h (62 mph) in 7.9 seconds, which came fitted with a five speed manual gearbox. During the years the GT was made in three different “series” with power 136 PS (1993–1995),133 PS (1995–1997) and 130 PS (1997–1999).

Taking note of the increasing popularity of open-topped versions of family-sized cars during the 1980s and 1990s, Fiat decided to offer an open version of their hugely popular Punto. The cabriolet version was built by Bertone rather than at the main Fiat factory. It featured an electric powered fully retracting roof and was one of the cheapest open-top cars in the world at the time. In Europe, it was also made with a manual roof. Available in both ELX and SX trim, initially powered by the 90 hp 1.6 engine, replaced in 1995 by the 86 hp 1.2 litre 16v FIRE unit. Approximately 55,000 cars were built between 1994 and 1999, although the last cars were registered in 2000.

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.

After the 124 Spider ended production, there was a wait of over 10 years before Fiat would produce another open-topped car. Developed between 1990 and 1994 under the project name Tipo B Spider 176, the Barchetta, a small open topped rival to the Mazda MX5 was designed by Andreas Zapatinas and Alessandro Cavazza under the supervision of Peter Barrett Davis and other car designers at the Fiat Centro Stile, and prototyping was carried out by Stola. Production began in February 1995 and lasted until June 2005, with a brief pause due to the bankruptcy of coachbuilder Maggiora. The Barchetta was based on the chassis of the Mark 1 Fiat Punto. The Barchetta has 1,747 cc DOHC petrol engine fitted with variable camshaft timing, used for the first time in a Fiat production car, after being patented in 1970. The engine has 132 PS, and with a weight of 1056 kg (2328 lb) without air conditioning can accelerate to 100 km/h in 8.9 seconds and on to a top speed of 200 km/h (124 mph). It came in various trim levels which offered different features, for example, diamond cross stitch – patterned red leather instead of the standard black leather or fabric seats, alloy wheels instead of steel wheels, or fog-lights as an option. Arguably one of the biggest external cosmetic changes was made by the addition of the third brake light, first introduced by Fiat on the Lido and Riviera in 2000, and on sub models thereafter. The bodies were welded at ILCAS in Sparone Canavese, and final assembly was done in Chivasso by the coachbuilder Maggiora. After Maggiora’s bankruptcy in 2002, Fiat relocated production of the Barchetta to its Mirafiori plant and resumed production two years later. The most notable changes were the revised front spoiler and rear bumper. Production of the car eventually stopped in June 2005, with around 57,700 cars having been built. Production of the Barchetta was limited to LHD cars only, even though the car was marketed and sold in two RHD markets, the United Kingdom and Japan.

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 grey 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 Fiat 124 Spider (Type 348) is a front-engine, rear-drive, two-passenger roadster manufactured by Mazda for FCA, having debuted at the 2015 LA Auto Show for model year 2016. Largely based on the fourth generation Mazda MX-5 Miata roadster, and manufactured alongside the MX-5 at Mazda’s Hiroshima plant, the 124 shares its platform, mechanicals, interior and top mechanism with the MX-5 — it is distinguished by an FCA engineered and manufactured turbocharged Multiair engine, uniquely tuned shock absorbers, unique exterior styling and slightly increased length and cargo capacity over the MX-5. In May 2012, Mazda and Alfa Romeo — at the time a subsidiary of the Fiat Group, now Stellantis — announced a joint venture to manufacture a common rear wheel drive platform. The companies would “develop two differentiated, distinctly styled, iconic and brand specific, lightweight roadsters featuring rear wheel drive”, with the two variants offering proprietary engines unique to each brand. In December 2014, FCA’s Sergio Marchionne determined Alfa Romeos would be manufactured only in Italy, saying “some things belong to a place. Alfa belongs to Italy,” adding “I remain committed to that architecture, with our powertrain. I’m not sure it will be with Alfa. But it will be with one of our brands.” At the time, Alfa Romeos were manufactured only in Italy, while Fiats were manufactured in Italy, but also globally — from Tychy, Poland, to Toluca, Mexico. With their prior agreement in place — for FCA to market a roadster based on the MX-5 to be manufactured by Mazda at its Hiroshima factory — FCA conceived of marketing a Fiat badged variant in lieu of the Alfa Romeo variant. In August 2016, FCA formally announced the Fiat 124 Spider based on the Mazda ND platform. In December 2016, the Detroit News said “in partnering with Mazda’s MX-5 Miata to resurrect the classic Fiat 124 Spider, Fiat Chrysler not only gained a halo sports car for its struggling Italian brand, but likely saved the most celebrated small sports car of the past 25 years (the MX-5)” — citing the markedly increased cost of developing a new car at the time and “the costliest wave of government regulation since the 1970s.” The 124 Spider was powered by Fiat’s 1.4 litre MultiAir turbocharged inline-four, producing 140 PS (138 bhp) and 240 Nm (177 lb/ft) of torque in European specification—and 160 bhp and 184 lb/ft (249 Nm) of torque in North American specification.[4] The 124 manual transmission is from the third generation MX-5’s six speed transmission to cope with the turbo’s torque. Multiair is a hydraulically actuated variable valve timing (VVT) engine technology enabling “cylinder by cylinder, stroke by stroke” control of intake air directly via a gasoline engine’s inlet valves. Developed by Fiat Powertrain Technologies, the technology bypasses a primary engine inefficiency: pumping losses caused by restriction of the intake passage by the throttle plate, used to regulate air feeding the cylinders. At the 124’s debut, Fiat marketed a 124 Spider Anniversary edition, with 124 units carrying the designation—to commemorate the 50th anniversary of original 124 Sport Spider. Including features of the 124 Spider Lusso Plus trim, the edition also includes chromed mirrors, red ‘124’ badge on the front grille, interior numbered plaque, red exterior and black leather interior. In January 2019, FCA announced the Fiat 124 Spider was to be withdrawn from the market in the United Kingdom with immediate effect. The Abarth 124 Spider continued to be sold, but this too was withdrawn from the UK market in April 2019. On December 23, 2020, Stellantis announced the 124 Spider and 500 were to be withdrawn from their North American model lineup after the 2020 model year and would not return for 2021, as is the situation with 500L. These models were expected to sell into 2021 until stock depletion.

The Fiat Doblò is a panel van and leisure activity vehicle produced by Fiat since 2000. It was unveiled at the Paris Motor Show in October 2000. A second-generation Doblò succeeded the original vehicle in 2010 for most markets, and it was sold in the United States as the RAM ProMaster City from 2015 to 2022. The second generation was also sold in Europe and the UK as the Opel/Vauxhall Combo. The third-generation Doblò, a rebadged version of the Citroën Berlingo, was unveiled in June 2022, and is also sold as the Opel or Vauxhall Combo, Peugeot Partner, and Toyota ProAce. It was first launched to the public in the Netherlands, and received the “2006 International Van of the Year” award by an international jury from 19 countries. In Singapore, a 1.4 litre LAV variant is marketed as the Fiat Panorama in five and seven seater versions. The first Doblò was sold in January 2001. The Doblò carries a payload of up to 730 kg (1,609 lb), with an interior volume of 3.2 cubic metres (110 cu ft). The Doblò uses Fiat Strada’s platform, in turn derived from the Fiat Palio’s one, using a rigid axle with leaf springs at the rear, instead of a torsion beam with coil springs as on the Palio. It is manufactured by Fiat’s Tofaş subsidiary factory in Bursa, Turkey, in Brazil since 2002 and in Russia and Vietnam. Turkish models have an engine range that includes a 1.4 litre petrol, a 1.9 litre MultiJet, and a 16 valve 1.3 litre MultiJet. The facelift version came in October 2005, and was restyled with modifications to the front and rear light groups, and the total design of the front part.

Final Fiats here were examples of the very popular 312-series 500 and the latest all-electric model.

ISO

he Iso Grifo is a limited production grand tourer manufactured by Italian automobile manufacturer Iso Autoveicoli S.p.A. between 1965 and 1974. Intended to compete with Grand Touring offerings from Ferrari and Maserati, it used a series of American power trains and components supplied by Chevrolet and Ford.[2][3][4] Styling was done by Giorgetto Giugiaro at Bertone, while the mechanicals were the work of Giotto Bizzarrini. Iso S.p.A. was already well known for producing the high-performance Rivolta IR 300; a sleek looking 2+2 Coupe based on Chevrolet Corvette mechanicals. After leaving Ferrari, in 1961 Giotto Bizzarrini set up “Prototipi Bizzarrini” in Livorno, Tuscany where he designed and consulted for marques such as ATS, Lamborghini, and Iso. In 1963, he designed the Iso Grifo A3/L (“L” for Lusso, Italian for “luxury”) for Renzo Rivolta, who was looking for a follow-up to his IR 300. The body was designed by Giorgetto Giugiaro at Bertone, while Bizzarrini put his expertise in the mechanicals. Bizzarrini figured there would also be a demand for a race version of the Grifo and developed the A3/C (C for Corsa) with a dramatic, modified alloy body. He later dubbed it his “Improved GTO”, as he designed the 250 GTO when he had worked for Ferrari. In the Corsa, he moved the engine back about 40 mm (1.6 in), making the A3/C a front, mid-engine car. To adjust the timing, mechanics had to remove a piece of the dashboard. Both the racing and road legal versions of the car were being built simultaneously. When leaving the factory, the Iso Grifo was originally fitted with Pirelli Cinturato 205VR15 tyres (CN72). At the Turin Motor Show that same year, Bertone showed the Grifo A3/L prototype while Iso unveiled the unpainted competition version: the Iso Grifo A3/C. Both became successful in their own right, the road car receiving praise from the press, while the race car performed very well although it had been made on a much tighter budget compared to Ferrari. Rivolta also showed a prototype A3/L Spyder at the Geneva Motor Show. Iso concentrated on getting the A3/L ready for production, focusing on some of the design changes that had to be made to the prototype. The car got a light face-lift that made it less aggressive in appearance. It was given a modified but reliable 5.4 litre Chevrolet small-block 327 V8 engine—having variable power outputs of 300–350 bhp – coupled to a Borg-Warner 4-speed manual transmission. The engines were completely ordered and manufactured in the United States; they were shipped to Italy, where they were taken apart before they were eventually installed in the cars. This was similar to the manufacturing process of the IR 300. With a weight of less than 2,200 lb (1,000 kg), the car was able to attain a top speed of over 275 km/h (171 mph). In 1964, the prototype A3/C raced at Le Mans (driven by Edgar Berney and Pierre Noblet), running well until brake problems required a two-hour pit stop. The car resumed the race, finally finishing 14th. In 1965, the car performed better, finishing 9th at Le Mans. The production of the Iso Grifo GL started in 1965, but the Bizzarrini and Rivolta partnership quickly fell apart over the use of the name Grifo. This resulted in separate production of the Grifo GL and the competition Bizzarrini A3/C. The Grifo GL was produced at Bresso, while the A3/C was produced at Piero Drogo’s Sports Cars of Modena, under Bizzarrini’s strict supervision. Bizzarrini refined his A3/C, eventually developing his line of models. Only 22 examples of the Grifo A3/C were made before Rivolta and Bizzarrini split. In October 1966, the first Grifo (car #97) with a targa top was shown at the Turin Motor Show. Designed by Bertone and featuring the stunning removable roof, the reliable 300 hp Chevy 327 V8, and the coveted ZF 5 speed transmission. Only fourteen Series I Targas and four series II Targas were built. In 1968 the Grifo 7 Litri was introduced, featuring a Chevrolet L71 big-block engine, a Tri-Power version of the 427 engine. The massive power plant required several mechanical changes to the car in order to fit, i.e. strengthened chassis components as well as an enlarged engine compartment with reinforced mounts. A large hood scoop (dubbed “Penthouse” due to its size) was added to clear for the engine’s deck height. It produced an officially advertised minimum of 435 bhp at 5,800 rpm. The factory claimed the 7 Litri could attain a top speed of 300 km/h (186 mph). In 1970, a styling change was made to the nose section of the car for the Grifo Series II. It was given a sleeker look and hide-away headlights. In the IR-9 “Can Am” version, the engine was switched from the 427 engines to the newer, even more powerful Chevrolet 454 7.4 litre engine. In 1972, the Grifo IR-8 was introduced, using a small-block Ford Boss 351 engines. These models can be recognized by their taller hood scoop. This was the final Iso automobile made, as Iso S.P.A. closed its doors in 1974 during the 1970s oil crisis. In total, 330 Series I and 83 Series II cars were built for a total of 413 cars, 90 of which were 7-litre versions. The rarest are the Series II 5-speeds (23 units) and the Series II Targa (4 units). Due to their rarity today, Grifos are desirable collectibles. A former employee of Iso, Roberto Negri, runs a small company in Clusone, Italy, specializing in maintaining and restoring Grifos.

LAMBORGHINI

2023 marks the 60^th anniversary of Lamborghini cars and there are all manner of events taking place to mark this. These included activities over this weekend, with a special collection of Lamborghinis promised for this event. That did not really materialise, with only around a dozen cars coming, and arriving only in late morning. In a masterstroke aimed at ensuring that they actually stayed (Lamborghini owners being notorious for leaving within an hour or so of arriving at any event!), their runway time was scheduled for mid afternoon, so there was ample time for everyone to see the cars. There was a special guest here, the former works test driver, Valentino Balboni, and he was to be found wandering around and then later on he was being interviewed by Ciro Ciampi

.

One of the more unusual exhibits was this 1R tractor. Lamborghini tractors, of course, are the product which actually put Ferruccio Lamborghini’s company on the map and which provided the financial backing to enable him to diversify into making cars in 1963. The 1R is a smaller machine than the 2R series which is more commonly seen, and was made in the early 1960s. It featured a new air-cooled FL2 engine, of 1462cc and 26hp.

Oldest of the Lamborghini cars here was this Miura, a car some will say was the first true supercar. For sure, this car, produced between 1966 and 1973, is widely considered to have instigated the trend of high performance, two-seater, mid-engined sports cars. When released, it was the fastest production road car available. The Miura was originally conceived by Lamborghini’s engineering team, Gian Paolo Dallara, Paolo Stanzani, and Bob Wallace who in 1965 put their own time into developing a prototype car known as the P400. The engineers envisioned a road car with racing pedigree – one which could win on the track and be driven on the road by enthusiasts. The three men worked on its design at night, hoping to convince Lamborghini such a vehicle would neither be too expensive nor distract from the company’s focus. When finally brought aboard, Lamborghini gave his engineers a free hand in the belief the P400 was a potentially valuable marketing tool, if nothing more. The car featured a transversely-mounted mid-engine layout, a departure from previous Lamborghini cars. The V12 was also unusual in that it was effectively merged with the transmission and differential, reflecting a lack of space in the tightly-wrapped design. The rolling chassis was displayed at the Turin Salon in 1965. Impressed showgoers placed orders for the car despite the lack of a body to go over the chassis. Bertone was placed in charge of styling the prototype, which was finished just days before its debut at the 1966 Geneva motor show. Curiously, none of the engineers had found time to check if the engine would fit inside its compartment. Committed to showing the car, they decided to fill the engine bay with ballast and keep the car locked throughout the show, as they had three years earlier for the début of the 350GTV. Sales head Sgarzi was forced to turn away members of the motoring press who wanted to see the P400’s power plant. Despite this setback, the car was the highlight of the show, immediately boosting stylist Marcello Gandini’s reputation. The favourable reaction at Geneva meant the P400 was to go into production by the following year. The name “Miura”, a famous type of fighting bull, was chosen, and featured in the company’s newly created badge. The car gained the worldwide attention of automotive enthusiasts when it was chosen for the opening sequence of the original 1969 version of The Italian Job. In press interviews of the time company founder Ferruccio Lamborghini was reticent about his precise birth date, but stressed that he was born under the star sign Taurus the bull. Early Miuras, known as P400s (for Posteriore 4 litri), were powered by a version of the 3.9 litre Lamborghini V12 engine used in the 400GT at the time, only mounted transversely and producing 350 hp. Exactly 275 P400 were produced between 1966 and 1969 – a success for Lamborghini despite its then-steep price. Taking a cue from the Morris Mini, Lamborghini formed the engine and gearbox in one casting. Its shared lubrication continued until the last 96 SVs, when the case was split to allow the correct oils to be used for each element. An unconfirmed claim holds the first 125 Miuras were built of 0.9 mm steel and are therefore lighter than later cars. All cars had steel frames and doors, with aluminium front and rear skinned body sections. When leaving the factory they were originally fitted with Pirelli Cinturato 205VR15 tyres (CN72). The P400S Miura, also known as the Miura S, made its introduction at the Turin Motorshow in November 1968, where the original chassis had been introduced three years earlier. It was slightly revised from the P400, with the addition of power windows, bright chrome trim around external windows and headlights, new overhead inline console with new rocker switches, engine intake manifolds made 2 mm larger, different camshaft profiles, and notched trunk end panels (allowing for slightly more luggage space). Engine changes were reportedly good for an additional 20 hp. Other revisions were limited to creature comforts, such as a locking glovebox lid, a reversed position of the cigarette lighter and windshield wiper switch, and single release handles for front and rear body sections. Other interior improvements included the addition of power windows and optional air conditioning, available for US$800. About 338 P400S Miura were produced between December 1968 and March 1971. One S #4407 was owned by Frank Sinatra. Miles Davis also owned one, which he crashed in October 1972 under the influence of cocaine, breaking both ankles. The last and most famous Miura, the P400SV or Miura SV featured different cam timing and altered carburettors. These gave the engine an additional 15 hp to a total of 380 hp. The last 96 SV engines had a split sump. The gearbox now had its lubrication system separate from the engine, which allowed the use of the appropriate types of oil for the gearbox and the engine. This also alleviated concerns that metal shavings from the gearbox could travel into the engine with disastrous and expensive results and made the application of an optional LSD far easier. The SV can be distinguished from its predecessors from its lack of “eyelashes” around the headlamps, wider rear wings to accommodate the new 9-inch-wide rear wheels and Pirelli Cinturato tyres, and different taillights. 150 SVs were produced.

Which small boy (and perhaps car loving girl) did not lust after a Countach back in the 1970s and 1980s. A dramatic looking car, this was the stuff of dreams that you would only ever see at the London or NEC Motor Shows. Countach first made an appearance, as a concept in 1971, but it was 1973 before the production car made its debut, and despite unfortunate timing with fuel shortages and a recession, and a number of financial problems for its maker, the car sold well throughout its production life. The Countach entered production as the LP400 with a 3929 cc engine delivering 370 hp. The first production Countach was delivered to an Australian in 1974. Externally, little had altered from the final form of the prototype except at the rear, where conventional lights replaced the futuristic light clusters of the prototype. The styling had become rather more aggressive than Gandini’s original conception, with the required large air scoops and vents to keep the car from overheating, but the overall shape was still very sleek. The original LP400 rode on the quite narrow tyres of the time, but their narrowness and the slick styling meant that this version had the lowest drag coefficient of any Countach model. The emblems at the rear simply read “Lamborghini” and “Countach”, with no engine displacement or valve arrangement markings as is found on later cars. By the end of 1977, the company had produced 158 Countach LP400s. In 1978, a new LP400 S model was introduced. Though the engine was slightly downgraded from the LP400 model (350 bhp), the most radical changes were in the exterior, where the tyres were replaced with 345/35R15 Pirelli P7 tyres; the widest tyres available on a production car at the time, and fibreglass wheel arch extensions were added, giving the car the fundamental look it kept until the end of its production run. An optional V-shaped spoiler was available over the rear deck, which, while improving high-speed stability, reduced the top speed by at least 16 km/h (10 mph). Most owners ordered the wing. The LP400 S handling was improved by the wider tyres, which made the car more stable in cornering. Aesthetically, some prefer the slick lines of the original, while others prefer the more aggressive lines of the later models, beginning with the LP400 S. The standard emblems (“Lamborghini” and “Countach”) were kept at the rear, but an angular “S” emblem was added after the “Countach” on the right side. 1982 saw another improvement, this time giving a bigger, more powerful 4754 cc engine. The bodywork was unaltered, however the interior was given a refresh. This version of the car is sometimes called the 5000 S, which may cause confusion with the later 5000 QV. 321 of these cars were built. Two prototypes of the 1984 Countach Turbo S were built by Lamborghini, of which one is known to exist. The Turbo S weighed 1,515 kg (3,340 lb), while its 4.8 litre twin-turbo V12 had a claimed maximum power output of 758 PS and a torque output of 876 N·m (646 lb·ft), giving the car an acceleration of 0–100 km/h (0–62 mph) in 3.7 seconds and a top speed of 335 km/h (208 mph). A turbo adjuster, located beneath the steering wheel, could be used to adjust the boost pressure from 0.7 bar to 1.5 bar at which the engine performed its maximum power output. The Turbo S has 15″ wheels with 255/45 tyres on the front and 345/35 on the rear. In 1985 the engine design evolved again, as it was bored and stroked to 5167 cc and given four valves per cylinder—quattrovalvole in Italian, hence the model’s name, Countach 5000 Quattrovalvole or 5000 QV in short. The carburettors were moved from the sides to the top of the engine for better breathing—unfortunately this created a hump on the engine deck, reducing the already poor rear visibility to almost nothing. Some body panels were also replaced by Kevlar. In later versions of the engine, the carburettors were replaced with fuel injection. Although this change was the most notable on the exterior, the most prominent change under the engine cover was the introduction of fuel injection, with the Bosch K-Jetronic fuel injection, providing 414 bhp, rather than the six Weber carburettors providing 455 bhp. As for other markets, 1987 and 1988 model Quattrovalvoles received straked sideskirts. 610 cars were built.

At a time when the company was financed by the Swiss-based Mimran brothers, Lamborghini began development of what was codenamed Project 132 in June 1985 as a replacement for the Countach model. The brief stated that its top speed had to be at least 315 km/h (196 mph). The design of the car was contracted to Marcello Gandini, who had designed its two predecessors. When Chrysler bought the company in 1987, providing money to complete its development, its management was uncomfortable with Gandini’s designs and commissioned its design team in Detroit to execute a third extensive redesign, smoothing out the trademark’s sharp edges and corners of Gandini’s original design, and leaving him famously unimpressed. In fact, Gandini was so disappointed with the “softened” shape that he would later realise his original design in the Cizeta-Moroder V16T. The car became known as the Diablo, carrying on Lamborghini’s tradition of naming its cars after breeds of fighting bulls. The Diablo was named after a ferocious bull raised by the Duke of Veragua in the 19th century, famous for fighting an epic battle with ‘El Chicorro’ in Madrid on July 11, 1869 In the words of Top Gear presenter Jeremy Clarkson, the Diablo was designed “solely to be the biggest head-turner in the world.” The Diablo was presented to the public for sale on January 21, 1990. Its power came from a 5.7 litre 48-valve version of the existing Lamborghini V12 featuring dual overhead cams and computer-controlled multi-point fuel injection, producing a maximum output of 499 PS and 580 N·m (428 lb/ft) of torque. The vehicle could reach 100 km/h in about 4.5 seconds, with a top speed of 202 mph. The Diablo was rear-wheel drive and the engine was mid-mounted to aid its weight balance. The Diablo came better equipped than the Countach; standard features included fully adjustable seats and steering wheel, electric windows, an Alpine stereo system, and power steering from 1993 onwards. Anti-lock brakes were not initially available, although they would eventually be used. A few options were available, including a custom-moulded driver’s seat, remote CD changer and subwoofer, rear spoiler, factory fitted luggage set and an exclusive Breguet clock for the dash. The Diablo VT was introduced in 1993. Although the VT differed from the standard Diablo in a number of ways, by far the most notable change was the addition of all wheel drive, which made use of a viscous centre differential (a modified version of LM002’s 4WD system). This provided the new nomenclature for the car (VT stands for viscous traction). The new drivetrain could direct up to 25% of the torque to the front wheels to aid traction during rear wheel slip, thus significantly improving the handling characteristics of the car. Other improvements debuting on the VT included front air intakes below the driving lamps to improve brake cooling, larger intakes in the rear arches, a more ergonomic interior with a revised dashboard, electronically adjustable dampers, four-piston brake calipers, power steering, and minor engine refinements. Many of these improvements, save the four-wheel drive system, soon transferred to the base Diablo, making the cars visually nearly identical. Further updates would follow before the car gave way to the Murcielago in 2001. The Diablo sold in greater numbers than its predecessor with 2898 examples being made during its 11 year production life.  There were several here, including the VT and the SV, a few of them were the late model cars with their faired-in headlights.

 

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 bhp) 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 Nm (490 lb/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

The Aventador has been a huge success for Lamborghini. It was first seen at the 2011 Geneva Show, with the full name of Aventador LP700-4 Coupe, the numbers denoting the output of 700 bhp from the all-new V12 engine and the 4 meaning four wheel drive, something which has featured on every Aventador since. The launch price was £250,000 but even so within a month, Lamborghini had a year’s worth of orders, and within a year, 1000 had been built. In November 2012 a Roadster version arrived, which was very similar to the Coupe, but with a lift-out roof panel. A suite of mechanical changes came at this point, with a cylinder deactiviation technology helping to improve fuel consumption and cut emissions. To mark half a century of car production, in April 2013, the LP720-4 50th Anniversary was launched, with 100 units available. As well as the extra 20 bhp, these had a mildly redesigned nose and tail, special paintwork and unique interior trim. A Roadster version followed in December 2014, the LP 700-4 Pirelli Edition. This did not have the extra power, but did feature two tone paint, unique wheels and a transparent engine cover, with the engine bay finished in carbon fibre. Lamborghini turned up the wick in March 2015 with the LP750-4 SuperVeloce, or SV for short, which featured and extra 50 bhp and a 50 kg weight reduction largely thanks to the use of more carbon fibre. A Roadster version followed a few months later

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The Aventador SVJ is the fastest Lamborghini you can buy new. With 759bhp and 531lb ft on tap, the SVJ (Superveloce Jota) matches the power output of the ultra-low-volume Centenario and is 29bhp more powerful than the Aventador S. This power figure is produced by a tuned version of Lamborghini’s naturally aspirated 6.5-litre V12 and is transmitted to the road through all four wheels. Four-wheel steering is also fitted, as per the Aventador S, but the SVJ builds upon the standard car’s agility with a second generation of its active aerodynamics system (ALA 2.0), with improvements over the first system including redesigned air inlets and aero channel designs. The system aided the SVJ in lapping the Nürburgring circuit in 6min 44.97sec – a new record for a production car. Lamborghini claims the SVJ’s downforce is 40% greater than that of the Aventador SV – its former performance flagship. Larger side air intakes, a huge rear wing, tweaked underbody with vortex generators and prominent rear diffuser and aerodynamic bodywork at the front help to achieve the improved aero figure. The chassis is tweaked for additional stiffness – a 50% stiffer anti-roll bar compared with the Aventador SV has been fitted, while the suspension’s damping force range is increased by 15% over the SV. Other tweaks to the suspension are claimed to improve the car’s on-track stability. A re-engineered exhaust system reduces back pressure and has been fettled to produce a “more emotive’ sound, as well as being lighter than the standard set-up, with higher exit points. Also among the mechanical upgrades is a tweaked seven-speed automated manual gearbox, while the four-wheel drive system now sends 3% more torque rearwards. The stability control and ABS systems are tweaked to accommodate the greater grip provided by the active aerodynamics. The car’s exclusive aluminium Nireo wheels are shod in specially made Pirelli P Zero Corsa tyres and are stiffer, with a bespoke tread design for the Aventador SVJ. Lamborghini plans to build 900 SVJs, with UK prices starting at around £356,000 when deliveries begin in early 2019. An additional 63 units will be produced in 63 Edition guise, of which the Pebble Beach reveal car is one, celebrating the brand’s 1963 inception. These feature a bespoke colour and trim and will carry a higher price tag than the regular SVJ.

The Lamborghini Huracán (Spanish for “hurricane”; [uɾaˈkan]) is a sports car replacing the previous V10 offering, the Gallardo. The Huracán was revealed online in December 2013, making its worldwide debut at the 2014 Geneva Auto Show, and was released in the market in the second quarter of 2014. The Huracán’s name (huracán being the Spanish word for hurricane) is inspired by a Spanish fighting bull. Historic Spanish fighting bulls have traditionally provided the names of most Lamborghini car models. Huracán was a bull known for its courage that fought in 1879. The Huracán maintains the 5.2-litre naturally aspirated Audi/Lamborghini V10 engine with an additional 0.2 litres, compared to the Gallardo, tuned to generate a maximum power output of 602 bhp/610 PS. To ensure its balance and performance, the car is mid-engined. The engine has both direct fuel injection and multi-point fuel injection. It combines the benefits of both of these systems; it is the first time this combination is used in a V10 engine. To increase its efficiency, the Huracán’s engine also includes a start-stop system. The firing order of the engine is 1, 6, 5, 10, 2, 7, 3, 8, 4, 9. This is printed on a metal plate on the top of the engine, as with all other Lamborghini models. The drag coefficient of Cd=0.39 was undisclosed until 2021. The LP 610-4 designation comes from the car having 610 PS and four-wheel drive, while LP stands for “Longitudinale Posteriore”, which refers to the longitudinal mid-rear engine position. Changes from the Gallardo include full LED illumination, a 12.3 inch full-colour TFT instrument panel, fine napa 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 braking system, optional Lamborghini Dynamic Steering variable steering system and MagneRide electromagnetic damper control. The main competitors of the Huracán include the McLaren 650S (as well as the 720S), the Audi R8, the Ferrari 458 Speciale and the 488 GTB. Extra options that increase the price of the car include interior enhancements, special paint schemes, improved suspension, and a lifting system, as well as multiple components optionally available in carbon fibre, rather than aluminium. The convertible variant of the Huracán LP 610-4 was revealed at the Frankfurt Motor Show on 14 September 2015. The 5.2-litre naturally-aspirated V10 engine is the same as the coupé and generates a maximum power output of 602 bhp/610 PS. Acceleration from 0 to 100 km/h (62 mph) takes 3.4 seconds and the top speed is 323 km/h (201 mph). It has the same 7-speed Lamborghini Doppia Frizione (LDF) dual-clutch transmission as that of the coupé. The Spyder has a dry weight of 1,542 kg (3,400 lb) which is 120 kg (265 lb) more than the coupé due to chassis reinforcing components. The Spyder has a CO2 emission of about 280 g/km. Unveiled at the 2016 Geneva Motor Show, the Huracán LP 580-2 is a lower cost derivative of the Huracán LP 610-4 that differs mostly in having the 5.2 L V10 engine detuned to 572 bhp/580 PS and 533 Nm (393 lb/ft) of torque along with having a rear wheel drive drivetrain instead of the all-wheel drive drivetrain found in the standard Huracán. Lamborghini claims the car will accelerate from 0–100 km/h (0–62 mph) in 3.4 seconds and 0–200 km/h (0–124 mph) in 10.1 seconds. The top speed is claimed to be as high as 320 km/h (199 mph). It also features slight visual differences to the standard variant of the car – with a different front fascia and larger air vents at the rear of the car for improved brake cooling. The seven-speed dual-clutch transmission is the same as used in the standard LP 610–4. The base level LP 580-2 costs US$201,100, about US$40,000 less than the base level LP 610–4. A convertible variant of the Huracán LP 580-2 was unveiled at the Los Angeles Auto Show on 16 November 2016. The 5.2-litre naturally-aspirated V10 engine is the same as in the coupé, and generates a maximum power output of 572 bhp/580 PS. 0 to 100 km/h (62 mph) takes 3.6 seconds and the top speed is 320 km/h (199 mph). A track oriented variant of the Huracán, called the Performante, was unveiled at the 2017 Geneva Motor Show. The Performante underwent various exterior changes with the most noticeable being the front and rear bumpers. Carbon fibre is used for the bumpers and the side skirts. An adjustable carbon fibre rear wing has been added to increase downforce. The position of the exhaust has also been changed, and is now just a bit above the rear diffuser. The interior also underwent noticeable changes, now sporting new seats and a new digital speedometer (similar to that of the Aventador SV’s speedometer). The Performante’s 5.2-litre V10 has been tuned to have a power output of 631 bhp/640 PS at 8,000 rpm and 601 Nm (443 lb/ft) of torque at 6,500 rpm. The weight has also decreased by 40 kg (88 lb), courtesy of the forged aluminium and forged carbon fibre body components (first used in the construction of the Sesto Elemento). All the new aero components on the car have active aerodynamic capability and help keep the car stable at high speeds. The Performante is capable of accelerating from 0–100 km/h (0–62 mph) in 2.9 seconds, 0–200 km/h (0–124 mph) in 8.9 seconds. It also has a theoretical top speed of 325 km/h (200 mph). The car has been stiffened by 10% with new springs, roll bars, and radial axial arm bushings. The magnetorheological suspension has been reworked to give a driver a serious track experience. The Lamborghini Dynamic Steering has been re-calibrated. The Performante utilises Lamborghini’s new ALA (Aerodinamica Lamborghini Attiva) system, which is said to be 80% lighter than regular sports car hydraulic systems. According to Lamborghini, ALA is also said to provide 750% more downforce than the standard Huracán. The Lamborghini Huracán Performante Spyder was unveiled at the 2018 Geneva Motor Show. It takes much of the styling inspiration from the coupé and the outgoing LP 610-4 Spyder. The Spyder is identical to the coupé from performance and technological standpoint, but the acceleration time from 0–60 mph has risen by one-tenth of a second and stands at 3.1 seconds while the 0–200 km/h (0–124 mph) has risen by four-tenths of a second and stands at 9.3 seconds. Due to the loss of the roof, the Spyder weighs 125 kg (276 lb) more than the coupé due to chassis reinforcing components. Top speed remains the same as well and stands at 325 km/h (202 mph). Deliveries of the Spyder began in the fourth quarter of 2018. The Huracán received a mid-cycle update in 2019, now being called the Huracán Evo. It now shares its engine and some of the technology with the Performante variant. The updated version of the Huracán has a more aggressive design language, the new front bumper has integrated aeroblades for improved downforce along with the rear styling inspired by the Performante variant, having the same rear diffuser, exhaust pipe position and radiators. A new ducktail spoiler improves downforce by 5 times as compared to the outgoing model. The engine is shared with the Performante and generates 631 bhp/640 PS at 8,000 rpm and 601 Nm (443 lb/ft) of torque at 6,500 rpm. The exhaust system is more refined and has titanium intake valves. This allows the car to achieve a 0–60 mph) acceleration time of 2.9 seconds, 0–200 km/h (0–124 mph) acceleration time of 9 seconds and a top speed of 325 km/h (202 mph). The car has a braking distance from 100–0 km/h (62–0 mph) of 104 ft (32 m). The Huracán Evo has a rear-wheel steering system for improved handling and a torque vectoring system. A new central processing unit controls the various functions of the car and monitors various settings. The control system is controlled by the new infotainment system (via an 8.4 inch touchscreen) dubbed the Lamborghini Dinamica Veicolo Integrata which has integrated both Apple CarPlay and Android Auto. The infotainment system predicts the driving modes by a feed forward logic. The feed forward logic works by sensors monitoring the lateral, longitudinal and vertical accelerations, as well as roll, pitch and yaw rate to predict the best possible driving mode for the driver. The magnetorheological suspension is also revised and now uses electromagnetic current to adjust the suspension system in accordance with the driving mode. The transmission system from the outgoing model is retained which transfers power to all four wheels. A new Ego mode allows the driver to change driving settings to their own preference. The Huracán Evo Spyder was introduced online in February 2019. The Spyder has the same enhancements as the coupé but is 100 kg (220 lb) heavier due to the addition of chassis reinforcement components owing to the loss of the roof. The car has the same canvas folding soft top as the outgoing model which takes 17 seconds for operation and is operable at speeds up to 50 km/h (31 mph). The Spyder can accelerate to 100 km/h (62 mph) in 3.1 seconds from a standstill, to 200 km/h (124 mph) in 9.3 seconds and can attain a top speed of 325 km/h (202 mph). A rear-wheel drive variant of the Evo debuted in January 2020, replacing the LP 580–2. The front splitter has been reshaped and generates more airflow, which is directed to the revised diffuser. Unique to the RWD model is P-TCS (Performance Traction Control System) that ensures that torque is not cut off abruptly; Lamborghini claims this increases oversteer by 30 percent compared to the LP 580–2. The engine is detuned and is now rated at 602 bhp/610 PS. Due to the detuned engine, the car is slower than the standard Huracán Evo accelerating to 100 km/h (62 mph) in 3.3 seconds while having the same top speed. The car also receives a unique paint option, Giallo Belenus, along with a matching interior upholstered in leather and microsuede. A convertible version of the rear-wheel drive variant of the Evo was showcased in May 2020, replacing the LP 580-2 Spyder. Like the Coupé variant, the convertible has a power output of 602 bhp/610 PS. The convertible has a 0– 60 mph acceleration time of 3.5 seconds and has a claimed top speed of 323 km/h (201 mph). Unveiled on April 12, 2022, The Huracán Tecnica sits between the EVO RWD and the track-focused STO. It is 6.1 cm (2.4 in) longer than the EVO, but is the same height and width. It uses the naturally-aspirated V10 engine from the STO and has a top speed of 325 km/h (202 mph) and an acceleration time of 0–100 km/h (0–62 mph) in 3.2 seconds. According to Lamborghini, the Tecnica’s aerodynamic changes increase downforce 35 percent and reduce drag by 20 percent compared to the EVO. It is expected that production will end in 2024.

The Huracán STO (Super Trofeo Omologato) is a track focused variant of the Huracan. It is completely different from other Huracan variants. The STO has a taller rear wing with a roof snorkel for engine cooling. There is a shark fin aerodynamic device connecting the roof snorkel with the rear wing. The engine cover is reminiscent of the Lamborghini Super Trofeo Evo race cars. The entire hood opens to reveal a small compartment for storing racing equipment, the body is made of 75% carbon fibre, the engine and the power output of the STO is the same as the Huracan Perfomante and the Huracan Evo but it has Rear-wheel drive with Rear Wheel Steering system, it has CCMR Brakes inspired from Formula 1. The STO comes with three new modes: STO for road driving, TROFEO for fast lap times on dry tarmac, and PIOGGIA for wet weather driving. The bucket seats on the interior feature racing harnesses.

LANCIA

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.

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 greater 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.

The Beta Spyder was also here. First seen in 1976, this was effectively an open-topped version of the Coupe, the Spyder was designed by Pininfarina but actually built by Zagato, which is why it was known as the Zagato in America. The Spyder used the Coupé’s shorter wheelbase and featured a targa top roof panel, a roll-over bar and folding rear roof.. Early models did not have a cross-member supporting the roof between the tops of the A to B pillars. Later models had fixed cross-members. It was initially powered by either the 1600 or 1800 twin-cam engine, later being replaced by the new 1.6 and 2.0. It never received the IE or VX engines. There were fuel injected engines for the US market.  Lancia spelt the name with a “y” rather than an “i” possibly to differentiate the car from the Alfa Romeo Spider, though most people tend to use the “Spider” spelling these days. 9390 examples were built.

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 prbemium 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.

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.

Final car to bear the Autobianchi name was the Y10, which was launched in 1985 as a replacement for the long running Autobianchi A112. It retained the Autobianchi badging in some European markets, but in the UK where that brand had never been sold, it was a Lancia. A boutique city car, it created a small market niche all of its own long before the world had become obsessed with “premium” at every point of the market. When first launched, the top model of the range was the Turbo, which was a slightly raw pocket rocket created by the simple expedient of strapping a small IHI turbo on the 1050cc engine, resulting in a car with 85 bhp at its disposal. When the Y10 was facelifted in 1989, the Turbo was gone, replaced by the GTie, which is the version seen here. The new unit, a naturally aspirated 1301cc engine of 1301 cc and Multi Point fuel injection was derived from the previous 1050, and although not quite as potent, with maximum power of 78 hp at 5750 rpm and a maximum torque of 100 Nm at 3250 rpm was still able to propel the car to 178 km/h and to accelerate from 0 to 100 km/h in 11.5 seconds. It also delivered more comfort and a smoother drive than the rather raucous turbo version, which made the GT a much more “usable” and “all-rounder” of a GT. As was common with sports models at the time, the GT i.e. is characterised by red border that frames the front grille, by an adhesive strip, with the mark of identification, which runs through the lower edge of the side, by original hub caps (optional alloy wheels) and chrome tailpipe. It was the lesser models which achieved most of the sales, of course. Over 850,000 Y10s were made between 1985 and 1992.

MASERATI

The Maserati Indy (Tipo AM 116) is a four-seater fastback grand tourer produced from 1969 to 1975. The Indy was conceived as an alternative to the Ghibli offering a V8 engine and room for four people; it effectively replaced both the ageing six-cylinder 2+2 Maserati Sebring—which descended from the 1957 3500 GT— and the first generation Quattroporte. Two coachbuilders showed their proposals at the November 1968 Salone dell’automobile di Torino, both based on a Maserati 4.2-litre chassis. On Ghia’s stand there was the Simùn, a 2+2 berlinetta designed by Giorgetto Giugiaro; on Carrozzeria Vignale’s, a sleek 4-seater fastback penned by Giovanni Michelotti. Both coachbuilders had already an established relationship with Maserati, as Vignale had been responsible for the 3500 GT Spyder, Mexico and Sebring, while Giugiaro had recently penned the Ghibli at Ghia. Vignale’s prototype was preferred, and the production model was launched by Maserati at the Geneva Motor Show the following March.  The car was christened Indy in honour of Maserati’s two victories at the Indy 500. At its launch in 1969 the Indy was offered with a 4.2-litre V8 engine. From 1970 a 4.7-litre Indy 4700 was offered alongside the 4200; the same year some interior updates were introduced, including seats with retractable headrests and a new dashboard. In 1972, Maserati added the Indy 4900 to the range, equipped with the new 4.9-litre V8. Production of the Indy ended in 1975. In total 1,104 were produced, 440 of them Indy 4.2s, 364 Indy 4.7s and 300 Indy 4.9s. These days the cars worth a fraction of the prices charged for a Ghibli, which makes them something of a bargain to my mind.

Top of the range throughout the 1970s was the stunning Khamsin and there was one of them here. Introduced on the Bertone stand at the November 1972 Turin Auto Show. and designed by Marcello Gandini, it was Bertone’s first work for Maserati. In March 1973 the production model was shown at the Paris Motor Show. Regular production of the vehicle started only a year later, in 1974. The Khamsin was developed under the Citroën ownership for the clientele that demanded a front-engined grand tourer on the lines of the previous Ghibli, more conventional than the mid-engined Bora. The Khamsin’s body is prominently wedge-shaped, with a fastback roofline and kammback rear end. The tail is characterized by a full-width glass rear panel, carrying inset “floating” tail lights. Combined with the wide, almost all-glass rear hatch this gave exceptional rear visibility in comparison to most cars, especially similar sports cars. Cosmetic triangular vented panels are inlaid in the C-pillar, with the right-hand one hiding the fuel filler cap. Another distinguishing feature is the engine bonnet, pierced by asymmetrical vents. Design features as the wedge body, glazed tail panel and the location of the fuel filler cap all carry Gandini’s signature, as they were all present on his earlier Lamborghini Espada. Despite being marketed as a 2+2, the leather-trimmed rear seats, nestled between the two fuel tanks, were found too lacking in headroom and legroom to be usable. The complete instrumentation included gauges for speedometer, tachometer, water temperature, oil temperature, oil pressure, voltmeter and a clock. The Khamsin used an all-steel monocoque construction, with a rear Silentbloc-bushing insulated tubular subframe supporting the rear suspension and differential. Suspension was double wishbones all around – a major improvement over the Ghibli’s leaf-sprung solid axle – with coaxial springs and shock absorbers (single upfront, double at the rear) and anti-roll bars. The front-mid mounted engine gave the car a 50/50 weight distribution; it was pushed so far back towards the firewall that the full size spare tyre could be stored beneath the radiator in front of it, thus freeing up space in the boot. Apart from the adoption of Bosch electronic ignition, Maserati’s 4,930 cc DOHC, 16-valve V8 engine was carried over from the Ghibli SS and delivered 320 bhp at 5500 rpm and 355.5 lb-ft of torque at 4000 rpm. It was fed through four double barrel 42 DCNF 41 Weber carburettors and used dry-sump lubrication. As on the Ghibli the fuel tanks were two, but not of similar size. A small tank is on the right and it is connected to the main tank below the cargo floor, with a single fuel filler on the right hand side feeding directly the small tank. The double exhaust system ended with two resonators, each with twin exhaust tips. Power was routed to the rear wheels through a 5-speed, all syncromesh ZF manual gearbox with a single-plate dry clutch; a 3-speed Borg Warner automatic transmission was also available on request. Khamsins rode on 215/70 Michelin XWX tyres on 7½J 15″ Campagnolo alloy wheels. Having been developed under the Citroën ownership, the Khamsin made large use of its high-pressure hydraulic systems. The power steering used the Citroën SM’s DIRAVI speed-sensitive variable assistance, which made steering lighter for easier parking and decreased its intervention with speed. The all-around vented disc brakes and the clutch command were both hydraulically actuated and assisted. The adjustable seats and the pop-up headlights were also hydraulically actuated. An adjustable steering column (an innovative feature at the time), air conditioning, electric windows, a radio and full leather upholstery were standard. Maserati claimed a 270 km/h (170 mph) top speed for the European-specification model. In 1977 a mild facelift added three horizontal slots on the Khamsin’s nose to aid cooling. Inside it brought a restyled dashboard and a new padded steering wheel. One Khamsin was delivered to Luciano Benetton in 1981. Despite the many improvements over its predecessor, the Khamsin didn’t replicate its success; partly due to the concurrent fuel crisis that decreased demand for big V8 grand tourers. Production ended in 1982, with 435 vehicles made (a mere third of the Ghibli’s 1274 examples production run) – 155 of whose had been exported to the United States.

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.

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.

Slightly surprisingly, there was just one example of the Ghibli here (mine) and one of the current sixth generation Quattroporte.

VIGNALE

Produced from 1967 to 1971, the Gamine was based on the Fiat 500, but unlike that car, however, the Gamine had an open-top Roadster structure and only two seats. Styling was by Alfredo Vignale. The Gamine is sometimes related in design to the Fiat 508 Balila. A hard-top was offered at an extra cost, and is considered these days to be quite rare. It was powered by a 2-cylinder, air-cooled engine of 499.5 cc from the Fiat 500 sport, the sporty version of the 500, and an engine later to be offered on the 500F, producing 21.2 bhp, which was enough to get the car to 60 mph, just. The Gamine was Alfredo Vignale’s baby project, but while the design was fairly cute, the performance was lacklustre even for the times. A high price, mediocre handling and versatility, meant that the Gamine never sold very well. In fact, the slow sales drove Carrozzeria Vignale out of business, forcing Alfredo Vignale to sell his production line to De Tomaso.

This was a splendid event. The weather helped, of course, with cloudless skies and plenty of summer sunshine encouraging people to linger even before they spotted the photo backdrop potential of the Spitfire (for which there were long queues most of the day!) and some of the hangar buildings. Although there was plenty to see, the venue could clearly cope with far more cars and I think that it had been rather hoped that there would have been a lot more Ferraris, to help fill the space allocated for the marque. Let’s hope that the event is repeated in 2024.