Festival Italia quickly became one of the largest Italian car events in the UK’s packed calendar. Part of the reason for its success comes from the fact that it combines static displays of many hundred Italian cars of all ages and brands with a full day of track action, with not just rounds of both the Alfa and Ferrari Challenges, but also various demo and display laps from a mix of cars including the Heritage Abarths and some ex Formula 1 cars. Add in a range of other attractions including an Italian theme to the food and drink on offer and it is not hard to see the appeal of the event. There was a bit of a wobble on numbers in the post Covid era, but for 2022 it felt like the event had more or less recovered its mojo. How did it come across in 2023? Read on.

A LITTLE FORETASTE

Brands is a long way from home, and given the need to be in the event early, it is necessary to travel up the evening before and to stay locally. I picked a Travelodge a few miles away and when I arrived, I noticed that there were quite a few Abarths in the car park, which was not entirely a surprise. Tired and hungry, I proceeded to check in and headed straight to the bar where I found the owner of one of them, Nick Harper who said that indeed the Abarth East Coast group were staying there and they had mostly just retired to their rooms having had a great Chinese meal just across the street. He left me to my food, and then in the morninvg, as I was up nice and early, when there was more light I made sure I got a few photos of the cars that were parked up at the hotel before heading off to the circuit.

ABARTH

This event is always very popular with Abarth Owners. Every year we’ve managed to get more Club places and yet demand still exceeds supply. The trick of getting multiple Clubs to play only goes so far before one or more of us gets a comment along the lines of “this is Festival Italia, not Festival Abarth”. All the places – over 200 of them if you combine Abarth Owners Club, Abarth South East, Abarth East Coast and the Abarth Punto Collective  together, were taken long before the event. Unfortunately, this time, the organisers decided to break up the various Abarth Clubs so there were two groupings in very different parts of the site, and people not only did not like this, but did not necessarily stick to where they were supposed to park, The result was a lot of empty space in one of the areas and a good collection of cars in the other but it was in the area beyond the rest of the event, and people here moaned that they were almost out of site and as the parking was on hard-standing and on a slope, it was not possible to erect gazebos and the like. People are never happy with some facet of an event, it seems!

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

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

Having used the legendary 695 badging from the 1960s on the Tributo cars, at the 2012 Geneva Show, Abarth dusted off the 595 name that had been used on the less powerful of the Nuova 500 based cars of the same generation, and created two new versions which we should think of as Series 2 cars, the 595 Turismo and Competizione, both of which could be bought in either closed or open top C guise, with either the 5 speed manual or robotised automated gearshifts. Both models had the 160 bhp engine as standard. Effectively they were a replacement for the Esseesse kit, and it meant that the cars were produced complete at the factory, rather than needing the dealer to undertake the upgrade (and the associated paperwork), though Abarth did not withdraw the Esseesse kits from the market for some while. Turismo, as the name suggests was aimed slightly less extreme in intent, featuring standard leather upholstery, upgraded dampers and climate control, Xenon headlights and Alutex interior details. The sportier Abarth 595 Competizione replaced the leather seats with Sabelt cloth sport seats and Alutex with aluminium, while adding p-cross-drilled brakes and the Record Monza dual-mode exhaust.

At the 2012 Geneva Show, Abarth showed the 695C Edizione Maserati, a limited production version of the Abarth 500C convertible with the 1.4 Turbo T-Jet 16v engine rated  at 180 hp,  a 5-speed electrically operated manual Abarth Competizione gearbox with steering wheel controls, Maserati “Neptune” 17″ alloy wheels with performance tyres, Brembo 305 mm brake discs with fixed four-piston caliper and special shock absorbers, Record Modena variable back-pressure “dual mode” exhaust, Pontevecchio Bordeaux body colour, Xenon headlights with dipped and driving light functions, sand beige Poltrona Frau leather seats with containment strips featuring single-layer padding and the pista grey contrasting electro-welding, black leather steering wheel, aluminium pedal unit and sill plate, carbon fibre kick plate, boosted hi-fi audio system. Production was limited to 499 units, and around 20 of them came to the UK, all in Pontevecchio Bordeaux colour. Models were also made in grey, and some of these have subsequently found their way here. There were no fewer than 3 examples of the Edizione Maserati at the event.  There was one of each here, with Neil “Curly” Potter’s Bordeaux car and Sam Cottenden’s grey one.

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

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 last year, Abarth finally unveiled the Series 4 at the end of May 2016. Initially, we were told that the cars would not be available in the UK until September, but that came forward somewhat, with dealers all receiving demo cars in June, and the first customers taking delivery in July.  Three regular production versions of both the closed car and the open-topped C were initially available, all badged 595, and called Custom, Turismo and Competizione, as before, though numerous limited edition models have since appeared and in most case disappeared. The most significant changes with the Series 4 are visual, with a couple of new colours, including the much asked for Modena Yellow and a different red, called Abarth Red, which replaces both the non-metallic Officina and – slightly surprisingly – the tri-coat pearlescent Cordolo Red. as well as styling changes front and rear. The jury is still out on these, with many, me included, remaining to be convinced. At the front, the new air intake does apparently allow around 15 – 20 % more air in and out, which will be welcome, as these cars do generate quite a lot of heat under the bonnet. Competizione models for the UK retain the old style headlights, as they have Xenon lights as standard, whereas the Custom and Turismo cars have reshaped units. At the back, there are new light clusters and a new rear bumper and diffuser. Inside, the most notable change is the replacement of the Blue & Me system with a more modern uConnect Audio set up, which brings a new colour screen to the dash. Mechanically, there is an additional 5 bhp on the Custom (now 145) and Turismo (now 165 bhp) and the option of a Limited Slip Diff for the Competizione, which is likely to prove a popular option. Details of the interior trim have changed, with a filled-in glovebox like the US market cars have always had, and electric windows switches that are like the US ones, as well as a part Alcantara trim to the steering wheel in Competizione cars. These cars have now been on offer for 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.

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

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

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

Many Abarth owners spend a lot of time and money on modifying their cars. Some focus on looks, whilst others are interested in what they can do mechanically to add more power, or other mechanical modifications. There were a number of duly modified cars here, all of which attract lots of attention from everyone present. Whilst some of the changes are not entirely to my taste (I can be something of a purist at times!, there can be no doubting the care and attention (and in many cases money) that has gone into their creation).

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 for 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 9th birthdays, and some have amassed relatively big mileages, but they are still a car for the cognoscenti.

The Punto Evo was launched at the 2010 Geneva Show, with the cars reaching UK buyers in the summer of that year, and it incorporated many of the changes which had been seen a few months earlier on the associated Fiat models, the visual alterations being the most obvious, with the car taking on the nose of the associated Fiat, but adapted to make it distinctively Abarth, new rear lights and new badging. There was more to it than this, though, as under the bonnet, the T-Jet unit was swapped for the 1.4 litre Multi-Air, coupled to a 6 speed gearbox, which meant that the car now had 165 bhp at its disposal. Eventually, Abarth offered an Esseesse kit for these cars, though these are exceedingly rare. For those in the know – which never seemed to be that many people – this was a really capable and desirable car, and the owners love them, lamenting the fact that the model had quite a short production life and has not been replaced.

The final Punto model was the SuperSport. Easily identified by the distinctive black bonnet, just 199 of the SuperSport versions were built, of which around 120 are registered on UK roads. These cars had many of the options from the Punto Evo included as standard. Power came from the the 1.4-litre MultiAir turbo engine, tuned to produce 178bhp and 199lb ft of torque, up from 165 of the standard Punto Evo, giving the SuperSport  a 0-62 time of  7.5 seconds and a  top speed of over 132mph. To help put the power down, the SuperSport was fitted with wider 18″ wheels and optional Koni FSD dampers. Standard equipment included the Blue&Me infotainment system with steering wheel controls, automatic climate control and a popular option was the  ‘Abarth Corsa by Sabelt’ sports leather seats. The SuperSport was available in the same colours as the regular Punto Evo, which means white, grey, black and red.

 

The Abarth 124 Spider was developed in parallel with the Fiat model. It does cost a lot more, and there are those who think you don’t get enough extra for your money, but those who have driven it will tell you otherwise. You certainly get more power. The 1.4 MultiAir turbo unit jumps up from 138bhp to 168bhp, while torque also increases by a modest 10Nm to 250Nm, which gives it a  0-62mph time of  6.8 seconds, which is half a second quicker than the 2.0-litre Mazda MX-5. The top speed is 143mph. It weighs just 1060kg meaning a power-to-weight ratio of 158bhp-per-tonne, and with the new Record Monza exhaust system it sounds great even at idle. The Abarth version gets a stiffer suspension setup than the regular Fiat 124 Spider, with Bilstein dampers and beefed-up anti-roll bars. Bigger Brembo brakes also feature, with aluminium calipers. It can be had with a six-speed manual or six-speed automatic transmission with paddles, and the latter gets a Sport mode for quicker shifts. Many of the UK cars sport the ‘Heritage Look’ pack, which is a no-cost option. It brings a matt black bonnet and bootlid, plus red exterior trim detailing and has proved popular. The £29,565 starting price gets you standard equipment such as cruise control, climate control, Bluetooth, a DAB radio and satnav, plus Alcantara black and red (or pure black) seat trim. The automatic gearbox is a £2,035 extra, while an optional visibility pack brings LED DRLs, auto lights and wipers and rear parking sensors. Sales ceased during 2019, with around 1800 cars having been brought into the UK, so this is always going to be a rare car, and values are already increasing at a rate reflecting its desirability and the difficulty in finding one.

The Abarth New 500e Scorpionissima is a performance variant that made its official debut on 22 November 2022, featuring unique scorpion-badged alloy wheels. Initially, it is being released in a Scorpionissima edition limited to 1,949 examples. Scorpionissima models will be available in a choice of Acid Green or Poison Blue colours, bearing unique side graphics and wheels. The first deliveries were scheduled for June 2023. It has a single electric traction motor that produces 114 kW (153 hp) and 235 Nm (173 lb/ft), an increase of 26.7 kW (35.8 hp) and 15 Nm (11 lb/ft) over the standard motor, and accelerates from 0 to 100 km/h (62 mph) in 7 seconds.  The enhancements in power and torque output are derived from improved inverter and battery wiring, and a reduction in the final-drive ratio. The Abarth also swaps the rear drum brakes on the New 500 for discs. Three driving modes are offered: Turismo, Scorpion Street, and Scorpion Track; output power and torque are limited to 100 kW (130 hp) and 220 Nm (160 lb/ft) in Turismo. Scorpion Street maximizes regenerative braking, simulating the engine braking effect of a conventional car equipped with a manual transmission, while Scorpion Track sacrifices range for performance. In manufacturer testing at Balocco, the Abarth 500e is able to complete laps 1 second quicker than the Abarth 695. Total weight is 1,410 kg (3,110 lb), including the 295 kg (650 lb) battery. Charging hardware is carried over from the regular New 500 equipped with the larger battery, at rates up to 85 kW. The Abarth 500e has a battery with a capacity of 42.2 kWh (gross) and 37.3 kWh (net), giving the vehicle a claimed range of 264 km (164 mi) under the WLTP driving cycle with the standard 17-inch wheels; equipping the 18-inch wheels reduces range to 253 km (157 mi). Real-world mixed driving with 18-inch wheels indicated an actual range of 212 km (132 mi), with consumption of 3.4 mi/kWh.

As well as the modern Abarths there was a most impressive display of classic Abarth models, assembled under the leadership of Tony Castle-Miller and Middle Barton Garage. Tony had pulled all the proverbial stops out in 2019 to celebrate the Abarth 70th Anniversary and we all thought we would never see such a comprehensive gathering of classic Abarths in the UK and yet for the 2021 event, he managed to assemble almost as many cars again.  Some of the cars present are ones that you see quite regularly at events for Italian cars, but there were some additional ones which are much rarer here. As well as being able to enjoy the sight of these historic models as presented in a static display, they also had two special track parades so they could be seen and heard in action.

Smallest of these were those based on the Nuova 500, and there were a number of them here. For the 595 SS, Abarth increased the engine capacity to 594 cc, just under the limit for the European 600cc racing sedan class. High compression 10:1 pistons were used together with a special camshaft, a specific alloy sump, Abarth valve covers and air filter, propped up engine lid and wheels were fitted and of course the exhaust system was a special in house model. This package together with lowered suspension, flared arches and 10 inch rims amounted to what was known as the Assetto Corsa SS model. These cars have become very rare as many were crashed in competition or simply rotted away due to bad rust protection in the 70s. A number of recreations have been built, which is what some of these cars are, but there were genuine original cars here, too.

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.

Seen often at Italian car gatherings, especially in the South East is Carlo Cacciavelli’s car. Although this amazing machine has the form of a classic Nuova 500, don’t be too taken in by that. The car is actually built on a chassis that has its origins in the Abarth Osella 2000SP sports racing car, with double wishbone suspension and disc brakes front and rear. Sitting in the back is a fuel injected 1.5 litre Alfa Romeo “boxer” engine of the type originally found in the front of the Alfa Romeo ‘Sud, Sprint 33 and even the Nissan Arna GTi. It is coupled to an Alfa 5-speed gearbox. Carlo’s coachwork company built the special extra wide body, which is all steel. The car was first registered in the UK on the 28th July 2000 and it has been seen at a great variety of events ever since. It never fails to pull the crowds wherever it its taken.

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

There is a complex history to the rest of the 600-based Abarths, starting with the 850TC, which  actually predates the better known 595/695 cars. Officially known as the Fiat-Abarth 850TC Berlina (Turismo Competizione, or “touring competition”), it  was introduced towards the end of 1960, using Fiat 600 bodywork with some modifications, most notably a boxlike structure ahead of the front bumper which held the engine’s oil cooler. The rear wings were usually blistered, to accommodate larger wheels. The engine is a four-cylinder model based on a Fiat unit, with 847 cc capacity and 51 hp. Overall length is 3,090 mm (122 in), overall width is 1,400 mm (55 in), height is 1,380 mm (54 in), wheelbase is 2,000 mm (80 in), and its front and rear track are 1,160 mm (46 in). The fuel tank holds 5.9 imperial gallons, and its empty weight was 793 kg (1,748 lb). The 850TC remained in the price lists until 1966. In 1962 the 850TC Nürburgring was introduced, with 55 PS at 6500 rpm. The name was intended to celebrate the class victory of an Abarth 850TC at the 1961 Nürburgring 500 km race. There followed the 850TC/SS with two more horsepower; this was renamed the 850TC Nürburgring Corsa towards the end of the year. Between 1962 and 1971 the 850cc and 1000cc class cars won hundreds of races all over the World and were commonly called “Giant Killers” due to their superior performance over much larger cars, culminating in a famous dispute with SCCA authorities in the USA when Alfred Cosentino (FAZA) was banned from running his 1970 Fiat Abarth Berlina Corsa 1000 TCR “Radiale” engine because his car was faster (mainly in wet conditions) to many V8 Mustangs, AMC AMX’s and Chev Camaro’s etc.The SCCA authorities dictated FAZA and Cosentino be forced to use an early design engine a non “Radiale” engine from 1962 model in his cars but still achieved 51 Victories from 53 races. The most victories in SCCA racing history, thereby cementing the superiority of the Fiat Abarth Berlina Corsa over larger and more powerful cars.

Abarth produced several tuned versions of the Fiat 850 Berlina, Coupé, and Spider, with ever-increasing displacements. These belonged to the OT series of Abarth cars—standing for Omologata Turismo or “touring homologated”, which also included two-seater sports racing cars. The  Fiat-Abarth OT 850, as seen here, was Abarth’s first 850 derivative, introduced in July 1964. Its Tipo 201 engine was the regular saloon’s 847 cc inline-four brought from 34 bhp to 44 bhp. The top speed went up accordingly from 75 mph (120 kn/h) to 81 mph (130 km/h). The OT 850 could be distinguished from the standard Fiat model by its Abarth badging, an asymmetric front ornament with the Abarth shield on the right hand side and the “Fiat Abarth” script on a red field on the left, and wheels with cooling slots. From October of the same year it became available in two guises: OT 850 Oltre 130 (“Over 130”), almost unchanged from the initial model, and OT 850 Oltre 150, with a 52 bhp engine, front disc brakes and a 150 km/h (93 mph) top speed. In October 1964, Abarth added the Fiat-Abarth OT 1000. With engine displacement increased to 982 cc, it produced 60 bhp and 58 lb·ft of torque. The front brakes were changed to discs. Coupe and Spider models would follow from 1965, initially with the same 982cc engine, but it was not long before 1300, 1600 and then 2 litre engines were inserted in the car. There are not many of these in any body style in the UK, but of those that you do see, the Coupe would seem to be the most numerous and indeed, there was one of these here as well as an OT1600 Berlina.

There was one of the Lombardi Grand Prix-based Abarth models here. Although many have now seen them a number of times in the past couple of years, they remain a car that few can identify with any confidence. It was based on the Lombardi Grand Prix, you most have probably never heard of that, either! The Lombardi Grand Prix was a small, rear-engined sports car, based on Fiat 850 underpinnings, developed by the Carrozzeria Francis Lombardi with an in-house design by Giuseppe Rinaldi. It was first shown in March 1968, at the Geneva Motor Show. The design had a Kammback rear and a very low nose with flip-up headlights, and a large single windshield wiper. The headlights were electrically powered.  The bodywork was all steel, except the rear panel.  The design was originally shown as a prototype based on the front-wheel drive Autobianchi A112, and was adapted by Lombardi for the 850 sedan’s floorpan.  At the 1969 Turin Show, a targa version was also shown; called the “Monza”, this open model has a rollover bar. At least two were built but it is unknown whether any were sold. The original Lombardi Grand Prix had the regular 843 cc Fiat 850 engine with 37 PS at 5000 rpm, coupled to a four-speed gearbox. Low drag resistance and weight (630 kg or 1,390 lb) meant that this was supposedly enough for a top speed of 99 mph. Later production models had the 850 Special engine, with 47 PS at 6400 rpm – in a period German test the maximum speed of the more powerful variant was 95.6 mph.  Luggage space is limited, with very little space next to the spare wheel up front and with a tiny area behind the seats. In case the electric wind-up mechanism for the headlights should fail, there is also a mechanical lever underneath the bonnet.  The single round tail lights are Fiat 850 Coupé units. The front suspension consists of a transverse leaf spring on the bottom and A-arms on top, while the rear received coil sprung semi-trailing arms. The Lombardi Grand Prix was built in two series: early models used the regular, metal engine cover from the Fiat 850 while the Series II has a louvred unit in black metal. The door windows are also different, being of a three-piece design (one on top, two lower pieces of which one could be slid open) while later cars have a more conventional layout with a vent window up front and a single piece which, however, could only be rolled halfway down. A Cypriot casino owner and millionaire had also shown interest in the Lombardi Grand Prix around the time of its introduction. Frixos Demetriou intended to market the car in the United Kingdom and began planning for an order of 1000 cars. After his death in a British Army tank accident in Cyprus, this project came to a sudden halt.  Only ten cars were imported into the UK, with the remaining parts languishing in storage in Turin. A few unsold cars were re-exported to Cyprus in 1969 to avoid pending customs bills. The story gets more complex than that. The tiny OTAS company (Officina Trasformazioni Automobili Sportive, or “Sports car conversion shop”) was founded in 1969 and was a collaboration between Francis Lombardi and Franco Giannini – the son of Domenico Giannini of Giannini Automobili – allowing for a more powerful, Giannini-engined Grand Prix model to be marketed abroad. The resulting OTAS Grand Prix has a tuned, 982 cc twin-cam “Tigre” engine. In Italy, this model was sold as the “Giannini 1000 Grand Prix” (beginning in 1969). In a very convoluted operation, Francis Lombardi sold engineless cars to Giannini, while Giannini sold their engines to OTAS for sale outside of Italy. Responding to interest in the important North American market, OTAS also sold the Grand Prix in the United States and in Canada as the “OTAS Grand Prix 820cc”, to give the tiny car its full name. Going on sale in 1970 it was fitted with the same down-sleeved 817 cc version of the inline-four engine as used in federalised Fiat 850s – all to sneak under 50 cubic inches, thereby avoiding the need to carry emissions controls equipment. Sixty-five of these cars were brought to North America, or perhaps as many as a hundred. Fiat 850 chassis numbers were retained for the OTAS 820. Importer John Rich of Glendale, California, also offered tune-up kits directly and Siata International in New Jersey imported nine of the bigger Tigre-engined cars before the strictures of the EPA put a halt to such activities. This was the first car to have US sales curtailed by the EPA.  The OTAS was sold until 1971, when the company shut its doors following homologation troubles. The car never sold particularly well, being expensive considering its performance and with a tendency to overheat. Along with other tuners (such as Giannini), Carlo Abarth also had a look at the Grand Prix. Abarth’s version, first seen at the 1968 Paris Motor Show, received a tuned version of the larger 903 cc engine from the recently introduced Fiat 850 Sport Coupé/Sport Spider. The resulting variant has a claimed 52 PS, providing performance more suitable to the sporting bodystyle and name.  For better cooling than the original Lombardi and OTAS, Abarth mounted the cooler up front, in the air stream. In 1970 Abarth showed the considerably more powerful “Abarth 1300 Scorpione”, which was to be Abarth’s last independently developed car. Equipped with a version of the Fiat 124s 1.2 litre engine, bored out by 2.5 mm for a total of 1280 cc, this model has 75 PS and only moderately more weight, ranging from 680 to 750 kg (1,500 to 1,650 lb) depending on the source. In a 1970 road test by Auto, Motor und Sport, the Scorpione reached 109.1 mph, close to the claimed 112 mph. There is also mention of a 982 cc Abarth 1000 OT-engined version of the Scorpione. The Scorpione had a special Abarth-made bell housing, to allow matching the 124 engine to the four-speed 850 gearbox. After Abarth was taken over by Fiat in 1971, the Scorpione was quickly cancelled.

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.

Completing the line-up was the 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.

ALFA ROMEO

Following the 1900 family, Alfa’s next new model range would be cheaper and aimed at capturing some of the market from middle class buyers. Known as Giulietta, the 750 and later 101 Series were a series of family-sized cars made from 1954 to 1965, and Alfa Romeo’s first, successful, foray into the 1.3-litre class. The first to be introduced was the Giulietta Sprint 2+2 coupé which was premiered at the 1954 Turin Motor Show. Designed by Franco Scaglione at Bertone, it was produced at the coachbuilder’s Grugliasco plant, near Turin. A year later, at the Turin Motor Show in April 1955, the Sprint was joined by the 4-door saloon Berlina. In mid 1955, the open two-seat Giulietta Spider, featuring convertible bodywork by Pininfarina arrived. The Giulietta used unibody construction and a front-engine, rear-wheel-drive layout. Front suspension was by control arms, with coaxial coil springs and hydraulic dampers. At the rear there was a solid axle on coil springs and hydraulic dampers. The axle was located by a longitudinal link on each side, and by a wishbone-shaped arm linking the top of the aluminium differential housing to the chassis. All Giuliettas (save for the last SZ examples) had hydraulic drum brakes on all four corners. The Giulietta used an Alfa Romeo Twin Cam straight-four of 1290 cc, with an aluminium alloy engine block and cast iron inserted sleeves. Bore and stroke measured 74.0 mm and 75.0 mm. The aluminium alloy cylinder head was of a crossflow design and featured hemispherical combustion chambers. The double overhead camshafts were driven by two timing chains, and acted on two valves per cylinder, angled 80°. In 1957 a more powerful Berlina version, called Giulietta T.I. (Turismo Internazionale) was presented with minor cosmetic changes to the bonnet, the dial lights and rear lamps. Carrozzeria Colli also made the Giulietta station wagon variant called Giulietta Promiscua. Ninety-one examples of this version were built. Carrozzeria Boneschi also made a few station wagon examples called Weekendina. A new version of the Giulietta Berlina debuted at the Frankfurt Motor Show in 1959. Mechanical changes were limited to shifting the fuel pump from the cylinder head to a lower position below the distributor, and moving the previously exposed fuel filler cap from the tail to the right rear wing, under a flap. The bodywork showed a revised front end, with more rounded wings, recessed head lights, and new grilles with chrome frames and two horizontal bars. The rear also showed changes, with new larger tail lights on vestigial fins, which replaced the earlier rounded rear wings. The interior was much more organised and upholstered in new cloth material; the redesigned dashboard included a strip speedometer flanked by two round bezels, that on the T.I. housed a tachometer and oil and water temperature gauges. The T.I. also received a front side repeater mounted in a small spear, unlike the Normale which kept the earlier small round lamp with no decorations. During 1959 the type designation for all models was changed from 750 and 753 to 101. In February 1961 the 100,001st Giulietta rolled out of the Portello factory, with a celebration sponsored by Italian actress Giulietta Masina. In Autumn 1961 the Giulietta was updated a second time. Both Normale and T.I. had revised engines and new exhaust systems; output rose to 61 bhp and 73 bhp. With this new engine the car could reach a speed of almost 100mph. At the front of the car square mesh side grilles were now pieced together with the centre shield, and at the rear there were larger tail lights. Inside the T.I. had individual instead of bench seats, with storage nets on the seatbacks. June 1962 saw the introduction of the Alfa Romeo Giulia, which would eventually replace the Giulietta. As until 1964 the Giulia only had a larger 1.6-litre engine, production of the standard Berlina ended with 1963, whilst the T.I. continued for a full year more. A last T.I. was completed in 1965. The Giulietta sport models had a different fate: Sprint, Sprint Speciale and Spider were fitted with the new 1.6-litre engine, received some updates and continued to be sold under the Giulia name until they were replaced by all-new Giulia-based models during 1965. These days., the Berlina is the model you see the least often. A few of the model are used in historic racing where the car takes on the might of those with far larger engines. A total of 177,690 Giuliettas were made, the great majority in Berlina saloon, Sprint coupé or Spider roadster body styles

Next up was this supremely elegant Giulia Spider. Along with the equally pretty Coupe model, this started out as part of the Giulietta range, but in later life adopted Giulia badging. This the more commonly seen of the pair, the lovely Giulia Spider 1600. Alfa had followed up the 1950 launch of the 1900 Berlina with a smaller model, the Giulietta. Known as the Type 750 and later 101 Series, the Giulietta evolved into a family of models. The first to be introduced was the Giulietta Sprint 2+2 coupé at the 1954 Turin Motor Show. Designed by Franco Scaglione at Bertone, it was produced at the coachbuilder’s Grugliasco plant near Turin. A year later, at the Turin Motor Show in April 1955, the Sprint was joined by the 4-door saloon Berlina. In mid 1955, the open two-seat Giulietta Spider, featuring convertible bodywork by Pininfarina, and it was one of these achingly pretty cars that was to be seen here. Alfa replaced the Giulietta with the Giulia in 1962, but as the Coupe and Spider were not ready, the Giulietta based models were kept in production, and renamed as Giulia. They gained a larger 1600cc engine, and this meant that the bonnet need to be raised a little to accommodate the new unit, so the easy recognition beyond Giulietta and Giulia Spiders is whether there is a flat bonnet or one with a slight hump and a vent in it.

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.

During the 1950s, Alfa had undergone a fairly fundamental transformation from producing cars designed for racing or very high-end sports touring road machines, in small quantities, to being a manufacturer of more affordable cars, albeit with a sporting bias to their dynamics. But the desire to produce something exclusive and expensive was not completely lost, and indeed it was re-manifest in the next Alfa to be seen here, the very lovely Montreal.  First seen as a concept car in 1967 at Expo 67, the car was initially displayed without any model name, but the public took to calling it the Montreal. It was a 2+2 coupe using the 1.6-litre engine of the Alfa Romeo Giulia TI and the short wheelbase chassis of the Alfa Romeo Giulia Sprint GT, with a body designed by Marcello Gandini at Bertone. One of the two concept cars built for Expo 67 is displayed in the Alfa Romeo Historical Museum in Arese, Italy, while the other is in museum storage. Reaction to the concept was sufficiently encouraging that Alfa decided to put the car into production. The result, the Tipo 105.64, was shown at the 1970 Geneva Motor Show and was quite different from the original, using a 2593 cc 90° dry-sump lubricated V8 engine with SPICA (Società Pompe Iniezione Cassani & Affini) fuel injection that produced around 200 PS (197 hp), coupled to a five-speed ZF manual gearbox and a limited-slip differential. This engine was derived from the 2-litre V8 used in the 33 Stradale and in the Tipo 33 sports prototype racer; its redline was set at 7,000 rpm, unheard of for a V8 at that time. The chassis and running gear of the production Montreal were taken from the Giulia GTV coupé and comprised double wishbone suspension with coil springs and dampers at the front and a live axle with limited slip differential at the rear.Since the concept car was already unofficially known as The Montreal, Alfa Romeo kept the model name in production. Stylistically, the most eye catching feature was the car’s front end with four headlamps partly covered by unusual “grilles”, that retract when the lights are switched on. Another stylistic element is the NACA duct on the bonnet. The duct is actually blocked off since its purpose is not to draw air into the engine, but to optically hide the power bulge. The slats behind the doors contain the cabin vents, but apart from that only serve cosmetic purposes. Paolo Martin is credited for the prototype instrument cluster. The Montreal was more expensive to buy than the Jaguar E-Type or the Porsche 911. When launched in the UK it was priced at £5,077, rising to £5,549 in August 1972 and to £6,999 by mid-1976. Production was split between the Alfa Romeo plant in Arese and Carrozzeria Bertone’s plants in Caselle and Grugliasco outside Turin. Alfa Romeo produced the chassis and engine and mechanicals and sent the chassis to Caselle where Bertone fitted the body. After body fitment, the car was sent to Grugliasco to be degreased, partly zinc coated, manually spray painted and have the interior fitted. Finally, the car was returned to Arese to have the engine and mechanicals installed. It is worth noting that because of this production method, there is not necessarily any correspondence between chassis number, engine number and production date. The Montreal remained generally unchanged until it was discontinued in 1977. By then, production had long ceased already as Alfa were struggling to sell their remaining stock. The total number built was around 3900. None of them were sold in Montreal, Quebec since Alfa did not develop a North American version to meet the emission control requirements in the United States & Canada. The car was both complex and unreliable which meant that many cars deteriorated to a point where they were uneconomic to restore. That position has changed in the last couple of years, thankfully, with the market deciding that the car deserves better, and prices have risen to you whereas a good one would have been yours for £20,000 only a couple of years ago, you would now likely have to pay more than double that.

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

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

Taking its name from the successful Formula One car of 1951, the Type 159, was the Alfetta, and there were several of these to be seen here. The 116 Series Alfetta was launched in 1972, equipped with a 1.8-litre four-cylinder. It was a three-box, four-door saloon (Berlina in Italian) with seating for five designed in-house by Centro Stile Alfa Romeo; the front end was characterised by twin equally sized headlamps connected to a central narrow Alfa Romeo shield by three chrome bars, while the tail lights were formed by three square elements. At the 1975 Brussels Motor Show Alfa Romeo introduced the 1,594 cc 08 PS Alfetta 1.6 base model, easily recognizable by its single, larger round front headlights. Meanwhile, the 1.8-litre Alfetta was rebadged Alfetta 1.8 and a few months later mildly restyled, further set apart from the 1.6 by a new grille with a wider central shield and horizontal chrome bars. Engines in both models were Alfa Romeo Twin Cams, with two overhead camshafts, 8-valves and two double-barrel carburettors. Two years later the 1.6 was upgraded to the exterior and interior features of the 1.8. In 1977 a 2.0-litre model was added. Launched at the March Geneva Motor Show, the Alfetta 2000 replaced the long running 115 Series Alfa Romeo 2000. This range-topping Alfetta was 10.5 cm (4.1 in) longer than the others, owing to a redesigned front end with square headlights and larger bumpers with polyurethane inserts; the rectangular tail light clusters and C-pillar vents were also different. Inside there were a new dashboard, steering wheel and upholstery materials. Just a year later, in July 1978, the two-litre model was updated becoming the Alfetta 2000 L. Engine output rose from 122 PS to 130 PS; inside, the upholstery was changed again and dashboard trim went from brushed aluminium to simulated wood. The 2000 received fuel injection in 1979. A turbodiesel version was introduced in late 1979, the Alfetta Turbo D, whose engine was supplied by VM Motori. Apart from a boot lid badge, the Turbo D was equipped and finished like the top-of-the-line 2000 L both outside and inside. Therefore, it received a tachometer—very unusual in diesels of this era, but no standard power steering, in spite of the additional 100 kg (220 lb) burden over the front axle. The turbodiesel, a first on an Alfa Romeo’s passenger car, was of 2.0 litres and produced 82 PS. The Alfetta Turbo D was sold mostly in Italy and in France, as well as a few other continental European markets where the tax structure suited this model. It was never offered in the UK. In 1981 Alfa Romeo developed in collaboration with the University of Genoa a semi-experimental Alfetta version, fitted with a modular variable displacement engine and an electronic engine control unit. Called Alfetta CEM (Controllo Elettronico del Motore, or Electronic Engine Management), it was shown at the Frankfurt Motor Show. The 130 PS 2.0-litre modular engine featured fuel injection and ignition systems governed by an engine control unit, which could shut off two of four cylinders as needed in order to reduce fuel consumption. An initial batch of ten examples were assigned to taxi drivers in Milan, to verify operation and performance in real-world situations. According to Alfa Romeo during these tests cylinder deactivation was found to reduce fuel consumption by 12% in comparison to a CEM fuel-injected engine without variable displacement, and almost by 25% in comparison to the regular production carburetted 2.0-litre. After the first trial, in 1983 a small series of 1000 examples was put on sale, offered to selected clients; 991 examples were produced. Despite this second experimental phase, the project had no further developments. In November 1981 the updated “Alfetta ’82” range was launched, comprising 1.6, 1.8, 2.0 and 2.0 Turbo Diesel models. All variants adopted the bodyshell and interior of the 2.0-litre models; standard equipment became richer. All Alfettas had black plastic rubbing strips, side sill mouldings, tail light surround and hubcaps; the 2000 sported a satin silver grille and a simulated mahogany steering wheel rim. July 1982 saw the introduction of the range topping Alfetta Quadrifoglio Oro (meaning Gold Cloverleaf, a trim designation already used on the Alfasud), which took the place of the discontinued 2000 L. The Quadrifoglio Oro was powered by a 128 PS version of the usual 1962 cc engine, equipped with the SPICA mechanical fuel injection used on US-spec Alfettas; standard equipment included several digital and power-assisted accessories like a trip computer, check control panel and electrically adjustable seats. Visually the Quadrifoglio Oro was distinguished by twin round headlights, concave alloy wheels, and was only available in metallic grey or brown with brown interior plastics and specific beige velour upholstery. In March 1983 the Alfetta received its last facelift; the exterior was modernised with newly designed bumpers (integrating a front spoiler and extending to the wheel openings), a new grille, lower body plastic cladding, silver hubcaps and, at the rear, a full width grey plastic fascia supporting rectangular tail lights with ribbed lenses and the number plate. The C-pillar ventilation outlets were moved to each side of the rear screen. Inside there were a redesigned dashboard and instrumentation, new door panels and the check control panel from the Quadrifoglio Oro on all models. Top of the range models adopted an overhead console, which extended for the full length of the roof and housed three reading spot lamps, a central ceiling light, and controls for the electric windows. Alongside the facelift two models were introduced: the 2.4 Turbo Diesel, replacing the previous 2.0-litre, and a renewed Quadrifoglio Oro, equipped with electronic fuel injection. Thanks to the Bosch Motronic integrated electronic fuel injection and ignition the QO had the same 130 PS output of the carburetted 2.0, while developing more torque and being more fuel efficient. In April 1984 the successor of the Alfetta debuted, the larger Alfa Romeo 90. At the end of the year the Alfetta Berlina went out of production, after nearly 450,000 had been made over a 12-year production period.

As was still the practice in the 1970s, Alfa followed up the 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.

Follow on to the much-loved AlfaSud was the Alfa 33. Despite the low survival rate, believe it or not, the 33 is actually the best selling Alfa in history, with just under a million of them sold between 1983 and 1994. One reason why precious few seem to have survived is that the 33 struggled even new to gain the affections of the enthusiasts in the way that the model’s predecessor, the AlfaSud, did, so when rust and old age came on, the vast majority of the cars were simply scrapped. There were two distinct generations of the 33. The first ran from 1983 until 1990 and then a major facelift was applied with new front and rear styling to bring the looks more into line with the new 164. A mild facelift was applied to the first 905 series cars in late 1986. Exterior alterations were limited to clear indicator lens, wheel covers and alloy wheels of new design, the adoption of side skirts on all models, and a new front grille. Two-tone paint schemes were discontinued. There were more significant changes inside, with a more conventionally designed dashboard and steering wheel, which superseded the innovative moveable instrument binnacle. All 1.5 variants now had the 105 PS engine from the now discontinued 1.5 QV; a TI (Turismo Internazionale) trim level was exclusive to the front-wheel drive 1.5 hatchback. Changes were made to the suspension, brakes and gearbox, with closer-spaced ratios. A new 1,712 cc 116 bhp engine was introduced on the 1.7 Quadrifoglio Verde, which replaced the 1.5 QV. The 1.7 engine was developed from the 1.5 by enlarging bore and stroke; it also used new cylinder heads, incorporating hydraulic tappets. To cope with the increased power the new QV was equipped with vented front brake discs. The 1.7 QV looked close to its predecessor, but had lost the grey mid-body stripe and gained new alloy wheels, wind deflectors on the front windows, more pronounced side skirts and a rear body-colour spoiler on the boot lid. Inside it featured a leather-covered steering wheel, red carpets, and leatherette-backed sport seats upholstered in a grey/black/red chequered cloth. Diesel models were offered in some continental markets, but these were not sold in the UK, where only 1.5 and 1.7 Green Cloverleaf hatchback models were sold, as well as a market-specific 1.7 Sportwagon estate; all three were also available in “Veloce” versions, outfitted by Alfa Romeo GB with a colour-matching Zender body kit.

There were a number of Alfa 75s here, the last Alfa model to be developed before the company was bought by Fiat. It was introduced in May 1985, to replace the 116 Series Giulietta with which it shared many components. It was named to celebrate Alfa’s 75th year of production. The body, designed by head of Alfa Romeo Centro Stile Ermanno Cressoni, was styled in a striking wedge shape, tapering at the front with square headlights and a matching grille. The 75 was only ever sold as a four door saloon, though at the 1986 Turin Auto Salon, a prototype 75 estate was to be seen, an attractive forerunner of the later 156 Sportwagon. This version was, however, never listed for sale, being cancelled after Fiat took control of Alfa Romeo. The car, dubbed the 75 Turbo Wagon, was made by Italian coachbuilder Rayton Fissore using a 75 Turbo as the basis. Two estate versions were to be found at the later 1987 Geneva Motor Show; one was this Turbo Wagon and the other was a 2.0 litre version named the Sportwagon. The 75 featured some unusual technical features, most notably the fact that it was almost perfectly balanced from front to rear. This was achieved by using transaxle schema — mounting the standard five-speed gearbox in the rear connected to the rear differential (rear-wheel drive). The front suspension was a torsion bar and shock absorber combination and the rear an expensive de Dion tube assembled with shock absorbers; these designs were intended to optimise the car’s handling; moreover the rear brake discs were fitted at the centre of the rear axle, near the gearbox-differential group. The engine crankshaft was bolted directly to the two-segment driveshaft which ran the length of the underside from the engine block to the gearbox, and rotated at the speed of the engine. The shaft segments were joined with elastomeric ‘doughnuts’ to prevent vibration and engine/gearbox damage. The 2.0 litre Twin Spark and the 3.0 litre V6 were equipped with a limited slip differential. The 75 featured a then-advanced dashboard-mounted diagnostic computer, called Alfa Romeo Control, capable of monitoring the engine systems and alerting the drivers of potential faults. The 75 engine range at launch featured four-cylinder 1.6, 1.8 and 2.0 litre petrol carburettor engines, a 2.0 litre intercooled turbodiesel made by VM Motori, and a 2.5 litre fuel injected V6. In 1986, the 75 Turbo was introduced, which featured a fuel-injected 1779 cc twin-cam engine using Garrett T3 turbocharger, intercooler and oil cooler.  In 1987, a 3.0 litre V6 was added to the range and the 2.0 litre Alfa Romeo Twin Cam engine was redesigned to have now two spark plugs per cylinder, the engine was named as Twin Spark. With fuel injection and variable valve timing this engine produced 146 hp. This was the first production engine to use variable valve timing. In North America, where the car was known as the Milano, only the 2.5 and 3.0 V6s were available, from 1987 to 1989. The North American 2.5-litres were fundamentally different from their European counterparts. Due to federal regulations, some modifications were required. Most noticeable from the outside were the ‘America’ bumpers, with the typical rubber accordions in them. Furthermore, these bumpers had thick (and heavy) shock-absorbing material inside them and in addition, they were mounted to the vehicle on shock absorbers. To accommodate these shock absorbers, the ‘America’-bodies were slightly different from the European ones. The North American cars also had different equipment levels (depending on the version: Milano Silver, Milano Gold or Milano Platinum). electrically adjustable outside mirrors, electrically reclining seats and cruise control were usually optional in Europe. The car was also available with a 3-speed ZF automatic gearbox option for the 2.5 V6. Other, more common options such as electrically operated rear windows and an A/C system were standard in the USA. The USA-cars also had different upholstery styles and of course different dashboard panels also indicating speed in mph, oil pressure in psi and coolant temperature in degrees F, and as a final touch the AR control was different, including a seat belt warning light. The European-spec 2.5 V6 (2.5 6V Iniezione or 2.5QV) was officially sold only between 1985 and 1987, although some of them were not registered until 1989. Relatively few of them were sold (about 2800 units), especially when the 155 PS 1.8 Turbo was launched, which in some countries was cheaper in taxes because of its lower displacement. To create a bigger space between the V6 and the inline fours, the 2.5 was bored out to 2959 cc’s to deliver 188 PS and this new engine was introduced as the 3.0 America in 1987. As its type designation suggests, the 3.0 only came in the US-specification, with the impact-bumpers and in-boot fuel tank. However, the European ‘America’s’ were not equipped with side-markers or the door, bonnet and boot lid fortifications. Depending on the country of delivery, the 3.0 America could be equipped with a catalytic converter. In 1988 engines were updated again, the 1.8 litre carburettor version was replaced with fuel injected 1.8 i.e. and new bigger diesel engine was added to the range. In the end of 1989 the 1.6 litre carburettor version was updated to have fuel injection and 1990 the 1.8 Turbo and 3.0i V6 got some more power and updated suspension. The 3.0 V6 was now equipped with a Motronic system instead of an L-Jetronic. The 1.8 Turbo was now also available in ‘America’-spec, but strangely enough not available for the USA market. The 3.0 V6 did make it to the United States, and was sold as Milano Verde. The UK never particularly warmed to the 75 when it was new, but its reputation has got ever stronger as the car ages.

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. These cars are getting quite rare at events now and indeed there were only a couple of them here.

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

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.

Having a rather short production life was the GTA version of the 147. Launched in  2002. this car was intended to compete with the most sporting Golf and Focus models of the day. as well as injecting more potency into a range which always seemed like it needed more power. Fitted with a 3.2 V6 engine which produced 247 bhp, the 147GTA was the most powerful hot hatch available at the time, and the modifications to the body, including lower sills and wider wheel arches, if anything, made it look even better rather than endowing it with the sort of “after market look” that can afflict some high end performance versions of regular family cars. Performance figures were impressive, with the car able to achieve a top speed of 153 mph. It had a widened body by 15 mm at each side to accommodate the 225/45R17 tyres. Most models had a 6-speed manual transmissions; whilst a smaller number of other models used the semi automatic Selespeed system. Production ran through to 2004 and in total 5,029 147 GTAs were built, 1004 of which were Selespeeds. Only around 300 came to the UK, so this was never a common sighting on British roads.

Although I am sure there are those who would beg to differ, my contention is that car styling in the twentyfirst 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.

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

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

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

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

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-fiber 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 center 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).[4] 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 behavior 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 fiber 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.

At the 2019 Geneva Motor Show the Alfa Romeo Racing limited edition was introduced, which celebrates Alfa Romeo’s legendary racing history and the entry of a new Italian driver in Formula 1 competition: Antonio Giovinazzi joining the “Alfa Romeo Racing” team together with the 2007 F1 World Champion Kimi Räikkönen. This special edition has exclusive paintwork, as a tribute to the Alfa Romeo Racing C38 Formula 1 car. It has also some stylistic details like some carbon fibre aerodynamic parts and an Akrapovič titanium exhaust system. The weight was reduced by about 28 kilograms (62 lb) from the standard Quadrifoglio, followed by a technical tune-up by Alfa Romeo engineers that has resulted more torque and power, which now amounts to 520 PS/513 bhp.

On 2 March 2020, Alfa Romeo introduced two new Giulia GTA and GTAm models which would have a limited production run of 500 units. The GTA and GTAm versions are developed to celebrate the marque’s 110th anniversary in 2020, and pay tribute to one of the most emblematic automobile of Alfa Romeo: Giulia GTA. The GTA and GTAm use the same engine, rated at 540 PS/533 bhp and are 100 kilograms (220 lb) lighter than the Quadrifoglio, allowing for a power to weight ratio of 2.82 kg/PS. The GTA and GTAm can accelerate from 0 to 100 km/h in 3.6 seconds, with launch control. The GTAm is a track focused model and as a result has two seats, racing harnesses, and Lexan side and rear windows. The GTA’s handling was improved by widening the front and rear track by 50 millimetres (2.0 in). The car is fitted with single nut wheels for weight reduction measures. Broader fenders cover the additional width. New springs, shocks, and bushings update the suspension as further means to improve the handling. Buyers will also receive a “personalized experience package” which includes a Bell racing helmet in special GTA livery, a full racing suit by Alpinestars, a personalized Goodwool car cover, and a specific driving course devised by the Alfa Romeo Driving Academy. Modifications to the engine include higher boost pressure from the turbochargers, an Akrapovič exhaust system and redesigned pistons to ensure constant power and reliability: the piston cooling system now uses four oil jets instead of two as is the case on the Quadrifoglio model.

Also here were a number of examples of the Stelvio and recently released Tonale.

AUTOBIANCHI

The Autobianchi A112 was a supermini, developed using a shrunken version of the contemporary Fiat 128’s platform and whose mechanicals subsequently underpinned the Fiat 127. It was introduced in November 1969, as a replacement for the Bianchina and Primula, and was built until 1986, when it made way for the more modern Autobianchi Y10 (branded in most export markets as the Lancia Y10). Over 1.2 million A112s were produced in Autobianchi’s Milan factory. The A112 was available only with a 3-door body. It was offered with the OHV engine of 903 cc from the Fiat 850 capable of attaining 42 PS. The Autobianchi represented the first appearance of this engine in a front-engine, front-wheel drive configuration which would later become familiar to a wider range of drivers in the top selling Fiat 127 and its derivatives. Claimed power increased to 47 PS in 1971, but without any mechanical changes having taken place. The A112 reached a very particular market; by 1984 female buyers represented 35% of A112 owners and about a third were in the 18-24 age range. In September 1971 the A112 E (“E” for Elegant, which also became its name after the 1973 facelift) was introduced. This featured improved seats, higher grade trimming and equipment, as well as a five-speed gearbox later in life. The mechanics were originally identical to the regular version, now referred to as the Normale, but from 1975 until 1977 the Normale’ received a less powerful engine. A performance edition “Abarth” was introduced too. In March 1973 the A112 received a makeover. The grille was new, with a larger mesh, and the bumpers were now of rubber with chrome insert (although the Normale retained the old metal bumpers with rubber strips). A new style of alloys were also available, and the seats and dashboard underwent some changes. The Abarth received a new chess pattern upholstery. In 1975 the third series arrived. The insides in the rear were recontoured, so that the car now became a five-seater (instead of four). The easiest way to spot a third series is that it received new, much larger vents on the C-pillars, as well as redesigned taillights – with integrated reversing lights on the Elegant and Abarth. The Abarth also received a new larger 1050 cc engine (“70HP”), while the Normale’s output dropped to 42 PS in July 1975. All engines were still pushrod units, derived from the old tipo 100 engine first introduced in the Fiat 600. In 1976, due to new emissions standards, the Elegant lost two horsepower, now down to 45 PS. Third series Normales still received metal bumpers, but from now on they were painted black (instead of being chromed) and no longer had a rubber strip. This was the last model to have the diamond shaped turn signals on the front fenders, with later models receiving more orthodox rectangular ones. In November 1977 the “Nuova A112” (new A112) was introduced: The most obvious difference is a slightly taller roof, with a marked edge around the sides. This improved interior habitability considerably. Autobianchi also at this time modified the upmarket version branded as the “A112 Elegant” with an engine enlarged to 965 cc, now promising 48 PS and improved torque. Later, there were also “A112 Elite” and “A112 LX” versions which received even more comfortable equipment. The 903 cc engine of the lesser A112 Normale remained unchanged. In July 1979 the car underwent another styling modification, receiving large black plastic cladding on the rear, surrounding new taillights, and new side trim and bumpers. The grille was also new, and there was black plastic wheelarches to link all of the plastic parts together. The extractor vents behind the rear side windows were also larger, of black plastic, and wrapped around the pillar. In terms of transmissions, a five-speed transmission now became available on certain models. The fifth gear was an overgear, while the ratios of the four lower speeds and the final gearing remained unchanged. The front turn signals were moved from the front of the fenders to a spot just in front of the leading edge of the doors, while a small badge denoting the trim level appeared in the turn signal’s old place. The Normale now became the Junior, and the Elite version was added, a notch above the Elegant in the lineup. There were some very light modifications to the interior. A large, rollback canvas sunroof became available on the Junior, and a rear window wiper became optional across the range. Aside from the new transmission there were no notable mechanical changes. Power outputs remained at 42, 48, and 70 PS. The Abarth also received the new five-speed gearbox, as well as new alloy wheels and foglights as standard. A lot of the plastic excesses of the fifth series were reversed for the sixth series, which was introduced in the autumn of 1982. New smoother bumpers, removal of the wheelarch trim, and a less heavy grille treatment brought back some of the original elegance of the A112, while the interior was also completely renovated. Another new version arrived, the top-of-the-line LX, which featured tinted windows, velvet seat trimming, power windows, metallic paintwork, and a digital clock amongst other creature comforts. Mechanically, the LX was identical to the Elite, with the five-speed transmission and 965 cc engine. The Elegant version was discontinued, with the Elite taking its position in the lineup. The sixth series also received new body-coloured vents on the C-pillar, and the front corner lights were incorporated into the top of the bumper. The seventh series, presented in 1984, only saw minor changes, largely remaining the same as the sixth. The taillights were again redesigned and were now joined by a reflective strip. The rear license plate was relocated to the bumper and the dashboard received modifications, more noticeable in the better equipped Elite and LX versions. The Abarth received standard front foglights, which were optional on the other versions. The Abarth also has red seatbelts. While the Junior retained small hubcaps, and the Abarth received alloys, the rest of the range now received full-face hubcaps. The front corner lights were now white, instead of orange as before. The engines remained as before, all models except the lowest-priced Junior now used five-speed transmissions. By this time, only France, Italy and Israel still used the “Autobianchi” badge; all others had switched to calling the car a Lancia. At the time of the seventh series introduction, a total of 1,115,000 A112s had been built. As the new Autobianchi Y10 was introduced in 1985, the A112 range was cut down considerably, with only the Junior remaining on sale as a low-priced alternative. It was no longer called Junior, however, now being marketed simply as the “Autobianchi A112”. Other than the name change, there were no design changes to the car. Production continued into 1986, at which point 1,254,178 Autobianchi A112s had been built. The most interesting version was the A112 Abarth, introduced in September 1971 at the same time as the Elegant. It was prepared by the motorsports division of the Fiat Group, at first with a 982 cc engine, obtained by increasing the stroke, coupled to a sportive exhaust, a twin carburettor, and a different camshaft. In 1975, displacement was increased to 1,050 cc, while power climbed from 58 HP to 70 HP at 6600 rpm, for a weight of only 700 kg (1,540 lb). The two engines were offered in parallel until production of the smaller unit ended in late 1976. The 1975 model was also the first A112 to use a 5-speed manual gearbox. These changes turned the A112 into a nervous machine, much admired by young performance enthusiasts. The car was entered in various rallying events throughout Europe and even spawned a one-make trophy: the Campionato A112 Abarth spanned eight editions, from 1977 to 1984, and adopted contemporary Group 1 rules, which meant nearly-stock cars. Some famous Italian rally drivers, including Attilio Bettega, Fabrizio Tabaton and Gianfranco Cunico, were among the winners of the championship. The increasing popularity of the A112 in historic rallies and hillclimbs led to the reintroduction of a one-make trophy, called Trofeo A112 Abarth, in 2010. Abarths have often led hard lives, having been preferred by young owners with aggressive driving styles!

De TOMASO

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. The car seen here was from the later production, with the much wider body and extended wheelarches.

FERRARI

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.

Next oldest model type here was 400GT, an elegant model that has languished in the doldrums of affection for far too long, but which is gradually gaining new fans, as people realise that it is not just worthy of the Ferrari badge on the front, but also an elegant and surprisingly practical Grand Tourer. The 400 was an evolution of the 365 GT4 2+2, which was first seen at the 1976 Paris Motor Show. It proved quite controversial, as this was the first Ferrari to be offered with an automatic gearbox, a Borg Warner 3-speed unit, though a five speed manual was also offered. The 365’s V12 engine had been stroked to a displacement of 4.8 litres and given six 38 DCOE 110-111 Webers, and now produced 340 PS.  0-60 mph took 7.1 seconds. Other changes compared to the 365 GT4 included five-stud wheels to replace the knock-off hubs (Borrani wheels weren’t offered anymore), a revised interior, the addition of a lip to the front spoiler, and double circular tail light assemblies instead of triple. A total of 502 examples were produced, 355 of which were Automatics and 147 GTs before a further upgrade in 1979 which saw the addition of fuel injection. It was replaced by the visually similar 412i in 1985. which had a larger 5 litre engine. Production of this version ran for 4 years, meaning that by the time the model was deleted from the range, this elegant Pininfarina design had been produced for 17 years, the longest run of any Ferrari bodystyle ever. It was some years before another 4 seater V12 Ferrari would join the range, the 456 GT in 1994.

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

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.

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.

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.

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

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

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

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

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. Seen here were the Coupe. Spider and the Scuderia.

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

The Ferrari 612 Scaglietti, a 2+2 coupé grand tourer, was produced between 2004 and 2010. The 612 Scaglietti was designed to replace the smaller 456 M; its larger size makes it a true 4 seater with adequate space in the rear seats for adults. The 612 was Ferrari’s second all-aluminium vehicle, the first being the 360 Modena. Its space frame, developed with Alcoa, was made from extrusions and castings of the material, and the aluminium body is welded on. The chassis of the 612 forms the basis of the later 599 GTB model. The 612 Scaglietti shared its engine with the Ferrari 575 Superamerica. The Scaglietti had a top speed of 320 km/h (198.8 mph) and a  0–100 km/h acceleration time of 4.2 seconds. It came with a either a 6-speed manual or the 6-speed F1A semi-automatic paddle shift system, a much refined version of the F1 system in the 360. The model was replaced by the Ferrari FF in 2011.

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

 

The Ferrari California T (Type 149M) is an updated design of the California model featuring new sheetmetal and revised body features; a new interior, a revised chassis and a new turbocharged powertrain. First unveiled on the web on February 12, 2014, subsequently, the car debuted at the Geneva Motor Show. The T in the moniker stands for Turbo, a technology Ferrari last used on the F40 roadcar. The car utilizes a new 3,855 cc twin-turbocharged V8 engine that produces 560 PS (553 bhp) at 7,500 rpm and 755 Nm (557 lb/ft) at 4,750 rpm as well as a 7-speed dual clutch transmission with different gear ratios, a revised MagneRide adaptive suspension, as well as a new F1 Trac system. The car can accelerate from 0–100 km/h (0–62 mph) in 3.6 seconds and attain a top speed of 315 km/h (196 mph). The car also features a new front fascia that was influenced by the F12, a revised rear section and a revised interior. The revised rear end replaced the two sets of two vertically stacked exhaust pipes with four horizontally aligned pipes. Another improvement to the car is the reduction of emission pollution by 15% compared to its naturally aspirated predecessor. The car also utilises small turbo chargers and a variable boost management system to reduce turbo lag. It is also the first Ferrari road car debuting the new Apple CarPlay functionality into its built-in infotainment system – Apple confirmed at the launch of the Geneva Motor Show that Ferrari, Mercedes-Benz and Volvo would be among the first car manufacturers to bring CarPlay compatible models to the market. Similarly to the previous generation, a Handling Speciale (HS) package was made available for the California T, providing sportier handling at the expense of a stiffer ride. The Handling Speciale includes stiffer springs front and aft, retuned magnetorheological dampers, faster gear shifts when in Sport mode, a reprogrammed F1-Trac stability control, and a new sport exhaust system. Visually, the HS package-equipped cars are distinguished by a matte grey grille and rear diffuser, matte black diffuser fences and matte black exhaust tips.The California T Handling Speciale was unveiled at the March 2016 Geneva Motor Show. Through the Tailor Made programme, the California T was produced in several special editions and could also be customised to suit individual customers. For Ferrari’s 70th anniversary in 2017, this included 70 liveries inspired by the company’s iconic cars of the past such as the 250 GT Berlinetta SWB and Steve McQueen’s 1963 250 GT Berlinetta lusso. The California T Tailor Made liveries were unveiled at the March 2016 Geneva Motor Show and also shown at other subsequent motor shows such as the October 2016 Paris Motor Show. Production ceased in 2019 when the car was replaced by the Portofino.

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

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

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

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 along the regular 488 GTB until it went out of production.

The GTC4Lusso is a successor to the Ferrari FF. Like its predecessor, the GTC4Lusso is a 3-door shooting-brake with an all-wheel drive drivetrain, and is powered by a front-mid mounted V12 engine. The GTC4Lusso’s 6,262 cc Ferrari F140 65° V12 engine is rated at 690 PS at 8,000 rpm and 697 Nm (514 lb/ft) of torque at 5,750rpm. The increase in output of the engine is due to the compression ratio raised to 13.5:1. Ferrari claims a top speed of 335 km/h (208 mph), unchanged from the FF, and a 0–100 km/h (0–62 mph) acceleration time of 3.4 seconds. The car uses an improved version (called the 4RM Evo) of Ferrari’s patented four-wheel drive system introduced on the FF, integrated with four-wheel steering into the system. Collectively, the system is called 4RM-S. The GTC4Lusso was unveiled at the 2016 Geneva Motor Show. A second version joined the range, unveiled at the 2016 Paris Motor Show. This was the GTC4Lusso T, a rear wheel drive only version of the GTC4Lusso powered by a V8 engine with lesser displacement, though the 4WS four-wheel steering system from its V12 variant is retained. The GTC4Lusso T comes with a 3,855 cc Ferrari F154 twin turbocharged V8 engine rated at 610 PS at 7,500 rpm and 760 Nm (561lb/ft) of torque at 3,000–5,250 rpm. According to the manufacturer the car can attain a top speed of over 320 km/h (199 mph) and accelerate from 0 to 100 km/h (0 to 62 mph) in 3.5 seconds. The rear features Ferrari’s signature Quad Circular Rear Lights (last seen on the F430) and the interior contains a Dual Cockpit Concept Design, separating the Driver Cockpit and the Passenger Cockpit by a central divider. The front of the car has a single grille that provides all the necessary cooling.

The Ferrari F12berlinetta (Type F152) is a front mid-engine, rear-wheel-drive grand tourer which debuted at the 2012 Geneva Motor Show, and replaces the 599 grand tourer. The naturally aspirated 6.3 litre Ferrari V12 engine used in the F12berlinetta has won the 2013 International Engine of the Year Award in the Best Performance category and Best Engine above 4.0 litres. The F12berlinetta was named “The Supercar of the Year 2012” by car magazine Top Gear. The F12berlinetta was replaced by the 812 Superfast in 2017.  There were also examples of the 812 Superfast and the related 812 GTS here.

The F12 TdF was unveiled in October 2015, as a faster, lighter and more powerful special edition of the regular F12 Berlinetta. The accompanying press releases informed us that the the car was created in homage to the legendary Tour de France road races, which it dominated in the 1950s and 1960s with the likes of the 1956 250 GT Berlinetta. However, the full Tour de France name cannot be used, as this is registered to the famous annual cycle race held in France, and even the might of Ferrari’s often belligerent and bullying legal department clearly had not managed to get past that obstacle. The F12 TdF,  described by its maker as “the ultimate expression of the concept of an extreme road car that is equally at home on the track”, keeps the same 6.3-litre naturally aspirated V12 engine as the regular F12 Berlinetta, but power has been boosted from 730bhp to 770bhp at 8500rpm, while torque has increased from 509lb ft to 520lb ft at 6750rpm. Ferrari says 80% of the car’s torque is available from 2500rpm. By comparison, McLaren’s 675LT features a 3.8-litre twin-turbocharged V8 engine and produces 660bhp and 516lb ft – enough to give it a 0-62mph sprint time of 2.9 seconds. The older Ferrari 458 Speciale, meanwhile, made 597bhp from its 4.5-litre naturally aspirated V8. The car  is capable of reaching 62mph in 2.9sec and has a top speed of more than 211mph. Official fuel consumption is rated at 18.3mpg, with CO2 emissions of 360g/km. Ferrari says it has has used various modifications derived from its F1 cars to boost the engine’s efficiency. The F12 TdF uses a new version of the firm’s dual-clutch automatic transmission, which features shorter gear ratios. New one-piece brake calipers – the same as those used on the LaFerrari supercar – are said to provide “outstanding” stopping distances, allowing the F12 TdF to brake from 62-0mph in 30.5 metres. Ferrari says the car’s performance is “second to none”, but that it has also been conceived to be “an extremely agile and powerful car which could also be driven by less expert drivers”. The F12 TdF  has lapped Ferrari’s Fiorano test track in 1min 21sec. The regular F12 Berlinetta completed the lap in 1min 23sec – the same as the new 488. The LaFerrari currently holds the fastest time on the course, with a time of 1min 19.70sec. Among the other changes made to the F12 TdF are larger front tyres, allowing greater lateral acceleration through corners. Ferrari says the car’s “natural tendency” to oversteer has been compensated for by the use of a new rear-wheel steering system. Dubbed Virtual Short Wheelbase, the system – which automatically adjusts the rear wheels for the optimum steering angle – is said to increase stability at high speeds while guaranteeing “the steering wheel response times and turn-in of a competition car”. The F12 TdF’s aggressive bodywork includes a longer and higher rear spoiler, larger air vents to channel air flow along the sides of the car, a redesigned rear diffuser and new wheel arch louvres. It sits on 20in alloy wheels. Overall, the changes combine to give the F12 TdF 30% more downforce compared to the F12. Ferrari says the redesigned bodywork has almost doubled the aerodynamic efficiency of the car compared to the standard F12, while the use of lightweight carbonfibre inside and out has reduced the F12 TdFf’s kerb weight by 110kg over the standard car, which weighs 1630kg. The cabin is deliberately stripped out. The door panels feature carbonfibre trim, while knee padding replaces the traditional glovebox. The majority of the cabin is trimmed with Alcantara instead of real leather. Aluminium plates feature on the floor instead of mats, again hinting at the car’s track-focused nature. Just 799 examples were built, around 20 of which came to the UK, with an asking price of  £339,000, around £100,000 more than the regular F12 Berlinetta.

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.

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

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.

Completing the array of Ferrari models were some from the current range including the 296 GTB, the Roma and newly released Roma Spider.

Final Ferrari was this Foreman P4 replica. In the mid-60’s Ford and Ferrari were locked in a fascinating battle to dominate sports car racing. Ferrari had designed one of the most beautiful sports cars ever, the Ferrari 330 P4. And Ford had its iconic GT40. Ferrari produced just three 330 P4 cars and they would fight just one season in the World Sportscar Championship. In the first race of the 1967 season Ferrari brought three works’ cars to race at Ford’s home 24 hour race at Daytona. Ford had seven cars entered in the race. Only one Ford would finish, in a lowly seventh. This iconic picture was taken as the Ferraris crossed the line three abreast and finished 1-2-3. For many years this picture hung in Enzo Ferrari’s office. After the defeat Ford doubled its efforts and a few months later won Le Mans. The Ferraris finishing second and third. Ferrari eventually won the 1967 World Sportscar Championship by a single point. The rules for the 1968 championship were changed; all prototype cars would be limited to a three litre capacity. Enzo Ferrari was disgusted and declared that his cars would not be entering the Championship in 1968. The P4’s would never race in the Championship again. The Foreman MK4 replica was originally designed back in the mid 1980’s. Foreman Cars have redesigned the vehicle and the Foreman P4R is now available as a series of component packages that the competent enthusiast can assemble at home. Choose from the air-conditioned, touring comfort of the ‘Berlinetta’ or the classic roofless ‘Spyder’. A tubular spaceframe chassis incorporates an integral roll-over bar, inboard rear and outboard front double wishbone suspension with adjustable geometry, damping and ride height ensuring maximum thrills with safety on the road or track. Every chassis is manufactured to order, with engine and transmission mountings for the Chevrolet LS3 V8 engine and Audi transaxle. Fully compliant with British Individual Vehicle Approval legislation and at a fraction of the cost of similar world supercars. The vehicles are constructed from new components.

FIAT

Known as project 110, the brief for the Nuova 500 was to create a micro-car that would not only carry on the tradition of the earlier Topolino, but which would also take sales away from the ever popular Lambretta and Vespa scooters of the day. It clearly needed to be smaller than the 600 which had been released with a conventional 4 cylinder engine. Not an easy task, but development started in 1953 and by August 1954, two designs were ready to be shown to Fiat management. They selected one, and serious development began. At first the car was referred to as the 400, as it was going to have a 400cc engine, but it was soon realised that this was just too small, so a larger 500cc air-cooled engine was developed. It was signed off in January 1956, with production starting in March 1957 in advance of a June launch. Fiat’s marketing department got busy, with hundreds of the new car taking to the streets of Turin, each with a pretty girl standing through the open sunroof that was a feature of all the early cars. The press loved it. 50 units were shipped to Britain, where the car made its debut at Brands Hatch, and again the reception was enthusiastic. But the orders just did not come in. Fiat went for a hasty rethink, relaunching the car at the Turin Show later that year. power was increased from 13 to 15 bhp, and the poverty spec was lessened a little, with headlight bezels, brightwork on the side and chrome hubcaps, a Nuova500 badge on the engine cover, winding side windows (the launch cars just had opening quarterlights) and the option of a heater fan. It was enough to get sales moving. The original car was still offered, at a lower price, called the Economy. In the first year of production, 28,452 Fiat 500s were made. Over the next 19 years, the car changed little in overall appearance, but there were a number of updates with more power and equipment added. A 500 Sport was launched in August 1958, with a more powerful version of the 499cc engine. It lost the soft top, having a ridged steel roof, to increase strength of the body. It was only available in grey with a red side flash. The first major changes came in 1960 with the 500D. This looks very similar to the Nuova, but with two key differences. One is the engine size: the D features an uprated 499 cc engine producing 17 bhp as standard, an engine which would be used right through until the end of the L in 1973; and the other is the roof: the standard D roof does not fold back as far as the roof on the Nuova, though it was also available as the “Transformable” with the same roof as the Nuova. The D still featured “suicide doors”. There were larger rear light clusters, more space in the front boot thanks to a redesign of the fuel tank and new indicators under the headlights. A year later, Fiat added a light on the rear-view mirrors and a windscreen washer, but the car still lacked a fuel gauge. Sales increased from 20,900 in 1960 to 87.000 in 1961, 132,000 in 1962 and by 1964, the last year of production, they hit 194,000 units.  The D was replaced in 1965 by the 500F, which finally moved the door hinges from back to the front, owing to changes in Italian safety laws. There was a deeper windscreen and thinner door pillars, which increased the height of the car by 10mm, improving visibility for the driver. The 500F ran through to 1975, from 1968 alongside the more luxurious 500L which was added to the range in 1968. The L is easy to tell apart, with its bumper overriders. The final updates created the 500R, which incorporated many changes from the 126 under the skin of the classic shape, and in this form production continued alongside the newer 126 until 1976. There were a few example from throughout the model’s production life here, including the Jolly model.

Although Fiat replaced the 1200 Saloon with the new 1300 and 1500 models in 1960, the Pininfarina-designed Coupé and Cabriolet models continued with largely unchanged bodywork, although they were now equipped with the larger 1.5 litre engine. The O.S.C.A. engined 1600 S Coupé and Cabriolet also continued to be available. All of the coupés and convertibles were replaced by the new 124 coupés and spiders in 1966.

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

Also here was a larger van-based product, the 238, which was introduced in 1967 as the logical successor for the Fiat 1100T. The 238 was based on the chassis of the Autobianchi Primula and had a downtuned version of the Fiat 124’s engine. The 238 was produced in many different body styles for utility and personnel transport. In 1974 Fiat introduced a new van, the 242 with a larger petrol engine and also a diesel engine variant. Despite that the sales of Fiat 238 did not weaken and Fiat decided to keep it in its lineup, and made the new bigger 1.4-litre engine also available to the 238 model. The 238 was produced until 1983 and was replaced with the Ducato.

It was 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.

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

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 overhang, the wedge shape with prominent C pillar roll-over hoop and the car-length indented plimsoll-line all made the successful transition to the X1/9, giving it a highly distinctive appearance. Once developed for production, the two-seater featured sharp-edged styling with a wedge shape, pop-up headlights and a removable hard top roof panel (targa top). The removable hardtop stores in the front luggage compartment, below the front hood, only slightly reducing the space available for cargo. An aftermarket company offered a top made of lightweight clear-smoked polycarbonate. The car was developed for release for European sales in 1972 to replace the 850 spider by Bertone. It was not intended as a replacement for the 124 Sport spider and production of the 124 spider and X1/9 continued in parallel for much of the X1/9’s life. The car’s monocoque body was produced at the Bertone factory in Torino and then transported to the Fiat’s Lingotto factory for final assembly. In 1982, shortly after the introduction of the 1500 model, complete production was assumed by Bertone with models subsequently badged as the “Bertone” X1/9. Bertone models featured revised footwells redesigned to enhance legroom and sitting comfort for persons taller than the original design’s target. The first models featured a 75 bhp 1290 cc single overhead cam engine with an aluminium head. In 1978 the more powerful 85bhp 1500cc unit found its way into the engine bay which necessitated a raised engine cover to provide the clearance. Larger bumpers were fitted at this time. Fiat made few other changes for many years, as if they lost interest in the car. The last production models were named the Gran Finale and sold over the 1989/1990 period. They were a dealer modification of the special edition (commonly abbreviated to SE) of 1988/1989, with the addition of a rear spoiler and “gran finale” badges.

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

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

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.

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

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

The 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. 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.

Just one example of Fiat’s very popular and long running 312 series 500 attracted my camera.

Representing the future was an example of the all-electric 500e which had been “upgraded” by Kahn.

LAMBORGHINI

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

Lamborghini had been toying for some time with the idea of a smaller and cheaper car, powered by a V8 engine, to rival the smaller Ferraris, and the result, the Urraco, was first seen at the 1970 Turin Show. It was styled by Marcello Gandini, and engineered by Paolo Stanzani. It was launched with a 2.5 litre V8 engine, engineered to be cheaper to build, with belt-driven camshafts, situated within a steel monocoque structure suspended on McPherson struts. It reached the market before the rival Maserati Merak and Ferrari 308 GT4 Dino, which should have given it a big advantage. But it did not. For a start, it was deemed not powerful enough, so even before the difficulties of the late 1973 Fuel Crisis made things difficult, the car did not sell well at all. The solution was to add more power, and this came when the engine was enlarged to 3 litres, with four chain-driven cams, which took power from 220 bhp to 265 bhp. A roll-hoop across the back of the cabin improved rigidity, and more powerful brakes were fitted. It sold better, though never in the sort of volume that had been anticipated, and the addition of an Italian market tax special P200 did not help much, either. Just 66 of these were built, whereas 520 of the original P250 models found buyers, and 190 of the more powerful P300s added to the total before production ceased in 1979. The story did not quite end there, as in 1976 a heavily revised version, with removable targa roof panels, appeared, called the Silhouette, and both were replaced by the Jalpa in the 1980s, though neither of these sold as well as the Urraco.

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.

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

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

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.

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.

And finally there was an example of what is now by far the best-selling Lamborghini of all time, the Urus.

LANCIA

The Fulvia Coupé was a compact two-door, three-box coupé introduced in 1965. Like the saloon it was designed in-house by Piero Castagnero, using a wheelbase 150 mm (5.9 in) shorter than its sedan counterpart. As the last Fulvia model to be discontinued, the coupe was ultimately replaced in 1977 by a 1.3-litre version of the Beta Coupé. The 1965–67 cars were equipped with a 1,216 cc 818.100 engine—from 1967 enlarged to 1,231 cc—producing 79 hp at 6,000 rpm. The same engines were subsequently used on the Berlina GT. The Coupé HF of 1966–67 was the competition version of the coupé, introduced later in 1965. It carried a tuned version of the 1,216 cc engine producing 87 hp at 6,000 rpm. Bodywork was lightened by removing the bumpers, using an aluminium bonnet, doors and boot lid, Plexiglas side and rear windows, and bare steel wheels without hubcaps. The Rallye 1.3 HF of 1967–69 had a new 1,298 cc engine with 100 hp at 6,400 rpm. The Rallye 1.3 of 1967–68 was an updated coupé with the 818.302 1,298 cc engine with 86 hp at 6,000 rpm. The Rallye 1.3 S of 1968–70 was an updated, more powerful Rallye 1.3 with a new 818.303 1,298 cc engine producing 91 hp at 6,000 rpm. There was also the Rallye 1.6 HF of 1969–70. Known as Fanalone (“big lamps”) because of the characteristic upsized inner pair of headlamps. The evolution of Rallye 1.3 HF, equipped with an all-new 818.540 1,584 cc engine producing 113 hp at 6,500 rpm. Other changes included negative camber front suspension geometry, with light alloy 13 inch 6J wheels; and a close ratio 5-speed gearbox and wheel arch extensions. The easiest way to distinguish this version is by the triangular holes between headlamps and grille. The Rallye 1.6 HF of 1969–70 was a works rally-spec Fanalone, produced in very limited numbers. The most powerful Fulvia with a 1,584 cc engine producing up to 130 hp depending on tune. This was the version used by the works rally team until 1974 when it was superseded in competition by the Stratos HF. 45 mm bore Solex carburettors were used that were later replaced by 45 DCOE Webers. The cam cover had a special blue stripe over the yellow paint job (HF cars had just a yellow paint job). The Series II cars first appeared in 1970. For the Coupé 1.3 S of 1970–73, there was a face-lifted body and new 5 speed gearbox with 1298 cc (818.303) engine producing 89 hp at 6000 rpm. Larger Girling callipers and pads replaced the Dunlop system fitted to 1st series cars. The Coupé 1.3 S Montecarlo of 1972–73 was a special edition based on the 1.3 S, commemorating Lancia’s victory at the 1972 Monte Carlo Rally. The livery resembled the works car, with matte black bonnet and boot lid bearing Monte Carlo rally plate-style stickers. This version used his own bodyshell with flared wheel arches, similar to the 1.6 HF bodyshell. Other accoutrements included 1.6 HF Lusso interior fittings such as bucket seats with headrests, rectangular front fog lamps, no bumpers and black single wing mirror; 4.5J steel wheels of the standard Coupé were fitted. The Coupé 1600 HF of 1970 had the face-lifted all steel body with 1,584 cc engine with Solex C42DDHF carb producing 113 hp at 6,000 rpm. The bodywork was changed from the standard 1.3 Coupé to incorporate flared wheel arches (replacing the extensions used on 1st series HFs). There was a further update creating the Coupé  Series 3. This was introduced in 1974 and was mechanically the same as the earlier Series 2 1.3 S except for the addition of emission control on the Solex carburettors. Other than for “Fulvia 3” badges, it is easily recognized by its matte black grilled and headlight frame. It featured a new design of seats incorporating headrests and new white-faced instrument dials with an updated range of trim colours, materials and options. There was a Coupé 3 Montecarlo between 1974–76 which was as the earlier Montecarlo, but with Coupé 3 accoutrements. And finally there was the Safari between 1974–76. A limited edition based on the standard Coupé 3 with simplified trim and equipment, celebrating Fulvia’s participation in the Safari Rally. It came without bumpers, with matte black exterior trim, seats upholstered in denim cloth and leatherette, exterior badges on the bonnet and on the boot lid and also a special numbered plaque on the dashboard.

Needing little in the way of an introduction is this Stratos. Sadly not an original car (which are extremely rare these days), it is a well-produced replica, but is still rather splendid, and it was attracting lots of interest. A Bertone-designed concept car called the Lancia Stratos Zero was shown to the public in 1970, but shares little but the name and mid-engined layout with the Stratos HF version. A new car called the New Stratos was announced in 2010 which was heavily influenced by the design of the original Stratos, but was based on a Ferrari chassis and engine. Bertone had no previous business with Lancia, who were traditionally linked with Pininfarina, and he wanted to come into conversation with them. Bertone knew that Lancia was looking for a replacement for the ageing Fulvia for use in rally sports and so he designed an eye-catcher to show to Lancia. Bertone used the running gear of the Fulvia Coupé of one of his personal friends and built a running showpiece around it. When Bertone himself appeared at the Lancia factory gates with the Stratos Zero he passed underneath the barrier and got great applause from the Lancia workers. After that a co-operation between Lancia and Bertone was formed to develop a new rally car based on ideas of Bertone’s designer Marcello Gandini who already had designed the Lamborghini Miura and Countach. Lancia presented the Bertone-designed Lancia Stratos HF prototype at the 1971 Turin Motor Show, a year after the announcement of the Stratos Zero concept car. The prototype Stratos HF (Chassis 1240) was fluorescent red in colour and featured a distinctive crescent-shaped-wrap-around windshield providing maximum forward visibility with almost no rear visibility. The prototype had three different engines in its early development life: the Lancia Fulvia engine, the Lancia Beta engine and finally for the 1971 public announcement, the mid-mounted Dino Ferrari V6 producing 190 hp. The use of the Dino V6 was planned right from the beginning of the project, but Enzo Ferrari was reluctant to sign off the use of this engine in a car he saw as a competitor to his own Dino V6. After the production of the Dino car had ended the “Commendatore” (a popular nickname for Enzo Ferrari) agreed on delivering the engines for the Stratos, and Lancia then suddenly received 500 units. The Stratos was a very successful rally car during the 1970s and early 1980s. It started a new era in rallying as it was the first car designed from scratch for this kind of competition. The three leading men behind the entire rallying project were Lancia team manager Cesare Fiorio, British racer/engineer Mike Parkes and factory rally driver Sandro Munari with Bertone’s Designer Marcello Gandini taking a very personal interest in designing and producing the bodywork. Lancia did extensive testing with the Stratos and raced the car in several racing events where Group 5 prototypes were allowed during the 1972 and 1973 seasons. Production of the 500 cars required for homologation in Group 4 commenced in 1973 and the Stratos was homologated for the 1974 World Rally Championship season. The Ferrari Dino V6 engine was phased out in 1974, but 500 engines among the last built were delivered to Lancia. Production ended in 1975 when it was thought that only 492 were made (for the 1976 season, the Group 4 production requirement was reduced to 400 in 24 months. Manufacturer of the car was Bertone in Turin, with final assembly by Lancia at the Chivasso plant. Powered by the Dino 2.4 litreV6 engine that was also fitted to the rallying versions, but in a lower state of tune, it resulted in a power output of 190 hp, giving the road car a 0–100 km/h time of 6.8 seconds, and a top speed of 232 km/h (144 mph). The Stratos weighed between 900 and 950 kilograms, depending on configuration. Power output was around 275 hp for the original 12 valve version and 320 hp for the 24 valve version. Beginning with the 1978 season the 24 valve heads were banned from competition by a change to the FIA rules. Even with this perceived power deficit the Stratos was the car to beat in competition and when it did not suffer an accident or premature transmission failure (of the latter there were many) it had great chances to win. Despite the fact that the Stratos was never intended to be a race car, there were two Group 5 racing cars built with 560 hp, using a single KKK turbocharger. The car won the 1974, 1975 and 1976 championship titles in the hands of Sandro Munari and Björn Waldegård, and might have gone on to win more had not internal politics within the Fiat group placed rallying responsibility on the Fiat 131 Abarths. As well as victories on the 1975, 1976 and 1977 Monte Carlo Rally, all courtesy of Munari, the Stratos won the event with the private Chardonnet Team as late as 1979. Without support from Fiat, and despite new regulations that restricted engine power, the car would remain a serious competitor and proved able to beat works cars in several occasions when entered by an experienced private team with a talented driver. The last victory of the Stratos was in 1981, at the Tour de Corse Automobile, another World Rally Championship event, with a victory by longtime Stratos privateer Bernard Darniche. When the Fiat group favoured the Fiat 131 for rallying Lancia also built two Group 5 turbocharged ‘silhouette’ Stratos for closed-track endurance racing. These cars failed against the Porsche 935s on closed tracks but proved successful in hybrid events. While they failed in the Tour de France Automobile, one of these cars won the 1976 Giro d’Italia Automobilistico, an Italian counterpart of the Tour de France Automobile. One of the cars was destroyed in Zeltweg, when it caught fire due to overheating problems.  The last surviving car would win the Giro d’Italia event again before it was shipped to Japan to compete in the Fuji Speedway based Formula Silhouette series, which was never raced. The car would then be sold and reside in the Matsuda Collection before then being sold to the renowned collector of Stratos’, Christian Hrabalek, a car designer and the founder of Fenomenon Ltd, who has the largest Lancia Stratos Collection in the world, 11 unique Lancia Stratos cars, including the fluorescent red 1971 factory prototype and the 1977 Safari Rally car. His interest in the car led to the development of the Fenomenon Stratos in 2005. The Stratos also gained limited success in 24 Hours of Le Mans, with a car, driven by Christine Dacremont and Lella Lombardi, finishing 20th in 1976

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.

First shown at the Turin Auto Show in 1986, the Lancia Thema 8·32 (“8” standing for the number of cylinders and “32” for the number of valves) was assembled at Lancia’s S. Paolo plant in Turin. It used a 2,927 cc, Tipo F105L, Ferrari V8. This engine was based on the unit used in the Ferrari 308 and in the Ferrari Mondial Quattrovalvole, and some of the componentry was assembled by Ducati from castings made at Maranello. The engine differed from other Ferrari V8s of the time in that it was equipped with a cross-plane type crankshaft rather than the usual flat-plane crankshaft, smaller valves and different firing order: all this was to make the engine characteristics more suitable for a four-door luxury saloon. In non catalysed form the engine produced 215 PS at 6,750 rpm, and the car was capable of 0–100 km/h in 6.8 seconds and a top speed of 240 km/h (149 mph). Catalysed versions produce 205 PS which gave 0–100 km/h in 7.2 seconds and a top speed of 235 km/h (146 mph). The transmission was a 5-speed manual gearbox; there was no automatic option. The braking system used larger 294 mm vented front discs and the standard 251 mm rear ones from the other Themas. All 8·32s featured Bosch KE3 Jetronic fuel injection, ABS, ZF’s brand new Servotronic electronically controlled rack-and-pinion power steering (which varied steering wheel effort according to vehicle speed), and a retractable rear spoiler. The latter, designed to increase high speed stability, was controlled by the driver via a rotary switch on the right stalk. In closed position, it would fit flush with the boot lid. The tyres were specially developed 205/55 VR15 Goodyears on five-spoke 6J×15 alloy wheels. The car offered a handmade wood-and-Alcantara (or optional Poltrona Frau leather) interior, and was complete with similar luxury equipment as LX versions of the Thema. Stitched leather covered the entire dashboard, the steering wheel (including centre), gear and handbrake levers and booths, centre console, door panels and sun visors, while the headlining was Alcantara. A bespoke dashboard fascia housed two main instruments, six small auxiliary gauges, and triple round air conditioning vents. Like the door cappings and the lids concealing the radio and ashtray, it was veneered in matte varnish burr wood. The instrumentation had black dials with yellow hands and markings; it included water thermometer, oil thermometer and pressure gauge, and check panels for the lights and the drivetrain. The seats (and matching door panel inserts) were trimmed in beige or date brown Alcantara as standard, with black or brown leather was an optional extra. Brown interiors got colour-matching switchgear, carpets and trim. Irrespective of interior selection, Thema 8·32 buyers could choose from five paint colours, all metallics: Blizzard Blue, Winner Red, Quartz Grey, Reflex Green and Black. A double hand-painted pinstripe (the upper matched to body colour, the lower yellow) ran along the sides and the rear of the car. Besides the paint scheme, retractable spoiler and wheels, the only exterior details setting the 8·32 apart from other Themas were yellow “8·32” badges, a silver eggcrate-type grille, and twin exhaust outlets. Some notable options were automatic climate control, electrically actuated sunroof, provision for a car phone in the front armrest, and rear individual power seats. In 1988 the 8·32 received series 2 updates like other Themas, including new lights front and rear, a smaller grille badge, removal of model badging at the rear and on the side skirts, and the new side rubbing strips (previously absent on this model). There were no third series 8·32s. This version of the Thema was produced in limited numbers, with 2370 Series 1 built between 1986 and 1988 and 1601 Series 2 built between 1989 and 1992. All were left-hand drive, although one Thema 8·32 was converted to right hand drive by TAK Motor Co. in South Africa in 1987 for the MD of TAK. The Thema 8·32’s key competitors were some of the fastest saloon models of the late 1980s including the Audi 100 Quattro, BMW M535i, Ford Sierra RS Cosworth, Saab 9000 2.3 Turbo S, and the Vauxhall Lotus Carlton/Opel Lotus Omega. Road & Track described the 8·32 as one of the “one of the weirder sleepers to come out of the 1980s”. Towards the end of his life, Enzo Ferrari owned an 8·32 as his personal transport.

The first generation Delta had been given a second lease of life by its rallying successes, but by the 1990s it was over ten years old and due replacement; its four-door saloon sibling, the Prisma, had already been replaced by the Lancia Dedra. By the time the new car was ready, Lancia had all but pulled out of the UK, so the car was never officially sold here. A few have since been brought in, though, and there were two of them here. Both are the three door HPE models, and are familiar sights at Italian car and other gatherings in the area. The “Nuova Delta” (Tipo 836)—always referred to by Lancia as Lancia δ with the lower-case Greek letter – was introduced at the Geneva Show in 1993, alongside the final “Evo 2” HF Integrale. Sales commenced in May 1993. Initially the Nuova Delta was offered with three engines and outputs varying from 76 to 142 PS: an entry level SOHC 1.6-litre, and two DOHC inline fours with Lancia’s twin counter rotating balance shafts, an 8-valve 1.8 and a 16-valve 2.0 litre. Trim levels were three: base and LE for the 1.6 and 1.8, base and richer LS for two-litre models. The sportier 2.0 HF was also unveiled in Geneva, but went on sale in September; it used a version of the 16-valve 2.0 litre equipped with a Garrett T3 turbocharger and an intercooler to produce 186 PS. Mechanical changes from the other Deltas included up-sized 205/50 tyres, stiffer suspension, standard 4-way ABS, a “Viscodrive” viscous coupling limited slip differential and, in the HF LS trim, electronically adjustable dampers with two settings. Visually the HF turbo was set apart by an eggcrate grille with a gunmetal surround and a yellow HF badge, a sportier front bumper complementing 1.1 inch wider front wings, black side skirts, specific 15 inch 7-spoke alloy wheels and a spoiler at the base of the rear window. Larger disk brakes and optional Alcantara Recaro sport seats were shared with the 2.0 LS. About a year after the launch, in June 1994, the 1.9 turbo ds turbodiesel variant was added to the range; it was powered by the usual 1,929 cc SOHC unit, pushing out 90 PS. The turbo ds was given the flared fenders and bumper of the HF, and was available in base and LE trim.  Presented a month later and put on sale in autumn, the Delta 2.0 GT paired the naturally aspirated 2-litre engine with the looks of the HF—flared wings, bumper and spoiler. Although a three-door had been rumoured since 1991, it was not until the 1995 Geneva Motor Show that one became available. It was christened HPE—a denomination that had previously been used for a variant of the Lancia Beta, and standing for “High Performance Executive”.  At first the HPE was only available with the three top engines: 2.0 16v, 1.9 turbodiesel and 2.0 16v turbo in HF guise. The three-door bodyshell had entirely redesigned body sides, but retained the roof and rear section of the five-door model; rear wheelarch flares complemented the HF-derived wide front wings and bumper, sported by all HPE versions. This meant the HPE was around 2.4 inches wider than a standard Delta, while all other exterior dimensions remained unchanged. Styling differences from the five-door included specific side skirts and a body-colour grille, to which the HPE 2.0 HF added all the accoutrements of the five-door HF and additional air intakes under the headlights. At the beginning of 1996 the range was updated. All naturally aspirated engines were replaced; the 1.6 and 1.8 8-valve by 16-valve units, while the 2.0 16v was discontinued in favour of a 1.8 16v equipped with variable valve timing. Trim levels for the 5-door were now three: base LE, richer LX and GT, exclusive to the 1.8 V.V.T. engine. The three-door HF turbo remained the only one offered, as the five-door version was discontinued. In addition to the turbocharged engines, the HPE was available with 1.8 V.V.T. and also the smaller 1.6 engines; the latter, entry level HPE adopted the bumper and narrow front wings of the standard Delta. Minor styling changes were introduced, such as alloy wheels and wheel covers of a new design, chrome vertical bars to the 5-door cars’ grille, and body colour mirror caps. November 1997 brought the last revisions for the Delta. Seven models made up the updated range: 5-door and HPE with a choice of 1.6, 1.8 V.V.T. or 1.9 td engines—the 18 16v having been phased out—and a renewed 2.0 HF, again in HPE form only. The 5-door range was reduced to a single LS trim. More of the plastic exterior details were now painted in body colour, namely bumper, bodyside and C-pillar inserts. All HPEs donned flared front wings. The updated HPE 2.0 HF was shown at the Bologna Motor Show in November. Visually it continued the monochrome theme of the restyled cars, and it was made more distinctive by bumpers, side skirts, and spoiler of a new design, and 16 inch Speedline Montecarlo alloy wheels with 215/50 tyres; inside the seats were upholstered in black leather with contrasting colour Alcantara centres. Mechanically it received a tweaked engine, producing 193 PS, which made for a 5 km/h higher top speed. The Delta was dropped from Lancia’s lineup in 1999, with no immediate successor.

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

MASERATI

The Sebring was based on the earlier Maserati 3500 GT, and aimed at the American Gran Turismo market, taking its name from Maserati’s 1957 racing victory at the 12 Hours of Sebring. A single two-seat spyder was built by Vignale in 1963 but did not enter production. The Series I (Tipo AM 101/S) was shown at the Salon International de l’Auto 1962 and again at the Salone dell’automobile di Torino in 1963. Employing all but the Maserati 3500’s coachwork, it could reach 137 mph and 0–60 mph in 8.5 seconds on 185×15 Pirelli Cinturato tyres. A Borg-Warner automatic transmission was available, a first for Italian automobiles. When leaving the factory it originally fitted Pirelli Cinturato 205VR15 tyres (CN72). A total of 348 Series I Sebrings were built between 1962 and 1965. The engine was updated in 1963, gaining 15PS for a total of 235 PS. The 3700 engine first appeared in 1964, although only a handful of Series I cars were thus equipped. In 1965, the modified Series II (Tipo AM 101/10) was introduced. It had lightly redesigned headlamps, modernised bumpers, new front indicators, and new side grilles replacing the lower extraction vents used hitherto. It took minor design cues from the contemporary Quattroporte. At the rear, aside from the squared off bumpers, the taillights were now mounted horizontally rather than vertically and the bootlid opening was narrowed somewhat. The Series II rode on larger 205×15 Pirelli Cinturatos. A run of 247 units were made from 1964 until 1968. Along with the 3500 engine, the 3700 and the even larger 4000 were added. The 4000 GTiS has a 4,012 cc engine producing 255 PS at 5,200 rpm. It remained in production until 1968, when financial constraints forced Maserati to drop its older models from production. No major updates took place over the last three years of production, except for a slight power gain for the 4000, now up to 265 PS. 348 units of Sebring 3.5 and 245 of 3.7 and 4.0 (combined) were made, for a total of 593 units from 1962 to 1969.

The Maserati Mexico’s design derived from a 2+2 prototype bodywork shown on the Vignale stand at the October 1965 Salone di Torino and built upon a 4.9-litre 5000 GT chassis, rebodied after it had been damaged. As the car after the show was sold to Mexican president Adolfo López Mateos, the model became known as the Mexico. By coincidence, John Surtees won the Mexican Grand Prix on a Cooper-Maserati T81 the following year. Vignale’s prototype was so well received that Maserati immediately made plans to put a version into production. The production Maserati Mexico debuted in August 1966 at the 20° Concorso internazionale di eleganza per auto in Rimini,[5] while its international première was at the October Paris Motor Show. It was built on the first generation Quattroporte chassis with a wheelbase shortened by 11 cm (4.3 in). Originally powered by a 4.7-litre 90° V8 fed by four twin-choke 38 DCNL5 Weber carburetors that produced 290 bhp, the car managed to turn out a top speed between 240–250 km/h (149–155 mph). In 1969, however, contrary to Maserati tradition, the Mexico was also made available with a smaller engine, the 4.2-litre V8 engine. Apart from the smaller engine option the Mexico underwent few changes during its lifetime. Its luxurious interior included a rich leather seating for four adults, electric windows, wooden dashboard, iodine headlights and air conditioning as standard. Automatic transmission, power steering and a radio were available as optional extras. The 4.7-litre version was fitted with 650×15″ Borrani chrome wire wheels and the 4.2-litre version with steel disc wheels. When leaving the factory all Maserati Mexicos originally fitted Pirelli Cinturato 205VR15 tyres (CN72). The Mexico was the first production Maserati to be fitted with servo assisted ventilated disc brakes on all four wheels. In May 1967, under commission from the German concessionaire Auto Koenig for one client, Herr Rupertzhoven, Maserati built a ‘Mexico’ similar to Vignale’s original prototype design but was the work of Frua. Appearing like a 4-seat Mistral and built on the same tubular chassis as the 3500 GT (2600 mm wheelbase), this prototype ‘Mexico’ was fitted with the Mistral’s six-cylinder 3.7-litre Lucas fuel-injected engine. It was finished in Oro Longchamps with a black leather interior. Its dashboard came from the Quattroporte. 485 Mexicos were produced, 175 equipped with the 4.7 engine and 305 with the 4.2.

Maserati replaced their entire range in 1981 with the BiTurbo. Introduced initially as a single model, a 2 door coupe with a 2 litre twin-turbo V6 engine, over the next 15 years, it would evolve into a complex range of different models, and three basic bodystyles, as well as the special low-volume Karif and V8 engined Shamal cars. The car was designed by Pierangelo Andreani, Chief of Centro Stile Maserati up to 1981, and was somewhat influenced by the design of the recent Quattroporte III. The BiTurbo marked quite a change of direction for the Modense firm, a consequence of its acquisition by Alejandro de Tomaso in 1976. de Tomaso’s ambitious plans for the marque were to combine the prestige of the Maserati brand with a sports car that would be more affordable than the earlier high-priced models that had traditionally made up the Maserati range. The Biturbo was initially a strong seller and brought Italian prestige to a wide audience, with sales of about 40,000 units, but it quickly became apparent that the quality of the car was way off what the market expected, and the car is not regarded as one of the marque’s better models. Indeed, the Biturbo is number 28 in the BBC book of “Crap Cars” and in 2007 was selected as Time Magazine’s worst car of 1984, although they ranked the Chrysler TC by Maserati as a “greater ignominy”. Between 1987–89 a facelift was phased in, which helped to soften the sharp bodylines. The redesign included a taller and more rounded grille with mesh grille and bonnet, aerodynamic wing mirrors and 15″ disc-shaped alloy wheels, now mounted on 5-lug hubs. Some models received the wraparound bumpers with integral foglights and the deep sills introduced with the 2.24v. In 1991 the entire lineup was restyled for a second time, again by the hand of Marcello Gandini; the design features introduced with the Shamal were spread to the other models. Gandini, the Shamal’s designer, developed an aerodynamic kit that included a unique spoiler at the base of the windscreen hiding the windshield wipers, a rear spoiler, and side skirts. The new two-element headlights used poli-ellypsoidal projectors developed by Magneti-Marelli. Inset in body-colour housings, they flanked a redesigned grille, slimmer and integrated in the bonnet; the 1988 bumpers were adopted by all models. The 15″ disc-shaped alloys were replaced by new 16″ seven-spoke wheels, with a hubcap designed to look like a centerlock nut. The second facelift was referred to as “nuovolook”. The engines underwent change, too. As well as being the first ever production car with a twin-turbocharged engine, it was also the first production car engine with three valves per cylinder. The aluminium 90-degree SOHC V6 engine was roughly based on the 2.0 litre Merak engine, itself based on earlier V8 Formula One Maserati engines, designed by Giulio Alfieri. Because in Italy new cars with engine displacement over 2000 cc were subjected to a 38% value added tax, against 19% on smaller displacement cars, throughout the Biturbo’s production life there were both two-litre models aimed mainly at the domestic market and “export” versions, initially with a 2.5 litre V6. The carburettor 2.5 unit produced 185 hp and 208 lb·ft of torque in North American spec and slightly more elsewhere. Fuel injection was fitted in 1987 raising power to 187 hp. In 1989 the enlarged 2.8 litre engine bumped power to 225 hp and 246 lb·ft of torque for North America and 250 PS for Europe. In 1988, with the coupés being restyled, the Biturbo name was dropped in favour of 222—meaning 2-door, 2-litre engine and 2nd generation. The car carried all the visual clues of Gandini’s first facelift, with a more rounded grille and bonnet, different wing mirrors and rear spoiler. The engine size of the 222 E export model grew from the Biturbo’s 2.5- to 2.8-litres. A mixed velour-leather interior was standard on the domestic models, while export markets got leather upholstery as standard. 1990 saw the arrival of the 2.8 litre 222 SE, heir to the Biturbo ES. It inherited the latter’s limited paint finish availability (red, silver or black) and the dark trim and grille, while modern aprons and side skirts (blacked out as well) came from the 2.24v. After just a year the 222 SE was replaced by the 1991-restyled 222 SR; the SR offered adaptive suspension as an option. Simultaneously the very similar 222 4v. joined the lineup; it was a 222 SR with a 2.8 litre four-valve engine, the first DOHC car in the direct Biturbo E lineage. It used wider, 16″ 7-spoke wheels.

The Ghibli name was resurrected with the unveiling at the 62nd Turin Motor Show in April 1992. of the 1992 Ghibli (Tipo AM336). Like the V8 Maserati Shamal, it was an evolution of the previous Biturbo coupés; the doors, interior, and basic bodyshell were carried over from the Biturbo. It was powered by updated 24-valve Biturbo engines: a 2.0-litre V6 coupled to a six-speed manual transmission for the Italian market, and a 2.8-litre V6 for export, at first with a 5-speed manual, then from 1995 with the 6-speed. A 4-speed automatic was optional. The coupé was built for luxury as well as performance, and its interior featured Connolly leather upholstery and burl elm trim. At the 1994 Geneva Motor Show, Maserati launched an updated Ghibli. A refreshed interior, new wing mirrors, wider and larger 17″ alloy wheels of a new design, fully adjustable electronic suspension and ABS brakes were added. The Ghibli Open Cup single-make racing car was announced in late 1994. Two sport versions were introduced in 1995. The first was the Ghibli Kit Sportivo, whose namesake handling kit included wider tyres on OZ “Futura III” split-rim wheels, specific springs, dampers and anti-roll bars. The second was the limited edition Ghibli Cup, which brought some features of the Open Cup racer into a road-going model; it debuted at the December 1995 Bologna Motor Show. it mounted a 2-litre engine upgraded to 330 PS.  At the time the Ghibli Cup had the highest ever per litre power output of any street legal car, surpassing the Bugatti EB110 and Jaguar XJ220. Chassis upgrades included tweaked suspension and Brembo brakes. Visually the Cup was recognizable from its 5-spoke split-rim Speedline wheels and badges on the doors. Only four paint colours were available: red, white, yellow and French blue. The sporty theme continued in the Cup’s cabin with black leather, carbon fibre trim, aluminium pedals and a MOMO steering wheel. A second round of improvements resulted in the Ghibli GT in 1996. It was fitted with 7-spoked 17″ alloy wheels, black headlight housings, and had suspension and transmission modifications. On 4 November 1996 on the Lake Lugano, Guido Cappellini broke the flying kilometre’s World Speed Record on water in the 5-litre class piloting a composite-hulled speedboat powered by the biturbo V6 from the Ghibli Cup and run by Bruno Abbate’s Primatist/Special Team, at an average speed of 216,703 km/h.To celebrate the world record Maserati made 60 special edition Ghiblis called the Ghibli Primatist. The cars featured special Ultramarine blue paintwork and two-tone blue/turquoise leather interior trimmed in polished burr walnut. Production of the second generation Ghibli ended in summer 1998.

The most numerous Maserati cars at most events these days are those known internally as the Tipo 338 and better known as the 3200GT and 4200GT and Spider, and this design was evident here. After producing BiTurbo based cars for 17 years, Maserati replaced their entire range with a new model in July 1998, the 3200 GT. This very elegant 2+2 grand tourer was styled by Italdesign, whose founder and head Giorgetto Giugiaro had previously designed, among others, the Ghibli, Bora and Merak. The interior design was commissioned to Enrico Fumia. Its name honoured the Maserati 3500 GT, the Trident’s first series production grand tourer. Sold mainly in Europe, the 3200 GT was powered by the twin-turbo, 32-valve, dual overhead cam 3.2-litre V8 engine featured in the Quattroporte Evoluzione, set up to develop 370 PS (365 hp). The car was praised for its styling, with the distinctive array of tail-lights, consisting of LEDs, arranged in the shape of boomerang being particularly worthy of comment. The outer layer of the ‘boomerang’ provided the brake light, with the inner layer providing the directional indicator. The car was also reviewed quite well by the press when they got to drive it in early 1999, though it was clear that they expected more power and excitement. That came after 4,795 cars had been produced, in 2001, with the launch of the 4200 models. Officially called the Coupé and joined by an open-topped  Spyder (Tipo M138 in Maserati speak), these models had larger 4.2 litre engines and had been engineered so the cars could be sold in America, marking the return to that market for Maserati after an 11 year gap. There were some detailed styling changes, most notable of which were the replacement of the boomerang rear lights with conventional rectangular units. Few felt that this was an improvement. The cars proved popular, though, selling strongly up until 2007 when they were replaced by the next generation of Maserati. Minor changes were made to the model during its six year production, but more significant was the launch at the 2004 Geneva Show of the GranSport which sported aerodynamic body cladding, a chrome mesh grille, carbon fibre interior trim, and special 19-inch wheels. It used the Skyhook active suspension, with a 0.4 inch lower ride height, and the Cambiocorsa transmission recalibrated for quicker shifts. The exhaust was specially tuned to “growl” on start-up and full throttle. The GranSport was powered by the same 4244 cc, 90° V8 petrol engine used on the Coupé and Spyder, but developing 400 PS (395 hp) at 7000 rpm due primarily to a different exhaust system and improvements on the intake manifolds and valve seats. A six-speed paddle shift transmission came as standard. The GranSport has a claimed top speed of 180 mph (290 km/h) and a 0–62 mph (0–100 km/h) time of 4.8 seconds.

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

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

From the current range there were examples of the Quattroporte and the Levante.

No question, this was a good day out. There were a lot of cars to see, and plenty of people with whom to catch up. So many, in fact, that I did not managed to spend much time watching the action on track. It is always a measure of a goo event when you realise that there was more going on than you could fit into one day, as there is no way of accusing it of being “boring”  and this event certainly managed that. For sure, Brands Hatch is a long way from home, but for once, the traffic gods were kind and I made it back without any hold-ups at all, which is usuauly for the M25 on a Sunday evening. I will definitely be back in 2024.