Almost all car manufacturers have realised that Heritage sells and most have now found a way of displaying the historic treasures that they had been storing away somewhere in a place where the public can come and see them. It long surprised me that whilst there has been an Alfa Romeo museum in Italy there was no equivalent for the nation’s largest car maker, Fiat, or its most innovative, Lancia. That all changed in 2019, on the occasion of Fiat’s 120^th anniversary when first details emerged of the Fiat or FCA Heritage Hub. The pictures were stunning and I immediately formed a very strong desire to go and see it. Disappointingly, it seemed that although Fiat had gone very public at the existence of the Hub, only the press seemed to be able to go. And then Covid happened, at which point no-one could go. We were promised that there would be public access in due course, and finally in 2023, that became possible. Everyone I knew had been raved about the collection which made my desire to go all the stronger. Visiting became a key objective for my June 2024 sojourn in Italy.

The Heritage Hub is located on the site of the former Workshop 81 on Via Plava in Turin, one of the historic Fiat mechanical manufacturing plants within the Mirafiori complex. It spans an area of over 15,000 m2 and contains the offices of the Heritage team, a fascinating exhibition that recounts the story of the Mirafiori plant and, above all, the unrivalled company collection of cars produced by the Fiat, Lancia and Abarth brands. The space also hosts a selection of Alfa Romeo, Autobianchi and Jeep cars. An exciting Engine Area dedicated to classic engines has also been set up, which displays and tells the stories of the most iconic and representative engines of the company’s more than one hundred years of production history. Lastly, visitors can admire a selection of the Fiat cars which have been specially fitted for the Carabinieri Corps over the last fifty years. The original space – built in the mid-1960s to house the mechanical workshops dedicated to the production of transmission components – has undergone a careful conservative restoration that has respected its industrial nature, the original colours, the historical concrete floor and the grid of metal pillars that livens up the space.

The exhibition space of the Heritage Hub brings together around 300 cars – some of which have never been put on display before. Of these, 64 are featured in the eight ‘cross-cutting’ themed displays that form the heart of the exhibition itinerary – each hosting cars from different marques and eras: Records and races: this celebrates the cars that have triumphed on the major circuits;  Concept cars and ‘custom-made’ models: including some very rare cars, and sometimes utopian, specimens produced as one-offs or in very small series; Archistars: eight technical masterpieces that introduced significant innovations in car architecture, starting from functional and production requirements; Eco and sustainable: this spotlights the most innovative cars with regard to environmental impact; Small and safe: showcasing a selection of models that have succeeded in combining safety with compact dimensions; Style marks: showcases the “milestones” that have left their mark on the history of automotive design; Epic journeys: celebrates the cars that were the protagonists of unforgettable journeys on the road; The rally era: the space reserved for models that have written glorious pages in the history of rallying.

The only way to view the collection is to pre-book a guided tour.  I did worry if this would mean that there would not be enough time to see everything, but in fact this was not the case. You have to sign in at the gate and wait to be collected. The guide asked where everyone was from, and based on the answers, started off by saying he would do the tour in Italian and English, but quickly switched to English only. He spoke knowledgeably about all the cars in those 8 display areas and then moved to the side areas as well, but was quite happy to see people wander off in quest of photos. The only limit is that at the end, you have to leave when he escorts the group out – which was about 2.5 hours after starting in my case.

ABARTH

An added reason for wanting to go in 2024 was that it had been announced that there would be a special display dedicated to the 75^th anniversary of Abarth, and I was keen to see this. There are around 20 cars assembled here, some of which I have seen at various shows and exhibitions. They comprised the first cars that you see on entry into the main building.

500 Record: In the 1950s, Abarth saw no limit to the pocket-sized Fiat 500’s performance potential. The firm tuned the standard model a few months after its introduction and sent it straight to the Monza track, where the records it set helped kick the car’s career into high gear. It quickly turned it into the aforementioned coupe, but the most extreme 500-derived model was the streamlined, single-seater record car designed with input from Pininfarina. The 500 Record shared precious few components with the humble 500; it was built on a tubular chassis. Pininfarina put a tremendous amount of effort into making the body as light and as aerodynamic as possible. The driver entered the tight cabin through a front-hinged hatch that incorporated a wrap-around windshield for improved visibility. Pininfarina drilled holes through the hinges to keep weight in check, and it installed covers over the four wheels to reduce turbulence in the wheel wells. Engineers achieved a 0.25 drag coefficient, which places the car nearly on par with a 2019 Hyundai Ioniq (0.24). Abarth installed a 500-sourced, 479-cc two-cylinder engine rated at 36 hp, which was a lot considering the Record weighed a scant 815 pounds. Sent to Monza, the Record covered 28,000 kilometres (about 17,000 miles) in 10 days at an average speed of 116.38 kph (about 72 mph). This was an incredible feat for Fiat, Pininfarina, and Abarth.

850TC: 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.

595SS: The story of the two-cylinder Abarth began in November 1957 at the Turin Auto Show just a few months after the launch of the Fiat Nuova 500. Carlo Abarth, who had already been successfully developing vehicles based on the Fiat 600 for some years, was intrigued by the idea of expanding his “derivation” range to more affordable models for the general public and felt the new compact Fiat could be a good springboard. In February 1964, the “595 SS” was introduced with an increased power of 32 HP. The superior power was obtained via a Solex 34 PBIC carburetor paired to a special light-alloy intake manifold, the air filter cover, and pressure pipe. Aesthetically, the differences consisted in the SS writing on the front and rear hoods and “esse esse” written in italics on the dashboard.  Starting in February 1964 many accessories also became available to personalize the small Abarth, including various axle ratios, the dashboard with four Jaeger instruments in black-painted aluminum, the Campagnolo magnesium wheels, and an incredible three-spoke, polished aluminum sporty steering wheel with a wooden crown and a horn button featuring the shield. The story of the Fiat Abarth 595/695 traces the same evolution as the vehicle they derived from, going from the F (1965) to the L (1968) and coming to an end in 1971.

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

124 Spider Abarth: In 1971 the Fiat 124 Spider was prepared for the World Rally Championship when Abarth became involved with its production and development. Abarth designer Ing. Colucci was responsible for getting the 124 Spider into Group 4 rally trim. Over this period the Abarth Spider was relatively successful with wins at the 1972 Hessen Rally, Acropolis Rally, 1973 Polish Rally, 19th on the 1973 RAC rally and seventh to mostly the Alpine Renaults on the 1973 Monte Carlo Rally. The Spider continued to perform with first, second and third in the 1974 eighth Portuguese TAP Rally, sixth in the 1974 1000 Lakes, fourth in the 1975 Monte Carlo Rally and also with Markku Alén driving the spider to third place. By 1976 the days of 124 rallying were numbered due to the appearance of the Fiat-Abarth 131. The Fiat Abarth 124 Rally is a street legal rally version of the 124 Sport Spider sold to the masses, known also as “124 Abarth Stradale”, introduced in November 1972. Its main purpose was to receive FIA homologation in the special grand touring cars (group 4) racing class, and replace the 1.6-litre Fiat Sport Spider rally cars which were presently being campaigned. At the time 124 had already won the 1972 European Rally Championship at the hands of Raffaele Pinto and Gino Macaluso. The 124 Rally was added to the Sport Spider range, which included the 1600 and 1800 models; the first 500 examples produced were earmarked for the domestic Italian market. Amongst the most notable modifications over the standard spider there were independent rear suspension, engine upgrades, lightweight body panels, and a rigid hard top. In place of the usual rear solid axle, there is independent suspension from lower wishbones, the original trailing arms, an upper strut and an anti-roll bar. At the front a radius rod on each side was added to the standard double wishbones. The Abarth-tuned type 132 AC 4.000 1.8-litre, twin-cam engine was brought from the standard 118 to 128 PS DIN (126 hp) by replacing the standard twin-choke carburettor with double vertical twin-choke Weber 44 IDFs, and by fitting an Abarth exhaust with a dual exit exhaust. The 9.8:1 compression ratio was left unchanged. The transmission is the all-synchronised five-speed optional on the other Sport Spider models, and brakes are discs on all four corners. Despite the 20 kg (44 lb) four-point roll bar fitted, kerb weight is 938 kg (2,068 lb), roughly 25 kg (55 lb) less than the regular 1.8-litre Sport Spider. Engine bonnet, boot lid and the fixed hard top are fibreglass, painted matt black, the rear window is perspex and the doors aluminium. Front and rear bumpers were deleted and replaced by simple rubber bumperettes. A single matte black wing mirror was fitted. Matte black wheel arch extensions house 185/70 VR 13 Pirelli CN 36 tyres on 5.5 J × 13″ four-spoke alloy wheels. Inside centre console, rear occasional seats, and glovebox lid were eliminated; while new features were anodised aluminium dashboard trim, a small three-spoke leather-covered Abarth steering wheel, and Recaro corduroy-and-leather bucket seats as an extra-cost option. The car carries Fiat badging front and rear, Abarth badges and “Fiat Abarth” scripts on the front wings, and Abarth wheel centre caps. Only three paint colours were available: Corsa red, white, and light blue.

A112 Abarth: The A112 was made in 1969, just after the full takeover of Autobianchi by Fiat, and produced for more than 17 years in seven different series. Introduced at the Turin Auto Show on September 15, 1971, it was given the name Autobianchi A112 Abarth 58 HP due to the power produced by its engine—a 982 cm³ inline-four engine for 58 DIN HP at 6,600 rpm powered by a vertical double-body Weber 32 DMTR carburetor. The top speed of the 58 HP was 150 km/h, around 10 km/h more than the standard version, and it went from 0-100 km/h in around 12 seconds. The launch price was 1,325,000 lire. From a stylistic point of view, it distinguished itself from the “non Abarth” version with its matte-black hood, as well as its rocker panel, the wheel arches and the lower part of the rear, the hexagonal Scorpion badge and the Autobianchi one on the side near the door frame, and its one-of-a-kind grille with two round air intakes which looked like two headlights. It came in a Racing Red color, even if some rare models had Salmon and Mink liveries without black elements. The new A112 range made its debut in March 1973; and we cannot go without mentioning the sporty versions: the A112 Abarth 58 HP 2^ Series and the Autobianchi A112 Abarth 70 HP (3^ series) introduced at the beginning of 1975.

Formula Italia: Although Abarth is best-known for its predominantly small-capacity Gran Turismo and sports-racing cars, and high-performance variations upon the Fiat production touring car theme, no representative Abarth collection could possibly be complete without an example of one of their rare single-seater racing cars. This 1973 model Formula Italia car could certainly fill that particular bill most admirably. It was in 1970-71 that the Commissione Sportiva Automobilistica Italiana (the CSAI) first proposed to the mighty Fiat Group that they should support the design, construction and racing of a new-class of single-seaters, to train and to encourage aspiring young Italian racing drivers. Fiat’s board concurred, and entrusted what became this ‘Formula Italia’ programme to the competition experts at Abarth. The cars emerged as neat single-seaters with rear-mounted Fiat-Abarth 4-cylinder twin-overhead camshaft engines having a bore and stroke of 80mm x 80mm to displace 1608cc. On a 9.8:1 compression ratio they developed a declared 110-120bhp at 6,700rpm, breathing through twin Weber twin-choke carburettors. Transmission was via a 5-speed transaxle to the rear wheels, and these little cars were produced in considerable numbers and provided some extremely hard-fought and competitive racing around the Italian circuits such as Monza, Imola and Vallelunga.     Italian racing drivers who learned their early skills behind the wheel of Formula Italia cars include the late, much-lamented Ferrari works team driver Michele Alboreto, Bruno Giacomelli and Piercarlo Ghinzani, while Riccardo Patrese was also involved in Formula Italia and provided a car in which his friend Siegfried Stohr learned the racing ropes, becoming another Italia driver to graduate eventually to Formula 1.

131 Abarth Stradale: In 1976, 400 examples of the Fiat Abarth 131 Rally were built for homologation purposes. These cars were built in a co-operation between Fiat, Bertone and Abarth. Bertone took part-completed two door standard bodyshells from the production line in Mirafiori, fitted plastic mudguards front and rear, a plastic bonnet and bootlid and modified the metal structure to accept the independent rear suspension. The cars were fully painted an trimmed and then delivered back to the Fiat special Rivalta plant where they received the Abarth mechanicals. The street version of the car used a 16-valve DOHC derivative of the standard DOHC engine, which equipped with a double Weber downdraught carburettor produced 140 PS. The street cars used the standard gearbox with no synchromesh (Rally type regulations required the use of the same type of synchromesh on the competition cars as on the street versions) and the hopelessly underdimensioned brake system of the small Fiat 127. Competition cars used dry sump lubrication and eventually Kugelfischer mechanical fuel injection. In race specifications, the engine produced up to 240 PS in 1980, being driven to World Championship status by Walter Röhrl

124 Rally: Introduced for the first time in March 2016 at the Geneva International Motor Show and later at the 100th Targa Florio, the Abarth 124 Rally made its rally debut at the Italy-Sardinia Rally. A concentration of pure technology and performance, this vehicle came out of Squadra Corse Abarth’s experiences and was aimed at bringing the Scorpion back to the best and most difficult rally tracks—special stages where the asphalt is hotter and the ice is more slippery. 40 years after its last official race at the 1976 Monte Carlo Rally, the Abarth 124 rally came back with the same philosophy: testing the technical solutions of road vehicles in the most extreme conditions and providing every Abarth customer with the best performance and greatest reliability. It was dedicated to all of those who share the brand’s sense of adventure and the values of the racing world. Hiding under the hood, one could find the double shaft direct-injection turbo engine. Thanks to the various selectable mappings, it guaranteed power up to 300 HP at 6,500 rpm and superior torque curve, which is fundamental to allowing driver steering and acceleration balance while oversteering.

695 Rivale: the 695 Rivale is 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.

1000SP: In mid 2021 Abarth surprised everyone by showing this homage to the 1000SP and the car was making another public appearance here. The project actually dates back to 2009 when Abarth was ear-marked to launch a new sports car to join the Punto and 500 in the reborn marques range. FCA decided to repurpose the design and it evolved into the Alfa 4C. A reproduction of the never before seen 2009 prototype is what was on show here and the company collected expressions of interest which have led to a decision to go ahead and build a limited number of cars, probably five. The car pays homage to the original 1966 Abarth 1000 Sport Prototipo (known as the 1000 SP or the SE04), and there was an example of that here, too. Like the original, the new car uses a mid-mounted engine and has open barchetta bodywork but it is physically much larger than the 1966 car. There are many tributes to Mario Colucci’s original design, including cockpit glass with a very stepped shape and an exposed rollover bar with central supports behind the seats. The rear end reflects the original car with its distinctive air vents, central exhaust and sinuous lines. The lights also recall the earlier car with very small headlights and Alfa MiTo circular taillights. The whole rear body opens, clasp style, just like the 1966 car. The interior is essentially shared with the Alfa 4C, with a flat-bottomed steering wheel to aid entry and exit and there is lots of exposed carbon. AS the car is based on the 4C, it has the same carbon fibre tub, aluminium subframes and the familiar 1.75 litre turbocharged four cylinder engine. The bodywork is entirely made from carbon fibre. Couple that wit hthe lack of a roof and the car is notably lighter than the Alfa. The five “production” cars will be made in 2022 and 2023. There won’t be much change from €200,000.

Formula 4: Abarth has been the exclusive engine supplier for Formula 4 single-seaters since 2014.  The 1.4-lirtr T-Jet engine, typically producing 160 bhp, is used in the Tatus single-seaters within the Italian and German Formula 4 championships. Additionally, Abarth is the engine supplier for the FIA British F4 Championship.

500e: 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.

695 75^th Anniversary: The Abarth 695 75° Anniversario edition also serves as a homage to the 1.4-litre T-Jet engine that’s used by the Abarth’s souped-up versions of the Fiat 500 city car. The number of examples being made (1,368) is even a reference to the specific 1,368cc displacement of the four-cylinder engine. In the 695 75° Anniversario, the turbocharged 1.4-litre petrol engine produces 178bhp and 250Nm of torque. It’s by no means the most powerful Abarth ever made – that title goes to the incoming, all-electric Abarth 600e – but still plenty for 0-62mph in 6.7 seconds, and a top speed of 140mph. Power is sent to the front wheels via a five-speed manual gearbox.  The Abarth 695 also benefits from a Record Monza Sovrapposto exhaust system with an active valve, plus suspension from specialist firm Koni. Stopping power is provided by Brembo brake calipers on ventilated and perforated discs. Those same upgrades are already available on top-spec 695s, but as you probably noticed from the pictures, the 75° Anniversario sports a bespoke and highly distinctive black and gold livery, complimented by the unique 17-inch gold alloy wheels. The colour scheme continues inside with gold stitching contrasting against the black Alcantara dashboard and inserts on the new Sabelt carbon seats. Also included is a seven-inch TFT driver’s display and seven-inch central touchscreen with Apple CarPlay and Android Auto connectivity, a Beats stereo and automatic climate control. Of the 1,368 examples of the Abarth 695 75° Anniversario being made less than 200 will come to the UK, each priced from £32,895 – nearly £3k more than the range-topping version of the regular Abarth 695, and not far off the electric Abarth 500e’s starting price.

In addition to that special display, there were a number of Abarth models present in the museum:

1956 750 Record: In 1956 Karl Abarth took the plunge and decided to focus on the challenge that was to be central to his worldwide fame: breaking international speed and endurance records. The record-breaking Fiat Abarth 750 was first seen at the Turin Motor Show in April 1956. The aerodynamic design was the work of Franco Scaglione for Bertone. The single-seater was created to stun visitors to the event and above all to set new world speed and endurance records in the H class, open to cars with displacement from 500 to 750 cc. The car was fitted with the Fiat 600 engine “derived from the Abarth 750”, and many of its components, including the steering and suspensions, were taken from the Fiat 600, although the main aim was to achieve the lightest possible weight. It tipped the scales at just 385 kg. It only had brakes on the front axle and the gearbox had three speeds with a particularly high axle ratio, ideal for holding a constant top speed, at over 190 km/h. As well as the mechanics and drivers, Karl Abarth and Nuccio Bertone were also present at the record-breaking attempt at the Monza circuit on 17 June 1956.  The first attempt on the 24-hour endurance record was made on the Monza high-speed track on 17 and 18 June 1956: Remo Cattini, Umberto Maglioli, Mario Poltronieri and Alfonso Thiele completed 3,743.642 km at an average speed of 155.985 km/h. It was the first of the 133 international records Abarth was to go on to set. Since the prominence given to the event did not satisfy Karl Abarth, he decided to organise a second attempt the following week, inviting internationally famous specialist journalists to participate as drivers. The idea proved successful: Belgian Paul Frère, Swiss Walter Honegger, Frenchman Bernard Cahier, Englishman Gordon Wilkins, German Hans Wieselmann and Italian Giovannino Lurani were delighted to take part and proved an excellent means of telling the whole world about the Scorpion Brand’s exploits. The journalists took turns at the wheel for the first six hours and the loyal Abarth test drivers continued the record attempts for the rest of the three days scheduled. As well as shattering the 500 km, 500 mile, 1,000 km and 48 and 72 hour marks, the incredible Fiat Abarth 750 Bertone, rechristened the “Record”, amazed for its efficiency and low fuel consumption: just 6 litres per 100 km, meaning 16.6 km per litre of petrol at a speed of 150 km/h. A striking example of the successful approach adopted by Karl Abarth when building his cars: weight reduction, combined with carefully styled aerodynamics, enable even small-displacement cars to turn in record-breaking performances.

1965 Fiat Abarth 1000 Record Pininfarina ‘Principessa’: Borrowed from the Fritz Burkard’s Pearl Collection was the super-slippery Pininfarina designed Abarth 1000 ‘La Principessa’ record car. With a drag coefficient of just 0.20, the 1,000cc, 100bhp machine set 9 records including travelling 10,000km at a remarkable average speed of 118.7mph

1000 Monoposto Record: Passion for speed prompted Karl Abarth to get back into the cockpit in one of his creations and set his company’s 100th record, on the Monza circuit. Karl Abarth’s reputation as a brilliant car tuning specialist, eclectic entrepreneur and constructor stemmed partly from the numerous records established by his cars. In nearly all cases, the venue was the Monza race track, which in those days still had a high-speed ring that was perfect for long drives at very high speed. Aware of the importance of aerodynamics, Abarth developed cars in conjunction with top coachbuilders (Zagato, Pininfarina and Bertone), with the aim of creating unique models capable of breaking every record. Among the most memorable are the single-seaters powered by 500, 750 and 1000 cc Fiat-derived engines. Fiat executives understood how records could have a positive effect on sales, so they encouraged Abarth to break them whenever possible, including with financial support. But besides being an excellent marketing tool, record-breaking was also something of an obsession for Karl Abarth, an irrepressible passion that pushed him to constantly outdo himself. At the age of 57, Abarth decided to don his driver’s outfit once more and set the 100th record for an Abarth car, as both constructor and driver. The new car—developed entirely by Abarth—was an open-wheel single-seater with a 1000 cc engine, derived from the one used in Formula 2 during the 1964 season. The twin-cam developed 105 hp at the high speed of 8800 rpm. It had a dry weight of just 500 kg and a small 10-litre tank. So that he could fit into the cockpit, Karl Abarth shed 30 kg by following a strict diet (said to have consisted solely of apples); this weight reduction undoubtedly also contributed to the car’s unprecedented performance. So, on 20 October 1965, the Autodromo di Monza provided the backdrop for further exploits. The Fiat Abarth 1000 Monoposto set two world records in Class G, for acceleration over the quarter-mile (13″62) and 500-metre (15″38) distances. Not satisfied with these successes, Karl promptly had a 2000 cc engine fitted to the car and the following day set another two acceleration records in Class E: over a quarter-mile and 500 metres with times of 11″55 and 15″38 respectively.

2400 Allemano: Alongside its winning and well-known racing cars, Abarth produced a number of more elegant and sedate grand tourers, all converted from production models but with aesthetic refinements added by expert Italian coachbuilders.  In 1959 Karl Abarth decided to launch a range of grand tourers that were elegant and sedate but offered the typical high performance of Abarth cars.The project culminated in the Abarth 2400 Coupé Allemano, the last mechanical evolution of the flagship Fiat 2100/2300. The range of elegant Abarths comprised three models: the 850 Coupé Scorpione, the 850 Spider Riviera and the 2200 Coupé and Cabriolet.The mechanicals for these last cars derived from the 6-cylinder Fiat 2100, but for the coachwork, Abarth commissioned the design to Giovanni Michelotti and the production to the Allemano studio. In 1961 Fiat presented its new flagship model, the 2300 saloon, and Abarth used its mechanicals to upgrade his GT cars.In customary fashion, he increased the displacement of the 6-cylinder inline engine to obtain 142 HP at 5800 rpm by using lighter pistons, three Weber twin-barrel carburettors and a completely redesigned exhaust system ending in the characteristic Abarth twin tailpipe. The Abarth 2400 Coupé Allemano is an authentic rarity of which only a handful were built. It was clearly close to Karl Abarth’s heart, because he kept one for his own daily use, as he had previously done with the 2200 Coupé. The new body shape was an evolution of previous projects and style exercises, an astute blendof two designs suggested to Abarth by coachbuilders Ezio Ellena and Serafino Allemano. For the last 2400 Coupé, Karl Abarth chose the rear end design by Ellena and the front end design by Allemano, which was also tasked with assembling the vehicle until production ceased in 1962. It is not known exactly how many of this last version were built, but probably only a few dozen were made. What is certain is that Karl Abarth kept one for himself, using it for daily commuting and for holidays in his native Austria with third wife Anneliese, as documented in a photo from the period. His fondness for the car is further demonstrated by the fact that in 1964, Abarth decided to display it on his stand at the Geneva International Motor Show, even though the model had been discontinued for two years.

124 Spider Group 4: The Fiat 124 Sport Spider, presented in 1966, was not conceived by the Fiat management for motorsport use. Nevertheless, this agile, Pininfarina-penned car was considered by privateer drivers to be ideal for racing. Little by little, Fiat officially entered the rallying arena and progressively developed the 124 with support from Abarth, eventually clinching the European Rally Championship in 1972 and 1975. Created in 1966 to supersede the dated Fiat 1300, the Fiat 124 saloon was soon followed by three variants: a versatile station wagon, a coupé and a spider. Whereas the coupé was developed at the Fiat Design Center, the design of the spider version was outsorced to coachbuilder Pininfarina. Dutch-American stylist Tom Tjaarda shortened the platform of the 124 saloon and coupé, creating a compact 2+2 convertible with harmonious contours: the result was the Fiat 124 Sport Spider. The car’s low weight and racing engines, which would follow later, influenced not only its road behaviour but also its future performance in competitions. The eclectic spider went on to enjoy a very long production run and great commercial success, including overseas, before returning to Europe as the sublime Pininfarina Spidereuropa, which was marketed under the Pininfarina brand until the mid-eighties. A specimen recently restored by the Officine Classiche workshops of FCA Heritage is now on display at the Heritage HUB. The car made its rallying début in 1969, when several privateer drivers entered national races with the first-series 124 Sport Spider, powered by the 1438 cc twin-cam, 4-cylinder engine. Its overriding strength in competitions was its combination of robustness and optimal road holding due to good weight distribution, despite a power output of less than 100 horsepower. The results prompted Fiat’s unofficial entry into rallying. In 1970 the engine displacement was enlarged to 1608 cc, while power output was increased to 110 HP. With its new, tuned-up car, Fiat entered the 1970 Italian Rally Championship with Alcide Paganelli and Ninni Russo, winning the national title despite fierce competition from the Lancia Fulvia Coupé HF. Victory in the Italian championship and the subsequent acquisition of racing tuner and automaker Abarth—which became Fiat’s official racing department—led the Turin-based company to present its official works team in 1971: both the 125 S saloon and the 124 Sport Spider were entered in races. Luciano Trombotto confirmed the Spider’s competitiveness in the narrow, winding streets of the Rallye Elba, winning the race two years in succession.  The victories came thick and fast, especially in the 1972 season, when Lele (Raffaele) Pinto and co-driver Gino Macaluso took the chequered flag in the Costa Brava Rally with a 124 Sport Spider that had been lightened by 90 kg. A series of five further victories followed: at Semperit in Austria, followed by Poland, Yugoslavia, and back in Austria in the Rallye der 1000 Minuten. On the strength of these successes and two runners-up finishes in the Italian rallies of San Martino di Castrozza and Elba, Pinto-Macaluso and the Fiat 124 won the European Rally Championship. In the same season, Lancia clinched the international constructors’ championship with the Fulvia HF 1.6, underlining the Fiat Group’s supremacy. By now renamed as the Fiat 124 Abarth Rally, the car was homologated to compete in Group 4 at the end of 1972.  The 124 was further upgraded, enlarging the engine to 1800 cc and upping power to 128 bhp, which became 170 in the Gr. 4 rally trim. The suspension was changed and even the exterior had the look of a racing car: it had no bumpers and there were plastic wheel arch trims, roll bars and racing seats. For safety and homologation reasons, the canvas roof had already been replaced by a lightweight hard top and even the car’s name no longer bore any trace of the original spider. The new version made its racing début at the Monte Carlo Rally in 1973: despite failing to win, Pinto-Bernacchini finished ahead of the defending champion car, the formidable Fulvia HF.  Verini-Torriani came second at Sanremo in 1973, where the other Fiat 124 Abarth Rally cars also placed in front of the official Lancia HF cars. By the time the 1974 season arrived, the engine had been converted to 16 valves and output boosted to 200 hp. The new Fiat 124 Abarth Rally debuted with a podium hat-trick in the TAP Rallye de Portugal that saw Pinto-Bernacchini finish ahead of team-mates Paganelli-Russo and the young Finn Markku Alen, navigated by Kikki Kivimaki. In the same year, the 124 Abarth Rally cars were also prepared to take on the East African Safari Rally for the very first time, complete with reinforced suspension, additional air filters and front bars to protect the radiator from possible collisions with roaming animals. The race didn’t go particularly well, but provided valuable experience for the future. The Fiat 124 Abarth Rally continued to evolve and, for the 1975 season, was fitted with a new bonnet incorporating air intakes as well as two additional inset headlamps, while the rear fenders featured an air intake for the brakes. The engine output was further increased to 215 hp thanks to fuel injection. Major wins of the season came in the Rally de Portugal, where Alen-Kivimaki took first place ahead of the other official 124 Abarth driven by Hannu Mikkola, navigated by a young Jean Todt. But the most significant milestone for the history books was achieved by Maurizio Verini, who won the 1975 European Rally Championship. Verini-Rossetti triumphed in France, Spain, Italy (in the Elba Rally), Yugoslavia and Poland, besides finishing second in San Martino di Castrozza. In the same season, the Fiat team earned precious victories and points through Cambioghi-Sanfront, who reigned supreme in the Rallye Eastern Alps, and Bacchelli-Scabini, who came up trumps in Bulgaria. Those wins and podium places brought a second European title for the Fiat 124, in its Abarth Rally guise. The last time Fiat fielded the Fiat 124 Abarth Rally Gr. 4 as an official team car was at the 1976 Monte Carlo Rally, where it sported the new blue and yellow livery of sponsor Fiat Oil. The event was won by Lancia, itself riding on the crest of a wave with its imperious Stratos, which was virtually unbeatable for several years; Markku Alen finished further down the rankings in sixth place with his 124. Thereafter, just as in its early days, the 124 was driven successfully by many privateer drivers, thanks to its acclaimed reliability. Production of the Fiat 124 Abarth Rally, which had started in 1972, ended in 1975 after 995 cars had rolled off the production line at the Abarth workshops on Corso Marche, in Turin. The specimen in the company collection is the Gr. 4 one driven by Maurizio Verini and Francesco Rossetti in the 1975 season. Still in full working order, it is normally exhibited in the “The Rally Era” section of the Heritage HUB and is given an occasional run-out at major European period car events.

131 Rally Group 4: At the turn of the 1960s and 70s, numerous private customers were requesting Fiat to support them in competing in rallies with its 124 Sport Spider. In that period, rally competitions were the most popular form of motor racing. The degree of public interest in rally racing helped to convince Fiat management to gradually invest in this field, starting by semi-officially registering certain 124 models in various competitions valid for the Italian Championship and the World Championship. In 1971 Fiat took over Abarth and transformed it into the company’s official racing department. This was to prepare the terrain for the launch of the Fiat Racing Team, which duly made its debut in the 1972 racing season with the 124 Abarth Rally Group 4. This car obtained excellent results – conquering two European championships, in 1972 and 1975 – and so convincing Fiat managers to increase their racing investments. In 1976 it was decided to replace the ageing 124 line, and a special set up was prepared on the new Fiat 131 sedan: the idea being to take advantage of the image return generated by racing successes to increase the model’s sales. And so a quiet three-volume family sedan was transformed into a phenomenal racing car. The design and construction of the bodywork was entrusted to the Bertone Style Centre. There, fiberglass and aluminium were used to create a lightweight car resembling the Fiat 131 Mirafiori in its two-door version. To decrease bodyweight, the 131 Abarth Rally was fitted with resin bonnets and mudguards, and aluminium doors. Larger wheel arches and spoilers were then added, to provide the necessary downforce. Extra-large dynamic air intakes on the left side of the bonnet and on the sides facilitated the cooling of mechanical parts. The thrust powering the car – prepared by Abarth technicians – came from a highly original straight 1,995 cm3 four-cylinder engine, with light alloy cylinder heads, double camshaft, 16 valves and Kugelfischer mechanical injection in the “Corsa” racing version. The road version, with a Weber double-barrel carburettor, generated 140 horsepower, but in the injection racing versions it reached 225 HP, later increased to 245. A five-speed transmission with front clutches, which also featured on the 131 Abarth road model, and a ZF self-locking differential (only on the racing version) transferred power to the low-profile Pirelli P7 tyres. Built between 1976 and 1978, 400 exemplars were assembled – the minimum number to comply with FIA regulations on Group 4 Racing – after which the Fiat 131 Abarth Rally Gr.4 model quickly imposed itself in competitions all over the world. For four long years it dominated rallies worldwide, from Finland to Argentina to Montecarlo. The oil crisis of the 1970s shook the racing world even more than the car market. But the Italian public’s enthusiasm for motor racing, and its expectations of further successes, remained unabated. After two victories in the 100,000 Trabucchi and the Valli Piacentine rallies in the 1976 Italian Championship, the Fiat 131 Abarth Rally triumphed in its debut race of the 1976 European Championship, the Elba Island Rally. In 1976 it also won the 1000 Lakes Rally in Finland, this time in the context of The World Championships. For this success, the driver was the Finnish ace Markku Alén, who went on to win the 1000 Lakes four times driving a 131, three them in consecutive years. The same great driver also won the 131 Abarth’s last ever success in a titled race, at the 1981 Rally of Portugal. In 1978 the ASA (Automotive Sports Activities) was established, combining the racing departments of Lancia, Fiat and Abarth, in order to ensure greater coordination between the Group’s various racing activities: the Lancia models were destined initially for the European Rally Championship, and subsequently for the track races of the Endurance Championship, leaving the fully established 131 Abarth the task of winning the World Championship rallies. This was a task that the 131 – always competitive and reliable on all terrains – happily fulfilled, winning three constructors’ world titles (1977, 1978 and 1980) with 18 absolute victories, two doubles and five hat-tricks. This astonishing list of achievements should be completed by adding the 1978 FIA Drivers Cup won by Markku Alén, and the World Rally Drivers Championship won by Walter Röhrl in 1980. Numerous other drivers contributed to further increasing fans’ enthusiasm for the 131 Abarth, including the Nordic pair of Salonen and Waldegård and the French trio Andruet, Darniche and “Madame Rally” Michèle Mouton. And of course, many Italian pilots: Becchelli, Verini, Bettega, Munari, Cerrato, Carello, Vudafieri – winner of the European Championships in 1980 – and Zanussi, winner of the Italian Championships in 1982.

500 Esseesse: Now a very long-running model, the 500-based cars 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 ne 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. Seen here is one of the early 500 cars with the Esseesse kit fitted.

500 Assetto Corsa: Unveiled at the 2008 Paris Motor Show, the 500 Abarth Assetto Corse is a limited production model (49 cars), designed by the Fiat Group Automobiles Style Centre and produced by a team of Abarth Engineers and Designers. Engine is rated at 200 PS (197 bhp) at 6,500 rpm and 300 Nm (221 lb/ft) at 3,000 rpm. It includes white 17-inch (430 mm) special ultralight racing wheels, low ride, sports racing mirrors and a place for a number on the sides and a pastel grey body colour with red Abarth side stripes.

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.

Punto Evo: 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

124 Spider: 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.

Prototype 124 Spider GT4: However, before this premature end, Abarth had already prepared a more extreme version dedicated to motor racing: the Abarth 124 GT4. This model was to mark the brand’s entry into professional competition, notably in the Italian GT4 Championship and the GT4 European Series. 2018 saw the appearance of a prototype of this car, observed during circuit testing. This vehicle sported an impressive aerodynamic body kit, with a wide diffuser and large rear spoiler. These features suggested that the car would deliver interesting performance. Videos and testimonials circulating around the prototype revealed that the Abarth 124 GT4 may have swapped its Fiat 1.4L engine for a 1.75L one, borrowed from the Alfa Romeo 4C of the time. This engine would have enabled the Abarth 124 GT4 to develop an impressive amount of power, far superior to that of the production model, with rumours suggesting a power output approaching 380 hp! Unfortunately, despite promising development, the project never saw the light of day. Despite advanced testing and the presence of the prototype at events, the car will disappear into anonymity, probably the victim of an internal FCA decision that will put an end to many projects. The prototype is still hidden under camouflage, with a wide diffuser and a large rear spoiler, an exhaust outlet just behind the front wheel on the driver’s side, and an interior dedicated to competition: a Sabelt seat, roll bar and Plexiglas side windows. Next to the car, a mock-up showed what the final body of this aborted project might have looked like.

AUTOBIANCHI

A112: 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!

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

FIAT

1908 S61: The 1908 FIAT S61 Corsa finished third in the first Indianapolis 500 Mile Race in 1911, repeated its success at the Santa Monica circuit the following year, and won the coveted American Grand Prix in 1912. During the first decade of the XX Century the world was gripped by a desire for speed, and Italy played a leading role in this new drive towards modernity. The first edition of the Targa Florio was run in Sicily in 1906, while the next month the first Grand Prix in history, organised by the Automobile Club de l’Ouest, was held on the Le Mans circuit. This period of racing ferment was the backdrop to the birth of the FIAT S61 Corsa, a two-seater racing car especially developed for the North American market.  The S61 Corsa was derived from the Gran Turismo model of the same name – offered with four-seater torpedo body – but with a higher-powered engine and lighter chassis. It was powered by a straight four engine consisting of two paired two-cylinder units with displacement of 10,087 cc, a normal figure for the time. Timing was by means of a modern overhead camshaft operating 4 valves per cylinder, each of them with two plugs. A large proportion of the external mechanical components – including the radiator and coolant pump – were in brass. The performance was mind-blowing for the time: from 115 to 125 horsepower – depending on the configuration – at 1800-2100 rpm, with a top speed approaching 160 km/h. The ladder chassis was in steel, with aluminium bodywork. There was a 4-speed gearbox upstream of the differential, and the car had rear-wheel drive with a motorcycle-type final drive system compromising two sprocket, chain and ring gear sets, one per wheel. The braking system comprised just  two drum brakes on the rear wheels and a pedal-operated band brake on the propeller shaft; no brakes at all on the front wheels. A difficult beast to tame, with the mechanic on board at all times to keep the fuel tank pressurised. The FIAT S61 was extremely successful in the new races being born in America, where it finished third in the first edition of the Indianapolis 500 Mile Race in 1911, driven by David Bruce-Brown at an average speed of 117 km/h. In 1912 Ted Tetzlaff was victorious on the Santa Monica circuit, ahead of another S61. The winner completed the race’s 487.5 kilometres at an average of 127.170 km/h also completing the fastest lap at an average of 144.803 Km/h.  But Caleb Bragg’s victory at the 1912 American Grand Price  on the Milwaukee circuit was even more prestigious. The pride of the FCA Heritage department, this untamed beast of the racetrack has been the subject of meticulous, painstaking preservative restoration work, which after ten years of hard, patient labour has restored all the aggression that went into its victories 110 years ago. Many years after its glorious wins in America, the fifth FIAT S61 Corsa to be built returned to Turin in 1970 and was stored, completely dismantled, in a warehouse. Then, more than ten years ago, the team of mechanics who specialise in FIAT group historic cars decided to  attempt the miracle  of “bringing the beast back to life”. After many years of meticulous work, in 2016 the team managed to complete one of the most complex preservative restoration jobs ever undertaken.  There were countless difficulties: no technical drawings, no documentation and very few historic references. What’s more, many pieces had particularly complex operating modes. Such as the clutch, consisting of 72 plates which operated immersed in a lubricant, the exact composition of which was unknown. It was only after many attempts with lubricants of all kinds that the team came up with a blend of engine oil, Diesel and petrol that proved to have the right viscosity. The restoration job was extremely tough, but the engineers were determined not to give up. The preservative approach required them to maintain as many original components as possible. The reconstruction of the valves and their seats was inevitable, but the preservation of the two original cast iron cylinder blocks, and the huge connecting-rods, was a major achievement. The wheels with which the S61 arrived in Turin were no longer the wooden ones used in its first races; during its career they had been replaced by more modern steel spoked wheels.

Tipo 2: I strongly suspect that this is what is also called Tipo 2a, that is, the cars from the first series of “twos” that began to be done in 1910, because their radiator was angular on top, and 2b – rounded.

Tipo 3A: The story here is about the same as with Tipo 2. These were produced in 1911 and the engine here is from four to five litres.

505: When Fiat started a new numbering schema, with three digits starting 5, the sequencing proved hard to fathom. This is the 505. In theory, the Tipo 5 was something like a modern class F, with an engine of more than six litres. But the 505th was the successor to the Tipo 2 (in size and positioning), although the engine it had only 2.3 litres. In fact, 501 and 505 are technically very similar, if you do not take into account the size and price.

501S Torpedo: The Fiat 501 is a car produced by Fiat between 1919 and 1926. The 501 was Fiat’s first model after World War I. Fiat introduced the S and SS sports versions of the 501 in 1921. Fiat produced 69,618 501s in total.

520: The 1927 Fiat 520 was an important automobile for the Turin automaker. It represented the first Fiat offering targeted at the burgeoning Italian middle class. The 520 revived a model name used previously for a top-of-the-line twelve-cylinder automobile and applied it to a straight-six powered machine, attracting much of the previous model’s name recognition to the new offering. Though officially replaced by the Fiat 521 for 1928, the 520 remained in production until at least 1929 with a total production approaching 20,000 examples.

508 Balilla: The 508 Balilla was a compact car launched in 1932, effectively the replacement of the Fiat 509, although production of the earlier model had ceased back in 1929. It had a three-speed transmission (increased to four in 1934), seated four, and had a top speed of about 50 mph (80 km/h). It sold for 10,800 lire (or 8,300 2005 euro). About 113,000 were produced. It was offered with a number of different body styles. Most of them were family saloons, but Fiat also offered a series of sporting bodies for the car, and that is what was seen here, complete with cycle-wings. The first 508 came with a front-mounted four cylinder petrol/gasline side-valve engine of 995cc. Maximum power was listed as 20 hp at 3500 rpm, providing for a top speed of approximately 80 km/h (50 mph). Power passed to the rear wheels through a 3-speed manual gear box without the assistance of synchromesh on any of the ratios. Stopping power was provided by drum brakes on all four wheels. At the end of 1933 power was increased to 24 hp at 3500 rpm, and the maximum speed went up to 85 km/h (53 mph). Transmission was upgraded to a four speed gear box. For 1934 the car now came with a slightly more aerodynamic looking “berlina” (saloon/sedan) body, available with either two or four doors. This version was identified as the Fiat 508B, and the original 1932 model was now, retrospectively, became the Fiat 508A. The first 508A, introduced in 1932, was a 2-door “Berlina” (saloon/sedan) with four seats and a three speed “crash” gearbox. The front seats could be slid forwards and the backrests tilted in order to facilitate access to the back seat in what was a relatively small car. Unusually, the windows in the doors could be wound down by turning a crank handle fitted to the door, while the windscreen was hinged at the top and could be opened, while two windscreen wipers were powered by their own electric motor, positioned inside just above the windscreen. The interior used rubber mats while the seats were cloth covered. Accessories offered included a dash-mounted rear-view mirror, an interior light mounted on the centre of the roof and an externally mounted luggage platform at the back which, when specified, came with the spare wheel repositioned to a mounting point on the side of the car between the left-side door and the front wing. A “Lusso” (“de Luxe”) version also featured a better type of cloth covering for the seats as well as extra bright work around the lights, front grille, wheels and door handles. With the 508B, introduced early in 1934, the body was described as “more aerodynamic” although from the perspective of later developments in car styling, the 508B still followed the rather boxy lines associated with cheap cars from the early 1930s. The gear box was upgraded, now offering four forward speeds, and while the a 2-door “Berlina” remained on offer for a few more months, a 4-door “Berlina” was now added. In June of the same year the 2-door “Berlina” was delisted for Italy and there was a further face-lift for the 4-door bodied car, which now received a modified front grille and a windscreen, previously vertical, that was slightly raked, hinting at the more wholesale styling changes that would accompany the appearance in 1937 of the 508C version of the car. Standard and “Lusso” versions of the 4-door “Berlina” were both offered. The 508 “Spider” was a small 2-door 2-seater cabriolet bodied car. The driver and passenger sat side by side, but the driver’s seat was fixed a few centimetres further back than the passenger seat. On the Spider the seat coverings were made from leather. The car was available in both standard and “Lusso” (“de Luxe”) versions. The windscreen could be folded down and the removable fabric hood could be stored in a suitably shaped storage bag provided for the purpose. The early “Spider” came with the same three-speed “no-synchromesh” gear-box as the “Berlina”. However, it benefited mechanically from the 1934 upgrade, switching to a four-speed transmission. In the case of the “Spider”, however, the 1934 upgrade was not accompanied by any change to the body shape. A “Torpedo” bodied 508 was added to the range in 1933, with four seats and four doors, and in 1933 still with the 3-speed “crash” gear-box. It was offered only with the “Lusso” (“de Luxe”) trimmings. As on the “Spider”, seat covers and interior trimmings used coloured leather. The windscreen pillars and door hinges were chrome plated, and the removable fabric hood could be stored in a suitably shaped storage bag provided for the purpose. The upgrade to a four speed transmission in 1934 was not accompanied by any aesthetic changes to the “Torpedo” bodywork. The Italian military was active in Tripolitania (now known as Libya) during this period, and a special “Torpedo Coloniale” was produced, sharing the features of the regular 508 Torpedo, but this car came with wider tyres and was painted the colour of sand. The Spider Sport had a lower sleeker shape than the “Spider”, with a distinctive tail treatment which attracted the catch-phrase “insect tail”, designed in 1933 by Ghia and said to have been inspired by small roadster bodied English cars of the period. The early “Spider Sport” models came with the same crash gearbox as the other cars, but the engine was fed by a special carburetor, which with its raised compression ratio of 7:1 gave rise to a maximum output listed as 30 hp at 4,000 rpm. The final drive ratio was also altered, and top speed went up to 110 km/h (69 mph). Fiat 508s with this body type were assembled by Fiat in Italy, and were also included in the production schedules of Fiat affiliates/subsidiaries Germany, France and Czechoslovakia. Various small scale enhanced versions appeared including, possibly most notably, the Fiat 508S, known as the “Fiat 508 Coppa d’Oro” (“Gold Cup”), especially prized by collectors 75 years later. The “Spider Sport” received the transmission upgrade to 4 speeds in 1934 together with a special overhead valves (at a time when other 508 variants still came with a side valve engine) and other technical enhancements which pushed the power up to 36 hp. The most sporting versions advertised their performance aspirations with a more steeply tapered Tail section. Launched in 1935, the “Coupé” bodied 508 (also sometimes known as the “Berlinetta Mille Miglia”) shared its mechanical elements, including the more powerful 108CS engine, with the “Spider Sport”. The body was a 2-seater aerodynamic Berlinetta, intended for competition use in colder climates such as those encountered in Northern Italy during the “Mille Miglia” (then run in late Winter). The Coupé may have been warmer in cold weather than the Spider Sport, but it was also heavier: competition success proved elusive. A commercial version of the Balilla was offered, both as a panel van or as a small flat-bed truck, with a 350 kg load capacity, based initially on the 3-speed 508A and later on the 4-speed 508B.

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

500 Topolino: Known for being the car which really put Italy on wheels, the 500 Topolino was one of the smallest cars in the world at the time of its production. Launched in 1937, three versions were produced until 1955, all with only minor mechanical and cosmetic changes. It was equipped with a 569 cc four-cylinder, side-valve, water-cooled engine mounted in front of the front axle, which meant that it was a full-scale car rather than a cyclecar. The radiator was located behind the engine which made possible a lowered aerodynamic nose profile at a time when competitors had a flat, nearly vertical grille. The shape of the car’s front allowed exceptional forward visibility. The rear suspension initially used quarter-elliptic rear springs, but buyers frequently squeezed four or five people into the nominally two-seater car, and in later models the chassis was extended at the rear to allow for more robust semi-elliptic springs. With horsepower of about 13 bhp, its top speed was about 53 mph and it could achieve about 48 mpg. The target price given when the car was planned was 5,000 lire. In the event the price at launch was 9,750 lire, though the decade was one of falling prices in several part of Europe and later in the 1930s the Topolino was sold for about 8,900 lire. Despite being more expensive than first envisioned, the car was competitively priced and nearly 520,000 were sold. Nowadays the car seen here is known as the 500A, and this shares its body with the later 500 Model B, but the later car had more power, a heady 16 hp. It was made between 1948 and 1949. The Model A was offered as a 2-door coupé, 2-door cabriolet and a 2-door van, while the Model B also introduced a 3-door estate under the name 500 B Giardinetta (“estate car”). The Model C was introduced in 1949 with a restyled body and the same engine as Model B, and was offered in 2-door coupé, 2-door cabriolet, 3-door estate and 2-door van versions. In 1952, the Giardinetta was renamed the Belvedere (“A turret or other raised structure offering a pleasant view of the surrounding area”, referring to its sunroof).

500C Giardiniera Legno (1948-1953): With its wooden bodywork is one of the rarest and most distinctive versions of the 500. Primarily intended for commercial use, this small wood-bodied station wagon offered a blend of functionality and retro charm, standing out for its unique aesthetic and practical yet elegant spirit.

Prototipo 600: In the early 1950s, Fiat started three projects: 100 (future FIAT 600), 101 (FIAT 1400) and 103 (FIAT 1100). The first of these, Project 100, would go on to become the famous 600. For this car, Dante Giacosa considered three possible layouts: front-engine rear-wheel drive, front-engine front-wheel drive and rear-wheel drive. The first option was marked off almost immediately, because the accountants calculated that it would require more scarce materials (and in the post war period, iron and steel were still in short supply), so it would be unrealistic to achieve the large volumes of production needed to the car to turn a profit. The other options were given the “green light” and, as a result, 100 E1 (“all fronts”) and 100 E2 (all in the rear) were made. Both were, as they say, on trend: Citroen 2CV used the first option, and the Volkswagen “Beetle” and Renault 4CV – the second. When the engineers and accountants did the maths, it turned out that the second option was preferable, because E2 weighed about 500 kg, that is, it was lighter than the 600-kilogram E1. However, in the production version, the car still could not be made weighing half a ton (580 kg), but, in any case, it was less than that of E1. Having decided on the layout, the company gave permission to build five prototypes (the one that is here in the museum, according to rumours, is the first of them), on which engineers began to work out various variants of engines. The main contenders for the role of the engine were two: a four-cylinder water-cooled engine and a two-cylinder “aircraft” with a cylinder collapse of 150 degrees. The car in the museum is the last option. The next step was to select the gearbox. Again, there were two options: the usual four-stage mechanic and a semi-automatic box, “spitted” at the FIAT 1900. However, it turned out that the semi-automatic cannot be crammed into the place allotted without serious alterations, as a result of which it only has three speeds. Marketeers, who had already seen in their dreams the possibility of advertising the extraordinary ease of driving a new car, fought hard for the “semi-automatic”, but the engineers and accountants won, so the serial options did not have any delights in this area. And yes, guess which box is mounted on this prototype? The appearance of the car also underwent changes, for example, the headlights moved to the wings. And the air intake from the back also turned out to be unnecessary, because the “four” with air cooling worked perfectly without it. By the way, the car in the museum, the air intakes are hidden under the pads on which the taillights are installed – a very elegant solution, but I am not sure that it is very practical, because it would be very difficult to clean them if something gets there.

600: These days the 600 is somewhat overshadowed by the smaller 500, but in its day this was probably the more significant car. Codenamed Progetto 100 (“Project 100”), the Fiat 600 mirrored the layout of the Volkswagen Beetle and Renault 4CV of its era. Aimed at being an economical but capable vehicle, its design parameters stipulated a weight of around 450 kg with the ability to carry 4 people and luggage plus a cruising speed of no less than 85 km/h. A total of 5 prototypes were built between 1952 and 1954, which all differed from one another. Chassis number 000001 with engine number 000002 is believed to be the sole remaining example. It was powered by an innovative single-cam V2-cylinder engine designed to simplify maintenance and did not feature a clutch pedal. At the official launch in 1955, FIAT engineer, Dante Giacosa declared that the aim had been to create something new, both in the interest of progress and simplification. This prototype, however, did not become the chosen design. When the car made it to production, with a launch at the 1955 Geneva Show, it was christened the 600. It had hydraulic drum brakes on all four wheels. Suspension was a unique single double-mounted leafspring—which acts as a stabiliser—between the front wheels coupled to gas-charged shock absorbers, and an independent coil-over-shock absorber setup coupled to semi-trailing arms at the rear. All 600 models had 3-synchro (no synchro on 1st) 4-speed transaxles. Unlike the Volkswagen Beetle or Fiat 500, the Fiat 600 was water-cooled with an ample cabin heater and, while cooling is generally adequate, for high-power modified versions a front-mounted radiator or oil cooler is needed to complement the rear-mounted radiator. All models of the 600 had generators with mechanical external regulators. The first cars had a 633 cc inline-four cylinder engine which max-ed out at 59 mph. Sales were brisk, as it was just the right size for a market still recovering from the war of the previous decade. A year after its debut, in 1956, a soft-top version was introduced, and it was followed by a six-seater variant—the Fiat 600 Multipla, the very definite precursor of current multi-purpose vehicles. By 1957, assembly started in Spain, where the car would go on to become a legend, and where you can still see large numbers of them certainly at classic car events. Production was also undertaken by Steyr Puch in Austria, and in Yugoslavia and Argentina. The millionth 600 was produced in February 1961, less than six years after the car’s launch, and at the time when the millionth car was produced, the manufacturer reported it was producing the car at the then remarkable rate of 1,000 a day. Italian production ceased in 1969, but the model continued to be made in other countries, and a grand total of nearly 3 million examples were eventually made.

Nuova 500: 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.

600 Multipla: The Fiat 600 Multipla was a four-door MPV based on the Fiat 600’s drivetrain and Fiat 1100 front suspensions, that sat up to six people in a footprint just 50 cm (19.7 in) longer than the original Mini Cooper and on the same 2 m (78.7 in) wheelbase as the 600 saloon. This had been achieved by moving the driver’s compartment forward over the front axle, effectively eliminating the boot but giving the body a very minivan-like “one-box”, flat-front look. The car debuted at the Brussels Motor Show in January 1956, and was discontinued in the spring of 1967 to be replaced by the Fiat 850 Familiare. The Multipla name was reintroduced in late 1998 for the Fiat Multipla compact minivan. The 600 Multipla was available in three interior configurations: 4/5-seater version. Two rows of seats: fixed front bench seat for driver and passenger, fold-down rear bench for two or three passengers, cargo space between the rear seats and the firewall. The rear seats folded flat with the floor. Original price on the Italian market: 730,000 Lire; 6-seater version. Three rows of seats: fixed front bench seat for driver and passenger, plus four single rear seats in two rows. The rear seats could be individually folded flat to the floor, allowing for a reconfigurable cargo area with an even loading surface. With all six seats up storage space was reduced to the rear parcel shelf. Original price on the Italian market: 743,000 Lire; Taxi version, introduced at the April 1956 Turin Motor Show. It featured an individual driver seat, passenger seat which could be folded down becoming a luggage shelf, two foldaway jump seats in the middle, and a bench seat at the rear against the firewall. Original price on the Italian market: 835,000 Lire. Until the 1970s, the Multipla was widely used as a taxi in many parts of Italy. The 600 Multipla used the type 100.000 663 cc overhead valve inline-four cylinder engine from the 600 saloon, producing 21.5 DIN-rated PS (21.2 hp) at 4,600 rpm. A shorter final drive ratio was the only change made to the 4-speed manual transmission, with synchromesh on the top three forward gears. Rear trailing arm suspension also came from the 600, while the front double wishbone suspension—complete with coil springs, coaxial hydraulic dampers and anti-roll bar—as well as steering components were sourced from the bigger 1100/103. Other changes included a larger capacity radiator and relocating the fuel tank (which on the regular 600 was housed in the front luggage compartment) to the rear, above the gearbox. The spare wheel was carried inside the cabin, in front of the passenger seat.  The manufacturer advertised a top speed of 90 km/h (56 mph). A 633 cc, RHD Multipla was tested by the British magazine The Motor in 1956. It was found to have a top speed of 57.1 mph (91.9 km/h) and could accelerate from 0–50 mph (0–80 km/h) in 43.0 seconds. A fuel consumption of 38.4 mpg was recorded. The test car cost £799 including taxes on the UK market. In September 1960 the 600 Multipla benefited from the same mechanical upgrades introduced on the 600 D saloon, the most significant one being an enlarged 767 cc engine, and became the 600 D Multipla. As on the saloon, the 106 D.000 four-cylinder had both larger bore and longer stroke, and produced 25 DIN-rated PS (24.7 bhp) at 4,800 rpm. In 1956, Fissore designed an open-topped Multipla prototype called the “Marinella” with a wickerwork wraparound bench in the rear. The Fiat 600T is a van derivative of the 600 Multipla. It is powered by a rear-mounted 633 cc 4-cylinder engine.

1300/1500: The Fiat 1300 and Fiat 1500 are a series of front-engine, rear-drive automobiles manufactured and marketed by Fiat from 1961 to 1967, replacing the Fiat 1400 and Fiat 1200 coupé, spyder and cabriolet. The 1300 and 1500 were essentially identical to each other except for their engine displacement, as indicated by their model names, and were offered in sedan/saloon, station wagon, convertible and coupé body styles which shared little mechanically with the other body styles except the 1500 engine. The 1500 offered a 75 hp engine, lightweight construction, front disc brakes and rear alloy drum brakes. The 1300/1500 and their derivatives were also assembled by Yugoslavia’s Zastava and Fiat’s German subsidiary, Neckar Automobil AG, as well as in South Africa. The floorpan of the 1500 C was used as a basis for the 1500s replacement, the Fiat 125, while another model, the Polski Fiat 125p, made by the Polish FSO, was created by mating the body of 125 and mechanicals (engines, gearbox, transmission, suspension) of 1300/1500. In the Italian range, the 1300 was replaced by the Fiat 124 in 1966, and the 1500 by the Fiat 125 a year later. In total, 1,900,000 units were produced worldwide. The 1300/1500 were conventional cars, with longitudinally, front-mounted engines powering the rear axle via a four-speed manual transmission with a column gearchange. The engines employed were two versions of the same design, differing mainly in bore: Fiat 1300 – 1295 cc (bore 72 x stroke 79.5 mm) OHV 4-cyl inline 60 hp at 5000 rpm; Fiat 1500 – 1481 cc (bore 77 x stroke 79.5 mm) OHV 4-cyl inline 73 hp at 5400 rpm. Both engines had alloy cylinder heads with twin rocker shafts and inlet valves angled at 45 degrees. The 1300 and 1500 engines were a variant of the six-cylinder engines of the Fiat 1800 and 2100, with two less cylinders. Because of the shared design and components, Fiat saved a lot of money and development time. An innovative feature at the time was the fitting of disc brakes on the front. Both variants started with a wheelbase of 2,425 mm (95.5 in), but from 1964 the wheelbase of Fiat 1500 was increased to 2,505 mm (98.6 in). This longer version was called the 1500 C and also received three more horsepower (for a total of 75) and various other detail differences, including power brakes and bigger taillights with built-in reverse lamps. The Pininfarina-designed Coupé and Cabriolet models of the preceding 1200 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.

2300: Fiat launched a new large saloon in 1959, the 1800 and 2100, with Pininfarina styling which looked very similar to the BMC quintet of Austin Cambridge and Morris Oxford and relatives, as well as the Peugeot 404. A versatile Estate model followed not long after. In 1961, the model received a face lift, with a new front end featuring twin headlights and an enlarged 2.3 litre 4 cylinder engine, creating the 2300. Joining the saloon and estate models was the stylish Coupe, designed by Ghia. It was available in two versions, the regular 115 bhp 2300 Coupé and the more potent 2300S Coupé which put out 150 bhp thanks to double twin-choke carburettors. The shape of the car was first seen in public when Ghia presented it as a prototype sports coupé at the 1960 Turin Motor Show. The production version was presented in 1961 and went on general sale in 1962. Having developed the coupé body, Ghia lacked the production capacity needed for the volumes envisaged, and were obliged to subcontract its production to OSI. The coupé body was welded to the standard floor platform of the 2300 saloon with which it shared its core components. (Despite being a new model, the 2300 saloon was in most respects a well-proven design, being a larger engined version of the Fiat 2100 that had been available since 1959. The wheelbase was identical, but the coupé had a slightly wider track at both ends than the saloon, and final drive gearing for the coupé was increased to 3.9 (3.72 for the 2300S coupé) which translated to 20.9 mph per 1,000 rpm. Inside the 2300 Coupé featured power operated windows and other luxury fittings. It was a costly car and only sold in small quantities, with production ceasing in 1968

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

124 Coupe: 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.

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

125: The up-market brother to the 124, the Fiat 125 was introduced in 1967 and produced by them until 1972, though derivatives were built under license outside Italy until the 1990s, and these are perhaps better known these days. As launched the car was unusual in blending saloon car passenger accommodation with sports car performance, a combination which would be more widely adopted by the European volume auto-makers in the decade ahead. The floor pan was virtually unchanged from that of the longer variant of the outgoing model, the Fiat 1300/1500, and the chassis used was the same as the Fiat 1300/1500. The body was a slightly lengthened development of the Fiat 124: both models shared the same passenger compartment and doors, but the 125’s rear seat was set slightly further back, reflecting the 2505 mm wheel-base, inherited from the Fiat 1500 and over 8 cm (3 inches) longer than that of the 124. The 125’s engine was based on the one fitted in the Fiat 124 Sport: a 1608 cc DOHC unit with 90 bhp driving the rear wheels. The 125 was equipped with a Solex carburettor. The car was fitted with an alternator, reflecting the twin headlights and the increasing number of energy intensive electrical components appearing on cars at this time. Other noteworthy features included the electromagnetic cooling fan clutch. In 1968 the 125 Special was added to the range, with 100 bhp (from a modified cylinder head, camshafts, inlet/outlet manifold and Weber/Solex carburettor) and, unusually at this time, a five-speed gearbox. It also had one of the worlds first intermittent wipers, halogen lights, servo-assisted twin circuit brakes and optional superlight magnesium wheels. A variety of other improvements were made including improved cabin ventilation, trim and styling. The Special was facelifted in 1971 using pretty much the same trim as the 125S, but both front and rear lights were new and wider, enhancing the visual width of the car. The interior gained upgraded upholstery of the seats and a wood facia. A three-speed automatic transmission as well as air conditioning became available as an option. A variant, the 125 T, was made by the Fiat importers in New Zealand, Torino Motors, for the annual 6 hour production car race, the Benson and Hedges 500. The 125T has larger valves, two twin Weber DCOH or Dell’Orto 40DHLA carburettors (depending on availability), modified camshafts and a higher compression ratio to produce around 125 bhp, lowered and stiffer suspension. All featured Ward alloy wheels and were painted bright yellow. Sources for production figures quote that between 84 and 89 were modified. Reasons for stopping production are sometimes given that Fiat headquarters found out and stopped this venture. However a more likely scenario is that selling the required 200 cars in a market that only sold 1,000 Fiats in total each year was a tall order. Other versions were built by Moretti, who made the 125GS 1.6 with styling similar to the Fiat Dino Spider. Zagato made the 125Z; Savio, a 125 Coupé and 125 Station Wagon; Bertone, a 125 Executive; and Vignale produced the Samantha, a two-door coupé with pop-up headlights, designed by Virginio Vairo. Production by Fiat in Italy ceased in 1972 when the Fiat 132 was introduced, a total of 603,877 cars having been built.

Dino Spider: Among my favourite cars of all time are the Fiat Dino Coupe and Spider so I was pleased to a Spider model here. They came about because of Enzo Ferrari’s need to homologate a V6 engine for Formula 2 racing cars. In 1965 the Commission Sportive Internationale de la FIA had drawn up new rules, to be enacted for the 1967 season. F2 engines were required to have no more than six cylinders, and to be derived from a production engine, from a road car homologated in the GT class and produced in at least 500 examples within 12 months. Since a small manufacturer like Ferrari did not possess the production capacity to reach such quotas, an agreement was signed with Fiat and made public on 1 March 1965: Fiat would produce the 500 engines needed for the homologation, to be installed in a yet unspecified GT car. The Fiat Dino was introduced as a 2-seater Spider at the Turin Motor Show in October 1966; a 2+2 Coupé version, built on a 270 mm (10.6 in) longer wheelbase, bowed a few months later at the Geneva Motor Show in March 1967. The two bodies showed very different lines, as they had been designed and were manufactured for Fiat by two different coachbuilders: the Spider by Pininfarina, and the Coupé by Bertone—where it had been sketched out by Giorgetto Giugiaro. Curiously the Spider type approval identified it as a 2+1 seater. The Spider had poorer interior trim than the Coupé, below par for its class: the dashboard was covered in vinyl, the metal-spoke steering wheel had a plastic rim, and the interior switchgear was derived from cheaper Fiat models. After a few months this issue was addressed, and Spiders produced after February 1967 had a wood-rimmed steering wheel as well as a wood trim on the dashboard like the sister Coupé car had since the beginning. Option lists for both models were limited to radio, metallic paint, leather upholstery, and for the Spider a vinyl-covered hardtop with roll-bar style stainless steel trim. The car was offered with an all-aluminium DOHC 2.0 litre V6, coupled to a 5-speed manual transmission. The same 2.0-litre engine was used in mid-engined, Ferrari-built Dino 206 GT, which was introduced in pre-production form at the 1967 Turin Motor Show and went on sale in 1968. Fiat quoted 160 PS (158 hp) for the Fiat Dino, while in 1967 Ferrari—presenting the first prototype of the Dino 206 GT—claimed 180 hp despite both engines were made by Fiat workers in Turin on the same production line, without any discrimination as to their destination. Jean-Pierre Gabriel in “Les Ferraris de Turin” notes that, “La declaration de Ferrari ne reposait sur aucun fondament technique”—Ferrari’s statement had no technical basis. The real reason for this difference was a mistake in between quotes made in SAE and BHP power output. In 1969, both Ferrari and Fiat introduced new 2.4-litre Dino models. The Fiat Dino 2400 premiered in October 1969 at the Turin Motor show; besides the larger engine, another notable improvements was independent rear suspension. The V6 now put out 180 PS, and used a cast iron instead of the previous light alloy engine block; the same engine was installed on the Dino 246 GT, Ferrari’s evolution of the 206. Whereas the original Dino was equipped with a rigid axle suspended by leaf springs and 4 shock absorbers, 2.4-litre cars used a coil-sprung independent rear suspension with 2 shock absorbers derived from the Fiat 130. Rather than engine power and absolute speed, the most important consequence of the larger displacement was a marked increase in torque, available at lower engine speeds; the Dino 2400 had much better pickup, and it was found more usable, even in city traffic. Other modifications went on to improve the car’s drivability and safety: larger diameter clutch, new dogleg ZF gearbox with revised gear ratios, wider section 205/70VR -14 tyres, and up-sized brake discs and callipers. Cosmetic changes were comparatively minor. Both models were now badged “Dino 2400”. On the coupé the previous silver honeycomb grille with the round Fiat logo on its centre had been replaced by a new black grille and a bonnet badge. A host of details were changed from chrome to matte black, namely part of the wheels, the vents on the front wings and the cabin ventilation outlets—the latter moved from next the side windows to the rear window. At the rear there were different tail lights. The spider also sported a new grille with two horizontal chrome bars, 5-bolts instead of knock-off wheels, as well as a new bumpers with rubber strips. Inside only the coupé received an entirely redesigned dashboard and new cloth seats, with optional leather seat upholstery; front seat headrests were standard on the coupé and optional on the spider. Spider and coupé bodies were produced respectively by Pininfarina and Bertone. 2.0-litre and early 2.4-litre cars were assembled by Fiat in Rivalta di Torino. Starting from December 1969 the Fiat Dino was assembled in Maranello on Ferrari’s production line, alongside the 246 GT. Between 1966 and 1969 there were 3,670 2.0-litre coupés and 1,163 2.0-litre spiders made; with only 420 built, the 2400 Spider is the rarest of the Fiat’s Dinos. Of the total 7,803 Fiat Dino produced, 74% were the popular coupés and only 26% were spiders. Spiders are worth big money now – good ones are over £100k – which means that the car is way beyond my means, but every time I see one, I go weak at the knees. To my eyes, it is one of the best looking cars ever made.

1968 850 City Taxi: 1968 was the year that symbolised the heyday of trade union and student riots, when the euphoria of the Post-War period had lost much of its shine and workers and students often took to the streets to show their dissent. And those same busy streets were still populated by many of the taxis based on the ingenious Fiat 600 Multipla designed by Dante Giocosa in 1956, which had evolved together with the ultra-popular Fiat 600, on which it, in turn, had been based. From 1964, the Turin-based manufacturer decided that the 600, still in production until 1969, would be joined by its natural evolution: the Fiat 850. The mechanical configuration remained the same, with engine at the back and rear wheel drive, but the power and displacement of the 4-cylinder engine increased, the design became squarer and more modern, the interior was enlarged, and superior quality finishes were implemented. The growing needs for transport led management to support the 850 sedan in the launch phase with a commercial vehicle: the 850T. In addition to the small van, a version with windows for carrying people was produced: despite its completely different bodywork, the name 850 Familiare highlighted the fact that it was based on the sedan, just as had occurred in the case of the 600 Multipla. In those same years, the Fiat designers pondered over the possibility of designing a version of 850 explicitly dedicated to public transport, to replace the 600 Multipla, which had by then become obsolete. So, not just a new version of an existing vehicle but rather a brand new car, designed from the outset to be used as a taxi. At that time, the designs of unusual vehicles were an area in which the great Italian coachbuilders would flex their creative muscles. However, in this case, the task was directly assigned to the Fiat Centro Stile. For the first time, it relied on the independent collaboration of one of the most creative designers of the era: Pio Manzù, son of the great sculptor Giacomo Manzù. The result was the creation of a vehicle that made its debut at the 50th edition of the Turin Motor Show, on 30 October 1968. The ambitious prototype was packed so full of innovations that it was defined a veritable “concept car” in its own right. The new design began by taking the mechanics of the Fiat 850: to facilitate its intensive city use, the “Idromatic” version was chosen, presented at the Geneva Motor Show in 1966 and characterised by the presence of a torque converter round the hydraulic clutch to make it easier to drive in the city. It wasn’t an automatic gearbox, but a system that eliminated the clutch pedal and left the four gears of the 850 Super intact. The description used at the time was “servo-assisted transmission” and the small plaque on the engine hood bears the word “Idroconvert”, which had replaced the previous name used for the launch in the meantime. The development of the Fiat City Taxi went no further than the prototyping stage, but like the most innovative concept cars, it became a source of many ingenious ideas that would later be transferred onto different mass-produced models. The dimensions were compact but the design exploited every inch of available space to make it more agile for use in the city and also to facilitate passengers getting in and out. The two-volume shape, with reduced overhang, features rather tight lines, with a short, sloping bonnet, large windows so that passengers could enjoy the city views and a taller cabin than usual to improve comfort while on board. The purpose of the orange colour was to make these means of public transport easier to spot than other vehicles, when taxis still sported the classic green and black livery. The 850 City Taxi’s extended height was not as surprising as its asymmetries: on the left side there was a conventional door, only used by the driver, whereas on the right side, passengers got into the vehicle through an unusual, innovative power-operated, long sliding door. The different sizes of the doors also impacted the different measurements of the first two side windows. The two windscreen wipers were particularly long because they had to clean a windscreen that was much taller than usual: the one on the driver’s side – in the “pantograph-style” configuration – consisted of two arms and, similarly to some coaches of the time, in the resting position it remained vertical; the other windscreen wiper was not exactly conventional either because, when operated, it wiped in an arch formation from the inside to the outside of the glass, moving in the opposite direction to the other contemporary Fiat vehicles. The back seat hosted three passengers: if, in extraordinary circumstances, the vehicle needed to carry a fourth passenger for short trips, there was also an extra folding seat beside the driver’s seat. Usually the folding seat would remain closed and the space on the driver’s right hand side was used for luggage, which could be secured using a special belt. More luggage could be placed in the space behind the back seat, above the engine. It was easy to access this last luggage compartment from outside the vehicle too, thanks to a large door with window. The many details of the interior were unique: in fact, the Fiat City Taxi was characterised by its futuristic dashboard padded with deformable material, which incorporated the instrument panel and the taximeter – an innovative feature even by today’s standards! – and the screen of a small television. Additionally, the driver could speak directly to the taxi switchboard using a radio phone, with microphone built into the sun visor. Fiat registered no less than 15 new patents to create the 850 City Taxi. The prototype presented at the Turin Motor Show remained in the experimental stage, but many of its innovative solutions, tried and tested at length by the Fiat Centro Stile, were later used on mass -produced vehicles. The lines of the vehicle, especially those of the rear engine hood, would also become a source of inspiration for those of the 1972 Fiat 126 utility car, which first joined and later superseded the glorious Fiat 500 on the market. The safety innovations implemented were very important and they subsequently became standard in mass-produced vehicles. These included the articulated steering column designed to protect the driver in case of head-on collision, the padded dashboard in deformable material and the belt for securing luggage. Not forgetting the communication system with radio phone, with microphone in the sun visor: the forerunner of today’s speaker systems for mobile phones. In addition, the television located in the centre of the dashboard can be considered the precursor of our modern infotainment system screens. Some of the functional solutions featured by the vehicle were reused years later, such as the back door with window, used in modern hatchbacks, or the document pocket in the roof, still found in today’s MPVs.

130 Berlina: The 130 saloon was launched at the 39th Geneva Motor Show in March 1969, replacing the previous largest and most exclusive Fiat saloon, the Fiat 2300. It was a thoroughly modern car, with four-wheel independent suspension (modified MacPherson struts front and rear, with torsion bars in the front and coil springs in the rear). At launched in 1969 it featured the 2866 cc 140 bhp engine which the press soon concluded was insufficient in view of the weight of about 1,600 kg (3,527 lb), hence the Fiat 130 berlina type “A” did not compete with the big BMW and Mercedes sedans. Interior design was not ambitious, with rectangular dials in the dashboard, a black plastic centre console and black plastic everywhere. The cars were improved in 1971, taking on board some Paolo Martin innovations conceived for the Coupé. The “130 type B” engine was introduced, featuring a slightly increased bore (102 mm instead of 96 mm), displacing 3,235 cc and producing 165 bhp at 5,600 rpm. Power was delivered to the rear axle via standard Borg-Warner three-speed automatic transmission, and a five-speed ZF S5-18/3 ZF manual was an option. The steering column, the dashboard, the central console and the ventilation are identical to the Coupé. The seats, the steering wheel and the door panels were improved, but differently from the Coupé. One can say the 1971 “B” version from 1971 is significantly more refined than the “A” version dating from 1969. Retrospectively, if one compares the 130 with big BMW and Mercedes sedans, the Fiat 130 Berlina type “B” may be the winner in terms of interior design and some comfort elements. But if one is considering the dynamic elements like power and ride comfort, the Fiat 130 type “B” is still lagging as the engine is not blessed with fuel injection (somewhat difficult to start—depending on the conditions), the engine does not have hydraulic self-adjusting valves, and the engine is simply not powerful enough. All this combines with a worryingly high fuel consumption. And this lack of dash and lack of efficiency are not compensated for with an extra smooth ride. Production of the saloon ended in 1976, with 15,093 produced (including 4 Familiare’s built by Officine Introzzo of Como) The Coupé continued until the following year, and 4,294 were built in total

130 Familiare: The Familiare version of the FIAT 130 was built by Officina Introzzi, a coachbuilder just outside Como specialised in special projects and transformations. The design was by the Fiat Design Centre and originated from a specific request from the Agnelli family. The FIAT 130 flagship sedan was launched in 1969 with a V6 2800 cc engine producing 140 HP and a three-speed automatic transmission. It was a sumptuous four-door sedan with rather boxy lines and a somewhat American look, featuring lavish chrome trims. The independent suspensions on all four wheels and the large seats made this saloon particularly comfortable on long journeys. The engine was updated in 1971, increasing the displacement to3200 cc with 165 horsepower, and a mechanical gearbox was added alongside the automatic transmission. The Geneva International Motor Show saw the presentation of the five-seater coupé version of the model, designed and built by Pininfarina, also equipped with the updated mechanicals. The Fiat Design Centre used the sedan as the basis for creation of the 130 Familiare, just four of which were built by Officina Introzzi.

128: It was good to see the Fiat 128 here. Named European Car of the Year in 1970, over three million were manufactured, but few are left.. Introduced in 1969, it was built in an entirely new plant in Rivalta, north-west of Turin, specifically to manufacture the car. With engineering by Dante Giacosa and engine design by Aurelio Lampredi, the 128 was noted for its relatively roomy passenger and cargo volume — enabled by a breakthrough innovation to the front-engine, front-drive layout which became the layout “adopted by virtually every other manufacturer in the world”. Front-wheel drive had previously been introduced to small, inexpensive cars with the British Mini. As engineered by Alec Issigonis, the compact arrangement located the transmission and engine sharing a single oil sump — despite disparate lubricating requirements — and had the engine’s radiator mounted to the side of the engine, away from the flow of fresh air and drawing heated rather than cool air over the engine. The layout often required the engine be removed to service the clutch. As engineered by Dante Giacosa, the 128 featured a transverse-mounted engine with unequal length drive shafts and an innovative clutch release mechanism.  The layout enabled the engine and gearbox to be located side by side without sharing lubricating fluid while orienting an electrically controlled cooling fan toward fresh air flow. Fiat tested this then new engineering for a full five years in the Autobianchi Primula, Fiat’s less market-critical subsidiary, Autobianchi which allowed them to sufficiently resolve the layout’s disadvantages, including uneven side-to-side power transmission, uneven tyre wear and potential torque steer, the tendency for the power of the engine alone to steer the car under heavy acceleration. The compact and efficient layout — a transversely-mounted engine with transmission mounted beside the engine driving the front wheels through an offset final-drive and unequal-length driveshafts — subsequently became common with competitors and arguably an industry standard. The 128 used an all new 1.1 litre Fiat SOHC engine, engineered by noted engine designer Aurelio Lampredi, featuring an iron block mated to an aluminium head along with a belt-driven single overhead camshaft producing 49 hp. The 128 was styled similarly to the 124 and 125 and featured rack-and-pinion steering, front disc brakes, independent rear suspension with a transverse leaf spring, and a strut-type front suspension with integral anti-roll bar. Initially, the 128 was available as a two-door or four-door sedan. At the 1970 Turin Motor Show a three-door station wagon model called “Familiare” was added to the line-up.  The car was only available with a 1116 cc engine on launch, though the two-door-only 128 Rally edition launched in 1971 used a 1,290 cc unit. Also in 1971, the Sport Coupé, an all-new coupé body on a shortened 128 platform, was unveiled at the Turin Show. On launch it was available with both existing 128 engines. The 128 range underwent a facelift in 1972, featuring a revised grille. 1974 saw the launch of the 128 Special, which used the Rally engine in a four-door sedan body. In 1975 the 128 3P (3-door) Berlinetta replaced the Sport Coupé. In 1976, the range received new bumpers, rectangular headlights, tail lights and dashboard as well as modifications to the engines. At this time, the estate was also renamed the “Panorama”. Production of all 128s except that of the base 1,100 cc powered model ended in 1979 after the introduction of the Fiat Ritmo/Strada in 1978. In 1980 production of the small three-door station wagon Panorama was dropped from the range and 128 production finally ended in 1985

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

126: The 126 arrived in the autumn of 1972 and was produced alongside the 500, which stayed in production until 1976. The 126 used much of the same mechanical underpinnings and layout as its Fiat 500 rear-engined predecessor with which it shared its wheelbase, but featured an all new bodyshell resembling a scaled-down Fiat 127, also enhancing safety. Engine capacity was increased from 594 cc to 652 cc at the end of 1977 when the cylinder bore was increased from 73.5 to 77 mm. Claimed power output was unchanged at 23 PS, but torque was increased from 39 N·m (29 lb/ft) to 43 Nm (32 lb/ft). A slightly less basic DeVille version arrived at the same time, identified by its large black plastic bumpers and side rubbing strips. A subsequent increase in engine size to 704 cc occurred with the introduction of the 126 Bis  in 1987. This had 26 PS, and a water cooled engine, as well as a rear hatchback. Initially the car was produced in Italy in the plants of Cassino and Termini Imerese, with 1,352,912 of the cars made in Italy, but from 1979, production was concentrated solely in Poland, where the car had been manufactured by FSM since 1973 as the Polski Fiat 126p. Even after the introduction of the 126 Bis the original model continued to be produced for the Polish market. The car was also produced under licence by Zastava in Yugoslavia. Western European sales ceased in 1991, ready for the launch of the Cinquecento, but the car continued to be made for the Polish market. In 1994, the 126p received another facelift, and some parts from the Fiat Cinquecento, this version was named 126 EL. The 126 ELX introduced a catalytic converter. Despite clever marketing, the 126 never achieved the popularity of the 500, with the total number produced being: 1,352,912 in Italy, 3,318,674 in Poland, 2,069 in Austria, and an unknown number in Yugoslavia.

X1/23: At the Turin Motor Show in 1974, the Fiat X 1/23 made its debut, a compact two-seater electric car perfect for getting around in the city traffic. The 1970s were crucial for the automotive industry all over the world. The oil crisis upset the plans of the car manufacturers, encouraging research into alternative technologies so that they would be ready if the oil were sooner or later to run out. In this context, Fiat presented a futuristic car at the Turin Motor Show in 1974, alongside the new 131 sedan. The prototype was not only innovative because it featured an alternative fuel system which, at least to move, did not require fossil fuels, but also because it offered a futuristic vision of urban mobility well in advance of what would occur many years later: it was the Fiat X 1/23. It was a very small car, a city car straight from the drawing board of Gian Paolo Boano at the Fiat Centro Stile and it traced the lines of a prototype developed in 1972. Its most significant revolutionary aspect compared to the previous prototype lay in its electric motor. At just over two and a half metres long, the car was able to offer two comfortable seats and was powered by an electric motor with a voltage regulator at the front, counterbalanced by the batteries positioned at the rear. On the exterior, the car’s eye-catching bumpers and side protectors in rubber echoed the studies carried out a few years earlier on prototypes in the Fiat ESV (Experimental Safety Vehicle), family, in which the protective bars on the doors and the protruding rubber bumpers, together with the reinforcements in the front and rear parts of the chassis, were designed to increase car safety. Shaped like a perfect, very short wedge, the Fiat X 1/23 proved to be a city car with futuristic lines and a particular focus on safety, in which the overall dimensions of the accessories were reduced without neglecting the on-board comfort. In fact, quite the contrary. For the first time on such a small car there was an effective air conditioning system, necessary because the front windows were fixed while only the rear deflectors opened like a compass. The ingenuity of the design transformed the Fiat X 1/23 prototype into a laboratory car that the Turin-based company used to experiment with different battery technologies. In order to better understand the historical moment in which the Fiat X 1/23 was created, we should remember that electronic technology, as we know it today, did not yet exist. Thermionic valves had just been replaced by transistors in radios, the miniaturization of discreet electronic components was in its infancy and integrated circuits were only just being tested in the medical and military fields. Electronics, which now forms the basis of all cars and especially 100% electric cars, had not yet been applied in car manufacturing back then. It should also be remembered that battery technology was in its infancy and the entire automotive world used lead-based accumulators, which were so heavy and bulky that the only electric vehicles that existed, also at prototype level, were generally large in size. So, it is no coincidence that in the same period Fiat also experimented with electric traction in two vans based on 900 T and Fiat 242. The idea of concentrating a significant weight and size inside a car that was smaller than the city cars of the time was considered a huge gamble on the one hand, but aroused even more interest on the other. In fact, the challenge taken up by Fiat focused precisely on using the X 1/23 to work in close contact with battery manufacturers, and try out innovative technologies that were capable of increasing the performances, especially in terms of range, compared to others of the same weight and size. Built with lead-acid batteries, the Fiat X 1/23 was equipped by the Fiat Centro Ricerche with nickel-zinc batteries produced by the American company Yardney, able to ensure a particularly favourable ratio between weight and Watt/hour. An interesting article that appeared in “Illustrato” – the Fiat house organ – in 1979 stated that conventional lead-acid batteries delivered 35 Wh/kg while nickel-zinc batteries could reach 70-90 Wh/kg. With these innovative accumulators, in fact, the range of the Fiat X 1/23 reached 70 kilometres. As always, it is the cost/benefit ratio that determines the future of a technology, and while experiments on batteries were still following their own rocky road which, until then had led to the use of lithium-based accumulators, the manufacturer from Turin designed and began production in 1990 of the Fiat Panda Elettra, the first electric car mass-produced by a major international car maker. 1992 saw the birth of the Fiat Cinquecento Elettra followed, in 1998, by the Seicento Elettra. Developing the idea of the X 1/23, in the years that followed Fiat proposed various concept cars developed around the theme of urban mobility with electric traction: in 1993 the Fiat Downtown, a compact three-seater with two electric motors in the wheel hubs; in 1995 the Fiat ZIC (Zero Impact Car) created with the use of information technology in collaboration with the National Research Agency (CNR) and the European Design Institute (IED) and in 1996 the VANZIC and ZICSTR evolutions, which perfected the ZIC prototype by introducing the concept of a “range extender”, a small internal combustion engine capable of producing electricity autonomously. Finally, in 2008, the Fiat Centro Ricerche coordinated a pool of companies and universities – including Turin Politecnico, IAAD and IED – to design the Fiat Phylla, which featured lithium ion batteries. As we might have guessed, however, the idea of a Fiat city car with electric drive would see the light of day with the 2010 presentation in the States of the 500 BEV (Battery Electric Vehicle) concept car designed for the American market, which would go into production in 2012 under the name 500e to be sold in California. This would be the forerunner of the New 500 launched in 2020, which is currently one of the best-selling electric cars, and not only in Italy. Today the Fiat X 1/23 prototype is kept in the “Eco and sustainable” area of the Heritage HUB in Turin.

ESV1500: When the US government announced its Experimental Safety Vehicle initiative in 1968, Fiat saw an opportunity and came up with its first ESV model, the 1500, in 1972. Based on a Fiat 500, the ESV 1500 had the doors from a 126 with large rubber strips running the whole length of the sides of the car. Huge rubber bumpers front and back helped absorb collision impacts and protected pedestrians. A padded dashboard made the cabin safer in a crash and the ESV 1500 scored well in tests. However, it was 100kg (220lb) heavier than the 680kg (1499lb) limit set out in the regulations and only 13 were made, most destroyed during crash testing.

ESV2000: Following a similar line of thinking to the Fiat ESV 1500, the larger Experimental Safety Vehicle 2000 was a bigger, family-hatch-sized car aimed at meeting tough pedestrian and crash-safety targets. While the ESV 2000, and its larger still ESV 2500 sibling, were far from pretty, they did have more coherent styling than the compact 1500. The 1500 used the Fiat 128 as its base car and weighed a total of 1162kg (2562lb), which was too heavy for the rules laid down by the US government. The result was the ESV 2000 and the other safety vehicles from Fiat didn’t go any further, but the large plastic bumpers of these cars were later seen on the Strada.

ESV2500: The ESV 2500 is based on the Fiat 124 and has a front engine with rear wheel drive. In terms of weight, it is almost twice the 124, and it would also cost much more, thus making it unviable on the market. Although the shape of the car remains that of a three box sedan, the ESV 2500 gets a tailgate like the ESV 2000. Also here the windshield is curved compared to the original, and the fuel tank is moved to a safer position right behind the passenger compartment.

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

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

Panda Elettra: In 1990 Fiat turned the Panda into the first electric car to be mass-produced by a major world manufacturer. It was the dawn of an important decade, the one that would herald the new millennium. The Berlin Wall had collapsed and the World Cup was being held in Italy. The wind of change and a hunger for new things was sweeping across Europe. It was 1990 and Fiat presented to the world a car powered by an electric motor instead of an internal combustion engine, one that did not pollute. It was a real revolution for the automotive industry, for the mobility of ordinary people and especially for the environment. Presented during the winter of 1980, the Fiat Panda much beloved by all Italian had been a success for ten years and was by then the byword for “small car”. Fiat set the goal of making its commitment to protecting the environment even more real and decided to transform the standard Panda into an electric car, the first produced by a major world manufacturer. The Panda Elettra was created. It had a range of 100 km and the batteries could be recharged at the home by plugging it into the mains. In cities, it could be driven without using the gearbox to shift. The Panda Elettra was made by Fiat in partnership with the Austrian Steyr-Puch based on the Panda CL trim level. The 750 Fire petrol engine was replaced under the bonnet with a 9.2 kW DC series-wound electric motor, designed to deliver high torque even at low revs. Electricity was generated by twelve 6V lead-acid batteries. Two were located in the engine compartment, while the other ten were installed inside a sturdy steel container occupying the base of the trunk. Additionally, compared to the Panda CL with petrol engine, the Elettra had a reinforced braking circuit, different suspension settings and oversized tyres. The petrol tank was kept to feed a small burner connected to the radiator of the heating system, also arranged inside the engine compartment. The drive line featured the regular 4-speed gearbox and clutch of the Panda. The speedometer was complemented with three top speed indicators for the first three ratios of 15, 25 and 40 km/h, respectively. In the cities, on flat roads, the driver could do without the gearbox keeping the car in third gear all the time, even for starting from a standstill. The Panda Elettra could reach a top speed 70 km/h, accelerating from 0 to 40 km/h in 10 seconds. It could climb slopes of up to 25%. With an average cruising speed of 50 km/h, the range was about 100 km/h. Furthermore, the car was provided with an automatic energy recovery device while braking and travelling downhill. Inside, the rear seat was removed, turning the car into two-seater, while the front part of the passenger compartment was virtually unchanged and fitted with the equipment of the CL trim level. The on-board computer that provided information on the battery charge status was located at the bottom of the dashboard. The car had a standard automatic battery charger, capable of fully charging the batteries in about eight hours plugged into a common 220 V, 16 A domestic socket. Other standard equipment  on the Panda Elettra included seats with head restraints, seat belts with retractor and rear-view mirror on the right side. The on-board instrumentation came complete with odometer, battery level indicator and parking buzzer, which sounded when the handbrake was not applied and the car was switched off.  The Panda Elettra was further improved in 1992 by boosting the engine output to 17.7 kW and replacing the lead-gel batteries with a nickel-cadmium power pack. The result was the Panda Elettra 2, which would remain in production until 1998.

Panda 45S Rock Moretti: The Fiat Panda Rock Moretti is a classic Fiat, specifically a rugged 4×4 version of the original Panda, modified by body shop Moretti and owned by the Agnelli family.

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

Croma:

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

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

Tempra: The Fiat Tempra (Type 159) was a family car intended as a replacement for the Fiat Regata. The original project was called Tipo 3, being a mid size car between the Fiat Tipo (project Tipo 2) and the bigger Fiat Croma (project Tipo 4). The chassis and some other parts (most notably, the doors) were shared with the Fiat Tipo. Other vehicles, derived from the same project were Lancia Dedra (the Tempra’s closest relative, sharing all mechanical components), Lancia Delta second generation, Alfa Romeo 155, Alfa 145 and Alfa 146. The Tempra saloon was shown for the first time in newspapers in November 1989 and introduced at the 1990 Geneva Salon, with the estate version (marketed as the “Tempra SW”) arriving two months later in Turin. The Tempra’s engine range was similar to that of the Tipo. Initially 1.4- and 1.6-litre models had carburettor engines. Both of these models were discontinued in 1992, due to the new European emission standards, and thus all models from 1992 on had catalytic converters and electronic injection. Transmission was a standard five speed manual, but for the first time a midsize sedan was offered as with a continuously variable transmission which was previously available on the Fiat Uno, Panda, Ritmo and Tipo. This, called the “Selecta”, was available only with the 1.6 litre engine with either bodystyle. As of July 1991, the 2.0 litre SX model became available with an optional four speed automatic transmission. Presented at the 1992 Geneva Show, there was a version of the station wagon which offered the two litre engine, combined with permanent four wheel drive. The four wheel drive version had a slight front bias (56/44%). During its six year production run, few changes were made apart from a minor facelift in April 1993, which resulted in a new front grille and other minor styling changes, as well as new equipment levels. Only two trim levels were available in its early years: standard (S) and SX, both reasonably equipped considering the Tempra’s low price. SX models for example, featured power windows, power locks, adjustable belts and steering wheel, front fog lights, body coloured bumpers, velvet upholstery, a futuristic digital dashboard and many other standard extras. They were also available with optional extras like anti-lock brakes, alloy wheels, sunroof, electronic climate control, etc. A facelift in April 1993 featured more trim levels, now ranging from the standard models (“L” in the United Kingdom, where it was only available with 1.4 engine) via the S and SX to the top SLX, which was only available with 1.8, and 2.0 litre engines in the United Kingdom. An optional driver’s airbag was another innovation that year. The four wheel drive Station Wagons continued to be available in some markets such as Switzerland. The car was built in Brazil and Turkey (by Tofas), as well as Italy, and there were local variants available in both of these markets, as well as the popular Marengo commercial version which sold well in Italy. In the UK, the SW outsold the saloon. The Tempra was discontinued in Europe in August 1996, and in Brazil in 1998. It was replaced by the Fiat Marea.

Prototype for Cinquecento, X1/75:

Cinquecento: 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.

VAZ/Lada Oka: VAZ is a Russian auto maker that began producing cars, in collaboration with Fiat, in the late 1960s. The Model 1111, commonly branded for export as a Lada Oka, was developed out of a need to replace the simple and cheap ZAZ Zaporozhets, the Russian “People’s Car”. It was to be the car that “every factory worker can afford”. The project began in 1983, using the Japanese Diahatsu Cuore as its design inspiration. To cut costs, VAZ simply “chopped in half” an existing four cylinder engine, creating a 649cc two-cylinder putting out almost 30hp. Oka production ran from 1988 to 2008, with very few changes. Compared to the ZAZ, the Oka was surprisingly nimble and much quicker, endearing the car to its owners, who were keen to personalize their cars. Over 20 different variants were offered by VAZ, from the base car to a tuned Sport version, a fully electric car, a pickup truck, a snowmobile, an ambulance, and a specially designed version for Russians citizens who did not have the use of one or more of their limbs. The Oka was popular due to its size and maneuverability as a city car, with enough room for 4 people, excellent fuel economy, and a low price. During the Russian financial crisis of 1998, the car became a favorite due to the depressed economy. With the re-valuation of the rouble in the early 2000s, subsequent higher emission standards adopted by the European Union, and the world-wide recession, the final nail in the Oka’s coffin came in 2008.

Punto: 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).

Coupe: 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.

Barchetta: 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.

Barchetta V8 Prototipo: yes, that bonnet bulge is to allow for the installation of a V8 engine. And no, it never got even close to production!

Downtown: The Fiat Downtown is a concept car originally shown in 1993 at the Turin Motor Show. Designed by Chris Bangle, the Downtown is a plastic bodied car on an aluminium chassis, resulting in a low kerb weight of 700kg. It is powered by a 9.5hp motor integrated in each rear wheel, with rear-mounted sodium-sulphur batteries that can achieve a claimed top speed of 62mph, or a range of 186 miles at 30mph.

Zic: The result of collaboration between various European development centres, this was a prototype car with a very low environmental impact. To achieve a very light weight, its body was made of aluminium and it used composite materials  such as thermoplastic or resins in the lining panels. Fully electric, it housed the battery in a central section so that it did not take away space from the rear seats, and the design favored interior habitability, ergonomics and view.

Bravo/Brava: Launched in mid 1995, Bravo and Brava were replacements for Fiat’s successful but ageing Tipo model, quite different in styling detail and driving experience, with the Bravo chassis being tuned for more precise handling whilst the Brava was tuned for better comfort. Even the interior trim and many of the body colours were unique to either one version or the other. The cars came with all new engines, the base model using a 1.4 litre 2-valve engine producing 80 PS. Three other petrol engines were available: the 103 PS 1.6 litre 16-valve; the 113 PS 1.8 litre 16-valve engine and the top of the range 2.0 litre 20-valve inline-5 unit used in the HGT model, which produced 147 PS and which could take the car to a maximum speed of 132 mph. Later in 1999 the 155 HGT model replaced the older model, power rising to 155 PS. Two turbodiesel engines were also available: both were 1.9 litre four cylinder units, one producing 75 PS and the other making 100 PS. They were among the best diesels of the day, with strong pulling power and nicely refined. In 1996, the Bravo/Brava chassis spawned saloon and estate versions, badged Fiat Marea, a car which was aimed at Ford Mondeo and Opel/Vauxhall Vectra buyers, which won praise for its large boot. Another car based on the Bravo/Brava underpinnings was launched in 1998: the curious-looking Fiat Multipla, a six-seater compact MPV. The Bravo/Brava received a mild makeover in 1999, but there were few real changes except the replacement of the 1.4 litre 12-valve engine with a 1.2 litre 80 bhp 16-valve engine from the smaller Fiat Punto and a restyling of the dashboard. The 1.9 turbodiesel was also phased out in favour of 1.9 JTD diesel units (now with 105 PS), to give even better economy and refinement. The Bravo/Brava was voted European Car of the Year on its launch and it sold quite well in the UK, a feat never achieved by its replacement, the Stilo. I used to get these regularly both as rental and courtesy cars and enjoyed them, even the entry level 1.2 litre 80 bhp petrol models. but a lot of them fell victim to scrappage, and there are surprisingly few of them left

Marea: The Fiat Marea (Type 185) is a small family car available as a saloon and an estate. Launched in September 1996, the Marea models were essentially different body styles of Fiat’s hatchback offerings, the Bravo and Brava. The Marea replaced the earlier Tipo based Fiat Tempra, as well as the larger Croma. While the Fiat Stilo Multiwagon was the successor of the wagon version, the Marea Weekend, the Fiat Linea replaced the saloon version in 2007. The car became officially available from 11 September 1996. The Marea was originally manufactured in Fiat’s Cassino and Mirafiori plants in Italy. Later the Marea also superseded the Tempra in Brazilian (Betim) and Turkish (in Bursa, with Tofaş) plants, which make vehicles mostly for local and other developing markets. In Europe, production and sales of the Marea ceased in August 2002, one year after the Bravo and Brava were replaced with the Fiat Stilo. The Marea Weekend was replaced by the Stilo Multiwagon unveiled in January 2003, while the saloon’s successor, the Fiat Linea, was unveiled in 2007. Nevertheless, the Marea (in both body styles) was still manufactured in Turkey and Brazil for local (and other Latin American) markets. The Brazilian version was facelifted in 2001, when it gained a redesigned rear end with taillights taken from the Lancia Lybra. For 2006, the Marea was mildly revised again, gaining a new rear end, and a new grille, similar in style to other current Fiat models. In mid 2007, Brazilian production of the Marea and Marea Weekend ceased.

Palio: Launched in 1996 in Brazil, as part of Fiat’s “Project 178”, the Palio was Fiat’s first attempt to build a world car, the same basic design being produced in numerous nations around the globe. Four principal models were produced: hatchback, sedan, pickup, and station wagon, with different versions being built for different markets. The powerplants, both diesel and petrol, also varied from region to region depending on local production capability, legislation, and market requirements. The basic chassis was a development of the European Fiat Uno but little remained unchanged. The entire structure was significantly stronger to be suitable on the rougher roads found in some of the markets for which it was intended. The suspension layout, as on the Uno, consisted of MacPherson struts at the front and a torsion beam at the rear, even though the Weekend (station wagon) version had the fully independent trailing arms rear end from the Fiat Punto instead. The body was a completely new design by the I.DE.A Institute of Turin, which also designed the new interior. Some engines were also coming from other Fiat models, such as the Punto and the Bravo. Production began in 1996 in Brazil and was followed later that year by a plant in Argentina. In 1997, production started in Venezuela, Poland for the European market, and Morocco (at the Somaca plant whilst Turkey started building the same car in 1998. In India, assembly was at Pune in the new Fiat-Tata Motors factory and in South Africa by Nissan together the pickup version called Fiat Strada. Production in India and South Africa began in 1999, in Egypt in 2001, and in China in 2002. The Palio Weekend station wagon was launched in 1996 in Brazil and later in Europe. The station wagon is the version most commonly sold in Europe though it was a 3 door hatch which I saw here.

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

Ecobasic: In the late 1990s, Fiat set out to prove cheap and eco-friendly weren’t mutually exclusive. It argued a car could be both with an innovative, opinion-cleaving concept named Ecobasic built to preview the econobox of the future. Fiat quietly presented the Ecobasic at the 1999 edition of the Bologna auto show, which was still a big deal 21 years ago, and it displayed it again at the following year’s Geneva show. Its high-top Converse-shaped silhouette turned heads everywhere it went, and that was only the beginning. Looking closer revealed its front end received a transparent panel that let users add oil, coolant, wiper fluid, or give the battery a jump. Audi adopted a similar solution for its A2. It had one door on the driver’s side, two on the passenger’s side, and a transparent hatch underlined by a pair of horizontal lights. It stretched 137.7 inches long, 67.3 inches wide, and 57.8 inches tall, dimensions that made it about two inches taller, three inches wider, and an inch lower than a modern-day 500. Keeping manufacturing costs in check was a priority, so Fiat used plastic body panels dyed with colour during the production process and mounted them to a steel structure, a configuration not unlike the Smart ForTwo’s. They were designed to be recycled at the end of the car’s life cycle. Inside, the passengers were treated to a marvellous exercise in simple, back-to-the-basics design. The driver sat in front of a four-spoke steering wheel, while a speedometer and a fuel gauge were integrated into a pod that sprouted from the centre of the dashboard. The automatic transmission’s gear selector, a handful of buttons, and the HVAC controls were aligned below it. The domed, bolted-down hood covered a 1.2-litre four-cylinder turbodiesel developed specifically for the Ecobasic. It showcased Fiat’s Multijet common-rail technology, which promised improve fuel economy without compromising power. On paper, that’s exactly what it achieved. The four developed 61 horsepower at 3,500 rpm and 118 lb/ft of torque at 1,800 rpm, which were reasonably respectable figures for an Italian city car made in the late 1990s, and it returned nearly 80 miles per gallon. Fiat quoted a 13-second 0-62-mph time. The company apparently did not blush when it hinted it could build 200,000 units of the Ecobasic annually and sell each one for approximately 5,000 euros, a price which would have made it one of the cheapest new cars sold in Europe. Executives backpedalled, the Ecobasic remained at the concept stage, but some of its innovations reached production. It cost five million euros to develop, so it’d have been a shame to consign it to the attic. Taking advantage of its short-lived tie-up with General Motors, Fiat fine-tuned the prototype’s Multijet technology and fitted it to a 1.3-litre turbodiesel that, in an odd twist of fate, made its debut in the 2003 Opel Eco Speedster concept. It reached production the following year under the hood of the face-lifted Punto (a Ford Fiesta-sized hatchback) and spread across the company’s range during the 2000s. General Motors used it, too. The overall design ultimately didn’t progress beyond the drawing board. Credible rumours claimed it would influence the second-generation Panda finally due out in the early 2000s and the Seicento’s successor expected to arrive at about the same time. The former shared no more than a very vague, passing resemblance with the Ecobasic, for better or worse. The second project was delayed, and the Seicento’s successor didn’t arrive until 2007. It looked nothing like the Ecobasic; it was the modern-day 500 still sold across Europe in 2020.

Multipla: The Fiat Multipla (Type 186) is a six-seater car produced from 1998 to 2010. Based on the Bravo/Brava, the Multipla was shorter and wider than its rivals. It had two rows of three seats, where its compact MPV competitors had two across front seating. The Multipla is shorter than the three-door Bravo/Brava on which it was based, yet it offered increased seating and cargo volume. Sales commenced in Italy in November 1998. In common with a number of other modern Fiats, the Multipla reused the name of an earlier vehicle, in this case the “Multipla” variant of the Fiat 600 produced during the 1950s and 1960s. The Multipla was assembled and marketed in China from 2008 to 2013 under license by Zotye Auto as the Zotye M300 Langyue, using knock-down kits from Italy. Zotye also sold a total of 220 all-electric versions of the M300. A first Multipla concept car was unveiled in at the Paris Motor Show in October 1996. The final production car was presented at the International Motor Show Germany in Frankfurt in the Autumn of 1997. The exterior and interior design of the Multipla were displayed at the Museum of Modern Art (MOMA) in New York during its “Different Roads – Automobiles for the Next Century” exhibition in 1999. It won the Top Gear Car of the Year (2000). It was also voted Top Gear Magazine’s Family Car of the Year for four years in a row, from 2001 to 2004. In July 2000, in the series finale of Clarkson’s Car Years, it was awarded “Family Car of the Moment”. Multipla sales began in Italy in November 1998, with most other markets receiving it a year later. The Multipla sold well with Italian buyers, but sales elsewhere were less successful. The Multipla underwent a major facelift in March 2004, in an attempt to shed its original styling for a more restrained look. This was with the intention of attracting more buyers, but failed to garner critical acclaim. Upon the subsequent restyling, The Daily Telegraph reported designers were “desperately sad that the new Multipla no longer resembles a psychotic cartoon duck,” and “while passengers loved the adaptability of the clever interior, they were less keen on the sarcastic sneers and derisive laughter of their neighbours, friends and schoolmates; children can be cruel.” The Telegraph placed it #2 on its list of the 100 Ugliest Cars in August 2008, saying, “Derided for the blandness of its output during the 1980s and early 1990s, Fiat dared to start thinking outside the box. In this case, however, it simply added wheels to the box.” The Multipla was also named the ugliest car of all time by readers of Car Throttle in January 2014. In February 2018, The Sunday Times named it on a list of ugliest cars, saying, “The tragedy of the Multipla is that its Elephant Man-esque exterior enclosed a genuinely clever and spacious interior, and it wasn’t bad to drive, either. It’s a shame, then, that you’d rather walk than be seen in it.”

Multipla Folon: this is a natural gas-powered version of Fiat’s ingenious six-seater MPV, developed as part of a scheme to promote the use of alternative fuels.

Ulysse: The Eurovans are a family of passenger automobiles from the Citroën, Peugeot, Fiat and Lancia marques that were produced at the jointly owned Sevel Nord factory in France. The term Eurovan was not used by the brands themselves in sales literature, but rather by the motoring press to refer to the vans collectively. It was launched in March 1994, and production ceased in November 2010 for the Fiat and Lancia models, and in June 2014 for the Citroën and Peugeot siblings. They are considered to be large MPVs. The Eurovans differ little technically and visually, being a prime example of badge engineering. They share mechanicals and body structure with the Sevel Nord light commercial vans, the Citroën Jumpy (Dispatch), Fiat Scudo and Peugeot Expert. The first generation Eurovans were marketed as the Citroën Evasion (Citroën Synergie in the UK), Fiat Ulysse, Lancia Zeta and Peugeot 806. The second generation models were all renamed, except the Fiat Ulysse, with the nameplates now Citroën C8, Lancia Phedra and Peugeot 807. The first generation Eurovans were introduced in June 1994. They are smaller than American vans, like the Chrysler Voyager, which is also available in Europe. Like the Toyota Previa, and American minivans, they had sliding rear side doors, a trait they share with their commercial siblings. While the Voyager also came in “Grand” versions with elongated body and wheelbase (and the Espace followed suit in 1997), the Eurovans only came in one size. The Eurovans were almost identical, the differences consisting in different grilles, lower tailgates/taillights, wheel covers/alloy wheels and exterior and interior badging, as well as different trim levels. In October 1998, the Eurovans were mildly facelifted. Inside, the gear lever was mounted on the dashboard rather than on the floor, and the handbrake is on the door side of the driver’s seat, which allowed for the removal of middle console and opened up a passage between the front seats. The seating configurations included two fixed seats (swivelling on some models) in front and three individual removable seats in the middle row, along with optional two individual removable seats or a three seater bench in the third row. The first generation Eurovans utilized PSA’s XU/XUD engines, regardless of brand. They were later replaced by the PSA EW/DW engine. All were mated to five speed manual transmissions, apart from the 2.0 16-valve EW petrol engine, which had an option of a four speed automatic. The Fiat was named after Ulysses, the Roman name for Odysseus, the hero of Homer’s Odyssey. Like its siblings, the Ulysse range received a facelift in October 1998.

Punto 2: 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.

Idea: This car was produced from 2003 to 2016 It is MPV . The origin of the name is an abbreviation of Intelligent Design E motive Architecture. The code name is Type 350, and it is a B platform that shares with Fiat Punto , Lancia Advancilon , and Lancia Musa . Using the second generation of Punto’s platform, the outdoor is designed by the Fiat Centro Stilo, and the interior is designed in the Fiat Centro Stilo. The long -term seats with free sliding functions and backrest adjustment. In particular, Idea’s sheet design and use methods are Antonio Dal Monte at the Sport Medicine Institute of the Italian International Olympic Committee. The engine lineup consists of 1241cc Fire 16 valve 79 bhp, 1388cc 8 valve 76 bhp, 1368cc Fire 16 valve 94 bhp petrol engine, and 1248cc 69 bhp, 1598cc 89 bhp diesels. Each engine could be combined with six -speed manual, five -speed manual, and five -speed automatic. Among the three transmissions, there was also a five -speed manual automatic transmission called Duologic, and all engines were designed to satisfy Euro 4 standards. Basic convenience equipment includes 6 airbag systems, automatic door locks, fuel supply blocking devices for preventing topics, ISOFIX children’s sheet fixing devices, ABS and braking distribution device, ASR, TCS, ESC, hill driving auxiliary device, speed-sensitive electronic power steering, 40-20-40 division rear seats, and follow me home were included, and the options were panoramic sunroofs and parking sensors and dual-zone air conditioning devices. In Brazil , it was launched in late 2005, offering a 1.4L 8-valve 86hp FIRE engine and a General Motors 1.8L 8-valve 114hp gasoline engine. Considering the case of Brazil, where ethanol is used as a vehicle fuel, specifications that can be used simultaneously with gasoline and ethanol were provided for both sides, while localizing to suit South America, the wheelbase was increased compared to European specifications, and the interior of the Fiat Palio Mk3 was transplanted . . Two trims are provided: ELX with 1.4L engine and HLX with 1.8L engine, but 4 airbag system, ABS and EBS, parking-rainwater-light detection sensor, tinted glass window, 15-inch alloy wheel, Bluetooth, leather seats , SkyDome Panoramic Roof and various convenience equipment were provided as basic equipment or options. In September 2006, Fiat unveiled a crossover version called Idea Adventure in Sao Paulo, Brazil. Considering the driving on the dirt road, the suspension was raised and the Pirelli Scorpion 15 -inch tire, the plastic molding, and the 15 -inch alloy wheels were applied, and the equipment such as white dashboard, leather -containing seats, 2 airbag systems, ABS and EBDs were also found in adventure. In 2009, it was equipped with a locking differential with the adventure versions of Dobblo , Strada and Palio Weekend , and the name was renamed Adventure Locker. In 2010, Brazil’s face lift was made to renew the front and back design in a similar style and replace the door handle. In Europe, it underwent a facelift and was sold until 2012, and the Fiat 500L took its place. In Brazil, 170,000 units were sold in 2005 alone, and Pope Francis, who visited Rio de Janeiro in July 2013 , chose the Idea Adventure as a vehicle for his visit. In the Brazilian market, it was produced until 2016 and then discontinued without follow-up, and Renegade , a compact SUV from the Jeep brand , took its place.

Stilo: Developed as the Tipo 192, this C-segment mode was launched in November 2001, at the Bologna Motor Show, to replace the Fiat Bravo/Brava, with the Stilo MultiWagon following in 2002, a successor to the Bravo and Brava hatches and the Marea Weekend.  Originally, its petrol engines were the 1242 cc DOHC 16 valve engine also powering the Punto and Lancia Ypsilon with an output of 80 PS combined with a 6 speed manual gearbox, a 103 PS, 1.6 litre with a 5 or 6 speed manual gearbox, a 133 PS 1.8 litre with a 5 speed manual gearbox and a 170 PS 5 cylinder, 2.4 litre engine combined with Fiat’s Selespeed 5 speed semi-automatic gearbox, similar to the gearbox used on the Alfa Romeo 147 and Alfa Romeo 156. An 8 valve, 1.9 JTD unit with 80 PS, 100 PS, 116 PS, 120 PS or 16 valve 140 PS and 150 PS diesel unit were/are also available. The Stilo’s styling received mixed reviews, with many journalists and enthusiasts criticising it as being too bland and too German-looking (somewhat ironically as the styling of the preceding Bravo and Brava had been criticised for being too “Italian”). Critics also attacked the car’s excessive weight and its semi-independent rear torsion beam suspension / twist-beam rear suspension, (like a previous generation Volkswagen Golf), which was seen as a step backwards from the acclaimed fully independent rear suspension used in the Bravo/Brava, and which resulted in handling many found uninspired and uninvolving. Although the Bravo/Brava IRS was prone to suspension bush wear. The engine range, particularly the 1.2 litre petrol, was also criticised for being underpowered. The car’s fuel economy was also seen as poor for its class, a result of the car’s heavy weight and the transmission, which used very long gear ratios. Another point of criticism was the Selespeed gearbox, which was seen as too slow in its reactions and particularly inappropriate for the high-powered Abarth version. In the UK, different trim levels available were: Active, Active Aircon, Blue, Dynamic, Sporting, Abarth, GT, Prestigio, Xbox limited edition, Michael Schumacher and the Schumacher GP, with general modifications by British car specialists, Prodrive. Sales were sluggish from the start, and only got worse. As the model range aged, the range of available options was reduced. The Stilo was originally offered in some markets with a radar guided cruise control option; it included sensors in the front bumper and rear of the car to adjust the speed of the car according to other vehicles’ speed. This was soon dropped as it became apparent that other interferences were creating undesired results for the driver. A keyless entry, named ‘Easy Go’, push button start, similar in function to Citroen’s, Mercedes’ and BMW MINI’s systems, was also an available option. For 2006, the Stilo was updated with a new front grille, different seat fabric, a relocation of the electric mirror controls from the window control console to just behind the gear stick. The entry models also had the centre arm-rest removed (which when in the downward position prevented comfortable use of the handbrake as in the Audi A3) and the deletion of the rear air vent. The model was replaced in 2007 by the new Bravo, another sales disappointment. There is some interest in the stylish 3 door models these days, with Schumacher cars like this one the most commonly seen, but the 5 doors have sunk almost without trace.

Panda 2: 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.

Panda Everest:

Panda Alessi: The Fiat Panda Alessi is a special edition of the Fiat Panda, known for its design collaboration with the Italian design house Alessi. The Alessi Panda features a unique two-tone exterior, often with a white propylene band along the lower part of the car and distinctive interior design elements like a blackboard for notes and transparent colored film for the back window. It was a popular model, particularly in the UK, and is considered a “fashion victim” due to its collaborations with design firms.

2007 Panda Aria: At the 2007 Frankfurt Motor Show, Fiat presented a concept car with many major technological innovations aimed at ever more sustainable mobility: the Panda Aria. 2007 was a crucial year worldwide. The outbreak of the American economic crisis triggered a domino effect that would continue throughout Europe and beyond. Economics and finance dominated every discussion, and little space was reserved for the pressing issue of environmental sustainability. In 2007, however, at the Frankfurt Motor Show, Fiat presented a concept car based on the second generation Panda which – as had happened with the Panda Elettra in 1990 – anticipated the times and proposed a revolutionary concept of mobility focused on care for the environment. The Panda Aria was a car equipped with cutting-edge technologies while at the same time being eco-sustainable in every respect.  The engine significantly reduced CO2 emissions, and many of the materials used to build the car were biodegradable. As far back as 2007, the Panda Aria was a pioneer in complying with the strict Euro 5 and Euro 6 regulations. At the time, Fiat was among the most active manufacturers in the quest for new mobility solutions to reduce pollution. The Panda Aria was the first Fiat car equipped with the innovative 0.9-litre engine, a small twin-cylinder which in the version installed on the revolutionary concept car, reduced carbon dioxide emissions to only 69 g / km. It was a utility vehicle that was ahead of its time, already back then respecting the future limits on Euro 5 and Euro 6 emissions: it had a dual-fuel engine – petrol plus a mixture composed of 70% methane and 30 % hydrogen – a Stop & Start device and an automatic manual transmission. Reductions in consumption and emissions was obtained thanks to an engine following a “downsizing” philosophy: reduction in engine capacity combined with supercharging, so as not to alter performance. The 900 cc turbocharged engine – with Multiair® technology for the electronic management of the intake and injection valves – delivered 80 HP with its dual fuel supply, but could reach 105 HP in the petrol version. The body of the car was made of semi-transparent eco-resin panels and the interiors were fitted with natural and biodegradable materials such as linen, cotton, coconut fibre and ecological resins, among others. The tyres too were designed and manufactured in an ecological version, with new compounds and AOF (Aromatic Oil Free) fabrics that reduced rolling resistance, while also ensuring excellent performance in all conditions. On top of all this, the Panda Aria also offered a low energy consumption micro air conditioner, new generation high-strength steels, and cylinders for storing methane in steel and carbon fibre, thus reducing the car’s weight. It was also equipped with a telematic system, based on Blue & Me architecture, enabling drivers to record the consumption and emissions of each trip on a USB stick, subsequently analysing the driving style of the user on a computer and then receiving advice on how to drive in a more environmentally friendly way.  During the design and production phases, every effort was focused on a single goal: to reduce environmental impact throughout the car’s life cycle. This explains why the Panda Aria became part of the FCA Heritage corporate collection and is now one of the protagonists of the Heritage HUB’s Eco & Sustainable thematic area.

Sedici: The Fiat Sedici is a subcompact crossover SUV (B-segment) that was co-developed by Fiat and Suzuki, mainly for the market in Europe. Introduced in December 2005, it was manufactured until October 2014 (with the last model year being 2015). It was introduced in December 2005, at the Bologna Motor Show, and was built at the Magyar Suzuki plant in Hungary. The expected production volume was 60,000 units per year, one third of these to be sold by Fiat, and two thirds sold by Suzuki and badged as the SX4. The design was created by Giorgetto Giugiaro’s Italdesign Giugiaro studio, and was an alternative to mini multi-purpose vehicles (MPV), which have a more “boxy” appearance. It was the official car of the 2006 Winter Olympics. As the car is four wheel drive, it could be considered a 4×4. As 4×4 is 16, the car is named Sedici (which means “sixteen” in Italian. By flicking a switch, the driver can change between 4×2 and 4×4 transmission modes. The car also has electronic stability control (ESC) on the options list and a diesel particulate filter (DPF) is a standard feature. It was the second best selling SUV in the market in Italy in November 2006, and by June 2007, it was the best selling such vehicle. Since 2012, the Sedici has been sold in Israel, with automatic (four speed) or manual (five speed) gearbox. During 2010, the Sedici was withdrawn from the United Kingdom, due to poor sales. The front wheel drive version of the Sedici was unveiled in May 2008. It was available with the same engine choices as the 4X4 version and was available in two trim levels: Dynamic and Emotion. The price, in Italy, was around €2000 cheaper than the 4×4 version. There were two engines available: a 1.6 L Suzuki petrol and a 1.9 L Fiat turbodiesel. In March 2009, the Sedici was given a more substantial upgrade: A changed front grille, similar to that of the Bravo, and a new bumper. Inside, it had more sophisticated instrumentation, new fabrics, the air conditioning vents were changed, and it had new Euro 5 compliant engines. The 1.9 litre Multijet engine was replaced by the more modern 2.0 litre Multijet engine producing 135 PS, also the petrol 1.6 litre engine was upgraded to have 120 PS, with lower fuel consumption. This coincided with the withdrawal of sales of the Sedici in the United Kingdom, although a handful of facelifted cars were sold there.

Punto 3^rd generation: The Grande Punto, codenamed Project 199, was unveiled at the 2005 Frankfurt Motor Show and went on sale later on that year. Again styled by Giugiaro, the car is based on the Fiat Small platform developed in joint venture with Opel-General Motors. Whilst the model shares some of its name with the previous Punto, a large number of its components are new, including a new chassis and body shell. The engines are the Fiat 1.2 8v Fire (65 PS), a new 1.4 8v Fire (77 PS) and the 1.4 16v StarJet (95 PS). Four MultiJet diesel engines are also available: two 1.3 16v units (75 PS and 90 PS, the latter with a variable geometry turbocharger) and two 1.9 with 120 PS and 130 PS, all of them with diesel particulate filter. The 1.9 diesel was replaced with the new 1.6 MultiJet starting the end of 2008. All the engines are Euro IV compliant. In 2007, a new 1.4 16v T-Jet turbocharged petrol engine, 120 PS, became available. At the 2007 Frankfurt Motor Show, Fiat introduced 155 PS (114 kW) an Abarth version by Abarth & C S.p.A. It was branded as an Abarth rather than Fiat. The car’s nose, headlights and front grille look reminiscent of the Maserati Coupé (both were designed by Giorgetto Giugiaro of ItalDesign). The Punto Evo, a facelift version of the Grande Punto, was presented in September 2009 at the Frankfurt Motor Show. It received a new front end, in addition to revised rear lights, and a new interior. It has two new engines, a 1.3 L second generation Multijet diesel and a 1.4 L petrol engine with the MultiAir technology. It also features a new navigation system integrated to the Blue&Me system called Blue&Me–TomTom. Fiat introduced the 2012 Punto in September 2011 at the Frankfurt Motor Show, as a facelifted version of the Punto Evo that reintroduced the Punto nomenclature (without Grande or Evo). The facelift was consisted of slighter tweaks than changing from Grande Punto to Punto Evo, keeping the revised rear lights and interior of the 2009 Punto Evo, but not on the base ‘Pop’ trim level which reverted to the older Grande Punto interior.In October 2014, Top Gear Magazine placed the Punto Pop 1.2 liter 8v 69 on its list of The Worst Cars You Can Buy Right Now, describing the car as “An outclassed elderly supermini that kicks out 126 g/km yet takes 14.4 secs to wheeze to 62 mph, and it costs more than £10k.” Production of the three-door version ended in 2015, leaving only the five-door version available in Europe. In June 2016, Fiat introduced the new Techno Pack with the 5-inch touchscreen infotainment system and cruise control. Production of the Punto ended on 7 August 2018, with no direct successor being announced. However, it continued to be produced in India for an additional three months before production ended in November of that year.

500 (2007 Prototype)

500 (1st production car):

500 (312 series):

500 Valentino Rossi: This livery was used for the launch of the new Fiat 500 in July ’07, the theme is the 50’s, when the original Fiat 500 made its debut

500 Riva: This is a special edition of the facelift Fiat 500 that showcases the Riva yacht brand, which is owned by the Ferretti Group. It features special Sera Blue paint with a contrasting double aquamarine line running around the waist of the car. The interior continues the luxury yacht theme, with ivory leather seats complemented by mahogany wood trim running across the dashboard. The Riva special edition is available in both hatchback and 500C convertible variants.

Fullback: The Fiat Fullback is a pickup truck made from 2016 to 2019. The result of a collaboration agreement between Fiat and the Japanese automaker Mitsubishi Motors signed in 2014, the truck is mechanically identical to the fifth generation of the Mitsubishi Triton/L200, from which the engines also originate. It has been assembled since 2016 in Laem Chabang by Mitsubishi Motors Thailand. The only changes from the L200 are the front grille and some interior finishing specifications, as well as customisations by Mopar. It is sold in the Europe, the Middle East and Africa (EMEA) selling region, and was introduced at the Dubai International Motor Show on November 10, 2015. In some countries, it is badged as the Ram 1200. The Fullback is only sold in the EMEA markets as Fiat already produces a pickup for the South American market which is not exported elsewhere, the Fiat Toro, which is similar in size to the Fullback but based on the monocoque chassis of the Jeep Renegade. The Fullback for the European market is sold in rear-wheel drive or four-wheel drive configuration with a 2.4-liter Mitsubishi 4N15 diesel engine, available in two power variants, 150 PS and 181 PS. On the Middle East and Africa markets, the model will be sold in the 4×2 version with a 2.4-liter gasoline engine with 132 PS and a 2.5 litre diesel in two power versions of 110 PS and 178 PS. Like most of its competitors, the Fullback offers four configurations (single cab, extended cab, double cab, and cab chassis), and three trim levels. All versions have the same height (1780 mm), width (1815 mm) and wheelbase (3000 mm); the length varies depending on the configuration: 5155 mm for the single cab, 5275 mm for the extended cab and 5285 mm for the double cab.

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

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

500e

500 Zagato: The 500 Coupé Zagato made its debut at the 2011 Geneva Motor Show, which celebrated the concept of one of the best-known brands in world automotive design, in collaboration with the Centro Stile directed by Roberto Giolito. The shape of the roof was unique with its characteristic “double hump”, which lowered the car’s height while maintaining excellent interior comfort, as well as ensuring an aerodynamic, sporty and elegant, almost aggressive appearance. The Milanese coachbuilder introduced this aesthetic expedient as early as the 1950s to guarantee more habitability for the race crews who competed with helmets in closed cars and it became the most characteristic hallmark of the Zagato.

Oltre: Most of Fiat’s concepts over the years have been small cars that are all about clever packaging. After all, this is where Fiat has traditionally excelled, with iconic models like the Topolino, 500, Panda and Uno. When teetering on the brink in 2008 it was the reborn 500 which proved to be Fiat’s saviour. Sure it was priced a bit high for a small Fiat, but those ultra-chic lines and much-improved build quality were well worth the extra cash, even if packaging was an issue. Before Fiat went through these dark days though, it unveiled a concept which was nothing less than barking mad: the Oltre. It seemed that the company was just following the then-current fashion for overblown monsters that used as much fuel as possible, despite the Oltre being born into an otherwise eco-conscious age. Doing its best to take on the Hummer at its own game, the Oltre was a huge, boxy off-roader that looked as though it had come straight from the heart of a war zone. However, as is often the case with concepts, all was not what it seemed, as the Oltre was based on Iveco’s LMV (Light Multi-role Vehicle) military off-road machine, so it was hardly a clean-sheet design for Fiat. This impressive piece of military hardware would go on to become a favourite of armies around the globe, thanks to its combination of toughness, go-anywhere abilities and flexibility; there were versions capable of taking between five and seven people. The Oltre itself was capable of accommodating just five, albeit in considerably more luxury than the standard car could provide. Some versions of the LMV were focused very much on carrying people – that was, after all the purpose of the vehicle. For the Oltre however, Fiat chose to use a crew cab as the basis, which meant it was capable of carrying people as well as ‘stuff’. No less than three tonnes of stuff in fact, which meant that by the time the Oltre was fully laden it could weigh up to seven tonnes. Very eco-aware… While many concepts are technology showcases, the Oltre was all about mobility. As a result the focus was on technologies that would enable the car to go anywhere, so if you wanted a cabin filled with the latest high-tech entertainment or information gadgetry, you’d have to look elsewhere. That’s not to say the Oltre wasn’t interesting technically though; any vehicle developed for a military application tends to be intriguing, if not necessarily groundbreaking. In this case the key technologies were in the transmission, which was a permanent four-wheel drive system which incorporated three locking differentials. Allowing optimal grip in all conditions, Fiat claimed the Oltre could tackle a lateral gradient of up to 40%, along with a longitudinal gradient of up to 80%. Despite weighing up to seven tonnes when fully laden, the Oltre was fitted with a four-cylinder turbodiesel engine that displaced just three litres. However, the fitment of a variable-geometry turbocharger, an intercooler and common-rail fuel delivery meant there was a huge amount of flexibility on offer, if not necessarily all that much outright grunt. Indeed, the powerplant was capable of generating just 182bhp, but there was a more useful 336lb ft of torque. As such, Fiat reckoned the Oltre was capable of over 130km/h, or 81mph – but you can bet those figures weren’t for a car tipping the scales at seven tonnes. To go with the distinct lack of pace the Oltre was ugly and it didn’t make much sense either. For starters it was a no-holds-barred full-size SUV designed for tackling the most inhospitable terrain imaginable, yet it was fitted with massive chromed wheels shod in low-profile tyres. Perfect for rappers and football stars, but definitely not for invading armies. However, despite an excess of bling, it was surprisingly functional as the ground clearance was a generous 50cm, which should have enabled just about any terrain to be crossed. Indeed, Fiat claimed that an 85cm-deep ford could be traversed, or if extension pipes were added to the intake and exhaust, it was possible for the Oltre to wade through water an impressive 1.5 metres deep. The exterior styling was definitely an acquired taste, with the front and rear wings heavily cut away, leaving much of the running gear exposed. Fiat reckoned the car‘s design was “exuberant”, which was quite an understatement. Amusingly, Fiat also claimed the Oltre’s door handles were flush-fitting so they wouldn’t get in the way during off-road manouevres! Exterior detailing such as the twin aerials, roof bars, sun visor and roof-mounted spot lights gave the Oltre a lifestyle feel mixed with a bit of luxury along with a healthy dose of practicality. This was reinforced by the side-steps so beloved by yummy mummies in their Chelsea-bound 4x4s. Indeed, if there was ever a car designed for urban one-upmanship – and for giving environmentalists palpitations – it was the Fiat Oltre.

There is a fascinating line of relatively recent prototypes and one-offs. By the time we got to this point the guide was running out of time, so not much focus was given to thse, so a little more research was required to find out a little more about them.

Fiorino Prototipo:

Fiorino Portofino: This exclusive version of the Fiorino is inspired by the idea of the beach-car of the 60s where roof and doors were removed to use the vehicle as a mean to and from the beaches. The line created on the Fiorino Portofino has been designed according to requirements of functionality, safety and appearance of a classic beach-car. The comfort is ensured by the extreme ease of access to the cockpit, the presence of seat belts available to all the vehicle occupants and the lateral chains provide an efficient protection. The whole body has been adequately reinforced, starting from the floor and side walls in mid-height. The are various types and sizes OF steel reinforcements, such as plates, boxed and tubulars. The windscreen ring has also been reinforced and connected to the roll bar with two central tubulars in order to avoid any vibration of the windshield ring. A strong roll-bar formed by double-strength tubular and appropriately curved, links the sides thus ensuring the passengers’ safety. On the roll-bar the upper mountings have been restored for the front seatbelts. The luggage compartment is unchanged, as well as the access doors that maintained their original opening. However we removed the glass, reducing the total size of the door.

2006 Panda Jolly: In the 1950s, Fiat invented the “spiaggina” (beach cars), small utility cars converted into doorless cabriolet beach cars with hollowed-out seats, designed for seafront resorts and based on the Fiat 500, 600 and 600 Multipla. Riding the wave of Italy’s economic boom, the country’s leading coachbuilders dedicated themselves to the production of these cars on a Fiat 500 or 600 base, removing the roof, doors and pillars, while reinforcing the floorpan. Unique features include the seats, which were emptied of padding and upholstered with wicker or other water-resistant textiles, and the nautical-style awnings in place of a soft top. Ghia, Boano and even Pinin Farina were tasked with producing these cars, which soon became elite status symbols and novel taxi cabs on exclusive Mediterranean islands, particularly those frequented by VIPs of the era.  The first model was the Fiat 600 Ghia Jolly, whose name came to represent the entire category of vehicles. In the wake of the success enjoyed by the first Jolly, which was built on the 600 saloon, Turin-based coachbuilder Ghia subsequently used the more spacious 600 Multipla as a base to increase the interior space of its successor, which also featured characteristic wicker seats. The Fiat 500 Boano Spiaggia, built by coachbuilder and designer Mario Boano in 1958 using a Nuova 500 floorpan, is among the most famous “spiaggina” beach cars: only two were made, one for Gianni Agnelli and the other for Aristotle Onassis. Two years earlier, the “Avvocato” Agnelli had commissioned Pinin Farina to develop the exclusive Fiat 600 Eden Roc, built in 1956 on a 600 Multipla base with teak interior trim inspired by Riva motorboats. To celebrate the rich tradition of Fiat beach cars, in 2006 the Fiat Style Centre designed one based on the second-generation Panda, entrusting it to the Stola design house in Rivoli, just outside Turin. The Fiat Panda Jolly has a fresh and light appearance: the colours and materials are inspired by sailing and motorboats, with numerous stylistic nods to the glorious 1960s. The designers drew ideas from the 600 Multipla Jolly, made by coachbuilder Ghia in 1956. Instead of wicker woven onto the seat frame, it uses steel slats trimmed with Rope cloth, a synthetic material inspired by the rigging on sail boats. The cushions are upholstered in cotton terry cloth for added comfort. The original look was created by Paola Lenti, a leading Italian interior design company. There is also nautical inspiration in the hand-finished ash trim, as found on the most exquisitely crafted boats. It covers the floor, floorpan, parcel rack and sills, which are visible due to the absence of doors. The steel handrail running along the rear resembles the poop deck of a luxury ship, while the round Panda Cross headlights are combined with 1960s-inspired solid body-coloured wheel rims, finished with the signature chrome hub caps.

2003 Panda Marrakech: Throughout its history, the Fiat Panda has undergone numerous and unusual changes and adaptations. But this design study, which the manufacturer presented under the name Fiat Marrakech at the 2003 motor show in Barcelona, is somehow quite crazy, even for the Panda series. It is in fact a tiny convertible with all-wheel drive for the beach promenade or desert dunes. The Marrakech, dedicated to the Moroccan city of the same name, confirms the proportions of the Panda of those years. With a length of 3.57 metres, a width of 1.61 metres, a height of 1.48 metres and a wheelbase of 2.30 metres, this very yellow Fiat has the right dimensions for narrow city streets. The concept features some particularly interesting solutions compared to normal off-the-shelf convertibles. For example, the low, windowless doors and the tubular supports that protect the passengers, they are reminiscent of the Jolly beach cars of the 50s and 60s based on the Fiat 500, and then there is the all-wheel drive. This is a system with a viscous coupling, which is intended to provide grip even in difficult conditions – without obviously overdoing it. The technology and engines of the Fiat concept are not known and the technical data only mentions a satellite navigation system and the Dualogic automatic transmission.

Panda Tanker Dainese: One result of the fruitful collaboration between Fiat and Dainese was this, an original 2-seater concept car with three doors. It is called the Panda Tanker and it was created on the floorpan of the petrol-engined Panda 4×4 by ‘Change Design’ for Dainese, in collaboration with the Fiat Style Centre. It is a car that is perfect for anyone who engages in any type of sport, because of the organised interior space, which is versatile and shows the Dainese imprint in terms of design principles and high-tech contains in every detail of the interior design. On the outside, the Panda Tanker maintains its usual shape, but the bodywork is a ‘naked’ satin-effect matte grey, with contrasting trims that are both technical and decorative, being made of titanium fibre. What is more, structural guards and three-dimensional oxidised titanium styling trims underline the beauty of the car as well as a rich, iridescent finishing effect, combined with a sense of enhanced protection and sturdiness. Inside, the sporty seats have a rigid titanium fibre shell containing hydro-pack and reflect the Dainese imprint in both the technical fabrics used (Stone and Kevlar) and the type of make-up. The ‘naked’ concept continues inside the car, where everything is extremely essential but functional, with every attention dedicated to the finish and to making the most of the organised rear space. The one-piece loading floor lets you load even large objects or sports equipment, anchoring them with elastic straps mounted on a tubular aluminium structure that folds away completely. There are a number of containers fitted in the luggage compartment to hold oddments, materials and liquids, while the variable density foamed side panels contain Dainese accessories for a wide range of uses.

Panda 4 x 4 Climbing “Chalet Fiat”:

Panda “Big Foot”: 

2004 Idea 5 Terre: The Fiat Idea 5Terre was a concept car presented at the Geneva Motor Show in 2004. It was a high-riding version of Fiat’s compact MPV, the Idea, and was inspired by the Cinque Terre region of Italy, a coastal area known for its balance between nature and human ingenuity. The concept aimed to combine stylish design with off-road features, making it suitable for both city streets and rugged terrain. Combining the dynamic and functional outfit of an SUV (Sport Utility Vehicle) with the modular and flexible interior of an MPV (Multi Purpose Vehicle), the Fiat Idea “5terre” combines elegant design with the typical character of an off-road vehicle. Characteristics that offer fascinating solutions for the future and the further development of the SUV and MPV segment. The name of the show car already refers to the intention to bring the form and content of the vehicle into a balanced balance. The area of the “Cinque Terre” is one of the most famous areas in the Mediterranean, a land between sea and sky, where for centuries unspoiled nature and man have lived together in harmony. Moreover, the thousand-year-old history of the Ligurian villages, clinging to the steep cliffs and surrounded by green hills, reminds us that the balance of opposites is not only possible, but also generates beauty and harmony. The show car therefore feels just as at home in the busy streets of a European metropolis as it does on the desert tracks and in the solitude of inaccessible areas. The Fiat Idea has proven that seemingly contradictory characteristics are compatible – such as a spacious interior and compact dimensions, excellent handling and a large luggage compartment, functionality and versatility, as well as an attractive, neat interior and a contemporary, attractive design. The show car continues this insight. It is the ideal solution for the modern customer, who is accustomed to seeing a multifunctional value in novelties through technology. This makes the vehicle a versatile product that knows how to adapt to changing usage needs – from work and relaxation to culture and leisure. The show car combines the intelligent solutions of rational architecture and a typical Italian design with a design language full of character that preserves elegant lines both inside and out. The prototype “5terre”, derived from the base model, differs from the Fiat Idea at first glance by the raised chassis and the two-tone body in Rainbow Gold and Moss. Lateral bumper strips emphasise the striking shape of its flanks and extend to the front with a dynamic sweep. This is based on the shape of a trapezoid, on which two lateral shape elements emphasise the streamlined course of the fenders and at the same time effectively enclose the bumpers and the lower air intake. The teardrop-shaped headlights are equipped with high-tech lights that – like the integrated turn signal lights – reveal their function thanks to clear glass optics. The appearance of the show car is rounded off by the radiator grille, which blends seamlessly into the overall picture and visually delimits the curved bonnet. The Fiat Idea “5terre” features large windows that provide a bright interior and good visibility and take the heaviness out of the compact, robust shape of the vehicle. The impression of solidity is also underlined by the metal impact profile in the lower area of the front and rear bumpers. This solution not only gives it a striking look, but also protects the vehicle’s all-wheel drive. The rounded rear end is characterised by a clear design language, in which the luminaire units in a clear glass look are placed in a modular manner. From the body to the interior. It features the same warm, appealing colours of the body and deliberately refers to nature with the materials used. For example, the floor and the entire loading area in the rear are lined with coconut mats. The dome cover of the dashboard panel has a surface finish with a moss effect and forms an attractive contrast to the controls in metallic finish with a melt steel look. The moss colour is also found on the door panels. Here, the inlay in soft, moired “Maktub”, with which the seats are also covered, stands out. It is an Alcantara® ultra-microfiber fabric developed specifically for this vehicle by Trend Design Alcantara®. The whole thing is rounded off by Nappa leather inlays in the colour Tortora on the headrests and the seat flanks.

Barchetta Coupe Concept Maggiore: Coachbuilder Maggiora developed a very nice little two-seater Barchetta coupé. It looks very like a real production-model, because Maggiore already manufactured the Barchetta. After Andreas Zapatinas had drawn the first sketches of the regular Barchetta, he thought of a coupé, but Fiat Auto president Paolo Canarella rejected this idea. Maggiore’s head of product development Alessandro Sopetti had the English two-seater coupés of the ’60 as well as classic Italian cars in mind. In those years, coupés like the MGB-GT were derived from roadsters, unlike today. Because Maggiore did not have enough production capacity and Fiat already had a Coupé, this car never made it into production.

Scia Concept: The Fiat SCIA was introduced at the Turin Motor Show of 1993 as a try-out for the public of the upcoming Barchetta (to be introduced two years later). Designers John Kinsey and Darren Caddesl of Fiat’s Centro Stile took the boat-design to extremes. It was a two seat, open-topped car, based on the mechanicals of the Punto. No roof was provided, minimal weather protection was designed alongside a waterproof interior. Interestingly the seats were fixed, with the pedals and steering wheel being adjustable. Styling cues are shown to the unsuspecting audience, like the uprising mirrors or the three-dial dashboard. Others, like the cut-off windows, can be found in the Stola’s Dedica. This Punto-based car was built by Ilcas and Maggiora, who are also responsible for the production Barchetta.

Prototype Zicster: You don’t need to screw up your eyes too much to see clear similarities between the new Fiat 500 of 2007 and the Zicster that was shown at the 1996 Geneva motor show. This small, two-seat city car was another step in Fiat’s road to developing electric cars and came with a 29bhp motor that would take the Zicster to a top speed of 62mph. Fully charged, it had a driving range of 143 miles. The design used an aluminium spaceframe with composite body panels attached, which was a process that had been pioneered by the Fiat VSS in 1981. While the Zicster did not see production, its fold-back roof that gave it the feel of a cabriolet in the cabin was repurposed for the 500C that arrived in 2009.

VanZic: In 1995 Fiat presented a car with a hybrid-electric powertrain, developed based on the Zic prototype and built with components (light alloys, polymer composites) and innovative process technology (die-casting techniques, aluminum welding processes, and cohesion procedures). The Vanzic represents the second generation of electric prototypes Fiat, minivan for mainly urban use, driven by an electric motor with the assistance of a thermal energy generator to produce directly in the car part of the electricity needed to drive, in addition to that stored in the battery system, to increase the operating range of up to 200 km continuously, with an average consumption of 4.3 liters of gasoline per 100 km. The declared maximum speed is 105 km/h.

Prototype IDEA Modulaire:

Prototype Overland

126 Cavaletta: Cavalletta is the Italian word for grasshopper, and this small work/leisure concept was designed, largely, around a Fiat 126 chassis and Fiat 500 Giardiniera (wagon) mechanicals. With a tiny, rear-mounted 594-cc ‘pancake’ engine from the aforementioned 500 wagon, rear drive, and top speed of 100 km/h (62 mph), the Grasshopper is easily one of the smallest and most simple Italian concept trucks conceived of in the ‘70s. For inclement weather, Fiat saw fit to design a removable hard top, which definitely makes the car a more attractive proposition for everyday use.

One of the 8 special display areas contains cars which made particularly Epic journeys.

1951 Campagnola AR51 – Algiers to Cape Town: Fiat decided to break the record for the crossing of the African continent with this light 4×4 reconnaissance vehicle that is similar to the Jeep, designed by Dante Giacosa and manufactured mainly for the Italian army and security forces. Starting from Algiers and, after reaching Cape Town, exploring the route and establishing supply points, the expedition returned to the Algerian capital in the shortest possible time. The Campagnola made the return trip in 11 days, four hours and 54 minutes, setting a record that is still unbeaten.

1100 Monterosa, 1950:  This car is famous for the fact that a certain Franco Nacci, the future founder and editor-in-chief of the Italian magazine Italia Mondo, which was released every two months, decided to arrange, as he called it, a “mechanical marathon”, having travelled from Palermo to New York. The run started on December 31, 1950 and passed through 33 countries and three continents. As a result, driving on the roads of these very countries and continents, a total of 72 thousand kilometres, Nacci finished in New York, thus becoming the record holder in the longest race with one driver. Interestingly, the report was not published immediately, but only in May 1953. Franco transferred the car to the national car museum in Turin, from where it was later transferred to FCA Heritage.

124 Cape to Cape: In 1970, a group of young adventurers departed on board three Fiat 124 Specials to make an unprecedented trip from Cape Town to North Cape, organised by Fiat in collaboration with Italian motoring magazine Quattroruote. Our former colleague Riccardo Presotto, one of the protagonists, tells the story. The highlight? There were lots of them. The most dangerous moment? At the Kariba Dam, during a break at the lakeside, when two members of the group, having recovered a makeshift boat, risked sinking in an area with hippopotamuses lurking nearby. The toughest moment? When we got the news that Uberto Bossi Pucci had passed away. The most exciting? Definitely when we arrived at our destination. But first things first. The man before us is Riccardo Presotto, a distinguished gentleman from Turin, resident in the Cuneo area for many years, and “born in Fiat”: an employee with more than a few stories to tell. He studied at the Edoardo Agnelli school in Turin, an institute strongly linked to the Turin manufacturer, which prepared the technicians of the future there. Riccardo was an outstanding student, one of the most brilliant, and he had the opportunity to cut his teeth in the world of automotive assistance. He began with the Fiat vehicles in the rallies, then joined the entourage of the Giro d’Italia and also worked in the so-called “holiday services”, spending 4 months patrolling a section of the Catania-Siracusa state road for technical support interventions. One day, he was offered an opportunity that he couldn’t afford to miss: Amedeo of Savoy, Duke of Aosta, had decided to organise an ambitious motoring raid, from the far end of Africa to the northernmost point of Europe, and he was looking for a technician to assist the trio of vehicles involved in the feat, which would be provided by Fiat. Presotto had enough experience to jump at the chance! He had just turned 24 years old. The average age of the other young adventurers in the group put together by the Duke to tackle the long intercontinental journey was only slightly higher. No sooner had he accepted, Riccardo immediately set to work preparing the cars, three Fiat 124 Specials. Presotto believes that they had the right car for the job. Sturdy, simple and reliable. One of the last Fiat models with rear-wheel drive, it had a large boot – a must for holding spare parts and equipment – and low maintenance costs: characteristics that made it perfect for a route of 40,000 km. Presotto and other specialised Fiat technicians modified the suspension, equipped the cars with an oil-bath air filter, and added a pair of extra headlights, underbody guards and rollbars for the cabin. Once the vehicles were ready, it was time for Riccardo to meet the rest of the team. He confesses that he felt a little awkward. He, Riccardo, son of a working class family, now found himself in Fiesole, in the home of Duchess Irene of Greece and Denmark, preparing to meet her and, above all, her son, Amedeo, Duke of Aosta. In particular, he remembers the duchess with affection, who wrote a letter to his parents, complimenting them on their son’s good manners, and expressing her happiness that he would be the one to look after her beloved Amedeo during that tough journey. In addition to the Duke of Aosta, who would lead the expedition, the team would include a group of the adventurous aristocrat’s friends: Tuscan-born Uberto Bossi Pucci and Roberto Vivarelli Colonna, official photographer of the expedition Costantino Ruspoli and journalist Vincenzo Bartone. Organised by Fiat, the “Raid of the Two Capes” was sponsored by another two Italian companies, Fondiaria Assicurazioni and Cinzano, and followed by the motoring magazine Quattroruote, with journalists Clelia D’Onofrio and Giovanna Mazzocchi assigned to report on the grand adventure. That year, 1970, Quattroruote dedicated two detailed articles to the ambitious raid: one shortly before the departure and one at the end. Between these, an unprecedented adventure unfolded. The three Fiat 124 Specials left from Mirafiori, having been photographed with their respective teams on the famous testing track of the Turin plant. Once they got to Rome, the six participants embarked for Cape Town. From the harbour pier in Cape Town, the small Fiat convoy moved to Cape Point, the southernmost point of Africa, the place were the journey would really begin. The date was 24 June 1970. The pace was fast from day one: according to the roadmap, they would be travelling about 1000 km per day, stopping mostly in the main African capitals, where the teams could stay in hotels. If it was impossible to reach a city by nightfall, they would sleep in the cars, or in tents. Each car could rely on 120 litres of extra fuel in separate cans. And, from time to time, on the support of a Fiat Campagnola and a local mechanic. The six travellers arrived in Zambia from Zimbabwe and stopped in a small village. By a strange twist of fate, in that village, lost in the middle of nowhere, Presotto bumped into a former Agnelli school friend. He too, after completing his studies, had begun his career in Fiat and a complex series of coincidences had led him to work right there. Following this unexpected reunion, the convoy set off again towards Kenya. The section from Nairobi to Addis Ababa proved the trickiest, with the vehicles facing many obstacles: the desert crossing, in some cases on tracks not even marked on the maps, the scorching temperatures, a number of crossings that had collapsed and were therefore not accessible, unstable bridges with disconnected axes… The teams also had their fair share of encounters with the local fauna, including a lion that crossed the road without warning, one of the vehicles running over a cheetah at night, and another one having its windscreen smashed by a low-flying eagle. When they finally reached the Ethiopian border, having overcome a variety of problems, the travellers were blocked by the border police because they didn’t have entry visas. They couldn’t go back but they couldn’t go on either! They had no way of communicating with Italy, there were no hotels nearby, and, most of all, they didn’t have much food. They camped out in a small village where, by chance, they learned of a telegraph located several kilometres away. They struggled to get there, but once they did, they were soon back in touch with their homeland. After a forced stopover of five days, the problems with their paperwork were finally resolved and they set off again. But crossing Ethiopia was not exactly a smooth ride either; the Moyale – Neghelle stage turned out to be the shortest but also the longest of the entire raid: travelling just 76 kilometres took an excruciating 18 hours, thanks to no less than eight flat tyres. But the group’s efforts were all worthwhile when they were invited to a magnificent reception in the imperial court: there the six young Italians were welcomed by Negus Hailè Selassié, who recalled the actions of Amedeo of Aosta – the expedition leader’s uncle, whose name he shared – nicknamed the “hero of Amba Alagi”. Amba Alagi, a mountain about 3,000 metres high, had been the venue of a bloodbath during the Second World War: the Italian army involved in the 1941 battle had been led by Duke Amedeo of Aosta. A valid reason to climb the mountain, and pay tribute to the fallen soldiers of the Italo-Ethiopian War.

131 Diesel London to Sydney, 1977:  n the late 1970s, Fiat decided to launch a Diesel version of the 131 Mirafiori sedan on the market, and decided to test it, before its official presentation, in an incredible endurance race, from London to Sydney: the excellent result was a launch-pad for the car’s commercial success. Having scheduled the presentation of the new Diesel version for April 1978 at the Turin Motor Show, Fiat decided to enter three pre-production cars, suitably prepared by Abarth, in the London – Sydney Rally, a particularly tough intercontinental endurance race in which several Constructors were taking part. The Diesel engine, built at the SOFIM plants in Foggia, was a four cylinder unit with displacement of 2.5 litres, capable of delivering 72 horsepower at 4,200 rpm.  Its larger size made it necessary to add a bump in the bonnet, which became a distinctive feature of all 131 Diesel cars. One of the four cars was used for all the testing procedures, after which the Abarth team entered the other three for the Rally.  The preparation work carried out by Abarth was mainly intended to enable the cars to withstand the prolonged stresses and strains they would face during the race.  The front bumper was used to mount the large Cibiè Super Oscars as auxiliary headlights, while the windscreen mountings were reinforced, the wheel arches were widened and the wheels were inherited from the 131 Abarth rally, as were the safety rollbar and the bonnet and boot retainer hooks. Two cars made it to the finish in Sydney and it was a dual triumph: 15th and 23rd positions overall, but most importantly first and second in the Diesel car category! Even before its official launch, the 131 Diesel had already built up an impressive reputation for itself. On 14 August 1977 there were three Fiat 131 Abarth Diesel cars on the starting line in London: no. 6 driven by the French team of Robert Neyret (a Morocco Rally specialist) and Marianne Hoepfner (a skilled rally and raid driver); no. 26 of the Italian team comprising Giancarlo Baghetti (who drove in Formula 1 for Ferrari, Lotus, Brabham, BRM and ATS in the ’60s) with Tommaso Carletti (Fiat engineer, in charge of the development department) and no. 66, the all-female team of the young Frenchwomen Evelyne Vanoni and Christine Dacremont.  A total of about eighty cars set off. The race was organised by Singapore Airlines, which planned the route to pass through all the main airports served.  The start in London was in Covent Garden, from where the cars headed to the coast for the first ferry, which would take them overnight to Holland.  Once on the continent, the route zigzagged from Amsterdam to Frankfurt and then Paris before heading for Milan.  It took eleven hours to cross Yugoslavia, then finally came Greece, where the teams would be able to rest after four days and four nights of non-stop driving.  However, due to the need to make up the delays they had accumulated, only a few teams really did get a rest. After Athens came the most competitive part: Thessaloniki, Istanbul and Ankara, through to Tehran.  400 km of salt desert to reach Tabas in Iran.  Then north-east to Fariman, across the whole of Afghanistan to Herat and Kandahar, then Kabul, and across the North-West frontier to Pakistan, followed by Delhi and Bombay.  Onward by way of Bangalore, and by ship to Malaysia.  From Penang, two stages in the rubber plantations, via Taiping, Ipoh, and Tanjong Malim to Port Dickson on the coast, then from Muar in southern Malaysia to Labis, Kluang, Jemaluang, Johor Bahru and finally Singapore.  The next part, in Australia, involved more than 13,200 km, completed in seven days and 16 hours. The race route, mostly on unpaved roads, was more than 30,000 km long and the 30 days planned were extended to 45.  Two 131 cars reached the finish in Sidney on 27 September and Neyret/Hoephner’s car won the category, providing excellent publicity for the 131 Diesel, which was launched in Turin a few months later.

500 Overland 2007: In 1907, the first edition of the Peking-Paris race was won by the Itala driven by Prince Scipione Borghese accompanied by journalist Luigi Barzini, special correspondent of the Corriere della Sera newspaper. To celebrate the centenary of this feat, the Overland expedition travelled the route in the opposite direction, accompanied by a very special guest: the Fiat 500. In summer 2007 the Fiat 500 MultiJet Diesel, designed by Roberto Giolito, who now heads the FCA Heritage department, tackled the eleventh edition of “Overland”, together with the famous orange Iveco vehicles and the mythical Itala which triumphed in the historic Peking to Paris race in 1907. The little 500, with a 75 horsepower MultiJet engine combined with its 5-speed transmission, was painted the Overland orange colour and carried the team and event decals.  No specific preparation, no changes, before joining an expedition facing all the challenges of a journey which is still an adventure, with many potential threats in store, even a hundred years later. From Turin to Paris to meet up with the Itala and then, with her and the Overland team, across Europe to Russia, followed by most of Siberia and Mongolia, finishing in Beijing. The return trip, on her own, was no less adventurous and exciting. Leaving Turin on 11 July, the Overland 11 convoy crossed Europe by way of Paris, Liège, Brussels, Hanover, Berlin and Warsaw, reaching the Baltic States and Russia in August.  Leaving St Petersburg and Moscow behind, the expedition headed for the vast Asian lands of Siberia, stopping in the capital Novosibirsk, and on to the border with Mongolia: a tough journey of more than 2,500 kilometres, a succession of hard challenges but also of spectacular landscapes, which the Fiat 500 deal with brilliantly.  On 20 September the Overland 11 expedition arrived outside the Italian Embassy in Beijing. After this amazing journey, the Fiat 500 Overland returned to Italy alone, driven by Rocco Errico and Beppe Tenti, the creator of the famous Overland project.  After setting off from Nanjing on 12 November, the two adventure veterans took less than a month to cover more than 16,000 kilometres, ending their journey at the Bologna Motor Show after passing through nine different countries: China, Kazakhstan, Russia, Belarus, Poland, the Czech Republic, Germany, Austria and, finally Italy.

PanDakar: Fiat embarked on an intrepid adventure by entering two Pandas in the toughest race in the world, the Dakar. Based on the Panda Cross, these racing cars were driven by Miki Biasion and Bruno Saby. However, even with such renowned champions in the team, the demanding competition showed no mercy, and they had to quit in the fifth stage of the rally.

Panda “Non-Stop” Record: The Fiat Panda has broken a world record by successfully taking two drivers from Cape Town to London without stopping. Raising money for the charity Farm Africa, Philip Young and Paul Brace successfully beat their target by driving 10,300 miles non-stop through 13 countries and across two continents. The duo set off on their journey on February 1st and arrived at Marble Arch in London after ten days, 13 hours and 28 minutes. This meant they broke the previous record by more than a day and saw them averaging 1,000 miles every 24 hours at 40 mph. Apart from a few modifications, the 0.9-litre TwinAir-engined Fiat Panda was unchanged from showroom specifications, with minor adjustments including sump guards, an extra fuel tank, improved springs, two spare wheels and an air intake positioned at the top of the engine bay. Mr Young said: “It has been a remarkable time on the road – exciting and exhilarating – and the Fiat Panda was amazing. “The roads were treacherous, the heat unbearable and the timetable exhausting, but the car never missed a beat. “This was an extremely tough journey and Fiat can be proud of its reliability and ruggedness.” Individuals in the market for a new car and looking at the latest Fiat deals might therefore consider the Panda for its proven track record over long-distance journeys. Mr Young and Mr Brace revealed they chose the Panda because it boasts high fuel economy, is light on the road and is known for its consistent performance. To give the men an opportunity to sleep, a cut-down foam mattress was placed across the back seat for the individual not at the wheel, while the duo had to navigate a range of different terrains as they made their way through countries including South Africa, Ethiopia, Kenya and Tunisia.

Campagnola: The first Campagnola was launched in 1951, a utility vehicle that was a sort of Italian Land-Rover. It came with short and long wheelbases, and a choice of a fixed, steel or canvas roof. A redesigned model was launched in June 1974 and in this form was produced until 1987. The new vehicle used the petrol engine of the Fiat 132, but with a longer stroke which increased the capacity to 1,995 cc. – the same enlarged engine turned up in the Fiat 132 itself two years later, albeit with twin overhead camshafts. There was a light alloy cylinder head: instead of the twin overhead camshafts of the 132, the engine in the Campagnola had a single side-mounted camshaft driven by a toothed belt, the valve movement being driven by pushrods and rockers. The large square engine compartment gave easy access to the engine bay which was designed to permit “wading” up to 70 cm deep. The 57 litre fuel tank was positioned well out of range from rocks and flying stones, being under the twin passenger seat beside the driver. MacPherson struts suspended all four wheels, with two struts for each of the rear wheels and a single strut for each of the front wheels. All six struts used were of identical specification and thereby interchangeable. Road testers from the UK commended the smoothness of the ride over rough ground which evidently compared very favourably with that offered by the Land Rover of the time. A military version was introduced in 1976 (AR76) and 1979 after new updated it was called AR76.

LANCIA

1908 12HP  “Alfa” Racer: The Lancia Alfa 12 HP (Tipo 51 originally) was the first car made by Lancia. The car had originally project name “type 51” and was later renamed to Greek alphabet Alfa. The cars first road tests begun in September 1907 and production started in 1908. Vincenzo Lancia unveiled his first car in Turin Motor Show in 1908 (January 18-February 2) . The car was equipped with sidevalve straight-4 engine. The car had top speed of around 90 kilometres per hour (56 mph) with 2544 cc engine producing 28 hp and rotating around 1800 revolutions per minute. This model was sold in over one hundred copies, and the car was also made for racing.

Alpha:

Beta: The Lancia 15/20HP (Type 54, Beta) is an automobile which was produced by Lancia in 1909. The 15/20HP replaced the earlier 12HP-Alfa and 18/24HP Dialfa models. Basically the car was a modernized version of the 12HP with the engine displacement enlarged from 2.5 to 3.1 litres (from 28 hp to 34 hp) and the wheelbase increased from 282 cm (111.0 in) to 293.2 cm (115.4 in). 150 examples were manufactured before it was replaced by the Gamma-20HP model (type 55) in 1910.

Theta: The Lancia Theta (25/35 HP, type 61) is a car which was produced between 1913-1918 by Lancia. The car was a bigger version of the Epsilon model. The car had electrical lights and a start motor.

DiKappa: The Lancia Dikappa is a passenger car produced by Lancia between 1921 and 1922. It was a factory-offered sport version of the Kappa model, with overhead valves and a lighter body. 160 were made in the two years of production. The Dikappa’s Tipo 66 inline-four engine was based on the Kappa’s Tipo 64, but had two parallel overhead valves per cylinder instead of side valves. Displacing 4,940 cc, it developed 87 hp at 2,300 rpm. The Dikappa was offered with a light torpedo body, of walnut wood construction covered with aluminium sheet metal; wire wheels also contributed to the weight reduction. Top speed was 130 km/h (81 mph), up from the Kappa’s 125 km/h (78 mph). The rest of the mechanicals were akin to the Kappa’s: ladder frame, solid axles on semi-elliptic leaf springs front and rear, transmission brake and rear-wheel drum brakes, 4-speed gearbox and a multi-plate dry clutch.

Lambda: Built in 9 series over a 10 year period, the Lambda pioneered a number of technologies that soon became commonplace in our cars. For example, it was the first car to feature a load-bearing monocoque-type body, (but without a stressed roof) and it also pioneered the use of an independent suspension (the front sliding pillar with coil springs). Vincenzo Lancia even invented a shock absorber for the car and it had excellent four wheel brakes. The narrow angle V4 engine which powered is not something which was widely copied. Approximately 11,200 Lambdas were produced. Most of them had the open Torpedo style body, but some of the last Series 8 and 9 cars had Weyman saloon bodies.

DiLambda: The Lancia Dilambda is a passenger car produced by Lancia between 1928 and 1935. The car was officially presented at the Paris Motor Show in 1929, and was powered by a 4 litre V8 engine with a 24 degree “V” angle. Three versions of the Dilambda were built: First series, produced between 1928 and 1931, total 1,104 built; Second series, produced between 1931 and 1933, total 300 built. Modified gearbox and brakes; Third series, produced between 1933 and 1935, total 281 built. Modified chassis for more aerodynamic style, it was built only with long wheelbase.

Augusta: The Lancia Augusta is a small passenger car produced by Italian car manufacturer Lancia between 1933 and 1936. It made its première at the 1932 Paris Motor Show. The car was powered by a 1,196 cc Lancia V4 engine. During the 1920s, Lancia had been known as producers of sports cars and middle sized sedans: the smaller Augusta represented a departure from that tradition, and contributed to a significant growth in Lancia’s unit sales during the 1930s. Nevertheless, in terms of volumes sold, the Augusta was overwhelmed by Fiat’s much more aggressively priced 508 Ballila.

1932 Artena Torpedo Sport: The Lancia Artena (Tipo 228) is a passenger car produced by Italian car manufacturer Lancia from 1931 until 1936, and from 1940 until 1942 chiefly for army and government use. It was powered by a 2-litre Lancia V4 engine, while chassis and factory bodies were shared with the more luxurious 2.6-litre V8-engined Lancia Astura. Total production amounted to 5,567 examples. Artena and her sister Astura made their début at the October 1931 Paris Motor Show. Interrupting Lancia’s decade-old tradition of naming its cars with Greek letters, the new model was named after Artena, an ancient town of the pre-Roman Volsci people. The Lancia Astura was a more powerful and more luxurious version of this car based on the same platform. Besides the engines, main differences between the two cars were the Artena’s Michelin disc wheels instead of the Astura’s Rudge-Whitworth wire wheels, and the Astura’s longer wheelbase. There were four successive versions of the car. The first series was built between autumn of 1931 through summer of 1932; during the next year the second series was produced, and the third series from Autumn 1933 until the start of 1936. Deliveries began in December 1931. The 2-litre engine put out 55 hp. For 1932 the Artena was available from the factory in two 4-door body styles—four-window saloon seating four and six-window saloon seating six—or as bare chassis. 1500 were built. The Series II was produced between 1932 and 1933, 1,520 built. The econd series changes were light; the car now incorporated modified engine mountings to reduce noise and vibrations. The Series III was produced between 1933 and 1936, 2,040 built. The third series brought deeper changes, including new bodywork with a slanted grille. The chassis was modified and made available in two different wheelbase lengths, short (3.0 m, chassis tipo 228C) and normal (3.2 m, chassis tipo 228A)—hitherto a prerogative of the more expensive Astura. The new 1934 range introduced in late 1933 thus included short or normal bare chassis, four passenger saloon on the short chassis, and six passenger saloon on the normal chassis. In total 1,552 Artena 228As and 488 short-wheelbase Artena 228Cs were made. The Series IV was produced between 1940 and 1942, 507 built. At the beginning of World War II, the Artena was put back into production at the request of the Royal Italian Army. As the car was now intended chiefly for use by the army to chauffeur high officers rather than for private sales, it was modified accordingly. The chassis was a new platform frame, bearing new type codes, and was produced in longer wheelbase version only. The engine was also a modified Tipo 54A with a lower output of 51 hp at 3,800 rpm. Another change were Fergat stamped-steel wheels. Chassis type 341 was designed for passenger cars; top speed was down to 105 km/h (65 mph). 361 of this type were built. Three body styles were made for official usage, all three 6-seaters featuring a roll-down partition between the driver and the passenger compartment. Lancia offered the Artena and Astura in saloon form only, and left its other body styles to third-party coachbuilders. Coachbuilders like Stabilimenti Farina, Pinin Farina and Carrozzeria Touring built Artena cabriolets, coupés, faux cabriolets, torpedoes and sport saloons. The Dutch coachbuilder B.T. Van Rijswijk has made in 1938 one drophead coupe. Other coachbuilders offered conversions into commercial vehicles, such as vans or ambulances. Viotti made two special Artena mobile studios for the Italian public service broadcaster, EIAR. This is a Series IV Berlina dating from 1940.

Astura:

Aprilia: Launched in 1937, the Aprilia was one of the first cars to be designed using a wind tunnel. This was in collaboration with Battista Farina and Politecnico di Torino and allowed the car to achieve a record low drag coefficient of 0.47. This was the last of Vincenzo Lancia’s designs, with the car entering production in the very month in which he died. The first series (model. 238) of which 10,354 units were built between 1937–39 featured a 1,352 cc V4 motor providing 47 bhp. The second series (model. 438) of which 9,728 were made, was first seen in 1939 and production of which continued after the war, had its engine capacity increased to 1,486 cc which provided 48 bhp. A Lusso model of this second series was also offered as well as a lungo (lengthened) version. 706 of these were made between 1946 and 1949, making a grand total of 20,082 cars, with 7,554 additional chassis for coach built bodies, produced in Turin along with about 700 in France. With the Aprilia, Lancia followed their tradition of offering cars with the steering wheel on the right even in markets seen by other manufacturers as left hand drive markets. Outside the UK and Sweden customers increasingly picked the optional left hand drive versions, however. Although the regular Berlina is the best known version, the car was also available with a number of coachbuilt bodies.

Ardea: The Lancia Ardea is a small family car produced between 1939 and 1953. Its unusually short bonnet reportedly contained the smallest V4 engine ever commercialized in a small family car. Nearly 23,000 of the Ardeas produced were standard bodied saloons but between 1940 and 1942 approximately 500 Ardeas were manufactured with lengthened bodies and a squared off rear cabin for use in Rome as taxis. After the war more than 8,500 commercial adaptations of the Ardea known as ‘furgoncini’ (light van versions) and the ‘camioncini’ (car based light trucks) were also produced. The third series Ardea, produced from 1948, was the first mass-produced car with a 5-speed manual transmission. Ardea was named either after Ardea town (Lazio), or Via Ardeatina, Roman road leading from Rome to that town. Instrumentation included a centrally mounted speedometer, the fuel level and the oil pressure. A third dial directly below the driver’s sight line was a clock, unusually on this size of car. The three floor pedals followed the pattern still ‘conventional’ for a manual transmission car (clutch, brake, gas) but to the left of the clutch pedal was a small foot-operated dipper switch for the headlights. Control knobs lined up along the base of the fascia included a hand throttle. Early Italian images of Ardea interiors confirm that Lancias of the period were still right hand drive, a position elsewhere taken to imply driving on the left side of the road. However, right-hand drive is practical even where drivers drive on the right-hand side of the road as it allows a better view of the edge of the road, which is useful when driving on rough roads in mountainous districts. This did mean that drivers of cars with centrally located floor mounted gear shifts, such as the Ardea, needed to learn how to shift with the left hand. During the 1920s Italian leader Benito Mussolini required all Italian drivers to drive on the right, but Lancia would continue, through the 1950s, to supply right hand drive cars in areas viewed by other automakers as left hand drive markets. Four versions of the Ardea were built: 1st series, produced between 1939 and 1941, 2,992 built; 2nd series, produced between 1941 and 1948, 4,438 built. 12 Volt electric system introduced; 3rd series, produced between 1948 and 1949, 3,600 built. 5-speed gearbox introduced; 4th series, produced between 1949 and 1953, 11,700 built. New cylinder head, aluminium, higher compression ratio, more power: 30 bhp. Alongside the type 250 4-door saloon other body variants of the Ardea were offered. The Ardea was offered as bare chassis (type 350) between 1939–1941 to be bodied by independent coachbuilders. The chassis had the 2440 mm wheelbase of the saloon. It was replaced in 1951 by the Appia.

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

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

Aurelia B20 GT: Produced from 1951 to 1958, the unforgettable Lancia Aurelia B20 was an instant sales success that also excelled in national and international races. The Lancia Aurelia B20 was presented at the Turin Motor Show on 2 April 1951 and heralded the introduction of an entirely new format, the Grand Touring 2-seater plus 2 (occasional) seats. Its engine – the first V6 in automobile history – was created by the brilliant mind of designer Francesco De Virgilio. The Aurelia was a runaway commercial success despite its 2,600,000-lira price tag, which was a hefty sum in those days. By the time its eight-year production run ended (the last B20 left the factory on 7 November 1958), the Aurelia B20 had evolved through six series, although this classification only became official once the car was discontinued. Lancia had not planned to develop non-production chassis for the B20, although a limited number of B20 special editions were released. They include the Berlinetta Vignale Raggio Azzurro, displayed at the New York and Turin auto shows in 1955, the luxury Boano and Pininfarina versions with meticulous design details, the Buzzi Hot Rod, which catered to American demand for fast acceleration in the 1960s, and finally the sporty B20 Tinarelli with an aluminium body. The Aurelia B20 boasts a winning history in various sports events, from the Sestriere Rally and the Giro di Toscana to the 24 Hours of Le Mans and the Giro di Sicilia. The B20 also competed in several editions of the “most beautiful race in the world”, the 1000 Miglia. Among its direct rivals were the Alfa Romeo 1900 Sprint, the Fiat 8V Zagato, the Bristol 401 and the Aston Martin DB2. The Aurelia was the first Lancia model to achieve remarkable success in motor sports at international level, establishing a formidable reputation in both road and track racing. Even today, the Lancia Aurelia B20 remains a Grand Tourer par excellence that has retained its classic and timeless appeal. The specimen owned by Heritage, which is supremely elegant with its black bodywork combined with interior upholstery in grey Lancia cloth, is one of 500 first-series Aurelia cars that were produced in 1951.

Aurelia B24 Spider: One of the prettiest cars ever built, in my opinion, was the Aurelia B24 Spider. Based on the chassis of the Aurelia B20 GT, and designed by Pininfarina, the B24 Spider was produced only in 1954-1955, just 240 of them were built before a cheaper Aurelia Convertible would replace it. The difference between them is that the Spider has the wrap around panoramic front windscreen, distinctive 2 part chrome bumpers, removable side screens and soft top. 181 of them were LHD cars with B24S (‘sinistra’) designation; and the remaining 59 cars were RHD. All were equipped with 2,451cc engines. A really nice Spider nice now is worth hundreds of thousands of £ and it is not hard to see why.

D25 Sport: Racing cars always have torrid histories: accidents, constant modifications to keep up with changing regulations and, at the end of their career, they are often used as prototypes to test new solutions. Particularly in the 1950s, if they didn’t end up crashed against a tree, at best they would be dismantled to provide spare parts for later models. One exception is the splendid D25 Spider Sport. An immaculate specimen is carefully preserved here. Like all Lancias, and not just competition cars, the D25 is a technological marvel. It is a one or two-seater sports car with a covered-wheel body built around a tubular frame in chrome-molybdenum steel and a front-mounted engine integrated onto a load-bearing chassis. The six-cylinder engine has a 60° V-architecture, dual ignition, three carburettors and a 3750 cm3 capacity capable of delivering 300 hp at 6500 rpm. For perfect weight balancing, the clutch, gearbox and differential are co-located with the rear axle. The car has independent front suspension with transverse leaf spring (a layout subsequently used until the Flavia and Fulvia) and De Dion rear suspension with two cantilever leaf springs. On 18 October 1954, Lancia announced its withdrawal from sports car competitions to focus solely on Formula One. According to legend, driving ace Alberto Ascari convinced Gianni Lancia to build another D25 for the 1955 Carrera Panamericana, which he was eager to enter. A successor to the D24, whose long winning pedigree notably included a 1-2 finish at the Carrera Panamericana in 1953, the D25 was conceived by Gianni Lancia and designer Vittorio Jano not only as a sport car, but also to test technical solutions destined for the D50, a Formula One car. However, the D25 only started one race and Lancia decided to focus all its efforts on the D50, until Alberto Ascari—who had switched from Ferrari to Lancia in January 1954 to compete in Formula One with the D50 and had won the 1954 Mille Miglia in the D24—managed to persuade Gianni Lancia to build another D25 so that he could take part in the 1955 Carrera Panamericana. But fate took a cruel twist on 26 May 1955, a few months before the race was due to be held in Mexico, when Ascari was killed while testing a Ferrari at Monza, having been given special dispensation by Lancia to compete there. So devastated was Gianni Lancia by the Milanese driver’s untimely death that he decided to permanently withdraw from motor racing. The D25 car was eventually transferred from the Pininfarina design studio, still in immaculate condition, to the Lancia Museum for preservation.

D50: This is the 1954 Lancia D50. A Formula One racing car, it was designed by Vittorio Jano for Lancia in 1954. The car’s design made use of many innovative features, such as the use of the engine as a stressed chassis member, the off-centre positioning of the engine to allow a lower overall height, and pannier fuel cells for better weight distribution and aerodynamics. The D50 made its race debut toward the end of the 1954 Formula One season in the hands of two-time and reigning World Champion, Italian driver Alberto Ascari. In its very first event Ascari took both pole position in qualifying and fastest race lap, although his car’s clutch failed after only ten laps. Following Ascari’s death, and in increasing financial trouble, the Lancia family sold their controlling share in the Lancia company, and the assets of Scuderia Lancia were given to Scuderia Ferrari. Ferrari continued to develop the car, although they removed many of Jano’s most innovative designs, and the car was rebadged as the Lancia-Ferrari D50 and later simply the Ferrari D50. Juan Manuel Fangio won the 1956 World Championship of Drivers with this car modified by Ferrari. During their competition lifespan D50s were entered into 14 World Championship Formula One Grands Prix, winning five. Just six D50s were built and two of them are displayed in Italian museums.

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

Flaminia Laraymo: An American designer penned this truly special coupé, which was exhibited at the 47th Paris Motor Show in 1960 as a rebodied variant of the Flaminia Coupé. Its story reads almost like a romance. In the late 1950s, American Raymond Loewy, an original designer of cars and trains as well as everyday objects including the king-size Coca Cola bottle, redesigned a Lancia Flaminia Coupé according to his own stylistic tastes. He had it made by Turin-based coachbuilder Rocco Motto, who specialised in aluminium bodies. The mechanicals were tuned byNardi, boosting the 2.5 L V6 engine from 119 HP to around 150 HP. Loewy was so delighted with the result that he decided to present the car at the 1960 Paris Motor Show. Loraymo is an acronym of the designer’s surname and name—LOEwy RAYMOnd—which was also the telegraphic address of his studio. Loewy used his Flaminia as his personal car for years, first in Europe and then in the United States. Several years after his death, the car was rediscovered by the president of the American Lancia Club, who decided to repatriate it by donating it to Lancia. A streamlined coupé with highly original lines, this car is packed with truly unique details, many of which betray an almost obsessive fascination with aerodynamics, but all were groundbreaking for their time. They include the tapering front end with gaping grill enclosed by a prominent chrome frame, which also serves as a bumper. The two outrigger fog lights are detached from the body by an aerodynamic fin and tucked under the headlights on the front fenders, which are slightly open-ended at the bottom to allow for better brake cooling. The sinuous shape incorporates highly sophisticated aerodynamic solutions, such as the aileron above the rear windscreen and the fully closed chrome wheel rims. The wraparound rear windscreen overhangs the boot, which is only accessible from the passenger compartment. The only protruding rear elements are the twin exhaust pipes and slim bumper, while the taillights are flush with the body.

Flavia: Named after the Via Flavia, the Roman road leading from Trieste (Tergeste) to Dalmatia, and launched at the 1960 Turin Motor Show, the Flavia was initially available only as a four-door saloon, featuring a 1.5 litre aluminium boxer engine, Dunlop disc brakes on all four wheels, front-wheel drive and front suspension by unequal-length wishbones.  This model was soon joined by a two-door coupé, designed by Pininfarina on a shortened platform. Vignale built 1,601 two-door convertibles, while Zagato designed an outlandish-looking light weight two-door sport version. The sport version has twin carburettors for extra power (just over 100 hp); however, this version of the engine was notoriously difficult to keep in tune. Even the single-carburettor engine suffered from the problem of timing chain stretch. Sprockets with vernier adjusters were fitted to allow for chain wear, and the cam timing was supposed to be checked every 6000 miles. Early cars also suffered from corrosion of the cylinder heads caused by using copper gaskets on aluminium heads; nevertheless, the car was quite lively for its day, considering the cubic capacity. Later development of the engine included an enlargement to 1.8 litres, a mechanical injection version using the Kugelfischer system, and a five-speed manual gearbox. Towards the end of the 1960s, when Fiat took control of the company, the Vignale and Zagato versions were discontinued. The coupé and saloon versions received new bodywork, first presented in March 1969 at the Geneva Motor Show.  The engine increased to 2.0 litres, available with carburettor or injection, and four- or five-speed gearbox. The 2.0 litre models were only made with revised Pininfarina Coupe and revised Berlina bodies.

2000 Berlina: The Flavia model was updated further in 1971, an evolution of the Series II Flavia Coupé and a stable mate to the 2000 Berlina model The car’s bodyshell was designed and made by Pininfarina. The interior was also designed by Pininfarina and bears a striking resemblance to that of the Ferrari 330 GT. The cosmetic changes to the 2000 Coupé were largely confined to a new grille (matte black instead of chrome) with headlamps incorporated into the now wider intake, new bumpers (with rubber strips on the HF), and the tail was shorn of its vestigial tailfins, with a raised and squared decklid. The interior did not undergo significant changes, merely refinement of the previous design. The powerplant was adopted from the 2000 sedan and available in two states of tune: carburettors on the 2000 Coupé, Bosch electronic fuel injection and engine management on the 2000 HF which raised its output to 123 bhp, which was the same as contemporary BMW and Alfa Romeo models. This improvement, however, was never publicised by Lancia because the marketing department believed that their targeted customers would less favourably respond to a campaign that emphasised power and performance rather than quality, technical sophistication and riding comfort. The HF was recognizable by the body-side rub-strip, wooden Nardi steering wheel, and magnesium alloy wheels by Cromodora. Both versions had a 5-speed manual transmission with a dog-leg gearbox arrangement. The Lancia 2000 and 2000 HF coupé were technologically advanced for the day with features such as 5 speed transmission, power assisted steering and electronic fuel injection on the 2000 HF. The cars offer sporty but also very refined and comfortable transport and are very capable in modern traffic and motorway cruising. They are very well appointed with polished stainless steel brightwork, as opposed to chromed mild steel. The 2000 and 2000 HF Coupé are considered to be some of the last true Lancia cars, designed before Fiat took control of the company in 1969. The cars do not suffer the corrosion problems associated with later generation Lancias and are generally regarded as being more resistant than contemporary rivals from other manufacturers. The cars were expensive when new and hence only sold in small numbers, and they are particularly rare now, so seeing one of these elegant machines was a real treat.

Fulvia Berlina: The Lancia Fulvia (Tipo 818) is a car produced by Lancia between 1963 and 1976. Named after Via Fulvia, the Roman road leading from Tortona to Turin, it was introduced at the Geneva Motor Show in 1963 and manufactured in three variants: Berlina 4-door saloon, 2-door Coupé, and Sport, an alternative fastback coupé designed and built by Zagato on the Coupé floorpan. Fulvias are noted for their role in motorsport history, including a 1972 win of the International Rally Championship. Road & Track described the Fulvia as “a precision motorcar, an engineering tour de force”.  The Fulvia Berlina was designed by Antonio Fessia, to replace the Lancia Appia with which it shared almost no components. The Appia was a rear wheel drive car, however, while the Fulvia moved to front wheel drive like the Flavia. The general engineering design of the Fulvia was identical to that of the Flavia with the major exception of the engine, the Flavia having a four-cylinder horizontally opposed engine and the Fulvia a ‘Narrow Angle’ vee configuration as featured on most production Lancias from the Lambda. The Fulvia used a longitudinal engine mounted in front of its transaxle. An independent suspension in front used wishbones and a single leaf spring, while a beam axle with a panhard rod and leaf springs was used in back. Four wheel Dunlop disc brakes were fitted to first series Fulvias. With the introduction of the second series in 1970 the brakes were uprated with larger Girling calipers all round and a brake servo. The handbrake design was also changed – using separate drums and brake-shoes operating on the rear wheels. The Fulvia’s narrow-angle DOHC Lancia V4 engine was mounted well forward at a 45° angle. A new design, by Zaccone Mina, its unusually narrow 12° V allowed a single cylinder head to cover all the cylinders, with one cam each for intake and exhaust valves. The Berlina started out in 1963 with a 1091 cc, single twin-choke carburettor engine producing 58 bhp at 5800 rpm. The Berlina 2C (Tipo 818.100/101), running until 1969 was an improved, more powerful Berlina launched late in 1964, with a 71 bhp engine fitted with double twin-choke Solex carburettors. 155R14 Michelin X radial tyres. The body-shell also had revised front subframe mountings. Distinguished by an enamelled “2C” badge on the radiator grille and rear “Fulvia 2C” script. The Berlina GT (Tipo 818.200/201/210/211) of 1967–68 was introduced at the 1967 Geneva Salon with the 1216 cc (later 1231 cc) engine from the Coupé, producing 80 bhp at 6000 rpm. Distinguished by an enamelled “GT” badge on the radiator grille and rear “Fulvia GT” script. Fitted with 155R14 Michelin X. The Berlina “Grecia” (Tipo 818.282/292), from 967–69, was a Greece-only version fitted with a smaller 818.282 1,199 cc engine, putting out 79 PS at 6200 rpm. The Berlina GTE (Tipo 818.310/311) was introduced in 1968 with the 1298 cc (818.302) engine from the Coupé Rallye 1.3, for an output of 87 bhp at 6000 rpm. In addition, the brakes were uprated with a brake servo, and fitted with 155 SR 14 Michelin ZX radial tyres. The Fulvia saloon was updated in August 1969 with a redesigned body on a 20 mm (0.8 in) longer wheelbase, and an updated interior. An altered roofline also provided more space for rear-seat passengers. The Berlina (Tipo 818.610/611) Series 2 was introduced in 1969 with the 1298 cc engine. The Berlina “Grecia” (Tipo 818.682) of 1969–70. Series 2 Greece-only limited displacement version; the 818.282 1.2-litre engine was unchanged. For 1970–72 the Series 2 came with the 1298 cc (818.302) engine and 5-speed gearbox, introduced in 1970. Larger Girling callipers and pads replaced the Dunlop system fitted to first-series cars.

Fulvia Coupe: 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.

Fulvia Sport Zagato: The Fulvia Sport was a fastback two-seater based on Coupé mechanicals, built for Lancia by Zagato — where it had also been designed, by Ercole Spada. The Sport was commissioned by Lancia to Zagato as more aerodynamic and sportier version of the coupé, which could be used in road and track competitions. Three peculiarities of the Sport body were the engine bonnet, which was hinged to the right-hand side, the rear hatch, which could be lifted electrically by a handful of centimetres to aid cabin ventilation, and the spare wheel, which was housed in a separate compartment and accessed from a rotating panel which held the rear number plate. The tail lights were sourced from the NSU Prinz 4. Introduced at the 1965 Turin Motor Show, the first Sport had an all-aluminium alloy bodyshell and used the coupé’s 1.2-litre (1,216 cc) engine. Inside it reprised the wood-trimmed dashboard of the coupé, and featured two small bucket seats of Zagato’s own design. Just 202 were made in total. In 1966 the Sport was upgraded to an 818.302 1,298 cc engine from the Rallye 1.3, producing 87 hp at 6,000 rpm. Early versions still had all aluminium bodyshells (700 were produced with both 1,216 cc & 1,298 cc engines), but later ones were fitted with steel bodyshells with aluminium bonnet, doors, and spare wheel hatch. Whereas the first Sport was homologated as a two-seater, the car was now classified as a three-seater—or 2+1. The 1.3 can be distinguished from the 1.2 for its silver- instead of ivory-painted steel wheels, and the side mirror on the driver’s side front wing. An updated Sport 1.3 with 1,298 cc engine producing 92 hp at 6,000 rpm. These Sports were normally fitted with brake servos. It is recognizable by its larger hubcaps, decorated with Lancia flag logos instead of being plain. The second series Fulvia Sport was launched at the 1970 Turin Motor Show. Changes included a 5-speed gearbox, revised suspension geometry, taller ride height, an alternator in place of the previous dynamo, a taller final drive compared to coupés, and wider tyres. The body was now all-steel, and seated 2+2 passengers. Some of the Zagato’s most unusual features were lost: the bonnet was now hinged at the front, and the spare wheel compartment hatch was deleted. Several other changes set the second series apart from the first: new driving lights, a side mirror moved from the wing to the door, larger bullet-shaped tail lights from the Peugeot 204, and stamped steel wheels without hubcaps. There was also a Lancia Fulvia Sport 1600 Zagato produced in 1971–72. This the top of the range, with 1,584 cc engine from the HF, producing 115 hp. With a top speed of 118 mph (190 km/h), this version was the fastest production Fulvia ever produced. The 1600 was distinguished by a matte black radiator grille with chrome edges, black rubber over-riders on the bumpers, a matte black band on the engine bonnet, and new flush door handles. Some of these new fixtures—like the black grille and door handles—found their way on late 1.3 S examples. Inside the 1600 had an oil temperature gauge, bucket seats with headrests and electric front windows as standard. Cromodora alloy wheels like those found on the 1600 HF were optional.

1972 Fulvia HF Rally: By winning the Monte Carlo Rally in 1972, the Lancia Fulvia Coupé 1.6 HF stoked the Italian public’s interest and passion for rallying, laying the foundations for a magnificent succession of Lancia victories. The Fulvia’s success was continued by the Stratos, Rally 037 and Delta S4, culminating in the Delta Group A’s record-breaking run of titles. Ownership of Lancia transferred to Carlo Pesenti in 1959, following which the brand’s Technical Director Antonio Fessia successfully ushered in a new era of mass-produced front-wheel drive cars beginning with the Flavia in the early 1960s. A professor at the Polytechnic University of Turin, Fessia was a staunch advocate of this technical solution, which was innovative at the time but would later become the most widely adopted configuration by all car manufacturers to this day. It was customary for Lancia to launch cars with a larger or smaller sister model, as in the case of the Aprilia/Ardea and Aurelia/Appia. So in 1963 the Flavia was followed by its “little sister” the Fulvia, which combined innovation and tradition in its technical solutions. The Fulvia also adopted the new front-wheel drive setup but with a narrow V 4-cylinder engine in keeping with Lancia convention. Four efficient disc brakes, another rarity for the time, underlined the excellence of the equipment, which borrowed heavily from the Flavia. The Fulvia Coupé was created two years later from the pen of designer Piero Castagnero. Drawing inspiration from the contours of Riva motorboats, the then manager of the Lancia Style Centre designed an elegant 2+2 sports coupé with a bright interior, featuring large windows and a much more raked windscreen and rear window compared with the saloon version. The first Fulvia Coupé was fitted with a 4-cylinder 1216 cc engine producing 80 hp, which was soon raised to 1.3 litres and subsequently to 1.6 litres. The model’s defining elegance and class didn’t prevent Lancia’s factory racing team Squadra Corse HF Lancia from using it in competitions, particularly in rallies. The acronym HF stood for High Fidelity. After the great racing successes of Gianni Lancia in the 1950s, the Lancia sports team was relaunched in February 1963, almost as a private initiative by loyal enthusiasts of the Turin-based brand, because Fessia’s engineering approach was not conducive to competitions. The team was headed by Cesare Fiorio, team driver and son of the brand’s then chief of public relations Sandro. The budding young manager would go on to mastermind great successes for Lancia, Fiat and Abarth in rally and endurance championships in the years that followed, before being appointed sporting director of the Ferrari Formula One team in 1989. The Fulvia Coupé spawned the HF versions, which were built for racing and had a more spartan trim with no bumpers, aluminium doors and front/rear bonnets, and tuned-up engines. The first HF was equipped with a 1216 cc engine boosted to 88 hp and a four-speed gearbox (435 units from 1966 to 1967). It was followed by the 1.3 HF with flared wheel arches and an output of 101 hp (882 units between 1968 and 1969, with later ones trialling a five-speed gearbox). In 1969 came the 1.6 HF, nicknamed “Fanalone” (or “Fanalona”) meaning “big headlamps”, on account of its oversized headlights. It produced 115 hp (130 hp in the 1016 version) and 1258 units were built, plus another 20 chassis for the Squadra Corse team. The Fulvia Coupé 1600 HF second series did away with the aluminium parts and was mostly produced in the Lusso (“Luxury”) version, with a total of 3690 units produced from 1970 to 1973. The Fulvia Coupé made its racing début in the 1965 Tour de Corse, but the model’s crowning glory came in the 1972 Monte Carlo Rally with Sandro Munari and Mario Mannucci’s career-defining victory in their No. 14 Lancia Fulvia Coupé 1.6 HF. The Fulvia Coupé was an elegant car favoured by women, including those who raced competitively. It is perhaps no coincidence that one of the first victories of a Fulvia Coupé 1.3 HF was achieved by an all-female crew, which is more of a rarity now than it was back then. At the 1968 Sestriere Rally the irrepressible Pat Moss—kid sister of the celebrated British racing driver Sir Stirling Moss—and Swedish co-driver Elisabeth Nyström took the chequered flag ahead of another three Fulvia HF cars in the expert hands of official team drivers Harry Källström, Sergio Barbasio and Ove Andersson. This was no flash in the pan: a few weeks earlier Pat Moss had finished second in the gruelling Rally Sanremo, part of the European Championship (at a time when the World Rally Championship did not yet exist), leaving behind not only her team-mates but also French rivals in the formidable Alpine sports coupé. Practically all the 1.2 and 1.3 HF cars were painted in a dark red shade called Amaranto Montebello, with a blue-on-yellow longitudinal stripe (the heraldic colours of Turin) on the bonnet, roof and boot lid. The 1.6 HF initially sported the same livery, although later models were mostly finished in Corsa Red. And it was this red livery, with the bonnet painted matte black to minimise reflections and “LANCIA-ITALIA” emblazoned across the front, that distinguished the most famous Fulvia of all: the fabled 1600 HF bearing the race number 14, which triumphed at the Rallye Automobile de Monte-Carlo in 1972, taming more powerful and advanced rivals in the legendary special stage at Col de Turini on 28 January 1972.  Battered by rain, wind and snow, the French team threw in the towel, while the German rivals paid the price for equipping their overpowered cars with rear-wheel drive. On the icy hairpin bends of the Turini mountain pass road, the “Fulvietta” driven by Munari/Mannucci proved unbeatable thanks to its impressive power-to-weight ratio and the greater manoeuvrability ensured by front wheel drive. Team victory was also secured by the contributions of Lampinen/Andreasson in fourth place and Sergio Barbasio in sixth, alongside navigator Pierino Sodano. It was a memorable night that came towards the end of the Fulvia’s long and decorated career, after it had already been in production for years: the first victories actually dated back to 1969 with Barbasio in the Elba Rally and Harry Källström in Spain and in the RAC Rally in England. However, that 1972 Monte Carlo triumph was an extraordinary success that had a regenerative effect on the whole Lancia brand, boosting sales and prolonging the life of the Fulvia Coupé, which was eventually discontinued in 1976. To commemorate its victory at the Monte Carlo Rally, Lancia produced a special “Monte-Carlo” edition of the Fulvia Coupé 1.3 S closely resembling the legendary “Fulvia #14”. Subsequent wins in the Morocco and Sanremo rallies propelled Lancia to victory in the 1972 International Championship for Manufacturers, cementing the popularity of a sport that had previously struggled to gain traction with the Italian public.  Perfectly preserved and still with marks on the bodywork from that unforgettable night, the legendary Fulvia HF 1.6 #14 is exhibited in the “Rally Era” space of the FCA Heritage HUB, alongside a total of eight Lancia, Fiat and Abarth competition cars that once dominated dirt tracks and roads around the world.

SuperJolly Beach car: The Lancia Jolly was a light commercial vehicle produced between 1959 and 1963. In four years, 3011 units were produced. The low-loading Jolly, based on the Appia passenger car, was available with van or pick-up bodywork. An updated version with a bigger engine, called the Super Jolly, replaced it. The Jolly was powered by a four-cylinder, 1,090 cc engine producing 36.5 hp. The maximum speed was 98 km/h (60.9 mph). In the wake of the ‘beach’ vehicle known as ‘Spiaggine’ that were very much in vogue from the late 1950s to the late 1960s, the concept of which was created by Gianni Agnelli when he commissioned Boano to make a special Fiat 500 for use in the summer, Lancia thought of promoting itself by creating this ‘en plain air’ vehicle using not a simple car, but a mezz mezz used also as a minibus, the Lancia Superjolly. Lancia entrusted the Ruggeri coach-builder with the production of this vehicle in very few units (from the information gathered by the Lancia Registro, it seems that only four or five were built) and only for internal Lancia use, so much so that today only three are known to have survived. This vehicle was used for promotional purposes. It can be seen in photos and videos of the time at Monte Carlo, no doubt on the occasion of the F1 GPs where it parades the winners for two consecutive years: Graham Hill (1965) and Jackie Stewart (1966). It was also a vehicle used by Princess Grace Kelly of Monaco. As it can be seen from the photographic and video evidence of the time, these vehicles were used with test plates. The Lancia Superjolly was also used as a vehicle for visits by important dignitaries, in fact there are reports that it had the honour of being used by no less than two Popes: the first time by Paul VI and later by John Paul II.

Stratos: 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

Beta Berlina: The Lancia Beta (Type 828) was an entry-level luxury car produced by Italian car manufacturer Lancia from 1972 to 1984. It was the first new model introduced by Lancia after it had been taken over by Fiat in 1969. The Beta was made in several body styles, namely 4-door fastback saloon (Beta berlina), 4-door three-box, notchback saloon (Beta Trevi), 2-door coupé (Beta Coupé), 2-door targa (Beta Spider), 3-door estate (Beta HPE); a mid-engined sports car was also sold under the Beta name, the Lancia Beta Montecarlo. When Fiat acquired Lancia in 1969, the company had been without a Technical Director for the year following the death of Technical Director Antonio Fessia. Ing. Sergio Camuffo was given the job of developing the new model in early 1970. Although in the difficult years before the Fiat take-over, a number of the engineering staff had left the company, Camuffo was able to pull together a core of Lancia engineers — who were tasked with getting the car into production by the end of 1972. Romanini, chassis design, Zaccone Mina, engine development, with Gilio and Bencini in testing. This was a very short timeframe, and development money was relatively limited. These were key factors that influenced the decision to use an existing power plant: the Fiat twin overhead cam straight four engine with its alloy head and cast iron block. At the Beta’s launch late in 1972 Fiat chief Gianni Agnelli told journalists that Lancia’s output would be about 40,000 units in 1972 at a time when a volume of 100,000 was needed to cover the fixed costs involved in developing and building the cars. Lancia’s lack of profitability was also evidenced by the absence of replacement models under development at the time of the Fiat take-over. The Lancia Fulvia, though much loved, had been developed with little concern for making it cost-effective to manufacture; it had therefore been sold at a high price in correspondingly low volumes. The company’s new owner’s objective with the new Beta was to retain the quality image and price premium of existing Lancias, while minimising development time and production costs — using in-house Fiat group technology and parts where possible. The project adapted a well-regarded existing Fiat engine, fitted transversely and driving the front wheels, in line with Fiat’s investment in this configuration during the previous decade. The gear box was a development of a transmission unit then being developed by Fiat-partner Citroën for a forthcoming model of their own. Above all, and in contrast with the Fulvia, the Beta design was relatively inexpensive to produce in volumes significantly higher than those achieved by predecessor Lancia saloons. The company chose the name Beta for a new vehicle to be launched in 1972. The choice of name symbolised a new beginning as it reflected the fact that the company’s founder, Vincenzo Lancia (1881–1937), had used letters of the Greek alphabet for his early vehicles — such as Alpha, Beta, Gamma, Delta, and so on. “Beta” had been used before, for Lancia’s 1908 car and again for a 1953 bus. Lancia had previously used the first letter of the Greek alphabet, Alpha, but this was not chosen for the new 1972 Lancia due to the obvious confusion it might cause with Alfa Romeo. All versions of the car came with DOHC engines, five-speed gearboxes, rack and pinion steering, fully independent suspension using MacPherson struts, both front and rear, with disc brakes on all four wheels. The front-wheel-drive models were available in a number of engine capacities ranging from 1.3 L to 2.0 L. Breathing was provided by a single Weber carburettor until fuel injection was introduced on late two litre HPE and Coupe models. As with a number of previous front-wheel drive-Lancia models, the engine and gearbox were mounted on a subframe that bolted to the underside of the body. However, in the Beta the engine and manual gearbox were fitted transversely in-line. This Fiat-inspired configuration not only enabled neat engine bay packaging, but also, by tilting the engine 20 degrees rearwards, the Lancia engineers achieved improved weight transfer over the driven wheels and towards the centre of the car, as well as lowering the centre of gravity. The rear-wheel drive Lancia Montecarlo employed a similar layout except the subframe was mounted at the rear. On the front-wheel drive Betas, Lancia designed a particularly original independent rear suspension with MacPherson struts attached to parallel transverse links that pivoted on a centrally mounted cross member bolted to the underside of the floorpan. An anti-roll bar was fitted to the floorpan ahead of the rear struts with both ends of the bar trailing back to bolt to the rear struts on each side. This unique design went on to be used in later Lancia models. The design was never patented by Lancia, and consequently inspired similar rear suspension system layouts in other manufacturers’ vehicles during the 1980s and 1990s. A short wheelbase coupé was introduced in June 1973, then the following year the 2+2 Spider convertible. At the 1975 Geneva Motor Show Lancia launched the HPE (High Performance Estate), styled in a similar vein to the Reliant Scimitar and Volvo 1800ES while utilizing the wheelbase of the Berlina. Later the Beta Montecarlo, a two-seater mid-engined coupé was launched. The different models all underwent various revisions and improvements over the years. Power steering specially produced by the German company ZF became available on certain Left Hand Drive models and was also used on the Gamma. For 1975 the exterior styling was modified by Pininfarina: “the back window has been relocated in a more upright position” to aid visibility, the rear quarter pillars gained sharper trailing edges, the waistline was lowered and windows made larger. Electronic ignition became available in 1978. Automatic transmission became available the same year; the Beta was the first Lancia manufactured with an automatic transmission factory option. In 1981 power steering also became available on certain Right Hand Drive models. Also in that year a fuel-injected version of the 2.0-litre engine became available on certain models. The Coupé and HPE underwent a facelift in June 1983 (at the same time that the supercharged VX versions were introduced) and remained available for a little while longer than the other bodystyles. Introduced in 1972, the first body style to appear, and the most common was the four-door berlina (saloon), with a wheelbase of 2,535 mm (99.8 in) and ‘fastback’ styling giving the appearance of a hatchback, although in fact it had a conventional boot like a saloon. This practice was common in the industry at the time as manufacturers deemed that hatchback designs would not be accepted in this market sector. It featured 1400, 1600 and 1800 transversely mounted twin-cam engines based on earlier Fiat designs along with five speed gearbox. In 1974 the 1.8ES version was launched featuring electric windows, alloy wheels and sunroof. At the Turin Auto Show in November 1974 a 1300 engine joined the range at the bottom, then in the fall of 1975 the existing 1600 and 1800 engines were replaced by new 1600 and 2000 units.  The 2.0 litre units had improved torque (up 20% to 128 lb ft at 2800 rpm). In the same year Lancia returned to the US market with the Beta. Automatic versions were introduced in 1978. In 1981 the 2.0 became available with electronic fuel injection. Berlina production ended in 1981

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

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

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

Montecarlo: Considered to be part of the Beta family, though there is an awful lot about the car that is very different from the front wheel drive models was the MonteCarlo, one example of which was displayed. First conceived in 1969, with a a final design completed by 1971 by Paolo Martin at Pininfarina, what was initially known as the Fiat X1/8 Project, was originally designed as Pininfarina’s contender to replace Fiat’s 124 Coupe, but it lost out to Bertone’s cheaper design, which became the Fiat X1/9. Rather than scrap the proposal completely, it was developed further, when Fiat commissioned Pininfarina to build a 3.0 litre V6 mid-engined sports car. An X1/8 chassis was used as the start point, and developed for the first time in-house by Pininfarina and not based on any existing production car. Due to the 1973 Oil Crisis, the project was renamed X1/20 and updated to house a 2.0 litre engine. The first car to be made out of the X1/20 Project was the Abarth SE 030 in 1974. The project was passed to Lancia, and the road car was launched at the 1975 Geneva Motor Show as the Lancia Beta MonteCcarlo. It was the first car to be made completely in-house by Pininfarina. Lancia launched the MonteCarlo as a prbemium alternative to the X1/9, with the 2 litre twin cam engine rather than the X1/9’s single cam 1300. Both used a similar, based on the Fiat 128, MacPherson strut front suspension and disc brakes at both front and rear. Lancia Beta parts were limited to those from the existing Fiat/Lancia standard parts bin, the transverse mount version of the Fiat 124’s twin cam engine and the five speed gearbox and transaxle. MonteCarlos were available as fixed head “Coupés” and also as “Spiders” with solid A and B pillars, but a large flat folding canvas roof between them. Sales were slow to get started, and it soon became apparent that there were a number of problems with a reputation for premature locking of the front brakes causing particular alarm. Lancia suspended production in 1979 whilst seeking a solution, which meant that the car was not produced for nearly two years. The second generation model, known simply as MonteCarlo now, was first seen in late 1980. The braking issue was addressed by removing the servo, as well as few other careful mechanical tweaks. The revised cars also had glass panels in the rear buttresses, improving rear visibility somewhat, and there was a revised grille. In the cabin there was a new three spoke Momo steering wheel in place of the old two spoke one, as well as revamped trim and fabrics. The engine was revised, with a  higher compression ratio, Marelli electronic ignition and new carburettors which produced more torque. It was not enough for sales to take off, and the model ceased production in 1982, although it took quite a while after that to shift all the stock. Just under 2000 of the Phase 2 cars were made, with 7798 MonteCarlos made in total.

Montecarlo Group 4: The first offspring of the X1/20 project to actually be revealed to the public wasn’t the definitive Beta Montecarlo, but rather the Abarth 030. Powered by a 280 hp, 3.2 litre V6, sporting conspicuous aerodynamic appendages (including a snorkel over the roof to feed the engine) and the Abarth red-yellow livery, the SE 030 was first intended as a replacement to the 124 Abarth in motorsport. Nevertheless, Fiat for the time being preferred racing the high volume selling 131 for marketing reasons, and only two Abarth 030s were ever made. In 1974 one of the two prototypes took part in the then-popular Giro d’Italia automobilistico, a championship consisting of both road and track races. Driven by Giorgio Pianta and Cristine Becker it scored a remarkable second place, just behind the Lancia Stratos Turbo of the duo Andruet-Biche. The Montecarlo Turbo was a Group 5 racer. It was the first racing car to be fielded by Lancia in eight years when it entered the May 1979 Silverstone Six-Hours race. It won the 1979 World Championship for Makes (under 2-litre division) and overall for 1980 World Championship for Makes and 1981 World Endurance Championship for Makes. Hans Heyer also won the Deutsche Rennsport Meisterschaft in 1980 at the wheel of a Montecarlo. In 1980 Turbo also placed first and second at Giro d’Italia automobilistico, an Italian counterpart of the Tour de France Automobile. Being a silhouette car, the Montecarlo Turbo only shared the centre section of the body with its namesake production car. Front and rear tubular subframes supported the suspension and housed the engine, still mid-mounted with Colotti gearbox. Three engines were used: 440 hp 1,425.9 cc, 490 hp 1,429.4 cc and 490 hp 1,773.0 cc. The Montecarlo was the basis for Lancia’s successful Group B rally car, the Lancia 037. Debuting in 1982, the car won the 1983 WRC Manufacturers’ Championship for Lancia. Similarly to the Montecarlo Turbo, the 037 only retained the centre section from the Montecarlo but little else, and its supercharged engine, while still midship, was mounted longitudinally rather than transversely as it is in the Montecarlo.

037 Rally: At the beginning of the Eighties, Lancia was handed back the task of winning the World Rally Championship for the Fiat Group, after the all-conquering Stratos had been sidelined by the Fiat 131 Abarth Rally for commercial reasons. Despite having only rear-wheel drive, it was a rally car that ruled the roost over emerging four-wheel-drive competitors. Rally regulations were constantly evolving and the Fiat 131 Abarth Rally, which had already achieved excellent results, needed replacing. Project number SE037, to which the car owed its “037” moniker, was modelled on the Lancia Beta Montecarlo, which had already spawned a competition version in 1978 for endurance races in the silhouette category. The road-going version of the new Lancia Rally debuted at the 1982 Turin Motor Show and 200 needed to be built for the competition model to be homologated into Group B. The car’s hybrid structure combined a monocoque with a tubular chassis. Two tubular subframes were anchored to the central frame section derived from the production Beta Montecarlo, running from the windscreen to the rear firewall. The front structure supported the unequal-length double wishbone front suspension and the radiators, whereas the rear structure supported the rear-mid positioned engine block, gearbox and differential, with unequal double wishbone rear suspension featuring two shock absorbers on each side and different arm attachments to easily vary the geometry. The wheels were fitted with four-piston Brembo brakes and unbeatable P7 Corse tyres, with Pirelli also supplying the two 35-litre safety fuel tanks side mounted in front of the rear wheels, including on the production version. The body, designed and produced by Pininfarina, was made of polyester with fibreglass reinforcements. In particular, the bonnet and boot lid could be detached very quickly, allowing easy access to the mechanical parts. The engine was developed by Abarth and derived from the 16-valve, 2.0-litre powerplant on the Lancia Trevi. In the road-going version, fuel was supplied via a twin-barrel carburettor. As for supercharging, chief engineer Aurelio Lampredi choose a Roots-type Volumex supercharger tuned by Abarth, which was preferred to the turbo solution due its superior response and low-RPM boost, despite delivering less power overall. The engine developed 205 hp, enabling the car to achieve a top speed of 220 km/h and accelerate from 0 to 100 km/h in less than 7 seconds. Once the 200 units required for Group B homologation had been built, the Lancia Rally began competing in WRC races. Besides the 53 cars used over the years by the official works team, most 037s were used in competitions by private teams and drivers, so models preserved in the road version are particularly hard to come by. The 037 racing version was equipped with an injection system instead of the twin-barrel carburettor, enabling it to develop 255–280 hp. Engine output was subsequently boosted to 310 hp by increasing the displacement to 2111 cm3 and the pressure of the volumetric compressor from 0.6–0.9 bar to 1.0 bar (EVO II). The car made its competitive debut in April 1982 in the Rally Costa Smeralda in Sardinia. A thrilling second season followed in which Lancia, whose drivers Walter Röhrl and Markku Alén opened the campaign with a 1-2 finish in the Monte Carlo Rally, achieved its goal of winning the World Rally Championship for Manufacturers. The victory was particularly significant because it happened just as four-wheel drive Audis were emerging, but Lancia was able to compensate for the performance of its rear-wheel drive car thanks to the reliability and tremendous efficiency of its entire Squadra Corse racing team. The 037 project also proved to be a winner due to important details that made the difference in races, such the gearbox that could be replaced in only 12 minutes. Success in the 1983 World Rally Manufacturers’ Championship was capped by victories in the European and Italian championships, obtained by a young driver from Bassano del Grappa behind the wheel of a Lancia Rally 037: 25-year-old Miki Biasion. The Vicenza native started out with satellite team Jolly Club and his car, dressed in Totip livery, dominated the European Championship, winning 11 out of 12 races. It was the beginning of prolific career aboard Lancia cars for Miki, who was soon drafted into the official Lancia Martini team and entered several more races with the 037 before switching to the incredible Delta S4, in which he notched his first WRC victory in the 1986 Rally Argentina, and later becoming one of the most successful drivers of the Lancia Delta Group A, along with Alén and Juha Kankkunen. Indeed, Biasion made a significant contribution to Lancia’s consecutive WRC constructors’ titles from 1987 to 1991, clinching the drivers’ championships in ’88 and ’89.

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

Trevi VX Bimotore: In 1984 Lancia needed to replace the Rally 037. The rear-wheel-drive car had already performed miracles by winning the World Rally Championship for Makes the previous year, beating emerging Audi and Peugeot cars equipped with all-wheel drive; however, the clear technical superiority of its rivals convinced Lancia to develop a new contender with all-wheel drive. In the Chivasso plant, Giorgio Pianta (versatile racing driver, test driver and Abarth team manager) designed and built a car that used two engines to provide four-wheel drive. The point of departure was the new Lancia Trevi Volumex, equipped with a supercharged two-litre engine that provided the vital low-end torque needed to win rallies. Pianta dispensed with the rear seat bench, leaving a gap at the rear of the bodyshell for a subframe (just like the one at the front) that would house a second engine, identical to the first. The entire front axle, engine, gearbox and suspension were effectively duplicated at the rear. The rear doors were welded shut and fitted with large air intakes that cooled the mid-mounted engine. The deflector on the rear upright was also opened to provide another air inlet. Although the red livery and the longitudinal stripe in the colours of Turin bring to mind the Amaranto Montebello colour of the winning Fulvia HF, the Trevi Bimotore definitely lacked sportiness and a competitive streak. Nevertheless, it proved to be an effective test vehicle. The two engines were not mechanically coupled, only the two gearboxes were connected so that they could be operated by a single lever, with just one pedal to activate the two clutches. The two accelerators were controlled by a rudimentary electronic system that determined the delay in supplying power to the rear axle. In this way, Pianta tried to reduce oversteer and achieve faster curve exits to get the most out of his original creation. The dashboard had two rev counters, the second of which replaced the speedometer, and two central gauges indicated the water temperature and oil pressure of each engine. The space-age dashboard was based on the standard design by Mario Bellini, with some indicator lights modified so that both engines could be kept under control. Although the car was fast and very effective, it was overweight due to having twice the mechanicals and the rear engine had a tendency to overheat. The solution was not adopted on the Lancia Rally’s successor, the Delta S4, but curiously some similarities can be found in the road version of the S4: they include a mid-mounted engine, enclosed in a casing covered by the same beige carpet used in the passenger compartment, which was the exact same solution adopted by Pianta in the Trevi Bimotore. Other similarities: the removable wheel rims were identical to those on the road-going S4, because the Trevi Bimotore was used to test the special Pirelli tyres produced specifically for the new Lancia.

Gamma Berlina and Coupe: After finishing the Beta family, Lancia turned their engine to a new flagship, calling their new model the Gamma, which continued the naming convention of using Greek letters that was started by its smaller stablemate. Launched at the 1976 Geneva Show, there were several surprises about the new car. As with several other cars of the period, the fastback style of the Berlina featured a conventional boot at the rear, and was not a hatchback, despite its appearance. At the car’s press launch Pininfarina explained that a hatchback was avoided to save the inconvenience to back seat passengers when luggage is being loaded: “inconvenience” was thought to be a reference to possible draughts.More surprising, perhaps was the mechanical configuration. Lancia developed unique flat-4 engines for the Gamma (an idea initially was to use a Fiat V6). Engine designer De Virgilio also drew up an engine for the Gamma which was a V6 4-cam with either 3- or 4-litre displacement, but this never came to fruition. The Flat four engine finally chosen for the Gamma lacked the cachet afforded to luxury cars in this sector, which generally came with 6 or 8 cylinders. The 4-cylinder engine was unusually large for a modern 4-cylinder petrol engine, though Subaru EJ flat-4 engines matched it in volume and the later Porsche 944 and 968 had 3 litre straight-4 engines. The “4” had certain engineering advantages, but more than anything it allowed Aldo Brovarone (Pininfarina chief stylist) to design a rakish looking coupé with a low bonnet line and a steeply raked windscreen. Pressure cast in alloy with wet cylinder liners, the engine was also extremely light and though it only produced 140 bhp, (120 bhp in 2.0-litre form) in line with traditional Lancia thinking it generated a huge amount of torque, most of which was available at just 2000 rpm. The car was initially available with a displacement of 2.5 litres, as the Gamma 2500, but this was later joined by a 2.0 litre version (Gamma 2000), which resulted from the Italian tax system (cars with engines larger than 2.0 L are subject to heavier tax burden). The displacement was lowered by decreasing the bore rather than the stroke of the engine. Both displacements were using Weber carburettors, though the 2.5 litre later came in a version fitted with fuel injection, the Gamma 2500 I.E. Ironically, it was the engines that caused the Gamma to have a poor name. They overheated far too easily, wore its cams, and leaked oil. The wishbone bushes wore out early, and, because the power steering was driven from the left cam-belt, the car was prone to snapping that belt when steering was on full lock — with disastrous results. By the time the Facelifted car was launched most of these problems had been addressed, but the damage was done, and the car’s poor reputation cemented. Lancia referred to the change merely as a “face-lift”. The main change was that the engines went from carburettors to Bosch L-Jetronic fuel injection. At the same time a lot of cosmetic work was done; the cars got a new corporate grille, 15-inch “sunburst” alloy wheels, and a slightly upgraded interior, with new instrumentation and interior lighting, new badging, a new style handbrake and gear lever gaitor. But sales continued to lessen, and the car was deleted in 1984, Lancia having built 15,272 berlinas and 6,790 coupés.

Gamma 3V: produced in 1980, this was a concept for a mode traditional 3-box saloon version of the Gamma, much like the Trevi version of the Beta and reflecting the fashion at the time for producing saloon versions of hatchback designs. It remained a one-off.

Delta: 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.

Delta S4 Group B: Between 1985 and 1986, in collaboration with Abarth, the Delta S4 was created: an extreme racing car conceived to fight on an equal footing with other all-wheel drive competitors in the World Rally Championships. The Delta S4 was called upon to replace the victorious Lancia Rally 037 and was produced in only 200 units in order to obtain Group B homologation. Apart from the name, it shared very little with the standard Delta, along with a vague echo of its shapes.  Lightweight but extremely powerful, these ‘monstrous’ thoroughbreds achieved levels of road-racing performance that made them dangerous. A series of accidents led the FIA (the International Automobile Federation, motor racing’s regulatory body) to ban Group B racing cars  from the World Rally Championship starting from the 1987 season, also stating that they were too different from their series production models. Therefore, Group A became WRC’s new “headline category”. To obtain approval to race in it, 5,000 cars had to be produced in twelve months, maximum power could not exceed 300 HP and car weight could not be less than 1035 kg. These Federation innovations were implemented to make the cars more solid and less fast, providing more overall safety for participants and for the public.

S4 Stradale: Between October 1985 and 1986 Lancia, in keeping with Group B racing regulations, was to have built 200 of a road-going version of the Delta S4, officially named Lancia Delta S4 but widely known as “Stradale”, for the purpose of homologation in Group B, but it is more likely that fewer than 100 were actually built. In Italy, the car was priced at about 100 million Lira: five times the price of the most expensive Delta of the time, the HF Turbo. The Stradale’s chassis was a space frame, similar to its rally counterpart, built out of CrMo steel tubes and aluminium alloy for the crash structures; it was covered by epoxy and fiberglass body panels. Like the rally car, the 1.8-litre four-cylinder engine was longitudinally mid-mounted, equipped with Weber-Marelli IAW integrated electronic ignition and fuel injection, a supercharger, a turbocharger and two intercoolers. In road tune the 1.8 produced 250 PS (247 bhp) at 6750 rpm and 291 Nm (215 lb/ft) of torque at 4500 rpm. The “Stradale” kept a three differential four-wheel-drive system from the rally car; the centre differential sent 30% of the engine torque to the front open differential, and 70% to the rear limited slip. The transmission remained a 5-speed but was a fully-synchronized unit built by CIMA. Lancia claimed the car could reach a top speed of 225 km/h (140 mph) and accelerate from standstill to 100 km/h (62 mph) in 6.0 seconds. In contrast to its bare bones racing sister, the S4 Stradale featured an Alcantara-upholstered interior, sound deadening, a suede steering wheel, and was equipped with power steering, trip computer and air conditioning. While racing versions were built by Abarth, the Stradales were built by Torinese coachbuilders Savio

Delta HF Group A: The first generation of the Lancia Delta was created in 1979, when the magic pencil of Giorgetto Giugiaro conjured up a compact two-volume car, developed following the geometric motif of the trapezoid. The votes of the European specialist press, which elected the Delta as Car of the Year 1980, confirmed a success already decreed by the public since its first appearance. The Delta chronologically replaced the Beta, inheriting from it the best parts of the chassis, in particular the modern independent MacPherson type suspension, both in the front and at the rear. But it was the Lancia Fulvia – born as an elegant medium sedan but rendered immortal by the sporting and commercial triumph of the Coupé – which passed the baton of racing glory to the Delta. Initially equipped with the 1300 and 1500 engines of the Fiat Ritmo, in 1983 the Lancia Delta adopted the sophisticated 1585 cc twin-cam engine designed by Aurelio Lampredi: the 105 HP Delta 1600 GT made its debut, soon joined by the 130 HP Turbo version boasting the heroic HF brand. Thereby, Lancia decided to resume the prestigious acronym that had qualified the top performing versions which, after the Lancia Stratos, had no longer been used. Between 1985 and 1986, in collaboration with Abarth, the Delta S4 was created: an extreme racing car conceived to fight on an equal footing with other all-wheel drive competitors in the World Rally Championships. The Delta S4 was called upon to replace the victorious Lancia Rally 037 and was produced in only 200 units in order to obtain Group B homologation. Apart from the name, it shared very little with the standard Delta, along with a vague echo of its shapes. Lightweight but extremely powerful, these ‘monstrous’ thoroughbreds achieved levels of road-racing performance that made them dangerous. A series of accidents led the FIA (the International Automobile Federation, motor racing’s regulatory body) to ban Group B racing cars  from the World Rally Championship starting from the 1987 season, also stating that they were too different from their series production models. Therefore, Group A became WRC’s new “headline category”. To obtain approval to race in it, 5,000 cars had to be produced in twelve months, maximum power could not exceed 300 HP and car weight could not be less than 1035 kg. These Federation innovations were implemented to make the cars more solid and less fast, providing more overall safety for participants and for the public. Lancia was prepared for this: in 1986, it had already begun production of the Lancia Delta HF 4WD. The car was developed rapidly because the materials and technologies needed were already in production: the engine of the Thema Turbo i.e. and the all-wheel drive system of the Prisma 4WD. The engine was transferred without modification, and the transmission of the Prisma – which already shared its platform with the Delta – was improved through the adoption of a sportier Torsen differential in the rear. The new Lancia Delta HF 4WD was victorious on its debut, at the 1987 Monte Carlo Rally. Continuing with devastating superiority, that year it won its first World Rally Championship, the first of six consecutive seasons, from 1987 to 1992. The first HF 4WD was followed by three evolutions, all confirming the superiority of the Delta HF. Four versions of the Delta outran their opponents in rallies between 1987 and 1992. The Delta HF 4WD had made its debut at the 1987 Monte Carlo Rally: it featured permanent all-wheel drive with ZF self-locking differential at the front, Ferguson viscous centre differential for limited skid and a Torsen-type differential at the rear. A two-litre 165 horsepower engine propelled the standard road models, but the Group A racing version rose to 265 HP at 6250 rpm. The Lancia Martini Racing Team, which dominated the 1987 World Rally Championship, counted on 24 official cars. The Delta’s double win on its debut in the 1987 Monte Carlo Rally marked the beginning of an unprecedented saga in rally racing, lasting six continuous years. Biasion and Siviero finished 59 seconds ahead of their teammates Kankkunen and Piironen, after 7 hours, 39 minutes and 50 seconds of racing. In third place, the Germans Röhrl-Geistdörfer in Audi finished over 4 minutes later. Also outstanding was the 12th place overall – and 2nd in Group N – of Fiorio and Pirollo with the Delta HF 4WD of the Jolly Club, a satellite team to the official team. Their Delta was technically a “production derivative”, meaning a car prepared according to Group N regulations, which permitted less processing than Group A. They finished the 1987 season by winning the “Production” World Rally Championship. Alex Fiorio was the son of the team’s sporting director, Cesare, who had pushed insistently for the creation of the Lancia HF Team in 1963 and who was still leading it in 1987, during its new, incredible series of successes. 1988 witnessed the arrival of the Delta HF Integrale. Externally this differed from the previous version in its widened wheel arches, able to fit wider tires, and larger front air intakes. It had a new 6-speed gearbox, and its weight was lowered by roughly 23 kg. Various suspension elements that had revealed limitations during the first season were reinforced. The official team used 17 cars in 1988, and 19 in 1989. Among the many victories in 1988, the triumph in the Safari Rally stood out: Lancia had been chasing that win for many years, firstly with the Fulvia and then with the Stratos, but bad luck and various technical problems had deprived it of success in one of the most exhausting World Rally races of those years. The Group A Lancia Delta HF Integrale had been specially prepared for the Safari event, and finished in Nairobi ahead of the fleet of Japanese cars, which had won this rally 12 times in the previous 18 editions. After that first Safari victory in 1988, the Delta HFs went on to win it in 1989 too, again with Biasion and Siviero, and in 1991 with Kankkunen and Piironen, demonstrating the undoubted qualities of the car in terms of sturdiness, and also the impeccable organisation of the Lancia Martini Team. 1989 brought further developments to the cylinder head, increased from 8 to 16 valves and 4 valves per cylinder, and the debut of the Delta HF Integrale 16V. A conspicuous “hump” appeared on the bonnet to accommodate the new cylinder head. This Lancia weighed in at roughly 295 HP at 7000 rpm. There were few other visible changes but plenty of technological innovations, including the electronically controlled clutch, a fan driven by a hydraulic motor, telemetry for acquiring data for use in servicing, and above all an influx of electronics to control the engine. Three official team cars were prepared in 1989, and 28 in 1990. The Integrale 16V’s debut took place at the Sanremo Rally in October 1989, when the Lancia-Martini’s Deltas boasted a brand new livery with a red background. This was the only occasion in which the official Delta in Martini livery deviated from its customary white background enriched by graphics with the sponsor’s colours – blue, black and red – varying from year to year. In 1990, the result obtained by the 16-valve Lancia Delta HF at the 24th edition of the Rallye de Portugal remains legendary: 4 Deltas in the first 4 places! Biasion-Siviero, Auriol-Occelli and Kankkunen-Piironen on the podium, and in 4th place the acrobatic “Darione” Cerrato driven by Geppy Cerri with the Totip-Jolly Club livery. This was the third consecutive victory in Portugal with the Delta for Miki Biasion, a winning streak that began in 1988, after the unfortunate edition of 1987 where he came 8th because, due to a leak, he had ran out of fuel and lost precious minutes at a time control. However, he did manage to reach the finishing line, thanks to the generosity of a colleague who donated his own petrol to Miki, allowing him to finish the race and collect 3 more points for the World Championship. The last Delta HF of this glorious family arrived in 1991: the Delta HF Integrale 16V Evoluzione. Its fenders were further widened to adapt to the new carriageways and a conspicuous spoiler appeared at the back of the roof, but the most important changes lay beneath the bonnet, since the Federation had introduced the use of flanges to limit turbocharger flow rates. Due to year-on-year improvements, in spite of the officially declared figures, the engines of all Group A cars had by now well exceeded the 300 horsepower limit imposed from 1987. In 1991 the team had 26 official cars, and 19 in 1992. In synthesis, the four-wheel drive Lancia Delta HF, in four evolutionary versions, notched up: the Constructors’ World Rally Championship six times (1987-1991); the World Rally Drivers Championship four times (1987-1989 and 1991); the Production World Rally Championship (Group N) once, in 1987; the European Rally Championship six times (1987-1991 and 1993) and the European Rally Championship Production twice (Group N), in 1988 and 1989. A whole book would be needed to describe all the victories of the four official Delta HF series… and the sterile list of numbers, even record-breaking numbers, would not reflect the ever-growing enthusiasm of the public for rally racing during the era marked by Lancia’s Group A cars. Throughout its history, the Delta HF series conquered 46 overall victories in rallies valid for the world championship: 11 won by the Delta HF 4WD, 14 by the Delta HF Integrale, 13 by the Delta HF Integrale 16V and 8 by the Delta HF Integrale 16V Evoluzione. The marriage of Lancia with its HF initials, once again, had left an indelible mark in the history of motorsports, obviously with positive commercial repercussions closely linked to its sporting successes. Just as the triumph of the glorious Fulvia 1,6 HF at the 1972 Monte Carlo Rally had extended the life of the Fulvia Coupé until 1976 (whereas the sedan version ceased production in 1972), so the six-year reign of the all-wheel drive Delta HF in the World Rally Championship permitted the Delta to extend its life cycle until 1994. Fifteen years for the creation of a true myth.

Prisma: The Lancia Prisma (Tipo 831) is a small family car built by Italian car manufacturer Lancia between 1982 and 1989. It was a saloon version of the first generation Lancia Delta hatchback, and like the Delta it was designed by Giorgetto Giugiaro. Like the Delta it was also available as a 4×4 integrale version, although with a non-turbocharged engine and an air-locking rear differential. The Lancia Prisma was a four-door, five-seat saloon with steel unibody construction, front-transverse mounted engines in block with the transaxle and all-independent suspension. Suspension consisted of MacPherson struts with offset telescopic dampers and coil springs, and anti-roll bars on both axles. The front struts were located by a stamped steel control arm and one radius rod; the rear by two parallel transverse links (the rearmost one adjustable for toe regulation) attached to a crossmember and one trailing link. The task of transforming the Delta into a saloon car was given to its original designer Giorgetto Giugiaro, who worked on the car between 1979 and 1980. The two cars share platform (including the 2475 mm wheelbase), drivetrains, doors and windscreen. The Prisma became the most popular Lancia nearly immediately; with a daily production of 250 a cumulative production of 100,000 was reached in 1984. The Prisma was launched in late December 1982 and went on sale in Italy in early January 1983, while its European première was held at that year Geneva Motor Show. The initial range was composed of five models, equivalent to that the freshly revised 1982 Delta. Prisma 1300 was powered by a 1301 cc 78 PS engine mated to a 5-speed gearbox; a 1498 cc 85 PS engine was available with the same gearbox on Prisma 1500, or with Lancia’s own Verrone-built 3-speed automatic transmission on the Prisma 1500 automatica. At the top of the range there was Prisma 1600, mounting the 1585 cc 105 PS twin-cam engine from the Delta 1600 GT, with Marelli Digiplex ignition. Similarly to the Delta GT, the Prisma 1600 was also equipped with four disc brakes, a 5-speed gearbox with dedicated ratios and lower profile tyres on wider wheels; it also boasted the amplest standard equipment, Zegna-designed chequerboard wool cloth upholstery and some exclusive options, such as air conditioning. June 1984 marked the introduction of the Lancia Prisma diesel, the marque’s first modern diesel-engined passenger car. The diesel was imperative, as more than a third of Italian sales in the Prisma’s class were of diesel-powered cars. Its naturally aspirated 1929 cc SOHC four-cylinder had an iron block, aluminium head and indirect injection; it put out 65 PS. The engine had been developed by Fiat, and was also installed in the Fiat Regata DS—although the Fiat lacked some of Lancia’s NVH-improving solutions. The diesel engine was light, only weighing 11 kg (24 lb) more than the 1.6-liter petrol unit. All Diesel Prismas sported a sightly domed hood, needed to clear the taller engine. Some updates were introduced with the diesel, including optional hydraulic power steering, redesigned seats, new striped cloth upholstery and a four-spoke steering wheel. About a year later, in May 1985, the Prisma turbo diesel was added to the range. The 1.9-litre engine from the Prisma diesel received a KKK turbocharger with wastegate valve, an intercooler and an oil cooler; its gearbox was the same ZF 5-speed unit used on the Delta HF turbo. Power was 80 PS and torque 172 Nm. The turbo diesel Prisma adopted disk brakes, wheels and tyres from the top-of-the-range 1600 as well as similarly rich equipment, and added standard power steering. A major mid-cycle refresh débuted at the April 1986 Turin Motor Show. Changes were made to the exterior and interior of the car. Outside there were more modern, enveloping bumpers—the front one with provisions for integrated fog lights; the redesigned grille and bonnet bore a family resemblance to the flagship Thema. Also new were the ventilation grille on the C-pillar and full-wheel hubcaps. Inside new seats, new instrumentation and air conditioning system. The 1986 range included seven models, two of them all-new: 1.3, 1.5, 1.5 Automatica, 1.6, 1.6 i.e., 4WD, diesel and turbo ds. 1.3 and 1.5 models had revised intake and exhaust system, fuel cut-off, a new carburettor and breakerless ignition. The diesel versions had also received some minor engine updates, and the turbo diesel had been renamed turbo ds. The new Prisma 1.6 i.e. used a version of the 1585 cc twin-cam engine equipped with Weber-Marelli IAW integrated electronic ignition and fuel injection system, developing 108 PS. In comparison to the carburetted Prisma 1600—which remained on sale as Prisma 1.6—further changes had been made: the cylinder head had been rotated 180°, bringing the exhaust side to the front for better cooling, and the whole engine was canted forward 18° to lower its centre of gravity. The new Prisma 1.6 i.e. could easily reach over 200 km/h. The other new arrival was the Prisma 4WD, featuring a two-litre fuel injected engine and Lancia’s three differential permanent four wheel drive. Derived from the flagship Thema, the 1995 cc, twin-cam 8-valve engine featured two counter rotating balance shafts and IAW fuel injection; it developed 115 PS and 163 Nm (120 lb/ft). The 4WD package was completed by four disk brakes from the 1.6, power steering and wide, low profile 185/60 tyres on 14-inch 8-spoke alloy wheels. Minor details set the 4WD apart from other Prismas: outside a “4WD” script on the right half of the grille and on the new side skirts, inside it sported the instrument panel from the Delta HF 4WD with six round gauges, yellow scales and hands. In June 1987 the 4WD was updated and rechristened Prisma integrale; it came with standard two-tone paintwork in a choice of three tone on tone combinations, a matching Alcantara interior, and a drop in price from the 4WD — at least in the home market where prices were cut by 10 percent. The last update for the Prisma was the introduction of the eighth model in the range, the upmarket Prisma 1.5 LX, in March 1988.[14] The LX trim added metallic paint, checked cloth interior with beige carpeting and convenience equipment. Lancia’s permanent four-wheel-drive system was based on three differentials. An epicyclic gear train served as centre differential, splitting the torque between the front and rear axle according to a fixed predetermined ratio—56% front/44% rear on the Prisma 4WD. The ring gear of the epicyclic differential meshed with the gearbox output shaft, its sun gear transmitted torque the front open differential, and its planet carrier, through a pair of bevel gears and a three-piece drive shaft, to the rear differential. A Ferguson coupling controlled the centre differential, preventing excessive relative slippage of the two axles. The epicyclic differential, the Ferguson coupling and the front differential were mounted coaxially in a single transverse unit just behind the engine. In place of the complex Torsen rear differential of the Delta HF 4WD, the Prisma 4WD had a simpler “open” type one, with differential lock—useful at low speeds in low grip conditions—controlled by the driver via a switch on the dashboard. This difference reflected the different goals of the two systems and the destination of the two vehicles: the Delta HF was designed for sport driving, the Prisma for all-conditions safe driving. As on the Delta, the SOHC engines were derived from the Fiat Ritmo, revised by Lancia engineers with a Weber twin-choke carburettor, a new inlet manifold, exhaust system and ignition. On Fiat engines Lancia make their own aluminium heads and fuel injection systems, only some parts of Fiat can be used for restoration of Lancia i.e. engines. The successor of the Prisma, the Lancia Dedra, was unveiled in early 1989, with sales commencing in May; production of the Prisma ended in 1989.

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

Thema 8.32: 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.

Delta 2: 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.

Dedra: The Lancia Dedra (Type 835) is a compact executive car produced by the Italian automaker Lancia from 1989 to 1999. It was initially designed to support, and went on to replace, the Prisma which, six years after its launch, was having difficulty remaining competitive in the market. It was based on a stretched version of the platform underpinning the second generation of the Delta (which launched in 1993) and is often considered a saloon variant of the Delta. The task of the Dedra was demanding, it had to continue the legacy of the Prisma, which relaunched the Lancia brand in the field of compact executive cars, and to expand its market share if possible. Being larger than its predecessor, the Dedra was positioned as the second flagship car of Lancia that could satisfy those looking for an elegant medium-sized sedan but did not want to buy an executive car, such as the Thema. The Dedra was designed by Ercole Spada of the I.DE.A Institute and produced an excellent drag coefficient of only 0.29. The core concept of the Dedra was prestige, exclusivity, personality and comfort, achieved through a high level of equipment and use of materials (e.g. Alcantara) as well as details such as configurable colours, alloy wheels and an attention given to soundproofing, ventilation and other creature comforts. The ability to obtain the perfect driving position was helped by the adjustable seats, steering wheel and electrically adjustable mirrors. Safety, both passive with a structure designed to minimize injury in an accident, and active, such as ABS and airbag, was also near the top of the Dedra’s agenda. In order to help the Fiat Group achieve economies of scale, the Dedra was based on the Fiat Tipo Tre platform. This single floorpan thus formed the basis for three different cars with three different product themes: elegance for the Lancia Dedra (1989), convenience at a competitive price for the large-booted Fiat Tempra (1990), and sportsmanship for the Alfa Romeo 155 (1992). In 1991, a performance focused variant called the Dedra Integrale was launched. It used a similar engine and transmission to the Delta Integrale 8v. The engine was touted at the time as one of the world’s most competition proven units. It is a 2-litre four-cylinder fuel injected twin cam engine, fitted with contra-rotating balancing shafts, a Garrett T3 turbocharger and an associated inter-cooler to aid volumetric efficiency that boosts power output to 169 PS in the catalyzed version. The Dedra Integrale was also fitted with the new Visco Drive 2000 traction control system, as well as the electronically controlled suspension which was available as option in the 2.0 and upper models. The equipment was largely equivalent to that of the Dedra LX, with some modifications such as more bolstered seats and a sporty steering wheel. The Integrale retained a front-wheel bias, with 56 percent of the power going to the front axle. The Integrale was equipped with a standard rear spoiler for improved high-speed stability. A front-wheel drive model with a turbocharged engine called the Dedra 2000 turbo was released simultaneously with the Integrale; it had slightly less power so as to not overwhelm the chassis. This model also benefitted from the Visco Drive 2000 system, a necessity to avoid wheelspin. Aside from being lighter, the model was also somewhat lower. The Integrale’s spoiler was an option on the turbo. When the Dedra was launched, it was a good time for Lancia: The Thema had been facelifted a year earlier, and despite being on the market for five years was selling well, the Delta launched initially in 1979, due to its continued success in rally competition was living a second youth, and the Y10 had a slight restyling and good sales. However, the Dedra was not a strong success outside Italy. A major facelift in 1993 did little to boost the car’s sales success and the whole Lancia range including the Dedra was withdrawn from right hand drive markets a year later. From 1994 the car was also sold as a station wagon, developed by French coachbuilders Heuliez. The Dedra remained reasonably popular in the Italian market until it was replaced by the all-new Lybra in 1999.

Lybra: Introduced in 1998, the Lancia Lybra (Type 839) is a compact executive car based on the Alfa Romeo 156 floorpan, and replacing the Dedra in Lancia’s range. Like the Dedra, the Lybra was available as a Berlina (saloon) or a Station Wagon (estate). The model’s name refers to the zodiac sign of Libra, and signalled an end to Lancia’s Greek letter model name convention. The Lybra was manufactured in the Rivalta plant near Turin until 2002 and after that in Mirafiori plant in Turin. The Lybra was styled in Centro Stile Lancia, contrary to earlier Lancia models, which were commissioned from external design studios. Initial models were carried out by Enrico Fumia in 1992 and by the time of His departure from Centro Stile Lancia the project was finished by Michael Robinson. The interior was designed by Flavio Manzoni. At launch, standard trim levels were LS and LX. In 2003, Business and LS Plus were added in some markets, both having basic fabric seats. The highest trim was called Emblema, presented for the first time in November 2002 at Bologna Motor Show. It was inspired by the classic Lancia Flaminia and came with tobacco brown leather interior (optional Alcantara), magnesium dashboard trim, exclusive 16 inch (10 spoke) alloy wheels, privacy glass and a gloss painted black roof. The Lancia Lybra was a front-wheel drive car with transversely-mounted engines. The Lybra is available with a 5-speed manual, and the 2.0 litre had an option of a 4-speed Aisin automatic transmission, called the Comfortronic by Lancia. Lybra utilises MacPherson struts at the front and BLG (“Bracci Longitudinali Guidati”, translating to “Guided Longitudinal Arms”) multilink rear suspension. Estate versions were also available with Boge-Nivomat self-levelling hydropneumatic rear suspension. Lybra uses four-wheel disk brakes, with front ventilated, ABS with EBD and optional ASR. Production ran until 2005 and a total of 164.660 units were made.

Kappa: The Lancia Kappa or Lancia k (Type 838) is an executive car manufactured from 1994–2000, with saloon, estate, and coupé variants — sharing platforms with the Alfa Romeo 166. The Kappa has a front-engine, front-drive, five passenger, left-hand drive design. After its debut at the 1994 Paris Auto Show, production reached 117,216, over six years. The Kappa was manufactured at the Fiat factory in Tetti Francesi, Rivalta di Torino and was designed by the Lancia Style Center in collaboration with the I.DE.A Institute. Lancia had earlier used the Kappa nameplate for the 1919 Kappa, with evolutions called Dikappa and Trikappa). Kappa is the tenth letter of the Greek alphabet, Lancia having frequently used the Greek letters for its model nameplates. In writing, Lancia often referred to the Kappa simply as the k (lower case “k”), which is fairly similar to the original Greek letter κ. Autocar’s Peter Robinson reviewed the Kappa in November 1994. He commented on the car’s bland styling which was justified by Fiat’s Paolo Cantarella on the basis that the designers did not want to create too much “visual noise.” The body was reported as having twice the torsional rigidity of the outgoing Thema, and was 15 percent stiffer than any of its rivals. The automatic Aisin-Warner gearbox (50-40 LE type) was shared with the Volvo 850. Robinson went on to say “the Kappa´s dimensions ensure a commodious interior, the impression of space only heightened by a low cowl and very Japanese-looking fascia, somewhere between a Honda NSX and Lexus LS400.” Rear cabin room was described as “immense” but the cushion was criticised for being too flat, a fault rectified in later iterations of the car. Robinson criticised the “horrid mock wood with which Lancia frames the prominent central console that runs from the handbrake, up the full length of the dash and over the top.” About the driving characteristics, Robinson wrote: “If Lancia quietened the starter motor, this would be one refined drivetrain…with no hint of any 5-cylinder unevenness.” The 2.4 litre engine tested appeared to have been tuned for low-end torque, a characteristic of this Alpine brand. The engine was praised by Robinson for its “smooth responsiveness” and “torque steer has been eliminated…and the Servotronic steering is terrific, with just the right degree of self-centering.” His summary of ride and handling was that car was better than average but not class-leading: “On the Lancia there is too much body roll and the front grip in the wet didn’t inspire confidence.” The Coupé was designed by Centro Stile Lancia and built by Maggiora and technically quite different from the saloon, having a shorter wheelbase (by 120 mm), wider rear track and a distinctive profile with frameless doors. The front, from bumper to the window screen, was identical to the other Kappas. It was Lancia’s first coupé since 1984, when the Beta and Gamma coupés were discontinued, and remains the last Lancia to feature this body style to this day. The small building capacities at the Maggiora factory for this essentially hand-made car, and the relatively high price, destined it to be a rare vehicle. As a money saver the rear lights came from Delta. Only 3263 coupes were manufactured from 1996 to 2000, making this model a true rarity. Car magazine described the car as looking “top heavy, like a Bentley Continental that’s been heated up and squeezed at both ends.” However, the car’s engine range was praised for matching the vehicle’s dynamics, the 2.4 litre five cylinder and the 3.0 Alfa-derived V6 coming closest to “infusing the k Coupe with the classy character its styling tries to suggest.” “It’s the spiky turbo four that asks the hardest questions of the chassis and the all-strut suspension doesn’t flounder. It shines. A viscous coupling helps the front wheels cope with the onslaught of the engine’s old school, big-bang turbo delivery, and it feels remarkably untroubled.” About the refinement and ride, John Barker (of Car Magazine) reported that the occupants “are completely isolated from any vibration while the ride is smooth at moderate speeds, parrying bumps quietly and unobtrusively.” The interior was described as “appealing” and having “curvy, attractive door casings, plump supportive Recaro seats and choice plastics.”. The 1997 price was estimated at 24,000 pounds sterling.

Y: The Lancia Y (Type 840) was designed by Enrico Fumia in 1992. It was developed over 24 months at a cost of around 400 billion Italian lira and was presented in Rome in January 1996. The arches defined the car, repeating themselves on all sides of the car. The length is 3.72 m, 33 cm longer than the Y10. The Lancia Y was built on the platform of the Fiat Punto series 176 (the same platform as the Palio and Barchetta), with a redesigned trailing arm independent rear suspension, connected by a stabiliser bar, to provide a more comfortable and refined driving experience, while suspension at the front remained of the independent MacPherson type. Main features of the Lancia Y include five seats, a soft plastic dashboard and accessories and options, including body colours in 100 shades from the Lancia Kaleidoscope catalogue. Another design property that distinguished the Y was the instrument cluster in the centre of the dashboard, which was adopted by the Musa and Ypsilon later in 2003. Initially, the range featured three trim levels: LE, LS and LX. A Cosmopolitan special edition of 600 pieces was later added. It was created through collaboration with the magazine, based on the LX trim. It was sold in the European market outside of Italy. Air conditioning was standard on the LX and an option on the LS. The LX also offered an enhanced instrument cluster with a rev counter and a larger display that also displayed the outside temperature. The engines were part of the FIRE series that debuted in the Y10 in 1985 and later was used in other Fiat and Lancia vehicles. They were available in displacements of 1,108 and 1,242cc with eight valves in an overhead camshaft arrangement. The top of the line 1.4 12 valve “Pratola Serra” engine with 80 PS was carried over from the Fiat Bravo/Brava. Given the limited success of the Pratola Serra engine, it was soon replaced by the first so-called SuperFIRE engine, featuring four valves per cylinder and multipoint fuel injection. The Lancia Y was the first car to receive this evolution of the FIRE. The 1,242cc SuperFIRE developed 86 PS at 6,000 rpm and a maximum torque of 113 Nm at 4,500 rpm. This engine remains available on the 2013 Lancia Ypsilon, 2013 Ford Ka and the Fiat 500. The SuperFIRE features a unique control system of the engine timing distribution: A toothed belt drives the camshaft of the exhaust valves, which in turn drives the intake camshaft via a gear. The Elefantino Rosso (English: Tiny Red Elephant, which was the symbol of the historic Lancia HF sports cars that won numerous rally competitions) is the sports version of the Lancia Y and the sister car to the Fiat Punto Sporting. It features an interior in grey Alcantara, seats also in grey Alcantara and accentuated with dark grey fabric insets that echo the exterior colour of the car, a centre console, 15″ wheels and rear-view mirrors in a titanium look, the steering wheel and gearshift in grey leather with red stitching, air conditioning, a shorter gearbox ratio for quicker acceleration from 0–100 km/h and in 5th gear, a lowered and stiffened suspension with bigger roll bars and more direct power steering. It reached a top speed of 177 km/h and was the only car in the lineup to receive 15″ wheels with 195/50R15 tires. For those who desired a more discreet, comfortable and luxurious ride, the LX (with an Alcantara and walnut veneer interior) and LS were also available with SuperFIRE. They were able to reach the same top speed as the “Pratola Serra” versions. The 1.2 8V was available with an automatic ECVT transmission. In October 2000 the exterior and interior were restyled. The external changes included a new, larger grille, new bumpers, new taillights, new wheel cover designs, new fog lights. The side mouldings of the car became much smoother and body-coloured. The most significant internal change was the headrests (instead of drilled solids) and new seats and new steering wheel (similar to that of the Lancia Lybra). The material was no longer available with “soft touch”, reflective security was removed from the doors, the climate control button was replaced with a lever and the instrument panel was made more readable and modern, especially in the use of the LED display. The length of the car increased slightly from 3.72 to 3.74 metres. The LX and Red Elephant versions, which cost €15.060 list, came with standard including driver and passenger airbags, air conditioning, ABS, power steering, Blaupunkt radio/navigation system with 6 speakers, split rear seat with headrests, the Alcantara interior, outdoor temperature display, electrically operated door mirrors painted in body colour, the helm station and instrument panel were red instead of green, central locking with remote control, power windows, adjustable seat and steering wheel, leather interior with red stitching on the Red Elephant, fog lamps and alloy wheels with 185/60 R 14 tyres for the LX and 195/50 R15 for the Red Elephant. The following years were marketed by other special versions: DoDo, Vanity and Unica. 16v versions reduce their output of 6 PS due to new Euro 3 pollution standards. Emissions were reduced with a more linear delivery, while maintaining, and sometimes even increasing, consumption. Lancia reduced power from 60 PS on the 1242 cc, due to the addition of the sequential multipoint fuel injection system, costing power. It also removed the 55 PS engine 1108 option, as it had not yet been adapted to the new Euro 3 directive, leaving the 60 PS 1.2 8v and 1.2 16v 80 PS. In September 2003, after nearly nine years of career and just above 804,600 units sold, its successor, the Lancia Ypsilon debuted, replacing it completely the following year.

Dialogos: The Lancia Diàlogos is an Italian luxury concept car that was presented in saloon form at the 1998 Turin Motor Show. By European standards, the Diàlogos is a significantly large car with a 1.95 m (76.8 in) width, 1.49 m (58.7 in) height and standard wheelbase of 3.05 m (120.1 in), as a result of its interior designed to combine the concepts of a perfect atmosphere, a living room, and stress-free driving. Under development since August 1996, the Diàlogos was designed by the company’s in-house Centro Stile Lancia under chief designer, Mike Robinson, who described the concept as “a futuristic design, a next-generation car, with a flavor of the past”. Distinctive body features include front styling dominated by a large grille, and the absence of side central pillars with the rear doors opening backwards, to evoke the design of the Lancia Aurelia saloon of the 1950s. The interior is sumptuously appointed with body-moulding seats trimmed in “nabuk”, said to be similar to chamois leather. In addition, the front seats of the Diàlogos swivel through 90° to help access into the cabin, and by 180° to form a sofa facing the rear seats. Other interior features includes: a steering wheel and instrument panel located at the centre for ease of access but that can slide on either side depending on the prevailing driving direction; 2 screens fitted in the back of the front seats; a tactile thin film of softwood bonded to a layer of resin and foam for the dashboard and some other areas; a personal electronic key, known as the “Ego Card”, which allows the car to adapt to an individual’s needs associated with seat position, multi-zone climate control settings, steering-wheel and pedal position; automatically opening driver’s door upon approaching the car. Mechanically, although not equipped with an engine, the Diàlogos is said to feature an active differential and adjustable drive-torque distribution to both axles as well as advanced multilink suspensions. For example, the front suspension uses a virtual steering axis, with the said axis passing through the center of the front wheels thus claimed to result in potholes or uneven surfaces not causing the wheel to vibrate or turn. The rear suspension too uses a virtual pitch centre such that, when riding over an obstacle, the wheel moves back to reduce interference transmitted to the body. In terms of driving technologies the Diàlogos has: fully adaptive headlights that respond to driving conditions; adaptive cruise control; adaptive semi-automatic transmission; anti-collision and lane departure systems; voice control for many systems; exterior cameras. Lancia later adapted and introduced many of the above technologies for mass production on its Lancia Thesis saloon, which was launched in 2001 and whose exterior styling was based on that of the Diàlogos. Although a wagon concept was also designed, it was never produced to full scale.

 

Thesis: The Lancia Thesis (Type 841) is a full-size car produced by Italian automaker Lancia between 2001 and 2009. It was available with naturally aspirated and turbocharged engines ranging between 2.0 and 3.2 litres in both straight-5 or V6 configurations. The design was based on the Lancia Diàlogos concept car unveiled in 1998. The production car premiered at the 2001 Geneva Motor Show and its interior was displayed for the first time at the Frankfurt Motor Show that same year. Sales started in June 2002 in Italy, with export markets following shortly after. The earliest prototype of the Thesis, called Giubileo, was used in the Great Jubilee, presented to Pope John Paul II, bearing the production version’s design yet modified as a landaulet. Lancia’s chief designer’s remarks on the design were: “People will be looking for excuses not to buy this car. So, we wanted to be damn sure we didn’t give them anything to hook onto.” To that end, the car was intended to compete with the Audi A6 and Mercedes-Benz E-Class. Due to this reason, it had more luxurious features and technological advancements. In order to attract buyers, the Thesis was priced to be 15% cheaper than the competition. In the view of motoring writer Paul Horrell of the United Kingdom’s magazine Car, the shape was “controversial, but certainly regenerates an authentic Italian alternative to the po-faced approach” of the competition. He added: “Look at that extravagant front end, like a row of chrome-decorated sand dunes. The whole form is plump and carries telling details of bi-xenon headlights and multi-LED blades of tail-lamp – a comfortably fed and well-jewelled car like the folk who’ll drive it.” Regarding the interior, Horrell went on to say: “The effect is redoubled within. The cabin is truly rich and walks the right side of that line in Italian style dividing the perfectly proportioned minimalism from their bling-bling rap-star Versace vulgarity.” A notable feature of the interior was the use of high-quality, lightly varnished wood trim and cast magnesium for the centre console. Horrell wrote: “I can’t tell you how much more satisfying it is to use a cupholder or ashtray that glides out of solid metal than some clacky plastic lid.” After describing the engraved glassware of the instruments, which were notable for what he called their needles “floating at depth”, Horrell concluded that “it felt expensive”. Lancia invested heavily in the Thesis. Unlike its predecessor, the Kappa, which shared its platform with the Alfa Romeo 166, the Thesis was designed with its own chassis. In the words of Horrell, the car was fitted with a “complicated multi-arm aluminium-intensive suspension at both ends, augmented by Mannesmann Sachs ‘Skyhook’ adaptive dampers”, which were used on the Maserati Spyder. It is the first Lancia automobile with radar adaptive cruise control, which was made by Bosch. The Thesis was also the first production car to introduce an electric parking brake, although the new BMW 7 Series, introduced the same year with an electric parking brake, technically beat the Thesis to production. Describing the driving quality, Horrell wrote: “You can tell it’s a heavy car, but there’s no distress in letting this [test car with the V6 engine] build up a gentle sweat. Its autobox is attentive and smooth. The engine, though quieter than in any Alfa, is all you hear because road and wind noise have been quashed. Ditto rattles. This is a tight ship.” He added: “The Thesis’ ride is just terrific. It swallows big lumps, whatever your speed. Yet there’s no heaving in distress; the adjustable dampers keep body motion in check. They’re even better when the stress is lateral; considering the pillowy straight-line character, cornering roll is amazingly well-controlled.” The main criticism was the steering, which was considered by Horrell to be too light, and the slight tendency to understeer leading to intrusion of the ESP system. In conclusion, Horrell summed up the Thesis as being “far more accurate and even agile than it has any right to be.” Period reviewers suggested that the car was a good product in the wrong market segment. In this view, it would have been better to offer a vehicle in the Ford Mondeo price range rather than the more conservative sector contested by the BMW 5 Series and Mercedes E-Class. The Thesis is equipped with 6-speed manual or 5-speed automatic Comfortronic, which is available for all but 2.0 models. The interior was trimmed with leather or the suede-like Alcantara material long favoured by Lancia. The verdict of Car stated: “If Lancia can be turned around this is the car for the job.” Despite its very comprehensive equipment level and the improved fit and finish, sales remained well behind its predecessor, quite far behind the competition due to reasons such as its odd looks and front-wheel drive layout. When the model was discontinued at the beginning of 2009, only 16,000 units were built. The Thesis was replaced in 2011 by a new flagship sedan, based on the Chrysler 300, rebranded in continental Europe as the Lancia Thema.

Phedra: There were Lancia versions of both generations of the MPVs that were produced in a joint venture between Peugeot/Citroen and Fiat. As at the time of the launch of the second generation model seen here, Lancia were not using Greek letters in the 2000s (the first generation model had been called the Zeta) until the Lancia Delta was reintroduced in 2008, the new minivan was called Lancia Phedra, in honour of the Greek mythological figure Phaedra. The second generation of the Eurovans were launched in 2020. The Peugeot 807 car first, in June, followed by the Citroen C8 in July, with the Italian duo of the second generation Fiat Ulysse and the Lancia following a few months later. The floorpan and wheelbase were not transformed, but all exterior dimensions, including front and rear tracks, were increased. The increase in length of almost 30 cm greatly enhanced interior volume. The new Eurovans were afforded a much more bubbly, contemporary look, along with a modern looking dashboard with centrally mounted gauges. The differences between the various versions were more marked, surrounding full front fascias and rear sections (including head and tail lights), as well as different interior colour themes. The middle and third row seats now had fore/aft sliders to increase flexibility and also adjustable backs. As with the first generation, a three seater bench seat was available in the third row, slotting into the standard third row seat runners, with back-lowering and tilt forward arrangements to increase boot space. The Citroën C8 and Peugeot 807 also got a light facelift in February 2008. The Fiat and the Lancia were slightly wider than PSA vans, and the Phedra was also longer than other Eurovans.Production ceased in 2014. The American-built Chrysler Voyager, with Lancia badges on it was effectively the successor.

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

LC2: The Lancia LC2 (sometimes referred to as the Lancia-Ferrari) was a series of racing cars built by Italian automobile manufacturer Lancia and powered by engines built by their sister company Ferrari. They were part of Lancia’s official factory-backed effort in the World Sportscar Championship from 1983 to 1986, although they continued to be used by privateer teams until 1991. They were also the company’s first car meeting the FIA’s new Group C regulations for sports prototypes. More powerful than their primary competition, the Porsche 956s, the LC2s were able to secure multiple pole positions during their three and a half seasons with the factory Martini Racing squad. However, deficiencies in reliability and fuel consumption hampered the LC2s’ efforts for race wins against the Porsches. LC2s earned three race victories over their lifetimes in the hands of Italian drivers Teo Fabi, Riccardo Patrese, Alessandro Nannini, and Mauro Baldi, as well as German Hans Heyer and Frenchman Bob Wollek. In 1982, the new Group C regulations were introduced to the World Championship. This rule set required teams to use coupé-style cars that had to be able to meet a fuel economy standard mandated at 100 km (62.1 mi) for every 60 litres (16 US gal) of fuel. The Lancia LC1, which had been built to the older Group 6 regulations, initially competed in 1982, but had to be replaced in order for Lancia to earn constructors’ points in the World Championship, now open to Group C cars only in 1983. Besides the fact that the LC1 had an open-cockpit, the turbocharged straight-four Lancia engine it had used was not capable of achieving the fuel economy necessary in the new Group C regulations, requiring Lancia to also seek a new powerplant. Under the direction of Cesare Fiorio, Lancia began to work on the LC1’s replacement. Lancia lacked a production engine large enough to base a racing engine on, leaving the company to turn to outside sources. Since Lancia were owned by the Fiat Group, they were able to seek the assistance of fellow Fiat company Ferrari. Ferrari allowed Lancia to adapt the new naturally aspirated 3.0 litres four valve V8 which had been introduced in the Ferrari 308 GTBi QV in 1982. The development of the engine was assigned by Enzo Ferrari to Nicola Materazzi, then Chief Engineer in the Racing Department. The development was done in parallel with that of the F114B powering the GTO and both engines were intended with high duty in mind, with one difference being that the GTO engine would use IHI turbos for the road. The basic engine architecture was heavily redesigned for racing purposes and the engine was reduced in capacity to 2.6 litres and two KKK turbochargers were added to help the engine provide the fuel economy and power necessary. The specific engine displacement was chosen because of the possibility of using the same engine in the North American CART series. The engine was initially connected to a Hewland five-speed manual gearbox, which was replaced by an Abarth-cased unit in 1984. Design work on the chassis was split between Italian specialist racing car manufacturers Abarth and Dallara, the latter of which built the aluminium monocoque and the kevlar and carbon fibre bodywork in their factory. The LC2 featured a large intake for the radiators in the centre of the nose of the car just as the LC1 had, unlike the contemporary Porsche 956s which drew all their air from behind and to the sides of the cockpit. This air was also directed through the side bodywork to feed the intercoolers for the turbochargers. Inlets for the rear brake cooling ducts were also integrated onto the side bodywork of the car, immediately behind the doors. At the rear, a pontoon-style design was adapted to the fenders with the large wing bridging across the pontoons. The rear diffusers exited between the pontoons and underneath the wing. The LC2s were modified over their lifetime, with a multitude of modifications being made each season to the cars’ aerodynamics, including adapting brake duct inlets beneath the headlights. The Ferrari V8 was modified in 1984, bringing the displacement back up to 3.0-litres in an attempt to increase reliability and horsepower while improved engine electronics from Magneti Marelli allowed the larger engine to use the same amount of fuel as the previous version. The engine developed just under 840 HP at 9000 rpm with massive 800 lb.-ft. at 4800 rpm, the twin KKK turbos were running at 3.0 bar boost and would start pulling from 3000 rpm. In total, seven LC2s were built under the direction of Lancia, while a further two were built for Gianni Mussato without official backing after the program had ended. After the program had ended, Abarth acquired an LC2 and fitted it with the 3.5-litre Alfa Romeo Tipo 1035 V10 engine from the Alfa Romeo 164 Procar, and developed it under the project name SE047. The SE047 was an early development of the Alfa Romeo SE 048SP project in 1988. The SE047’s engine was ultimately not utilized in the later stages of the SE 048SP development. The LC2s made their debut at the beginning of the 1983 season, being run under the Martini Racing name and painted in the Martini & Rossi colours, as well as initially using Italian Pirelli radial tyres. The first race of the season was also Lancia’s home event, the 1000 km of Monza. The LC2 proved more powerful than the 956s, taking the pole position by nearly a second over Joest Racing’s 956. However tyre problems took the leading Lancia out of the lead of the race, and the second team car finished twelve laps behind the winning 956. Tyre problems and engine reliability hampered the LC2s all season; the Pirelli tyres were eventually replaced with British Dunlop crossply tyres, although the car’s suspension had been optimised for the Italian product. Neither car managed to finish a race again until the fifth round, the 1000 km of Spa. There the two Martini Racing LC2s as well as the privateer Mirabella LC2 all finished, but only after suffering various difficulties that dropped them from contention earlier in the race. The LC2s finally ran reliably at the European Endurance Championship round at Brands Hatch, where Michele Alboreto and Riccardo Patrese finished fourth. Lancia chose not to participate in the World Sportscar event in Japan, instead running the European Endurance event at Imola. The choice paid off as Teo Fabi and Hans Heyer earned the LC2 its first victory, although the factory Porsche team had not participated in this event. Lancia finished off the season with back-to-back second-place finishes at Mugello and Kyalami. Even with their difficulties Lancia took second place in the World Constructors Championship, although they earned only 32 points to Porsche’s 100. The revised LC2s appeared once again at the 1000 km of Monza to start the 1984 season, with suspension redesigned to work with the Dunlop tyres. Lancia opened the season with a podium finish, followed by another pole position on the fast Silverstone Circuit for the 1000 km of Silverstone led to a fourth-place finish. For the 24 Hours of Le Mans, both cars qualified on the front row in the absence of the Rothmans Porsche team, with Bob Wollek’s pole time of 3:17.11 being some 11 seconds faster than the fastest Porsche 956’s from Joest Racing who occupied the second row. Wollek and Nannini led at mid-race after battles with the Kremer Porsche of Vern Schuppan (the defending race winner) and Alan Jones, only for problems with the gearboxes on both cars to lose the team their lead. Wollek and Nannini at least proved the potential reliability of the LC2 by completing the full race distance and finishing in eighth position, with Nannini setting the races fastest lap of 3:28.90 The team also ran a private entry LC2 in the race for drivers Pierluigi Martini, Xavier Lapeyre and Beppe Gabbiani. This car crashed heavily in qualifying, with most observers believing it would require a new chassis to be repaired. As changing a chassis was prohibited by the Automobile Club de l’Ouest, the car was repaired in time to qualify and race, though rumours persisted that Lancia had broken the rules and used a new chassis to replace the original. The team took a brief hiatus after Brands Hatch, returning for Imola once again but they were unable to repeat their previous performance, both cars crashing out. Lancia once again skipped Fuji in Japan, returning for the South African round at Kyalami where Patrese and Nannini led home a 1-2 finish. Although the LC2 earned its second win, none of the leading Porsche teams attended the event in protest of the countries Apartheid laws. Unable to challenge further for the Constructors or Drivers Championships, the team did not attend the final round of the year at Sandown Park in Melbourne, Australia. Although the cars were fast, over the year Autocourse concluded that the team had had so many different problems that poor preparation must be the cause. 1985 was a year in which Martini Racing needed to show the potential winning capabilities of the LC2 in order for Lancia to continue to fund a project that had seen limited success thus far. The cars were further revised and were running on Michelin radial tyres. The season opened with an LC2 taking pole position at Mugello by 1.7 seconds ahead of the factory Porsche. Although the pole position car’s engine did not last, the other team car finished fourth. For the 1000 km of Monza, the LC2s were nearly four seconds ahead of the closest Porsche in qualifying, and led the race early on. However, while Patrese and Nannini were in third place and on the same lap as the leaders, a tree fell across the track and caused the race to be stopped early. On pole once again at Silverstone, one of the LC2s was in the lead of the race until a wheel bearing failure in the closing laps forced Nannini to pit, forfeiting the lead. Although the LC2s did not take pole at Le Mans, they lead the race early. Reliability issues again forced the team to drop out of the lead. They eventually finished the race in sixth and seventh places. A fuel pump failure also dropped the team out of contention at the Hockenheimring. An LC2 in the final form used by the factory team in 1985 and 1986. The team was competitive throughout the race at Spa, with the LC2 of Wollek, Patrese, and Mauro Baldi leading the factory Porsche towards the end of the event. The Lancia were leading when the race organisers chose to end the race out of respect for driver Stefan Bellof who had been killed in an accident earlier in the event. Even with the shortened race, Lancia were able to celebrate their first victory over the factory Rothmans Porsche team. The following event, the 1000 km of Brands Hatch, saw the LC2s leading en route to a potential win, only to hit one another and finish third and fourth. Once again unable to challenge Porsche in the championships, Lancia chose not to participate in the final two rounds. However they still earned second in the Teams Championship, just ahead of the privateer Joest Racing Porsche. Seeing some remaining potential in the LC2, Lancia allowed the project to continue into 1986, but only as a one-car effort. The year opened with a sprint event at Monza, with the speed of the LC2 allowing it to take second place, less than a minute behind the winning Rothmans Porsche. The first endurance event at Silverstone however saw a return of the LC2’s reliability problems, as according to the team the fuel pump failed and the car was unable to finish. According to Autosport magazine, in fact, the car ran out of fuel after delays and the team putting the softest available tyres on the car and employing qualifying boost in order to take the lap record Feeling the cars were still not reliable enough nor fuel efficient enough to compete with the evolved Porsche 962C, Lancia determined that the project was no longer worth supporting, and Martini Racing pulled out of the championship. Lancia turned their full attention instead to their efforts in the World Rally Championship. Privateer teams initially attempted to carry on with older LC2 chassis. Gianni Mussato unsuccessfully entered two races in 1986 before leaving the championship, returning for one-off appearances in 1987 and 1988. The Mussato car moved to Dollop Racing later in 1988, where it was again unsuccessful and failed to finish any of the races that season. Mussato returned in 1989 with a newly built LC2, but once again the car struggled to finish any races during the season. His team made a final attempt in 1990, running just the 24 Hours of Le Mans, but the outcome was the same. Even into 1991, the Veneto Equipe team turned to the LC2 to contend the World Sportscar Championship. As with all previous privateer efforts the car was unable to compete, failing to even qualify for some of the races, let alone finish them.

ECV2: During the 1986 season of the World Rally Championship, Abarth engineers worked on designing the car that would replace the Lancia Delta S4. The technicians set up a futuristic prototype in which composite materials were used extensively. This is how the name ECV (Experimental Composite Vehicle) came about: an experimental car made with composite materials. The prototype also had a new engine equipped with a revolutionary supercharged engine called Triflux. While the powerful Group B cars were racing in the 1986 World Rally Championship, Lancia had already developed a car with the specifications of the new Group S, which was at an advanced stage of testing and was due to debut in the following seasons. On the one hand, the Group S car regulations placed more emphasis on safety, while on the other hand, they allowed greater freedom as they required a much smaller number of cars for homologation to be built than Group B. With the Group S cars, real prototypes were once again being designed also for rallies: these were unique cars, quite different from conventional cars, which made it possible to test materials and solutions that could not be used in mass production due to their prohibitive costs. As a result, they became a testing ground for technologies which, with the necessary adaptations, could later be applied to production cars, adopting the “from track to road” paradigm that has always distinguished the demanding sporting commitment of car manufacturers from all over the world. In order to improve its performance, the car that was to replace the Lancia Delta S4 Group B had to ensure the achievement of two goals: increased engine power and the use of new materials for constructing the chassis, which could provide improved torsional rigidity while also reducing overall weight. These were the challenges facing Abarth, which had recently become the official racing team of the Fiat Group and was tasked with preparing and assisting the Fiat and Lancia branded cars in competitions. The chassis was designed by Engineer Sergio Limone, who was in charge of design and experimentation for the Squadra Corse Lancia HF. He created an innovative composite body using Kevlar and carbon fibre. A special “cradle” enveloped the engine while a series of panels was used for the rigid cockpit and the rest of the bodywork. Only the front chassis was made of conventional steel tubes so that it could be repaired and replaced more quickly. In order to make the car even lighter, new composite materials were also used for the drive shaft and wheel rims. All in all, while providing greater torsional rigidity than the Delta S4, the car weighed about 20% less. The engine designed by Engineer Claudio Lombardi, Abarth’s technical director, for the ECV had the same displacement as the Delta S4, but had a different cylinder head and a different supercharger with two turbines. In the engineer’s mind, this innovative engine could already have been fitted to the Delta S4. However, due to conservative choices made during the 1982 design phase, Lombardi decided to equip the Delta S4 with a conventional engine with volumetric compressor, which had already been extensively tested on the Lancia Rally 037. Consequently, on the Delta S4, Lombardi only added a turbine to the tried and tested volumetric compressor in order to bridge the power gap with competitors. At last, Lombardi was able to build what would become his famed Triflux for ECV, with a crossflow cylinder head and two turbochargers. The ingenious cylinder head, with intake and exhaust valves positioned crosswise, allowed the engine to be supercharged more effectively even from low revs, but also to deliver more power at high revs. Right from the first dyno tests, the results were very encouraging: 600 HP was reached, which is about 100 HP more than the Delta S4 engine. Following several tragic accidents in the 1986 sporting season, the Federation decided not to make the transition from Group B to Group S. Instead, the following season, the decision was made to let less powerful cars race, which were more suited to mass production.  The ECV project was therefore discontinued, but the prototype was still prominently showcased and underwent significant development. In the wake of the accidents at the rallies in Portugal and Corsica of 1986, the FISA (Fédération Internationale du Sport Automobile) decided to cancel the transition to Group S and opted to let cars derived from road-going cars race, thus limiting participation only to Groups A and N. Both Groups admitted cars built in at least 5,000 units per year. Group N homologated cars required all safety equipment, from roll cages to fire extinguishing systems, with just a few mechanical modifications, while Group A cars had greater freedom in developing the mechanical parts. And so, from one day to the next, all Abarth’s efforts were focused on the new car, which had to comply with the specifications of the newborn Groups A and N: the Lancia Delta HF 4WD, which would mark the beginning of an era that became the most successful in Lancia’s sporting history. However, the futuristic Lancia ECV, with its innovative composite bodywork and revolutionary Triflux engine, was not shelved. In fact, Lancia decided to show off what had been conceived as the evolution of the Delta S4: thus, in late 1986, the ECV, equipped with a brand new Lancia-Martini red livery, was put on display at the Motor Show in Bologna, which at the time was one of Europe’s leading motor shows. Both the public and sector professionals were very impressed by the car, and everyone was disappointed to learn that, unfortunately, it would not be able to compete in rallies. The prototype, however, was not fully developed yet: the Lancia sports management team decided to continue experimenting on the ECV and made substantial changes to the bodywork. Italian designer Carlo Gaino took care of its design and created new shapes that were noticeably different from those of its progenitor, the Delta S4. By using composite materials once more, Gaino was able to further reduce the weight: the ECV2 was therefore created in 1988. All these changes were aimed at improving aerodynamics, the most significant being the rear end and, in particular, the spoiler. While on the Delta S4 and ECV the rear wing was placed at the end of the roof, in the ECV2 the wind tunnel results suggested “detaching” it completely from the bodywork and placing it at mid height. The tail was therefore modified and shortened, and the clear engine cover became enveloping. The large air intakes on the rear pillars, which were characteristic of the Delta S4 and ECV, were removed and all that remained was the slit at the end of the roof to channel air to the engine compartment. The front bonnet was completely redesigned, with a large double opening to allow the air that cools the large radiators to flow out. The large front spoiler was connected to the radiator grille, which resembled that of the Delta 4WD with its red profile, while the headlights were streamlined. Along the side of the car, the side skirts improved lateral aerodynamics while the wheel rims featured external disc brakes, which were also made of composite material, to help cool the brakes. The bodywork had another distinctive feature, i.e. its colour: a brand new Bianco Perla (pearl white), with a light blue, blue and red band sporting the Martini Racing livery on the entire side and rear. This specific shade was later used on a special limited series edition of the Lancia Delta HF Integrale Evoluzione, also called Bianco Perla. Its harmonious exterior design, with stood out for its futuristic elegance, was matched by a basic and minimalist interior resembling that of a workshop car, which had a huge pressure gauge in the middle of the dashboard to control the turbine boost pressure.

Fulvietta Concept: There was a time when Lancia had been incredibly innovative and stylish. Most of its pre- and post-war cars looked superb and featured interesting engineering. One of the most revered is the beautiful front-wheel drive Fulvia coupé, which made its debut in 1965 complete with narrow-angle V4 engine, disc brakes all round and double-wishbone front suspension. The car would be successful in motorsport and by the time production ended in 1976, more than 140,000 examples had been built. But ever since the company was acquired by the Fiat Group in 1969, its cars had started to lose their individuality. So when Lancia unveiled its Fulvia concept at the 2003 Frankfurt motor show it looked like the company was finally finding its way after many years in the wilderness. Lancia had gone off the rails with the demise of the Integrale in the 1990s and had never really managed to come up with anything to inspire buyers. While other Fiat Group subsidiaries such as Maserati and Alfa Romeo had made great strides in design, quality and specification, Lancia had continued to languish and what was needed was a fresh, exciting halo model to make the brand appealing once more. In the Fulvia it looked as though Lancia had finally found what it was looking for. Here was a car that took the beautiful lines of the original Fulvia, and improved on them. But all was not what it seemed. When the Fulvia was unveiled, Lancia was non-committal about its prospects of making production. The press went wild over the concept and potential buyers queued up, chequebooks in hand. But Lancia bosses couldn’t make up their minds over whether or not to build the car, even though it was generally agreed that this was the best-looking machine to come from the company in years – if not decades. The whole point of the Fulvia was that it could have gone into production with the minimum of changes. Sure some of the detailing may have had to be watered down, but the concept was based on tried and tested components taken from the Lancia parts bin. As such there was a 1.7-litre four-cylinder petrol engine transversely mounted up front. The 140bhp on tap was fed to the front wheels, just as in the original Fulvia; such a layout ensured low production costs, better packaging and more sure-footed (if perhaps slightly less entertaining) handling. Channelling that power was a five-speed manual gearbox, although the Fiat Group is no stranger to more unusual transmissions, such as semi-automatic units with sequential gear selection. The Fulvia’s construction was also deliberately kept simple, to maximise its chances of becoming a commercial reality. The monocoque was made of welded steel, while the panels were all made of aluminium. The latter helped to keep the Fulvia’s weight down to just 990kg, but it’s likely that any production car’s panelling would have had to be made from steel, to keep production costs down. However, it’s also very likely that Lancia would have been able to incorporate some plastic panels – items like the bonnet or boot lid. As a result, while any production Fulvia is unlikely to have remained below the magic one-tonne kerb weight, with some ingenuity the final figure shouldn’t have been a lot higher. Stylistically, the concept borrowed heavily from the original production Fulvia coupé. That car had featured very slender pillars to produce a light and airy cabin; this new model was no different. Indeed, the Fulvia was essentially the original car, updated using 21st century technologies and design details. As a result, there was flush glazing along with much tighter build tolerances, so the end result was a car that looked of a much higher quality, more modern and far more aerodynamically efficient. Also, while the dimensions and proportions hardly varied between the old car and the new, the track was wider for greater stability. The interior was just as brilliantly thought out as the exterior. While brown would usually look horribly dated, Lancia used it to great effect both inside and out. The dash was once again clearly inspired by the original Fulvia, so there was a wood finish and some very simply laid out switchgear and displays, so it looked stylish and retro rather than contrived. There was room for just two occupants, each of whom was provided with a bucket seat; the space behind was given over exclusively to luggage. Of course there was a boot too, for extra carrying capacity; the show car came with a set of hand-made leather luggage, produced specially by Trussardi, to make the best possible use of the available boot space. In the event Lancia elected not to build the car; it was decided that it would cost too much to develop and build relative to its sales potential. As if that wasn’t bad enough, thanks to the Fiat Group’s acquisition of Chrysler in 2011, in some markets Lancias became nothing more than rebadged Chryslers. Which may have saved Lancia a pile of cash in development costs, but it did little for a brand that was once so great.

Nea Concept: The Lancia Nea, a concept car designed by I.DE.A Institute in collaboration with the Lancia Style Center under the direction of Mike Robinson, is a visionary vehicle that blends the rich tradition of the Lancia brand with forward-thinking innovation. Measuring just 4.10 meters in length, the Nea explores the future of compact cars while staying true to the brand’s legacy of advanced design and cutting-edge technology. Drawing inspiration from the larger Lancia Dialogos, the Nea reintroduces key elements from its predecessor, such as an emphasis on maximizing onboard comfort and providing a ride that is both adaptive and stress-free. The Nea takes the idea of personalized comfort further by focusing on creating a harmonious relationship between the driver and passengers. From adaptable seating configurations to optimized climate control, every aspect of the vehicle is designed to prioritize well-being and comfort. However, the Lancia Nea isn’t just a reinterpretation of the past; it also introduces new features that cater to modern drivers’ evolving needs. One of the key innovations is its focus on communication. As the automotive world increasingly integrates digital technology, the Nea takes full advantage of these advancements by offering seamless communication between the car, its driver, and the world outside. The vehicle is equipped with systems that facilitate easy interaction, whether it’s between the car and the driver or through external connections with other people or services. This focus on connectivity reflects the growing desire for cars to be more than just transportation; they are becoming interactive hubs that enhance daily life. Overall, the Lancia Nea is a glimpse into the future of compact cars—one that combines the brand’s long-standing reputation for luxury and innovation with new, technology-driven features that prioritize user experience, comfort, and communication.

CARABINIERI

There is a comprehensive collection of Fiat models here which were used by the Carabinieir:

Fiat 1100

Fiat 600

Fiat 600 Multipla 

Fiat 850T

Fiat 1100R

Fiat Campagnola

Fiat 500

Fiat 124

 

Fiat 125

Fiat 128

 

Fiat 127

 

Fiat Tipo

 

Fiat Punto 1

Fiat Panda

ALFA ROMEO

The main Alfa Romeo museum is in Arese, at what was a major manufacturing site for this marque. Only the museum remains as the rest of the site has been redeveloped with houses and shops. There are a few recent Alfa Romeo models here, too.

SZ: 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.

147 GTA: 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.

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

Giulietta: 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.

8C: 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.

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

4C Quadrifoglio Prototipo: The 4C Quadrifoglio, even more radical than the standard 4C, embodies an ambitious project for an ultra-high-performance version. Indeed, these cars are designed with aerodynamics pushed to the limit. At the front, an imposing spoiler and carbon splitters enhance stability at high speeds. The modified front hood incorporates an aerodynamic duct through which the air passes, creating additional vertical pressure on the front axle for improved grip and precision. At the rear, the 4C Quadrifoglio sports a large spoiler over the trunk. and a high-performance diffuser housing two large central tailpipes. This configuration accentuates the car’s aggressiveness while improving its stability at high speed, an essential detail for thrill-seeking drivers. Although the exact power of these models has never been officially confirmed, rumor has it that the 1.75 TBI engine has been boosted to 270 hp, compared with 240 hp on the standard version. This increase in power is by no means impossible, as several engine tuners have managed to achieve this performance through modifications such as a specific exhaust and a reinforced clutch. It therefore seems likely that this Quadrifoglio version was ready to deliver exceptional performance, but never saw the light of day on the roads. The first spyshots of the 4C Quadrifoglio circulated in 2014, and the car looked ready to be presented at the 2015 Frankfurt International Motor Show. However, this presentation never took place, and the model was cancelled. Strange timing, since the Giulia Quadrifoglio, another flagship model from Alfa Romeo, was presented at the same time, in June 2015. So what prevented the 4C Quadrifoglio from seeing the light of day? Did its performance, deemed insufficient compared to the Giulia Quadrifoglio, play a part in the decision? Or did the low popularity of the 4C in general contribute to the project’s cancellation? Unfortunately, these questions remain unanswered. Despite this cancellation, It is interesting to note that the 4C Quadrifoglio was ready to receive all the components required for U.S. homologation. It seemed ready to compete with other sports cars of the time, but fate decided otherwise. Today, these two exceptional models remain one of the mysteries of Alfa Romeo history.

Giulia

Giulia GTAm: On 2 March 2020, Alfa Romeo introduced two new 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 Quadrifoglio model. The car seen here is a prototype and it was scheduled for destruction, but the Heritage Hub intervened to save the car, but the agreement is that it cannot be registered and driven on the road.

Stelvio: Preceded by Alfa Romeo’s first off-roader, the Matta, in the 1950s and the Kamal concept car in March 2003, the Stelvio is Alfa Romeo’s first production SUV. The high-performance trim of the Stelvio, the Quadrifoglio, was unveiled on 16 November 2016 at the Los Angeles Auto Show. The European versions of the Stelvio were presented at the Geneva Motor Show in March 2017. On  January 18, 2017, Alfa Romeo began accepting orders for the Stelvio First Edition in the EMEA region. On November 2, 2017, the Stelvio Quadrifoglio went on sale in Italy. The Stelvio uses the same Giorgio platform already used by the Giulia, but slightly modified and raised by 22 cm (8.7 in). The Stelvio also shares the same engines and most of the mechanics, including a carbon-fibre driveshaft. In addition, its track width has increased by 2.9 cm (1.1 in) in the rear and 5.4 cm (2.1 in) in the front. It has a boot capacity of 525 L (18.5 cu ft). The boot sill is aligned with the rear bumper and cargo does not need to be lifted over a lip when being removed. There are large vehicle blind spots behind the car’s pillars. It has a 50/50 weight distribution and a drag coefficient of 0.32 (Cd). Euro NCAP classify it as a large off-road car. In order to reduce the weight of the car, aluminium is used for body panels, as well as for mechanical parts such as the suspension, brakes, and engine. The suspension, called AlfaLink, implements double wishbones in the front, and an aluminium multi-link configuration in the rear. The springs are longer than those in the Giulia, but stiffer to account for the extra weight and ride height. The driver sits nearly 20 cm (7.9 in) higher from the road than in the Giulia.[15] The suspension is tuned for improved handling and driving dynamics, which can compromise ride quality if optional larger-diameter wheels are fitted. Rear-wheel drive as standard, the Stelvio can be optioned with an Alfa Romeo “Q4” all-wheel drive system, which can send up to 50% of power to the front in low-grip conditions. The Stelvio weighs 1,660 kg (3,660 lb) with all fluids, 145 kg (320 lb) less than an equivalent BMW X3 and 110 kg (243 lb) less than a four-cylinder Porsche Macan. The car’s braking system is designed to be less-susceptible to brake fade, which can take time for unfamiliar drivers to get used to. All models feature an 8.8-inch infotainment system with Apple Car Play and Android Auto as standard, while small tweaks have been made throughout the ranges. The car’s engine lineup is similar to that of the Giulia’s, with a turbocharged 2.0-litre inline-four and a 2.2-litre diesel inline-four. The Quadrifoglio trim level offers a 2.9 litre 690T twin-turbo 90° V6 rated at 510 PS (503 bhp), developed for Alfa Romeo by Ferrari. In Europe, consumption standards use the WLTP measuring system, which increases accuracy for consumption and emission figures. On 29 September 2017, a Quadrifoglio model set a Nürburgring lap time of 7 minutes, 51.7 seconds, the fastest for a production SUV. For the 2019 model year, diesel engines of the Stelvio were updated to meet the Euro 6d emissions standards, with AdBlue technology introduced to tackle particulates in the exhaust. Both the 150 PS (148 bhp) and 180 PS (178 bhp) versions got 10 PS (10 bhp) more from this change. In addition, Alfa Romeo introduced a new trim level for Europe: the Ti (Turismo Internazionale). Slightly different than the similarly named Stelvio Ti on sale in the United States, the Euro-spec Ti is fitted with the TBI-M 2.0-litre inline-four, mated to an eight-speed automatic transmission, with power sent to all four wheels through Alfa Romeo’s Q4 all-wheel drive system. In 2020, Alfa Romeo introduced the newly updated Stelvio in China, with both the Giulia and the Stelvio featuring updated interiors, a new 8.8-inch touchscreen for the infotainment system, which now offers a WiFi hotspot, over-the-air software upgrades, integrated emergency call function, and call assistant function. There is the new leather-wrapped multi-function steering wheel and gear lever, with revised dashboard materials. The debut for North America was in the 2019 LA Auto Show. As of 2022 in North America, the Stelvio has four distinct models. Starting with the base model Sprint, the Ti, the Veloce and the top-of-the-line Quadrifoglio. In light of the Alfa Romeo Tonale’s release, Stelvio’s range of models was condensed from seven to four. The Stelvio has been Alfa’s best-selling model in Europe for the past few years though in the UK, the Giulia has done slightly better.

I had been looking forward to my visit to the Heritage Hub for some time, getting particularly excited once the trip was booked and the time of my visit was confirmed. I was not disappointed. This is an amazing place, with a vast array of exhibits, some more familiar than others. I could easily have spent the whole day here, but sadly, you have to leave when the tour is over, as the guide has to escort you back across the site. I have no doubt I will be back for a second look before too long!

Details of the Hub and how to book are found on this site: https://www.stellantisheritage.com/en-uk/heritage/places/heritage-hub