Less than two months since my last visit, I am back at the AutoWorld, one of the very best museums in Europe if not globally. Why? Well, because I had seen that running from early July for a couple of months would be two special exhibitions, one to commemorate 125 years of Fiat and the other 75 years of Abarth. I just had to go! The museum is in the Parque du Cinquantenaire, on the east side of Brussels, and as I knew from previous visits – and I have been a number of times, over the years – is relatively easy to get to, even though the park itself is now closed to cars, so you have to park out on the street. The regular museum contains a world-class array of several hundred exhibits, and these do change periodically, but, as many museums have figured out, one way to get people to keep coming back it is to bring in cars that are not normally on displays for a temporary and special exhibition. Over the years, there have been of these at AutoWorld, and I am sure that if I lived in Belgium, I would have gone along to see almost all of them. Anyway, there was no way I was going to miss this one. As I visited only a few days after the display opened, there was not much in the way of online content to spoil the surprise. It is fair to say I was not disappointed. Here is what I saw:

ABARTH

Karl Albert Abarth, born in Vienna in 1908, showed an insatiable appetite for speed and an unparalleled sense of engineering even at an early age. He soon found his way to Italy, where at the age of 17 he joined the Castagna motorbike brand as a chassis designer. ‘Carlo’ Abarth returned to his homeland two years later as a motorbike racer. He became European champion five times, until a serious accident brought his successful career to an abrupt halt. His last success on a motorbike led him from Vienna to Ostend, where in 1934, after a blood-curdling 1,300km race, he beat the Orïent Express on a home-made motorbike with sidecar. Abarth returns to Italy the same year where he marries the secretary of Anton Piëch, Ferdinand Porsche’s son-in-law. He distributes Porsches in Italy and founds the sports car brand CIS Italia. When that brand goes belly up, Abarth kneads the remains of the sports car company into his own brand, with his star sign scorpion as his logo. Besides running his own cars, Abarth also focused on producing parts for other Italian brands, with a view to improving sporting performance. When Abarth moved to Turin in 1951, becoming Italian, he joined forces with Fiat a year later. Abarth uses Fiat parts for his cars and receives compensation from Fiat for every victory he achieves. In the process, Carlo Abarth is savvy enough to focus on the smaller categories, shunning opposition with the likes of Ferrari. The collaboration is not exclusive, witness Alfa Romeo’s and Porsches with Abarth’s scorpion behind their model name. In the early 1950s, Abarth develops an exhaust kit for the popular Fiat Topolino. The idea caught on and Abarth built a range of exhausts that would find hundreds of thousands of customers looking for better performance for their day-to-day cars. In doing so, Abarth set a precedent and also showed its business acumen. Abarth tuning parts were in great demand by all those who wanted to give their cars a sportier look, or wanted success in races or rallies. In 1971, Carlo Abarth sold his company to Fiat. What remains of Abarth is transferred to Osella, while Abarth becomes the sporting arm of Fiat. Its greatest successes are achieved in rallying, with the 124 Abarth Rally and the 131 Abarth scoring several world titles. Afterwards, Abarth does the same with Lancia, meanwhile also part of the Fiat group, with the Beta Montecarlo Group 5 and the 037 Group B rally car, among others, both scoring world titles. In 1981, Abarth ceases to exist and is replaced by the Fiat Auto Gestione Sportiva. The Abarth name almost disappears, but is restored by Fiat in 2007. At its own factory in Turin, the Fiat 500 Abarth, Grande Punto Abarth and 124 Abarth are manufactured. Meanwhile, the scorpion logo once again proudly adorns Fiat’s sporty cars and seems to have been restored to Carlo Abarth.

The exhibition here is called “Abarth 75 Years – Passione per la Velocità” and has been put together with the help of Guy Moerenhout, whose own Abarth Works Museum I had visited just the day before coming here. Many of the cars here are from that collection.

750 GT Record Monza – 1958: The first Abarth 750 GT appeared in early 1956, and was the first Abarth product to use standard Fiat bodywork, that of the little 600 saloon. Fiat delivered these cars incomplete, to make it easier and more cost effective for Abarth to carry out their performance modifications. Rather than the 633 cc original or Abarth’s own 710 cc model, the engine now displaced 747 cc thanks to a one millimetre wider bore and a stroke increased by four millimetres. Sharper cams, lighter flywheel, a bigger carburettor, and a myriad other traditional tuning tricks were employed; as a result power nearly doubled, up from 21.5 to 40 bhp. Claimed top speed was 80 mph. As well as the “standard” car, a special model was then built with a Zagato body, known as the Fiat Abarth 750 GT Zagato. It was launched at the 1955 Salon di Torino. The original model was also offered in a more luxurious variant for export (called “America”, as it was almost strictly meant for the United States) and a stripped down model with lower, uncovered headlamps and smaller taillights for the domestic Italian market. The “America” also has a different layout around the rear license plate.  The all-aluminium bodywork has Zagato’s famous “double-bubble” design and Abarth’s tuned derivazione engine with 43 bhp. Aside from the floorpan, not much of the Fiat 600 remains in use for these cars. It had a top speed of around 90 mph and proved popular. Around 600 were sold. By the time of the appearance of the Abarth Zagato Record Monza 750 Bialbero, the bodywork had been unified into a separate model with a rather large hump on the engine lid, made necessary by the taller twin-cam motor. There were then three distinct models 750 “Double Bubble”, 750 Record Monza and 750 “Sestrieie”, this last having a single cam pushrod engine and the majority built with a steel body and a very small number of Alloy cars, just one of which is known to exist today. The 750 GT Bialbero model appeared at the 1958 Turin Show; along with various alterations to the bodywork, it had the new twin-cam engine with 57 bhp at 7000 rpm. The first series constituted 100 cars, enough to homologate the car for the Gran Turismo competition category. The “Record Monza” was the most successful racing Abarth in the USA under the Franklin D. Roosevelt Jr Racing team, (Abarth cars winning over 700 races worldwide), including both Sebring with the 750cc Bialbero engine and Daytona under 1000cc races in 1959 widely believed to have had the first 982cc Bialbero engine. The Sestriere had upright headlights and two very large air intakes on the engine lid much wider than a double bubble. The Sestriere was believed to be the last model produced for Abarth by Zagato, due to disagreements between Abarth and Zagato, so Abarth developed the 750 GTZ with a twin cam engine and the body evolved by Sibona and Basono into the Bialbero 700 and 1000 models. which were first seen in 1960. They are equally rare these days.

750 GT Sestriere – 1959: A special model named the “Sestriere”, as seen here, had upright fixed headlights and was built normally in steel, with two prominent air scoops atop the tail for better engine cooling. The Sestriere model was named after the Rallye de Sestriere, one of Europe’s most punishing Alpine rally events on the annual calendar at that time, providing the Italian round of the contemporary rally drivers’ Championship. Above all, the Fiat-Abarth 750 Sestriere was a tough and resilient little competition car in true Abarth fashion. Around 50 were built.

750 GT Coupe Viotti – 1956: The Abarth 750 Coupé Viotti, a captivating piece of automotive history, emerged in the late 1950s as a testament to Abarth’s commitment to performance and style. In 1957, the spotlight fell on the Abarth 750 Goccia, showcasing a Vignale body that hinted at the car’s potential on the racing circuit. The following year witnessed the introduction of the 750 Spyder by Allemano, a sleek convertible design that would later spawn a rare and elegant coupe variant. Stepping into the limelight in 1959, the Abarth 750 GT by Viotti stands as a testament to exclusivity, with only a handful ever produced. Among these, the showcased vehicle holds a unique distinction as Abarth’s prototype, representing a blend of engineering prowess and innovative design. Viotti, in collaboration with renowned designer Giovanni Michelotti, also extended the same captivating body design to the standard Fiat 600 chassis, resulting in approximately 100 specimens of this stylish model. The Abarth 750 Coupé Viotti remains a rare gem in automotive history, with its limited production adding to its allure. Its evolution into the better-known Abarth 850 Scorpione coupe by Allemano further cements its legacy as a symbol of performance and sophistication from an era defined by automotive ingenuity.

750 Spider Allemano – 1958: Serafino Allemano opened his coachbuilding shop in Turin in 1928; it closed in 1965. Many of his cars were shop designs. Some, however, were from Michelotti or Scaglietti. 1958 was the last year of the Allemano-bodied Fiat 600 chassis Abarths, most of which were 750cc version. The Fiat/Abarth 750/850 were built atop the floorpan of the Fiat 600 and powered by modified engines by Abarth. Several coachbuilders created various derivations including Zagato, Allemano and others. Serafino Allemano opened his coachbuilding shop in Turin in 1928; it closed in 1965. Many of his cars were shop designs. Some, however, were from Michelotti or Scaglietti. 1958 was the last year of the Allemano-bodied Fiat 600 chassis Abarths, most of which were 750cc version. The 750 first appeared in 1956 and specifications vary. The 633 four-cylinder engine was enlarged to 747cc and many of the components were replaced or modified. These changes brought horsepower from 23 bhp to 44 bhp and gave it a top speed of nearly 100 mph. The Fiat/Abarth 750/850 were built atop the floorpan of the Fiat 600 and powered by modified engines by Abarth. Several coachbuilders created various derivations including Zagato, Allemano and others.

2300S Coupe – 1968: Designed by Sergio Sartorelli and Tom Tjaarda at Carrozzeria Ghia in 1960, it was apparently very much inspired by the Ferrari 250 GTE, and it’s not hard to see the evidence. Its design is a masterpiece of grand touring elegance, a rather stretched profile made of taut lines, thin pillars, and graceful proportions for a 2+2. The 2300 S is a statement-making car for sure, but it achieves its presence through its tasteful details rather than brash aggression. Just look at the panoramic rear window and pillar that echoes the same angle as the windshield. It’s the details like that that give this Fiat its charm. Of course, to earn an “Abarth” on its boot lid it had to be athletic as well as beautiful. Carlo Abarth had been charged by Fiat to work on the six-cylinder engine in the 2300 sedans, specifically to develop a more powerful version to be used in the coupé models. The quicker of the two-door models, the 2300S, benefited from a cylinder head reworked by Abarth and two twin-barrel Weber carburetors instead of one. Now good for around 130hp, the car could finally approach the symbolic 200km/h threshold, but the 2300S Abarth Coupé also benefited from four-wheel disc brakes to provide the stopping power to match—back in the early 1960s this was a pretty high level of power and equipment, and it had an incredible sound coming from its hot motor so people in the know were surely privy to these things. As a true sports car in this trim level, the model took part in numerous rallies during the decade and nowadays they are eligible for top historic events like the Tour Auto and Monte-Carlo Historique.

Abarth OT 2000 Periscopio – 1966: The Fiat Abarth OT 1300, built on the basis of the Fiat 850, was successful into the 1970s and contributed significantly to Abarth’s recognition as a race car manufacturer. 1966 was a special year, with more than 900 victories. Based on the OT 1300, Mario Colucci developed the OT 2000 Coupé with larger engine. About 3 of the were built. This is a replica built by GMR, based on an OT 1300. OT stands for “Omologato Tourismo”, homologated touring car.

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

595 SS Competizione – 1970: The 1st Fiat 500 with Abarth conversion kit was launched in 1957 under the name Fiat 595 Abarth. It wasn’t until ’63 that the Fiat Abarth 595 was launched as a complete car. Again, the displacement was increased to 594 cc, hence the name “595”. Throughout the production period of the Fiat 500, Abarth sold tuning kits in wooden crates. This is a rare “Competizione” version with black wing extensions. It’s one of only 22 with a much more powerful radial engine made by Abarth.

695 SS Corsa – 1970: Of all the performance-oriented models created by Karl Abarth, later known as Carlo Abarth, perhaps the 695 esse esse is the best representation of the scorpion-branded firm’s collaboration with Fiat. Around 1,000 Fiat Abarth 695 SS were produced and only 150 are believed to remain. Abarth introduced its 695 SS version in 1966, after the previous presentation back in 1964. The rear-engine, rear-wheel-drive layout Fiat 500 was the basis of the project. When compared to the production version of the 500, aesthetically the 695 was virtually identical except for the logo, badge on the radiator grille and the coat of arms on both sides of the car. The 695 SS was the only version to feature flared arches and the need to raise the engine cover for extra stability and cooling. Like all Abarths, the differences are found in the mechanical upgrades that helped to increase its top speed to around 140 km/h (87 mph). The OHV 2 valves per cylinder inline-two engine, exhaust pipe, head and valve-springs were upgraded and specially designed pistons and camshaft fitted. It had an equal square bore and stroke ratio of 76 mm × 76 mm for a total displacement of 689.5 cc and the original single Solex 34PBIC carburettor was increased in size with a compression ratio of 9.8:1 developing 38 PS (37 bhp) at 5200 rpm and 57 Nm (42 lb/ft) of torque at 4000 rpm

Autobianchi Abarth A112 ‘Prototipo Reconstruction’ – 1970: 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!

124 Rally Group 4 – 1973: 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.

238 Transporter Servizio Corse – 1973: The 238 was introduced in 1967 as the logical successor for the Fiat 1100T. The 238 was based on the chassis of the Autobianchi Primula and had a downtuned version of the Fiat 124’s engine. The 238 was produced in many different body styles for utility and personnel transport. In 1974 Fiat introduced a new van, the 242 with a larger petrol engine and also a diesel engine variant. Despite that the sales of Fiat 238 did not weaken and Fiat decided to keep it in its lineup, and made the new bigger 1.4-litre engine also available to the 238 model. The 238 was produced until 1983 and was replaced with the Ducato.

131 Stradale – 1981: 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

Ritmo Abarth 130TC – 1986: The 130 TC was the final major variant to be added to the Strada range when it appeared in 1984. It was based on the 125 TC (which had not been sold in the UK) and was powered by a 1,995 cc engine with power output increased to 130 PS. This was achieved by replacing the single Weber carb used in the 125 TC with twin Solex/Weber carburettors on a side-draught manifold, and via improved cam profiles. The 130 TC had a top speed of 195 km/h (121 mph) and accelerated from 0 to100 km/h (62 mph) in 7.8 seconds. It was fitted with Recaro bucket seats in Britain and it remained the only 1980s European hot hatch to continue to use carburettors instead of fuel injection. Ignition timing was controlled electronically. Although appearing outwardly similar to the restyled 105 TC with its lower door and wheelarch trims, the 130 TC could be distinguished by its polished four-spoke alloy wheels (continued from the earlier 125 TC), aerodynamic perspex front door wind deflectors, and lower hatchback spoiler. The powerful twin-cam was mated to a close ratio five-speed ZF manual gearbox and had superior performance to its contemporary rivals, which included the Volkswagen Golf GTI, Ford Escort XR3i, Vauxhall Astra GTE and the MG Maestro. In its day, it was faster than all of them, but it found relatively few buyers.

595 Competizione – 2024: Representing the modern Abarth was this car, from the 312 series of models first seen in 2008, and still in production (though not for much longer, sadly!). What is known as the Series 4 version of the familiar 595 reached the markets in the middle of 2016. After rumours had circulated all winter following the launch of the facelifted Fiat 500 last year, Abarth finally unveiled the Series 4 at the end of May 2016. Initially, we were told that the cars would not be available in the UK until September, but that came forward somewhat, with dealers all receiving demo cars in June, and the first customers taking delivery in July.  Three regular production versions of both the closed car and the open-topped C were initially available, all badged 595, and called Custom, Turismo and Competizione, as before, though numerous limited edition models have since appeared and in most case disappeared. The most significant changes with the Series 4 are visual, with a couple of new colours, including the much asked for Modena Yellow and a different red, called Abarth Red, which replaces both the non-metallic Officina and – slightly surprisingly – the tri-coat pearlescent Cordolo Red. as well as styling changes front and rear. The jury is still out on these, with many, me included, remaining to be convinced. At the front, the new air intake does apparently allow around 15 – 20 % more air in and out, which will be welcome, as these cars do generate quite a lot of heat under the bonnet. Competizione models for the UK retain the old style headlights, as they have Xenon lights as standard, whereas the Custom and Turismo cars have reshaped units. At the back, there are new light clusters and a new rear bumper and diffuser. Inside, the most notable change is the replacement of the Blue & Me system with a more modern uConnect Audio set up, which brings a new colour screen to the dash. Mechanically, there is an additional 5 bhp on the Custom (now 145) and Turismo (now 165 bhp) and the option of a Limited Slip Diff for the Competizione, which is likely to prove a popular option. Details of the interior trim have changed, with a filled-in glovebox like the US market cars have always had, and electric windows switches that are like the US ones, as well as a part Alcantara trim to the steering wheel in Competizione cars.

FIAT

Fiat 3½ HP – 1899: What was to become Italy’s leading automaker, S. A. Fabbrica Italiana di Automobili Torino, was founded in 1899 by a group of ten aristocrats and dignitaries. The very first car with a FIAT badge, which is what this 3.5 HP car is, appeared soon thereafter. It was Aristide Faccioli who designed the Fiat 3.5 HP. With its twin-cylinder with modest 679cc capacity, the top speed was only 35 km/h. It has a three-speed gearbox with no reverse and chain drive. Its rear-mounted, two-cylinder engine is water-cooled through a coil radiator and consumed about 8 litres per 100 kilometres. . It has three-seat, face-to-face coachwork. Only 2 of the thirty or so manufactured have survived. The other is in Fiat’s Centro Storico in Torino.

Tipo 1A 12/15 HP Tourer – 1913: Starting in 1910 Fiat considerably revised its whole range of models and introduced six cars – the Types 1, 2, 3, 4, 5 and 6. These ranged from 1.846 cc to 9.017 cc. in 2 years’ time, 1.000 examples of the most popular, the Type 1 were built. The Type 1A evolved from it and remained in production until Italy entered the war in 1915. Over 1.300 Type 1A (12/15) models were manufactured with different bodywork.

S.57/14B Corsa – 1914: One of the three vehicles Fiat prepared for the Grand Prix de l’ACF (France) raced on the Lyon track just before WW1 (5 July 1914) and won by Christian Lautenschlager’s Mercedes. The S57/14B came back to racing when peace returned and chalked up several successes. It was driven to victory in the 1919 Parma-Poggio di Berceto by Antonio Ascari, and in the 1921 Targa Florio by Guido Maserati.

501 S Roadster – 1924: Coachwork by Ghia & Actis. The 501 was the popular post-war car par excellence, it was one of those that formed the backbone of Italian motoring for almost a decade. Its new production capacity, boosted by massive wartime manufacturing and the full use of the Lingotto plant (completed in 1922), opened a new era for Fiat, as a manufacturer of small, inexpensive, but reliable cars. In 1922, the 501 model was followed by the sporty 501 S and 501 SS models. At the request of its first owner, this model was converted into a 2-seater roadster by Ghia & Actis, specialized in building these torpedo shaped sports cars and imitated by many others.

508 Balilla – 1933: 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.

500A “Topolino” – 1936: 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).

1100S Mille Miglia – 1948: The 1100 S sports coupé directly descended from the pre-war 508 C MM. The engine was considerably improved and more powerful. Its victorious competition debut look place in the 1948 Mille Miglia in which it finished 2nd, 3rd and 4th overall. In styling it recalled the pre-war aerodynamic 2-seater coupé. From the mechanical point of view there were a number of changes including the introduction of an oil cooler, a centrifugal water pump and shell type bearings. up to 1950 exactly 401 examples of the 1100 S were produced.

8V Rapi – 1954: The Fiat 8V (or “Otto Vu”) is a V8-engined sports car produced by the Italian car manufacturer Fiat from 1952 to 1954. The car was introduced at the 1952 Geneva Motor Show. The Fiat 8V got its name because at the time of its making, Fiat believed Ford had a copyright on “V8”. With 114 made, the 8V was not a commercial success but did well in racing. Apart from the differential, the car did not share any parts with the other Fiats; many parts were made by Siata and they used them for their cars. The 8V was developed by Dante Giacosa and the stylist Luigi Rapi. The engine was a V8 originally designed for a luxury sedan, but that project was stopped. The Fiat V8 had a 70 degree V configuration, displaced 1,996 cc and was fitted with two twin-choke Weber 36 DCF 3 carburettors. In its first iteration (type 104.000) the engine had a compression ratio of 8.5:1 and produced 105 PS (104 bhp) at 5,600 rpm, giving the car a top speed of 190 km/h (118 mph). Improved type 104.003 had different camshaft timing for 115 PS (113 bhp) at 6,000 rpm; finally type 104.006 with an 8.75:1 compression ratio, revised camshaft timing and fuel system put out 127 PS (125 bhp) at 6,600 rpm. The engine was connected to a four speed gearbox. The car had independent suspension all round and drum brakes on all four wheels. Top management were preoccupied with more run of the mill projects, however, and only 114 of the high-performance coupés had been produced by the time the cars were withdrawn from production in 1954. Nevertheless, they continued to win the Italian 2-litre GT championship every year until 1959. 34 of the cars had a factory produced bodywork by Fiat’s Dipartimento Carrozzerie Derivate e Speciali (“Special Bodies Department”). Some cars had the bodywork done by other Italian coachbuilders. Carrozzeria Zagato made 30 that they labelled “Elaborata Zagato”. Ghia and Vignale also made bodyworks. Most were coupés, but some cabriolets were made as well. An example fitted with a factory-style glass-fibre reinforced plastic body was displayed at the 1954 Turin Motor Show. The composite bodyshell—produced by Fiat’s experimental bodywork department—weighed just 48.5 kg (106.9 lb). This 8V is a part of FCA Heritage collection and currently resides in the Centro Storico Fiat in Turin.

600 Series 1 – 1956: 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.

1100TV – 1957: Produced from 1953 to 1969, this was an all-new unibody replacement for the Fiat 1100 E, which descended from the pre-war, body-on-frame Fiat 508 C Balilla 1100. The 1100 was changed steadily and gradually until being replaced by the new Fiat 128 in 1969. There were also a series of light commercial versions of the 1100 built, with later models called the Fiat 1100T, which remained in production until 1971. The Fiat 1100 D also found a long life in India, where Premier Automobiles continued to build the car until the end of 2000. Like other manufacturers, after World War II Fiat continued producing and updating pre-war types. The first blank sheet design was the 1950 1400, the first with unibody Fiat, which took place of the 1935 1500. Fiat’s intermediate offering between the 1500 and the diminutive 500 was the 1100 E, the last evolution of the 508C Nuova Balilla 1100 first launched in 1937. Its replacement it was codenamed Tipo 103; like the 1400 was to use unit construction, while the 1100 E’s 1.1-litre engine was carried over unaltered. The Fiat Nuova 1100, or Fiat 1100/103 as it was called after its internal project number, was introduced at the April 1953 Geneva Motor Show. Unlike the 1100 E it replaced, the 103 had a modern four-door saloon pontoon body topping new unibody construction, both pioneered in Fiat’s range by the 1950 1400. If the 103’s body was all-new, its engine was well-tested, having debuted in 1937 on the predecessor of the outgoing 1100 E, the 508 C Balilla 1100. Updated as type 103.000, the 1,089 cc overhead valve four-cylinder was fed by a single Solex or Weber downdraught carburettor, and put out 36 PS at 4,400 rpm—just one horsepower more than on the 1100 E. The 4-speed manual transmission had synchromesh on the top three speeds and a column-mounted shifter, fashionable at the time. The car could reach a top speed of 116 km/h (72 mph). The new model was offered in two different versions: the spartan Tipo A and richer Tipo B. The former was only available in a grey-brown paint colour, had separate front seats instead of a bench, reduced, non-chromed exterior trim, and lacked a heater and ventilation. The type B came in a choice of paint hues and interior fabrics, and could be ordered with factory-fitted whitewall tyres and radio. A distinguishing feature of 103s throughout the 1950s were the doors, both hinged on the centre pillar; this would only change in 1960, when the 1100 started to adopt the more modern bodyshell of the Fiat 1200 saloon. At the October 1953 Paris Motor Show Fiat launched a sporting version of the 103, the 1100 TV—standing for Turismo Veloce, “Fast Touring”. The TV was fitted with an improved engine (type 103.006), which developed 48 PS at 5,400 rpm rather than the 36 PS of the regular versions, mainly thanks to a twin-choke Weber carburettor and a higher 7.4:1 (instead of 6.7:1) compression ratio. Later in 1954, compression ratio was raised further to 7.6:1 and power reached 50 PS. Top speed was 135 km/h (84 mph). Another notable mechanical difference was the propeller shaft, two-piece instead of one-piece in order to dampen torsional vibrations, intensified by the increased engine output. The TV’s bodyshell, outfitted by Fiat’s Carrozzerie Speciali special bodies department, differed from the standard in having a larger, curved rear window and prominent rear wings, supporting differently shaped tail lamps. A distinguishing trait of the TV was a single front fog lamp, inset in the grille and flanked by two chrome whiskers. Specific exterior trim included thicker chrome spears on the sides with “1100 TV” and “Fiat Carrozzerie Speciali” badging, a taller bonnet ornament, special hubcaps, and whitewall tyres. As standard the TV was painted in a two-tone livery, with the roof and wheel rims in a contrasting colour. Inside it featured a tortoiseshell celluloid two-spoke steering wheel, two-tone cloth and vinyl upholstery, colour-coded fully carpeted floor, and until the end of 1954 reclining buckets which could optionally be fitted instead of the standard bench seat. At 1,225,000 Italian lire (1953 price) the 1100 TV was markedly more expensive than the standard Tipo A and B saloons, priced respectively 945 and 975 thousand lire. The TV was appreciated by Fiat’s more sporting clientele, who entered it in numerous races in period; its most prestigious victories include class wins at the 1954 and 1955 Mille Miglia, and an outright win at the 1954 Cape Town to Algiers trans African rally. A new 1100 body style was introduced at the 1954 Geneva Motor show, a 5-door estate named 1100 Familiare on its home market. Abroad it was alternatively known as the 1100 Family, 110 Familiale, 1100 Kombiwagen or 1100 Familiar in English-, French- German-, and Spanish-speaking markets respectively. The rear door was side-hinged, and the vinyl-covered rear bench could be folded down to form a flat loading surface, able to carry a load of 300 kg (661 lb). A third row of two forward-facing jump seats allowed to carry a fifth and sixth passenger, folding level with the boot floor when not in use. From a mechanical standpoint, aside from taller tyres, the Familiare was identical to the standard saloon. The 1100/103 TV Trasformabile, a two-seater roadster, was introduced in March 1955 at the Geneva Motor Show. As its name implied, it was based on mechanicals from the 1100 TV. Like the Turismo Veloce saloon, the American-inspired design of the Trasformabile was the work of Dipartimento Carrozzerie Derivate e Speciali, the special bodies department of Fiat, rather than of a third-party coachbuilder; it was penned by the department’s head, engineer and designer Fabio Luigi Rapi. 571 of these first series Trasformabiles were built. In 1956 it received a more powerful engine (three more horsepower) and a modified rear suspension; 450 more of these were built. From 1957 it became the 1200 Trasformabile as it was now equipped with the more powerful 55 PS “1200” engine (1221 cc). Production of this model continued until 1959, with circa 2360 of the 1.2-litre Trasformabiles built. The 1.2 also received slight changes to the front and rear design, with bigger headlights being the most noticeable difference. From 1954 to 1956 Italian coachbuilder Carrozzeria Pinin Farina independently built and sold a 2-door 2+2 coupé based on 1100 TV mechanicals, in a small series of about 780 examples. The design was first seen on a one-off displayed at the 1953 Paris Motor Show and entered by Umberto Agnelli at a race event held in 1954 near Turin, the Orbassano 6 hours Cup. The hand-built body was steel with aluminium doors, bonnet and boot lid; starting from 1955 a panoramic rear window was used, similar to the one found on coeval Pinin Farina-bodied Ferraris. In June 1956, after three years and 257,000 cars built, the entire 1100/103 range was updated. The new series bore the type code 103 E. All models—saloon type A and B, Familiare, TV and TV Trasformabile—were continued. Compression ratios were raised to 7:1 for the standard engine and 8:1 for the Turismo Veloce’s, for a 4 PS (to 40 PS at 4,400 rpm) and 3 PS (to 53 PS at 5,200 rpm) gain in power respectively. Suspension was made softer, and the steering geometry altered. Standard saloons wore new chrome trim and a new radiator grille with vertical bars and a rectangular fog lamp in the middle, à la TV; the TV also had a similarly redesigned grille, but now had two rectangular driving lamps, one under each headlight. The TV’s contrasting paint colour was extended the body sides, from the side trim down. Inside the dashboard was new, and featured a strip speedometer, an ivory plastic steering wheel, and a lower padded fascia; new features were a glove compartment, armrests to all four redesigned door cards, two-tone seat upholstery, and a windscreen washer. Luggage space was improved by adopting a fold-down rear backrest and moving the spare tyre under the boot floor. The Trasformabile roadster was updated too to the new TV specifications; the 103 E TV Trasformabile can be identified from details like the turn signals, no more supported by chrome stems but rather attached directly to the front wings. In September 1957 the 1100 was updated again as a 1958 model, most notably with a completely redesigned rear end, and took on the new type code 103 D. It premiered at the Paris Motor Show in October, together with the new 1200 Granluce. The latter was an elegant saloon, developed from the 1100 designing a more modern bodyshell and enlarging the engine to 1.2 litres, and replaced the 1100 TV. Therefore, the 1100 range was left temporarily without an upmarket variant, and consisted of just two models: saloon and estate, both sporting contrasting colour roofs as standard. The saloon’s new tail was longer and carried tailfins. Boot space had increased, and the rear window had also been enlarged. On the other hand, the estate’s sheetmetal was unchanged; body-colour buttresses were added to fit the new tail lights to the 1954-vintage body. Almost all of the exterior trim was new, including door handles and turn signal repeaters. Exterior distinguishing features of the 1958 model were a new grille made of thin vertical bars crossed by four horizontal ones, with a Millecento (1100 spelled out in Italian) script on its centre, and “stepped” chrome spears on the sides. From a mechanical standpoint the main improvement were the uprated brakes, with self-centering brake shoes and wider drums, transversely instead of longitudinally finned. Engine output went up from 40 to 43 PS at 4,800 rpm, thanks to a larger carburettor, a new aluminium cylinder head, and a water-cooled inlet manifold with an individual duct per each cylinder. Top speed rose accordingly to 125 km/h (78 mph). In 1959 Fiat re-introduced an upmarket 1100 model, positioned between the standard saloon and the 1200 Granluce: the 1100 Lusso (type 103 H), also known as De luxe or Luxus on foreign markets. Based on the 1100 model 1958 bodyshell, the Lusso was distinguished by elaborate exterior trim. At the front for the first time on a 1100 the Fiat badge was moved from the bonnet to the centre of the grille, featuring a new square mesh radiator. The body-side chrome spear split in two to encompass a contrasting colour band (matching the roof paint) extended from the front doors to the end of the rear quarter panels, where there was a brass-plated ornament. The fuel filler cap was hidden under a lockable flap. There were new hubcaps, and the bumpers carried tall rubber-edged overriders. New interior features were a padded vinyl shelf added below the dashboard, and wind deflectors fixed to the front side windows. Thanks to a twin-choke carburettor and a higher 7.85:1 compression ratio the Lusso’s 1.1-litre engine developed 50 PS, rather than the 43 PS of the model 1958 1100. Top speed was 130 km/h (81 mph). Another change from the regular saloons was the two-piece propshaft, inherited from the TV saloons. Late in 1960 the 1958 1100/103 D and the 1110/103 H Lusso were replaced by three models, first shown at the November 1960 Turin Motor Show: the 1100 Export, the pricier 1100 Special, and the 1100 Familiare station wagon. The Special changed its name depending on the market—e.g. it was named Speciale in Italy and Spezial in Germany. The main difference between Special and Export saloons was the sheetmetal: the Export used a 103 H Lusso bodyshell, while the Special became the first 1100 with four front-hinged doors, as it adopted the more modern 1200 Granluce bodyshell. Otherwise the two saloons had nearly identical interior trim and equipment. Both had been stripped of the Granluce and Lusso’s glitzy trim and their complex paint schemes—though a contrast colour roof remained optional on the Special. Sole concessions to ornamentation were a chrome spear down the side and factory-fitted whitewall tyres, with a thicker band on the Special. Export, Special and Familiare all used the same front end, as fitted to the Lusso and the 1959 restyled Granluce; front and rear the bumpers had less bulky over-riders, without rubber inserts. The engine was the twin-carburettor type 103 H (50 PS) carried over from the outgoing Lusso, for a 130 km/h top speed. Thanks to new flexible rubber mounts it was possible to replace the two-piece propshaft with a simpler one-piece one, even with the more powerful engine. A Saxomat automatic clutch was available as on option on the Special only. At some point during the Special’s production run the tooling was modified, eliminating the decorative ridges extending from the front wheel opening to the front door, present since 1953. 1100 Export and Special remained on sale until 1962, when they were both replaced by the Fiat 1100 D. Indian production by PAL. The Fiat 1100/103 was imported to India and sold by Premier Automobiles Limited (PAL). The older model was known as the Millecento and the one with the centre light on the front grille (1100/103 E) as the Elegant. In 1958, the 1100/103 D tailfin model was introduced as the Select. It was followed by the Super Select in 1961. By 1964, the 1100 D was introduced and it was assembled in India by PAL. This model has most of the parts manufactured locally. In India it was considered a sportier alternative than the Hindustan Ambassador. Retaining the exterior changes of this model, in 1962 Fiat introduced the third generation 1100, called the 1100 D. It was a sober yet comfortable four-door sedan, very similar to the Granluce but with simpler sides and a new simpler rectangular front end. The 1100 D was a successful Italian Standard in the early sixties and along with its own Estate or Family car version and a Deluxe model that offered a higher performance of 50 PS, extra side mouldings, front bench seat with two reclining backs and carpet floor mats. These survived without any substantial alteration until 1966, when the introduction of the groundbreaking 124 model imposed a further change in styling. Power was 40 PS at the time of introduction, which was soon increased to 43 PS. The Fiat 1100 D was manufactured under licence in India by the Premier Automobiles Limited beginning in 1964. The vehicle was initially marketed as the Fiat 1100 D, as the Premier President for model year 1972, and as the Premier Padmini since 1974 until its discontinuation in 2000. By 1993, a diesel version with a 1366 cc diesel engine made in collaboration with FNM from Italy and was badged as the Premier Padmini 137D.The car manufacturing plant was closed down by 2000. The very last 1100 model, born in February 1966, was the 1100 R (“R” stood for Rinnovata). It had a longer, straighter and slimmer line, with a square back and a front-end look not very different from its bigger sister the Fiat 124. In terms of styling cues, the vestigial fins were further suppressed and the simple round rear light cluster from the Fiat 850 replaced the vertical form seen on the 1100 D. At the same time, the larger engine was withdrawn in order to avoid undue overlap with the 124. The 1100 R was offered only with the older 1,089 cc engine, now with a compression ratio of 8:1 and a claimed output of 48 bhp. This engine (with a somewhat narrower bore) had been first introduced in the 1937 508 C Balilla 1100. Clutch and gearbox were little changed, but the return of a floor mounted gear lever positioned between the front seats and connected to the gearbox with a rod linkage system was welcomed by the motoring press. The absence of synchromesh on the bottom forward speed nevertheless offered a reminder that under the surface this was becoming a somewhat aging design. Between the gearbox and the differential, the propeller shaft had now been separated into two parts with three couplings. The boot was usefully expanded, helped by a slight increase in the car’s overall length, and with more careful packaging of the spare wheel (under the floor) and the fuel tank (in the rear wing on the right). As configured for UK sales, reclining front seats were available as an optional extra for £8. The 1100 R finally gave way in 1969 to the new middle-class Fiat 128. It was also assembled by the Neckar-Automobilwerke in Heilbronn, Germany. Called the Neckar 1100 Millecento it only differed lightly in trim. The Fiat 1100 Turismo Veloce made its debut at the 1953 Paris Moto Show. With strong performance for its 1,089cc displacement – 50bhp at 5200rpm and a 140km/h top speed – it was aimed at a sporty clientele. Although mostly unchanged from the standard 1100, the Turismo Veloce (TV) variant featured a fog light in the centre of the grille, two-tone paint and ‘anatomical’ seats. Although fine for city driving or a weekend run in the country, the 1100 TV was also a useful road racer, especially in the Mille Miglia where it dominated its class for years.

1400B – 1958: Introduced at the 1950 Geneva Motor Show, the 1400 was the first unibody Fiat and had a 1.4 litre engine which generated a heady 44 bhp, giving it a maximum speed of 75 mph. In 1953 the Fiat 1400 also became the SEAT 1400, the first model produced by SEAT, and the first passenger car produced by Crvena Zastava in FNRY, the Zastava 1400 BJ. Equipped with a 2.0 litre Steyr engine, it was produced as “Steyr 2000” by Steyr-Daimler-Puch AG in Austria from 1953. The Fiat 1900, introduced in 1952, was an upmarket model that used the same body as the 1400, but came with a 1.9 litre engine and more standard features. The petrol-engined Fiat 1900 A, introduced in 1954, offered a claimed 70 bhp. It also featured a hydraulically operated clutch and, unusually for that time, a five speed column shifted manual transmission, as well as a radio and a rudimentary “trip computer” that showed the average speed. In 1953 the introduction of a diesel version with a 1900 cc engine marked another Fiat first, although the diesel version was known as the 1400 Diesel. The Motor magazine tested one in 1954 and recorded a top speed of 63.8 mph (102.7 km/h), acceleration from 0-60 mph (97 km/h) in 45.2 seconds and a fuel consumption of 33.9 mpg. The car was not at the time available on the UK market but a price in Italy of 1,545,000 Lire was quoted which they worked out as equivalent to £909. About 179.000 1400s and 19.000 1900s were built.

1900B GranLuce Coupe – 1958: Introduced at the same time as the 1400 B the 1900 B incorporated the same mechanical and body modifications. It had a more powerful engine and two-tone finish was standard. The two-door four-seat Granluce Coupé had a more ornate body of American inspiration and was designed in-house. Only a few hundred were produced. Its body styling inspired the generation of the 1900 saloon.

1500 Berlina – 1963: 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.

1300S Coupe – 1963: This stylish car is a small built by Vignale coachworks in the mid-sixties, based on the Fiat 1300 Berlina, whose chassis and engine it used. It was a cheap way to stand out of the crowd thanks to Michelotti’s design. About 50 examples were produced, of which there are about 15 believed still to exist.

600 Multipla – 1964: 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.

1500 Spider – 1967: In the summer of 1959 Fiat introduced the 1500 Cabriolet using practically the same body structure as the 1200 designed and produced by Pininfarina. It differed from the 1200 by a larger air intake on the bonnet and by a different grille. At the 1960 Turin Motor Show the 1500 acquired disc brakes on the front wheels. Improved versions of the Cabriolet models were introduced at the 1963 Geneva motor Show, both models having bodywork by Pininfarina. The 1200 version was dropped to be replaced by the 1500 using the same engine as the 1500 Saloon.  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.

124 Sport Coupe – 1967: 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.

2300 Familiare de Luxe – 1968:  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

Dino Spider – 1968: 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.

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

Vignale-Fiat 124 Eveline Coupé – 1969: The coupé from Vignale, called Eveline, was based on the volume model 124. Technically and chassis-wise, there was no need for improvement, only in the areas of appearance and luxury. Carrozzeria Vignale aimed at the upper middle class and created a comfortable and fully-fledged 4-seater with luxurious features that were otherwise only found in the noble Italian super sports cars. With its exclusive and very discreet appearance, it found around 200 customers who appreciated this chic, intentionally understated appearance. This colour combination is very rare for the model.

Shelette – 1970: Michelotti had already presented a similar beach car on a DAF 32 basis, the Alassio, later renamed Kini and offered to the Dutch royal family in 1967. The Shelette or Spiaggetta was mostly based on a Fiat 850 platform, but a few used a DAF 32 platform. The name Shelette refers to Philip Schell, a yacht builder who initiated the project, by ordering in 1968 a beach car that should refine and modernize the Jolly concept, which was mostly based on Fiat 500 or 600 models. The Shelette was one of the few cars that Michelotti built and marketed under its own brand name. Around 80 were produced.

128 Rally – 1971: 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.

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

127 Sport – 1981: You don’t often see examples of the once very popular 127 range here, so this 127 Sport was a pleasant surprise. Developed towards the end of the 1960s, the Fiat 127 was launched as a two-door saloon in April 1971. A three-door hatchback, using an identical body profile but with a full-depth rear door and folding rear seat, was launched the following year; this would prove to be the most popular version of the 127. This was Fiat’s first supermini-sized hatchback, along with a state-of-the-art transverse-engine/front-wheel-drive layout, with the transmission mounted on the end of the engine, both design ideas had been fully trialled since 1964, by Fiat’s Autobianchi subsidiary with the Autobianchi Primula and 1969 Autobianchi A112 and A111 – although these models were not as widely exported as the 127 was. The larger Fiat 128, launched in 1969, was the first Fiat badged car to use the same transverse powertrain layout. The 127 used, as the A112, a shrunken version of the 128 platform and the rugged Fiat OHV 100 series 903 cc engine, that had powered the Autobianchi and, with various cylinder capacities, earlier generations of Fiat cars. The 127 also featured a unique transverse leaf spring suspension at the rear. Safety was another area of innovation – the 127 included an articulated steering column and crumple zones for progressive deformation under impact. The car was one of the first of the modern superminis, and won praise for its utilisation of space (80 percent of the floor space was available for passengers and luggage) as well as its road-holding. It was launched a year before the comparable Renault 5, and before the end of the 1970s most mass market European manufacturers were producing similar cars, notable examples being the Ford Fiesta and Volkswagen Polo, while General Motors added a three-door hatchback to the Opel Kadett range, which was reworked for British production and sold as the Vauxhall Chevette. The 127 was also one of the more popular imported cars on the UK market, peaking at more than 20,000 sales in 1978. It was also the first car fitted with an all-polypropylene bumper on steel support. The 127 was an instant success, winning the European Car of the Year award for 1972, and quickly became one of the best-selling cars in Europe for several years. It was the third Fiat in six years to receive this accolade. In June 1974, slightly over three years after the model’s introduction, Fiat reported that the one millionth 127 had been completed at the Mirafiori plant in Turin, after just over three years in production. The (in its time) hugely successful Fiat 600 had taken seven years to reach that same milestone. The Series 1 car changed little during its lifetime. However, in May 1973 saloons became available in both standard and deluxe versions. In 1975 the 127 Special variant was released which featured a restyled front grille and detail changes to the interior. The deluxe version was differentiated by its reclining front seats and opening hinged rear side windows as standard equipment. During the next couple of years the Fiat 850, which had initially been marketed alongside the 127, was withdrawn from most markets. The Series 2 version of the 127 debuted in May 1977. It featured a restyled front and rear, a new dashboard (although almost identical in layout to that of the Series 1), larger rear side windows (using rear quarter pressings derived from those used on the Brazil market Fiat 147) and the option of the 1049 cc engine – uniquely for the 127 this was the five-bearing OHC “Brazil” 124 series engine from the 147 rather than the Fiat OHC unit from the 128. The tailgate was extended and now reached nearly to the rear bumper, addressing complaints about the high lip over which luggage had to be lifted for loading into the earlier 127 hatchbacks. A short-lived Series 3 came early in 1982, but when the Uno followed it just a year later, the car was deleted from most European markets.

Bertone X1/9 1500 – 1983: The X1/9 is a model which followed a 1969 show concept car called the Autobianchi Runabout, with styling by Bertone under chief designer Marcello Gandini. The Runabout was powered by the same engine as the Autobianchi A112. Designed around the all-new 128 SOHC engine and with the gearbox (transmission) from the front wheel drive Fiat 128, the X1/9 relocated the transverse drive train and suspension assembly from the front of the 128 to the rear of the passenger cabin, directly in front of the rear axle, giving a mid-engined layout. The layout also located the fuel tank and spare wheel side by side ahead of the engine, directly behind the seats — optimising the proportion of the car’s weight falling within its wheelbase for more effective handling and also enabling cargo areas front and rear. Unlike Fiat’s marketing nomenclature at the time which used a numerical system (e.g., 127, 128, 124, 131) denoting relative position in the model range, the X1/9 retained its prototype code as its marketing name. Fiat’s prototype coding used X0 for engines, X1 for passenger vehicles and X2 for commercial vehicles. The X1/9 was thus the ninth passenger car developed using the nomenclature. The prototype car featured a distinctive wedge shape and took many styling cues from contemporary power-boat design. Though the more extreme features of the Runabout such as the C pillar mounted headlights and the small wind-deflector windscreen were lost for the production car, many aesthetic features of the Autobianchi Runabout are readily identifiable on the X1/9. The long flat bonnet with central indentation, the large front overhang, the wedge shape with prominent C pillar roll-over hoop and the car-length indented plimsoll-line all made the successful transition to the X1/9, giving it a highly distinctive appearance. Once developed for production, the two-seater featured sharp-edged styling with a wedge shape, pop-up headlights and a removable hard top roof panel (targa top). The removable hardtop stores in the front luggage compartment, below the front hood, only slightly reducing the space available for cargo. An aftermarket company offered a top made of lightweight clear-smoked polycarbonate. The car was developed for release for European sales in 1972 to replace the 850 spider by Bertone. It was not intended as a replacement for the 124 Sport spider and production of the 124 spider and X1/9 continued in parallel for much of the X1/9’s life. The car’s monocoque body was produced at the Bertone factory in Torino and then transported to the Fiat’s Lingotto factory for final assembly. In 1982, shortly after the introduction of the 1500 model, complete production was assumed by Bertone with models subsequently badged as the “Bertone” X1/9. Bertone models featured revised footwells redesigned to enhance legroom and sitting comfort for persons taller than the original design’s target. The first models featured a 75 bhp 1290 cc single overhead cam engine with an aluminium head. In 1978 the more powerful 85bhp 1500cc unit found its way into the engine bay which necessitated a raised engine cover to provide the clearance. Larger bumpers were fitted at this time. Fiat made few other changes for many years, as if they lost interest in the car. The last production models were named the Gran Finale and sold over the 1989/1990 period. They were a dealer modification of the special edition (commonly abbreviated to SE) of 1988/1989, with the addition of a rear spoiler and “gran finale” badges.

Pininfarina SpiderEuropa – 1983: The Fiat 124 Sport Spider was designed by Pininfarina and styled in-house by Tom Tjaarda. The 124 Sport Spider, 124 Sport Coupé and 124 sedan share much of their running gear, and in the case of the coupé, platforms. The Sports Spider uses a shorter platform along with a shorter wheelbase, and in contrast to the Pininfarina-styled and manufactured spider, Fiat designed and manufactured the coupé in-house. The succession of build series of the 124 were designated internally as AS, BS, BS1, CS, and CSA. AS models had a torque tube transmitting power to the rear wheels; this crack-prone design was replaced by a trailing-arm rear axle with the second series (BS) during 1969, which was manufactured alongside the AS for the first six months of 1970. The early AS cars also have smaller taillights, while the BS received a mesh grille and black-rimmed gauges inside. In July 1970, the 1.6-litre BS1 appeared; this model is recognizable by its twin humps on the bonnet and bumper overriders. The CS series Spider arrived during 1972. Also in 1972, a sports version of the Spider debuted, required for type-approval of its rally version, and was marketed as 124 CSA (C-Spider-Abarth). The vehicle has a capacity of 128 hp. In three years, Fiat manufactured less than 1000 CSA models, which were intended for sale to individual clients. The car was manufactured by Fiat (with a Pininfarina body) in Turin until October 1981, when Pininfarina took over manufacture in their San Giorgio Canavese plant. Serial numbers started over from zero, while the 11th digit in the vehicle identification number was switched from an 8 to a 5. The Fiat Spider 2000 ended manufacture in July 1982, and after the Italian summer holidays, production of Pininfarina-badged cars commenced in its place. After being retired by Fiat, Pininfarina continued the production of the model under its own brand as Pininfarina Spider Azzurra for the North American market and Pininfarina Spidereuropa for the European market for three more years, from August 1982 until 1985.

Panda 4×4 Trekking – 1999:  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.

OTHER DISPLAY CARS

As I had last been here less than two months previously, I did not expect that much would have changed in the rest of the museum, even though there is a much larger collection of cars to be drawn upon than for which there is space to display. And so it proved to be. A few cars had been moved around, and so I did take some more photos, but this is far from a complete review of the rest of the museum. For that, you need to refer to the report I posted from my May 2024 trip.

1938 Adler Trumpf Junior Cabriolet: The Adler Trumpf Junior is a small family car introduced by the Frankfurt based auto-maker, Adler early in 1934. The Adler Trumpf had by now been available for two years, and the Trumpf Junior was conceived as a similar but smaller car which would broaden the range and claim a share of a growing market which DKW were creating with their F1 model, and its successors, for small inexpensive front wheel drive cars. The Trumpf Junior’s development was a shared responsibility between Hans Gustav Röhr (1895 – 1937) and his colleague and friend, Adler chief engineer Josef Dauben. The engine was a four-cylinder four stroke 995 cc side-valve unit. Claimed maximum power was of 25 hp at 4,000 rpm. This supported a claimed top speed of 90 km/h (56 mph). Power was delivered to the front wheels via a four speed manual transmission controlled by means of a column mounted lever. When launched at the start of 1934 the car came with a choice between a small two door “Limousine” (sedan/saloon) with a recommended price of 2,750 Marks and small two door “Cabrio-Limousine” which was effectively a two-door sedan/saloon with a canvas foldable roof, available for only 2,650 Marks. Comparisons with the smaller engined DKW Meisterklasse F4 were unavoidable: DKW’s recommended price for the DKWs was 2,500 Marks and 2,600 Marks respectively for their Limousine and Cabrio-Limousine bodied cars. For 1935 Adler broadened the Trumpf Junior range, now offering in addition to the Limousine and Cabrio-Limousine, two and four seater cabriolets and 2 seater sports models. The range was topped off by a version of sports model with its maximum engine power raised to 25 hp, priced at 4,150 Marks. The bodies on the 1935 cars were of lightweight timber frame construction, covered by a synthetic leather skin. This followed the structural choice still used by DKW for their small front wheel drive DKW Meisterklasse F4. However, the use of synthetic leather skin which had a tendency to rot, attracted adverse comment for both manufacturers and by 1935 buyers of the Adler Trumpf Junior saloon/sedan could pay an extra 200 Marks for a timber frame car covered not by synthetic leather but by sheet steel. At the start of the 1930s timber frame construction would have been a natural choice for small inexpensive cars. It relied on timber based craft skills that had been developed over generations in the carriage building trade and were still readily available. However, all-steel car bodies were already increasingly mainstream in North America where they had been introduced before the First World War, and they offered clear advantages in terms of reduced weight, increased strength, a better view out (because the strength of the steel allowed for larger windows), and a reduced propensity to burn uncontrollably if an engine caught fire, which in the 1930s engines regularly could. Adler’s own Standard 6 model had, in terms of the German auto-industry, pioneered the use of all-steel car bodies from its launch in 1927. Much of the extra expense of producing steel bodied cars arose before a single car had been produced, with a high capital outlay being needed for investment in the heavy presses and dies needed to produce the pressings for the body panels. But with market demand for small cars growing rapidly in the 1930s, economies of scale entered the picture, and if a manufacturer could amortise the initial capital costs for a single model over many tens of thousand of cars, the unit cost of an all-steel body was no longer prohibitive. In 1936 Adler started to produce the Trumpf Junior saloon/sedan with an all-steel body and priced the car at 2,950 Marks, which was exactly the same price that they were now asking for the same car with a timber frame body. Both body types continued to be listed until 1939, but following a 250 Mark price reduction for the steel bodied car in 1937, it was the steel bodied car that came with the lower price. The standard all-steel bodies were provided by Germany’s larger supplier of steel car bodies, Ambi-Budd of Berlin. Slightly unusually for a car-body design, this one had a name, and the steel bodied Trump Juniors were known as the “Jupiter” bodied Trumpf Juniors. However, the name was one which was shared with the slightly larger steel bodied Adler Trumpf which had been available with an all-steel “Jupiter” steel body from Ambi-Budd since 1932. At the start of 1936 the Trumpf Junior (1G) was replaced by the Trumpf Junior (1E). The engine and 2,630 mm (103.5 in) wheel-base were unchanged, but a range of 390 mm (15.4 in) longer and more streamlined of bodies was introduced. From 1936 until production ended in 1941 these standard bodies would be offered without further changes. “Limousine” and “Cabrio-Limousine” bodies for the 1936 cars continued to come from Ambi-Budd while production of the four seater cabriolet bodies was split between Ambi-Budd and Karmann of Osnabrück. The stylish and more costly two seater cabriolet bodies came from various coachbuilders including Wendler of Reutlingen. In August 1939 Adler produced the 100,000th Trumpf Junior which by then had become by far the company’s best selling car to date and, as things later turned out, of all time. 23,013 of the cars produced had been of the 1934-35 (1G) version, and by the time production came to a complete halt in 1941 Adler had added 78,827 of the 1936-41 (1E) version.

1936 Citroën Rosalie 11 UB: This car is equipped with a gasifier because of the petrol shortage during WW2.

1938 Delahaye 135M Coupe: For Delahaye 135 is a mythical number. The model was available in various versions with horsepower ranging from 95 to 135 bhp. The sports versions achieved numerous sporting successes. Some 1.500 units were built before the war, and post war, up until 1952, an additional 1.155. This typical French coupé is fitted with coachwork by Chapron, but also other renowned French coachbuilders such as Guilloré, Franay or Figoni & Falaschi delivered gorgeous models based on this chassis.

1916 Fiat F.2 Charabanc ‘Gent-Lourdes’: The F.2 was a truck that Fiat built primarily for the army, starting from around 1912. Fiat was actively involved in WW1 from 1915. Did this light truck end up here along with the Italian troops ? Quite possibly. The fact is that this “charabanc”, an open car with several benches for passenger transport, was used until the 1920s to transport pilgrims from Ghent to Lourdes… Not in France, but in Oostakker near Ghent, famous for its veneration of the Virgin Mary, including a recreated grotto. Poorer people went on foot, richer people took the charabanc.

Fiat 850 Spider Vignale: The Fiat 850 Spider Vignale, a creation of Virginio Vario, who succeeded Giovanni Michelotti as chief designer at Vignale, earned the affectionate nickname “Vignalina.” It represented a significant evolution from its predecessor, as it replaced the mechanics of the 600 D. This stylish vehicle was offered in three distinct body styles: a 2-door sedan (built in only 4000 specimens), coupé (built in 5000 specimens), and this spider (built in 1000 specimens), showcasing the versatility of its design. Vignale demonstrated its prowess by producing a range of cars based on the 850 floorpan and mechanicals, each tailored to different preferences and lifestyles. Among these variations were a 4/5-seat berlina, a 2+2 coupé, and a 2+2 spider, catering to a diverse array of drivers. Despite their differences, all three iterations shared the standard 850 wheelbase, ensuring consistent performance and handling characteristics across the lineup. Inside, a luxurious faux leather interior greeted occupants, complemented by thoughtful features such as ‘door-open’ lights mounted on the doors and a central tunnel equipped with a convenient ‘loose-object’ tray and cigarette holder. For those seeking an extra touch of refinement, the ‘Lusso Export’ specification elevated the driving experience to new heights. This upscale package included desirable amenities like a cigarette lighter, metallic paint options, electric windows for added convenience, and a wooden steering wheel for a touch of elegance. Additionally, chromed gearchange and handbrake levers added a premium aesthetic, while an electronic rev counter provided precise performance monitoring. The Fiat 850 Spider Vignale lineup epitomized Italian automotive craftsmanship, blending style, functionality, and luxury in equal measure. Whether cruising through city streets or embarking on scenic road trips, these vehicles offered a driving experience that was as enjoyable as it was refined. With its range of body styles and optional enhancements, the 850 Spider Vignale appealed to drivers with varying tastes and preferences, solidifying its place as a standout model in Fiat’s storied history.

1937 Mercedes-Benz 370S Mannheim Sport: The Mannheim 370 range were produced from 1929 to 1935., and were launched alongside the Mannheim 350. In this form, the car had a straight-six 3689 cc. Output of 75 PS was claimed. The three-speed gear box was offered, at extra cost, with a fourth higher ratio. The maximum speed claimed for the Mannheim 370 was 100 km/h (62 mph) From 1930 the 370K was offered with a wheelbase shortened by 175 mm (7 inches). Only cabriolet bodied versions of the 370K were offered. The reduced size of the car permitted a maximum speed of 105 km/h (65 mph) to be claimed. Shorter still, on a wheelbase of just 2850 mm (112 inches) was the 370S, available only with roadster or sport-cabriolet bodies. The maximum speed on these versions was stated as 115 km/h (71 mph). In 1933 the manufacturers increased the compression ratio from 5.5:1 to 5.75:1 with a corresponding increase in power output to 78 PS at 3400 rpm. In 1933 the Mercedes Benz Mannheim 350/370s were replaced by the Type 290 (W18) and by the Type 380 (W22)

1939 Mercedes-Benz 170V Cabriolet A: Launched in 1936, the 170 soon became Mercedes’ top-selling model, with over 75,000 made by 1939. Enough of the W136’s tooling survived Allied bombing during World War II (or could be recreated post-war) for it to serve as the foundation upon which the company could rebuild. By 1947 the model 170 V had resumed its place as Mercedes’ top-seller, a position it held until 1953. Most of the cars produced, and an even higher proportion of those that survive, were two or four door “Limousine” (saloon) bodied cars, but the range of different body types offered in the 1930s for the 170 V was unusually broad. A four-door “Cabrio-Limousine” combined the four doors of the four door “Limousine” with a full length foldaway canvas roof. Both the foor door bodies were also available adapted for taxi work, with large luggage racks at the back. There was a two-door two seater “Cabriolet A” and a two-door four seater “Cabriolet B” both with luggage storage behind the seats and beneath the storage location of the hood when folded (but without any external lid for accessing the luggage from outside the car). A common feature of the 170 V bodies was external storage of the spare wheel on the car’s rear panel. The two seater roadster featured a large flap behind the two seats with a thinly upholstered rear partition, and which could be used either as substantial luggage platform or as a very uncomfortable bench – the so-called mother-in-law’s seat. In addition to the wide range of passenger far bodied 170 Vs, a small commercial variant was offered, either as a flatbed truck or with a box-body on the back. Special versions of the 170 V were offered, adapted for use as ambulances or by the police, mountain rescue services and military. Production restarted in May 1946. The vehicles produced were versions of the 170 V, but in 1946 only 214 vehicles were produced and they were all light trucks or ambulances. Passenger car production resumed in July 1947, but volumes were still very low, with just 1,045 170 Vs produced that year. There was no return for the various open topped models from the 1930s. Customers for a Mercedes-Benz 170 V passenger car were restricted to the four door “Limousine” sedan/saloon bodied car. Production did ramp up during the next couple of years, and in 1949 170 V production returned to above 10,000 cars. From May 1949 the car, badged in this permutation as the Mercedes-Benz 170D, was offered with an exceptionally economical 38 PS diesel engine. The 170D was the world’s third diesel fuelled passenger car, and the first to be introduced after the war. A number of updates were made in 1950 and 1952, with more modern and more powerful engines among the changes, but with the appearance of the new Ponton bodied Mercedes-Benz 180 in 1953, the 170 models suddenly appeared very old fashioned. The 170 V was delisted in September 1953: in July 1953 the manufacturer had replaced the existing 170 S with the reduced specification 170 S-V. The car that resulted combined the slightly larger body from the 170 S with the less powerful 45 PS engine that had previously powered the 170 V. The vehicle provided reduced performance but at a reduced price, while salesmen steered more prosperous buyers to the new Ponton bodied 180. The diesel powered 170 S continued to be sold, now branded as the 170 S-D. The internal “W191” designation which had distinguished the previous 170 Ss was removed, and the 170 Ss manufactured from 1953 returned to the “W136” works designation that they had shared with the 170 V till the end of 1951. In September 1955 the last Mercedes-Benz W136, the Mercedes-Benz 170 S was withdrawn from production.

1963 MG MGB Coune Berlinette: In 1963 – one year before the prototype and two years before the official launch of the BGT, Brussels based coachbuilder Jacques Coune built this “MGB Berlinette”. This car was produced over three years, with a total production of no more than 56 cars. Jacques Coune met Sir Alec Issigonis to discuss the potentiality of collaborating with The British Motor Corporation to explore the possibility of using the design concept of his MGB Berlinette Coupe, for production at Abingdon. The final decision was not to adopt the design in favour of MG’s own GT Coupe introduced in 1965. Issigonis’s recorded comments to Coune when advising him of his ruling was: “It looks too Italian!” A true statement as most of the craftsmen were from Turin. Without the backing of BMC, and their mass production advantages, Coune’s manufacturing methods, although skillfully hand built, were not really a commercially viable proposition. The retail cost was £1,300 against £690 for the equivalent MGB. Ultimately therefore a total of only fifty six Berlinettes were produced, all of which were left hand drive models for the European Market. Today, just about 12 MGB Berlinettes survived.

Renault R5 Automatic: The Renault R5 was styled by Michel Boué, who designed the car in his spare time, outside of his normal duties. When Renault executives learned of Boué’s work, they were so impressed by his concept they immediately authorized a formal development programme. The R5 was launched in January 1972, going on sale in Europe that year, but not reaching the UK until 1973. It was well received and narrowly missed out on the 1973 European Car of the Year award, which was instead given to the Audi 80. The R5 borrowed mechanicals from the similarly popular Renault 4, using a longitudinally-mounted engine driving the front wheels with torsion bar suspension. OHV engines were borrowed from the Renault 4 and larger Renault 8: there was a choice, at launch, between 782 cc and 956 cc according to price level. A “5TS/5LS” with the 1,289 cc engine from the Renault 12 was added from April 1974. As on the Renault 4, entry level Renault 5s had their engine sizes increased to 845 cc in 1976 and at the top of the range later models had the engine sizes expanded to 1,397 cc. It was one of the first modern superminis, which capitalised on the new hatchback design, developed by Renault in the mid 1960s on its larger R16. It was launched a year after the booted version of the Fiat 127, and during the same year that the 127 became available with a hatchback. Within five years, a number of rival manufacturers – namely Ford, General Motors and Volkswagen – had launched a similar car. The Renault 5 was targeted at cost conscious customers, and the entry level “L” version came with the same 782 cc power plant as the cheaper Renault 4 and drum brakes on all four wheels. In 1972 it was priced in France at below 10,000 francs. However, for many export markets the entry level version was excluded from the range and front wheel disc brakes were offered on the more powerful 956 cc “Renault 5TL” along with such attractions under the bonnet and an alternator, and in the cabin reclining back rests for the front seats. From outside the “TL” was differentiated from the “L” by a thin chrome strip below the doors. The early production R5 used a dashboard-mounted gearshift, linked by a rod which ran over the top of the engine to a single bend where the rod turned downwards and linked into the gearbox, which was positioned directly in front of the engine. A floor-mounted lever employing a cable linkage replaced this arrangement in 1973. An automatic version, with the larger 1,289 cc engine, was added in early 1978. At the time, the automatic usually represented just under five percent of overall Renault 5 production. Door handles were formed by a cut-out in the door panel and B-pillar. The R5 was one of the first cars produced with plastic (polyester and glass fibre) bumpers, which came from a specialist Renault factory at Dreux. These covered a larger area of potential contact than conventional car bumpers of the time and survived low speed parking shunts without permanently distorting. This helped the car gain a reputation as an “outstanding city car”, and bumpers of this type subsequently became an industry standard. The R5’s engine was set well back in the engine bay, behind the gearbox, allowing the stowage of the spare wheel under the bonnet/hood, an arrangement that freed more space for passengers and luggage within the cabin. The GTL version, added in 1976, featured a 1,289cc engine tuned for economy rather than performance and was distinguished from earlier versions by thick polyester protection panels along the sides. A five-door R5 was added to the range in 1979, making it one of the first cars of its size to feature four passenger doors. The three-speed Automatic, which received equipment similar to the R5 GTL but with a 1,289 cc 55 bhp engine, a vinyl roof, and the TS’ front seats, also became available with five-door bodywork. In March 1981 the automatic received a somewhat more powerful 1.4 litre engine, which paradoxically increased both performance and fuel economy at all speeds.

1949 Standard Vanguard: An important car not just for Standard, but also for generating significant export revenue, the Vanguard was launched in 1948, the first all new British design produced after the war. It replaced all the pre-war models, production of which had restarted in 1946. The fastback styling of the first models aped American designs of the era leaving little doubt where it was intended to sell the car. As well as the fastback saloon and estate models, a pick-up was offered for the Australian market. The Phase 2 came along at the Geneva Motor Show in March 1953. Not so much a new model as an extensive re-design, keeping the same front end but with a contemporary Ponton, three-box design “notch-back” design, which provided 50% more luggage space and improved rear visibility. Mechanically there were few changes, and the design was produced for a couple of years, including, from 1954 with the option of a diesel engine, the first British car to do so. The third phase Vanguard, launched in 1955 would be very different.

1961 Studebaker Hawk: One of the most elegant American cars of its era, without question, was the Studebaker Hawk, a late 1961 example of which was to be seen here. The Hawk rage was introduced for the 1956 model year, with more versions available from 1957, by which time there were four models: the pillared Flight Hawk and Power Hawk, and the hardtop Sky Hawk and Golden Hawk. These were all offered until 1959. The same basic car was produced for two more years, 1960 and 1961, simply as the Studebaker Hawk. The Hawk were an evolution of the Raymond Loewy styled Champion model which had been introduced in 1953, and the two lower models in the four-model Hawk range in 1956 carried forward the Champion 185 cu. in., six-cylinder 101 hp powerplant whilst the Power Hawk used the Commander’s 4.2 ltire V8. The Silver Hawk came in two differently-engined models with either the Champion six or the 289 cu. in. (4.7 litre) President V8 engine delivering 210 HP from the two-barrel and 225 HP from the four-barrel with dual exhaust. In appearance, the Silver Hawk was somewhat plainer in appearance than the Golden Hawk, the senior of the two Hawk models in 1957–1958. There was a little bit less chrome, no supercharger or bulge in the bonnet, and a simpler two-tone paint scheme was adopted — simply one colour below the chrome belt line and another above, but unlike the Golden Hawk, the lower colour included the fin. Some dealers painted the fin only, and sometimes the boot lid recess and or the left and right “side grills” were painted in a contrasting Studebaker colour. These usually matched the interior, some were Blue, Gold, Red or Black and were actually better looking according to many owners than the factory two-tone paint scheme. In the midst of a financial crisis at Studebaker after a disastrous recession-year performance in 1958, the Golden Hawk was dropped; the Silver Hawk, which had sold somewhat better, was retained in the lineup. For 1959, the Silver Hawk became the only Hawk model in production, largely because Studebaker dealers wanted a glamorous flagship model as a dealership draw. Those customers would more than likely walk out with Studebaker’s last-ditch hope, the new Lark compact. In fact, the Silver Hawk was the only non-Lark model kept. Changes for 1959 included new tailfins, with the “Silver Hawk” script moved to the fins instead of on the boot lid (where new individual block letters spelling out STUDEBAKER were placed), with a new Hawk badge in between the two words. The parking lights moved to the side grilles from the front wings, chrome mouldings around the windows (from the 1953–1954 models) similar to the Golden Hawk were added, and the interior was somewhere in between the two former models’ levels of luxury. Two-tone paint was discontinued for all U.S. orders, though it was still available for export. Under the bonnet, buyers could choose the newly-shrunken (to pre-’55 size) 90 HP 2.8 litre six or the 4.2 litre V8 of 180 or 195 HP (depending on the choice of carburettor). The 289 was no longer available. The 1959 model year was Studebaker’s first profitable year in six years, thanks mostly to the Lark, and the rising tide of sales lifted the Silver Hawk, which sold 7,788 examples. For 1960, Studebaker dropped the Silver part of the name, leaving “just plain” Hawk. Largely unchanged externally from the 1959, internally, the major change was the return of the 289 cubic inch (4.7 litre) V8 last used in 1958. This was the only engine available for U.S. orders in both 1960 and 1961, the last year of the finned Hawk. Some six-cylinder and 259 cu in (4.2 litre) V8 models were built for export markets. The 1961 models saw the limited return of a second paint colour, beige, in a stripe along the base of the fin between the two lower mouldings. Interiors gained the option of wide, comfortable bucket seats; customers could opt to team their 289 V8 with a new four-speed Borg-Warner manual transmission, the same model used in the Chevrolet Corvette. The Hawk was replaced for 1962 by the restyled Gran Turismo Hawk.

There is quite an assembly of Belgian made cars here, mostly form brands that are now at all well known these days. From among them, I took a few photos:

1935 FN Type 42 Prince Baudouin

1932 Imperial 1100S: Impéria was a Belgian automobile manufactured from 1906 until 1948. Products of the Ateliers Piedboeuf of Liège, the first cars were designed by the German Paul Henze. These were four-cylinders of 3, 4.9, and 9.9 litres. The next year, the company moved to Nessonvaux, Trooz municipality, and began production in the old Pieper factory. Impéria produced a monobloc 12 hp in 1909. In 1910, the company merged with Springuel. The Nessonvaux factory began producing Abadals under license as Impéria-Abadals from about 1916. In 1921, it built three ohc 5.6-litre straight-eights. These were quickly replaced by an ephemeral ohc 3-litre 32-valve four-cylinder which had a top speed of 90 mph (140 km/h). This was followed by an 1100 cc slide-valve 11/22 hp four designed by Couchard, one of the first cars ever built with a sunroof. Its engine rotated counterclockwise, and its transmission brake also served as a servo for those on the front wheels. In 1927 a six-cylinder of 1624 cc appeared; this had been available in three-carburettor Super Sports form from 1930. In 1925, the company hired Louis de Monge as chief research engineer. Some of his work included torsion bar suspension and automatic transmissions. De Monge left in 1937 to join Bugatti, where he would design the Bugatti 100P racer plane. Around and on top of the factory buildings, there was a test track over 1 km long. The track was built in 1928. The only other rooftop test tracks were on Fiat’s Lingotto plant, opened in 1923, and Palacio Chrysler in Buenos Aires, opened in 1928. Over the course of four years, Impéria took over three other Belgian car manufacturers: Métallurgique (1927), Excelsior (1929), and Nagant (1931). From 1934 until the company folded it built mainly front-wheel-drive Adlers with Belgian-made coachwork. The company merged with Minerva in 1934, but they split in 1939. In addition to its production in Belgium, Impéria made a number of cars in Great Britain; these were assembled at a factory in Maidenhead. From 1947 to 1949 Impéria built its last model, the TA-8, which combined an Adler Trumpf Junior-type chassis with a Hotchkiss engine originally intended for the Amilcar Compound.

1927 Minerva Type AF

1929 Minerva type AE Faux Cabriolet

1930 Minerva Type AL 40HP Coupe: In 1928 de Jong created a ‘super-car’ dubbed the Type AL which he introduced to the public a year later at the Paris Salon. It featured a four-speed transmission and a 6.6-litre eight-cylinder engine cast in one block rather than being made up of two separate blocks of four cylinders. With the help of a single Zenit carburettor, it was capable of producing 125 horsepower. Sitting atop a long 152 inch chassis, it would hardly qualify for super-car status by today’s definition. With its long body, it could easily carry many passengers while providing a spacious and luxurious interior. The exceptionally high price limited production to no more than fifty examples.

1934 Belga Rise BR8: Belga Rise was a Belgian automobile manufacturer, based in Haren, Brussels, specializing in luxury cars. The company produced cars from 1928 to 1935. Initially, it produced cars under license for the French firm Sizaire-Naudin. Engines used included the 6-cylinder Hotchkiss AMBO and straight-8s by F. N., Minerva, Continental, and Talbot (Darracq). These engines were used with conventional 3-speed and Cotal 4-speed gearboxes. 35 cars were purchased by the Belgian Army for use as staff cars.

1934 Minerva M4:

1947 FN Tri-Car: In 1935 FN ceased the production of cars, whereas on the other hand the production of motorbikes and trucks continued. Based on a 3-wheeler for military use introduced in 1939, as from 1946 a light utility vehicle saw the light of day. This had a payload ranging between 500 and 100 kg. The engine was an air-cooled 2-cylinder side valve linked to a 5-speed gearbox emanating from the motorbike production.

Seen grouped together were a collection of very special limousines which had all been used by the Belgian Royal Family

1948 Rolls Royce Silver Wraith: this belonged to Prince Regent Charles

1954 Cadillac Series 62 State Limousine: Ordered by the Belgian Royal Family and serving as an official ‘Parade Car’. It has some unique features including the split front bench, and a handle on the wind screen frame. It participated in most of the state occasions in the second half of the Fifties, such as the marriage of Prince Albert and Palo on 2° July, 1959. But is especially famous as the wedding car of the Royal couple Baudouin and Fabiola, on 15° December 1960. For this occasion, a special plexiglass top was manufactured by coachbuilder Vesters & Neirinck from Brussels.

1958 Cadillac Fleetwood

1963 Lincoln Continental

This is an excellent museum, and the special displays provide added interest. I thought both the Abarth and the Fiat collections here were particularly good and the cars were imaginatively displayed with good backdrops and supporting material. Each special display lasts a couple of months, so you have to be fairly quick off the mark to get to see one that has particular appeal, though in fairness, the plan for the next few months is announced by the museum. I can see another one coming up – 110 years of Maserati – around the turn of the year – which will have me trying to make sure I get back here again. Full details are on the museum’s own website: https://www.autoworld.be/home