As this month’s theme draws to a close, we give you something to ponder…
In 1963, Oscar Montabone was recalled from Chrysler-controlled Simca to manage Fiat’s Automobile Technical Office. His primary task was to develop Project 124, a putative 1100 replacement in direct competition with Dante Giacosa’s Project 123, which was not so much a defined car as a series of studies with various front engine/front wheel drive and rear engine/rear drive configurations based around a 1157cc three cylinder opposed-valve ohc engine. Continue reading “Theme: Simca – The Vibrations That Lived On”
While it’s comparatively easy to dismiss it as something of a parts bin special, the 1967 Fiat Dino Coupé amounted to a good deal more than the sum of its parts.
By the latter stages of the 1960’s, Fiat management realised the necessity of providing more than just basic transportation for the Italian market. With living standards on the rise, the demand for more upmarket cars grew – at least within the bounds of what Italy’s stringent taxation regime would allow. With Dante Giacosa’s engineers at work on a series of new models to cover the compact to mid-classes – (124 and 125-series’) in addition to a new flagship to replace the dated 2300-series, Fiat’s offerings to Italy’s middle classes reflected this push upmarket, even if the egalitarian Giacosa didn’t necessarily understand the necessity. With these models in hand, it’s therefore a little odd that Fiat saw fit to embark on the Dino programme, because on the face of things, it looked more like a favour to Ferrari than anything that particularly stacked up as a business case. Continue reading “Fiat al Fredo – 1967 Fiat Dino Coupé”
A harmless trip to the shops leads to a rare sighting of the lesser-spotted Tipo.
A walk around my local retail car park in suburban Cork is a dispiriting experience at any time, even when the rain isn’t horizontal. Filled with the usual drear parade of monochrome conveyances, there is little for the eye to linger upon, or indeed for the uninfluential auto-blogger to spin an article. However, earlier in the week, I was stopped in my tracks by, of all things, a 2017-registered Fiat Tipo Sedan – the first I’ve witnessed in the wild. Continue reading “Reverting to Type”
Three brochures for the same car demonstrate Fiat’s marketing skills – or lack thereof.
Fiat’s 1970’s brochures were often stark affairs. Studio shots, no background and just the facts. With an economy hatchback like a 127 or suchlike, there was a certain amount of logic in this approach, but for what many dubbed a mini-Ferrari, it risked underselling what was at the time a fairly unique proposition. Continue reading “Brochures Redux – Midship Triptych”
In the second of a short series, I will remind readers of what was on sale in 1984, courtesy of the much missed “World Car Guide”.
In 1984 Bertone offered a cabriolet version of the Ritmo, with its own badge on the grille. By 1984 Fiat had restyled the Ritmo slightly: the air intake on the bonnet vanished in a tidying frenzy. The car had a roll-hoop to add rigidity, probably a necessity for a vehicle as fundamentally light as the Ritmo. Another Ritmo cabrio option existed: the Pink Panther, also put together by Bertone. Continue reading “World Cars 1984 (2) : Bertone Ritmo Cabriolet”
Richard’s recent examination of a brochure for a 1998 Fiat Multipla inevitably drew diverging opinions in the comments about the vehicle’s styling.
My own position has always been that, with their first attempt, Fiat’s chefs mixed together too many challenging ingredients to make the resultant dish palatable. The facelift, on the other hand, skewed too far the other way, removing much of the flavour by imposing a bland face on an otherwise interesting body. Continue reading “Fiat Multipla: Time to Belt Up”
I picked this brochure up at the Birmingham Motorshow in 1997 or 1998.
The graphic design goes with the fun theme of the car’s design. You could even call it populist and it is soaked in the carefree feeling of that period. Even today the exterior and interior aesthetics are fresh and novel. What must not be forgotten is the ingenuity of its flexible framework architecture which was usefully cheep, meaning Fiat broke even at 40,000 units a year.
For many eyes, the car above is, irredeemably, depending on their country, a VAZ or a Lada or a Zhiguli, a vehicle that citizens of the former Soviet Bloc view with a frustrating mixture of contempt and affection. To me it is (and in this example, correctly) a Fiat 124, the first car that I had free, unaccompanied access to the open roads in, with all that allowed, so anything that follows might have to be filtered by the reader to allow for the rosy glow of nostalgia, although actually it’s a frustrating mixture of contempt and affection. Continue reading “The Fellow Traveller”
Uruguay is the second smallest state in South-America. Being right next door to Brazil, it’s natural enough one can buy Fiats there.
There are two South American specials (if I can be so Eurocentric) in the Uruguayan range. One is the Uno and the other is the Palio Adventure. Looking at the Uno we find a vehicle that evokes the Panda but isn’t a Panda. Fiat Brazil came up with this one and Fiat Centro Stile developed the appearance. Note the asymmetric grille. It’s Type 327 for Fiat anoraks. The underpinnings are from the Fiat Palio, making it something of a middle point between the Panda and Palio. Continue reading “Theme: Sudamerica – Fiat in Uruguay”
Another thinly disguised excuse to write about a car that I like and used to own (yes, another one). This is my singular experience of going Italian, and very gratifying it was too. And, reliable.
I remember falling in love with the FIAT Cinquecento Sporting at first sight (and read, it was an article in Car – by Andrew Frankel, I think – entitled “Eeenie Weenie, Teenie Weenie, Yellow Hotted Up Machinie”, or something very similar). The little FIAT had everything I liked at the time. Continue reading “The Late Film: Mistaken Identity”
The badge is placed on the upper surface of the boot. It probably really ought to on a vertical surface so people can read it with less trouble. You can get all the glorious details on the car here. I notice it’s a fairly light car (just over 1000 kg) so I suppose the 1.4 litre engine is able to haul it about. The other thing I noticed is what looks like misalignment of the outline of the bodywork around the rear lamps. The car is made in Japan alongside the Mazda MX-5. How did that happen then?
As for the rest of the showroom, there are 500s, 500Ls and Pandas and no Puntos and no Qubos. They do sell some nice paint colours though. To be fair, the 500 is probably covering the work of what was once known as a Regatta or even the Tempra, even if it’s not a saloon. The absence of the Punto in the region’s biggest showroom shows they have pretty much given up on this one though it is shown at their website. And there’s are no Tipos around. Like Honda, the Fiat range is rather unbalanced.
Driven To Write comes face to face with the car that (arguably) sank FIAT.
Three or four themes entwine here. We’ve had a Fiat Tempra on sale and here is its semi-successor. We’ve been doing colour and this car is white. This car lacks chamfers on the lamps. And finally, we’ve discussed in a tangential way the demise of the three door car. This is a three door Fiat Stilo. The first one of these I saw in the metal lurked in a corner of Cambridge in 2001. Isn’t odd that I still remember that with such burning intensity? Continue reading “A photo for Sunday: 2001-2007 Fiat Stilo”
Remember the Chrysler K-car? It helped save Chrysler until the next crisis. The Fiat Tipo played a similar role, at least in underpinning a lot of models. Here’s one of them.
Another Fiat, a 125 behind glass, made me stop at the location. When I stopped looking at that I wandered further. In the otherwise empty lot nearby this Tempra crouched. Looks good from afar, but it’s far from good. Although the body had galvanising, rust is biting the doors and the handles are seized. It’s not for sale anymore and evidently wasn’t worth taking to the dealer’s new location 10 km away. Continue reading “Something Rotten For Sunday”
We can add this vehicle to the DTW collection of ashtray rarities.
There are not so many of these cars hanging around and good one costs around €17,000 these days. The styling, by Paolo Martin at Pininfarina, is something of a legend. He also handled the interior, sprucing up the design based on the 130 saloon. And in turn Fiat carried these improvements back to the saloon (which already had a very fine interior). Continue reading “Ashtrays: 1972 Fiat 130 Coupe”
From 1967 to 1972 Fiat sold the 125 and, according to Wikipedia, it combined saloon car space with sports car performance.
This formula could also be found in the 1966 BMW 1602/2002 and 1962 Alfa Romeo Giulia. What might distinguish the 125 from these might be that it offered these characteristics in a cheaper package than Alfa or BMW. It certainly had more doors than the 2002 and it had more space than the Alfa Romeo. Continue reading “1967-1972 Fiat 125”
The Fiat Panda as described by one Russell Bulgin.
Not so very, very long ago I presented an excellent gallery of Fiat Pandas as seen on location somewhere in sunny Italy – (thanks to Sean for helping out with the technicalities on that). Since then, I found the article Russell Bulgin wrote about the Panda in 1989. I had been thinking of this article in June. For Autocar, Russell Bulgin wrote a series called the Bulgin Files (why the Bulgin Files?). The sub-header explained “Our angry young man is into his fourth week of driving bargain-basement superminis and now he auditions a Starlet and two Italian sisters, Fiat´s Uno and Panda.” Continue reading “Fiat Panda, As Seen in 1989”
This photo-series is the work of Mick who kindly sent me the images. The name of the car is almost as long as the production run. From 1974 to…
…1983. Making this example one of the last made. The estate versions carried on for another year. It’s a series 3 Fiat 131 Supermirafiori with a 2.0 litre twin-cam engine, hence the T/C label tucked on the side at the rear. Ten years: that’s a long time in car design and the ten years from 1974 to 1983 were a tumultuous time in the wider world. The oil crises and general economic malaise added to the miseries of Italy’s Years of Lead. Over its long life the 131 had to accommodate with disorientating changes in the car market and in society. For this reason one must bear in mind that the world the car was designed in (say, 1969 to 1971 or so) had a different atmosphere than the one of the mid 70s, and the early 80s when the car ceased production. So now take a look at the 1974 car: Continue reading “A Photoseries for Sunday: 1983 Fiat 131 Supermirafiori 2000 TC”
Further to our discussions, here is the Fiat 500 by Diesel. This is less convincing than the Gucci edition. It smacks even more of aftermarket.
And the advert here is in rather poor taste. Here is a little more on the car if you can find the strength. What would I want from a proper special edition tied in to a big-league company? The wheels should not be available on the rest of the range. The seats ought to be unique to the car even if that just means new head-restraints. I’d like fitted, branded luggage. There must be firms able to run up such a thing for a few hundred euros. I imagine the people at Diesel know how to create small runs of textile products, right?
Up until now I thought Gucci had limited their dalliance with the car industry to American brands such as Cadillac.
At the other end of the scale and on the other side of the Atlantic, Gucci also graced Fiat with their magic touch. According to Gucci “The car’s silhouette is outlined by Gucci’s signature green-red-green stripe, which runs along the entire perimeter and links the exterior to the interior. The stripe also appears inside on the seats, on the gear shift, the key-cover, the carpets, and in an innovative finish on the seatbelts. The interior space of the 500 by Gucci is stylish yet functional down to every last detail: chic embroidery, exclusive materials, glossy and satinContinue reading “Special Editions: 2011 Fiat 500 By Gucci”
“Dignified Italian” is how Autocar described the 130 saloon in 1972. Having had a chance to sit inside one of these cars recently, I can confirm that this actually undersells what is a remarkably lavish saloon.
Fiat intended the 130 to take on cars from the higher echelons of the mainstream luxury marques. Presumably this meant the middle and higher level Mercedes saloons such as the W-110 (which would have been in production when the 130 began development). As it happened the year before launch, Mercedes produced the W-114 and went on to sell nearly 2 million examples between 1968 and 1976. In about the same time, Fiat sold just 15,000 of their 130 saloons. The received wisdom is that the 130 was a failure – one of many also-rans in the executive class from this time. Continue reading “Ashtrays: 1972 Fiat 130 Berlina”
Missing the Marea? Still smitten by the Stilo? Sergio’s got something for you.
Is Sergio Marchionne still shaking flak out of his bulk-knit cardigan? His demeanour on the first media day may have suggested otherwise, and FCA’s workrate can’t be faulted, notwithstanding more than a little help from their Japanese and Turkish friends. The recently launched, Turkish-built Tipo saloon, was joined at Geneva by a five door hatchback and a useful looking estate car. The saloon and hatch could be dead ringers for the – wholly unrelated – Qoros 3, even down to the chrome doorhandles. Some also saw echoes of the Brava and Marea. Can it really be twenty years since these hire fleet heroes first appeared?
I stood in the north west corner of Palexpo’s Hall 5 which has been the traditional home of Lancia for many years, and my fears were confirmed. Turin’s second most successful carmaker had left the building – hold on, wasn’t that Alvis? Did I walk through the empty house, tears in my eyes? Not really. Continue reading “Geneva Bites -The Abarth Garage”
A little while back we ran an article about car sales in Ireland in January. We asked Fiat Automobiles Ireland to respond.
In the spirit of balance, we considered it a good idea to see what Fiat had to say about the market position and general outlook for their products. Here is what Gerry Clarke, Country Director, FIAT Chrysler Automobiles (FCA) Ireland Ltd had to say:
“There are a number of points to consider regarding FIAT in Ireland. FIAT is strongest in segments that are traditionally very small in Ireland. We’re segment leaders across Europe with 500 and Panda but for a number of reasons Irish buyers tend to prefer larger cars and especially three-box saloons, an example of which we currently do not offer in RHD! Our B-segment car is now nearing the end of its product cycle and with the end of Bravo production we’re now missing altogether from C-segment and these still segments represent the majority of sales in Ireland.”Continue reading “Fiat Ireland: Their Point of View”
Then and now: how does Fiat´s present engine range compare to that of 2004? And are they making use of the engines available from Chrysler?
Today we are asking “How bad is it exactly for Fiat, in real terms?”. A vibrant company puts effort into engines if only to confuse punters and gain sales. But it can also offer a better match between the car and the complicated needs of the hundreds of millions of potential buyers. If you have a car with just one or two engines for it then it´s a safe bet there are 78 million people who simply won´t consider that vehicle. Think of the Bravo, for example. Continue reading “Theme: Engines – a survey of Fiat´s 2004 and 2014 ranges”
It seems like only a bit of while ago that Fiat were offering the Tipo Mk1 (1988 to 1995). It is however, actually a really long time ago indeed.This car is actually quite old though it seems not to look it, to my eyes at least. When Fiat first offered the Tipo they made something of a big deal about the galvanization and general rust protection. This one is 23 years old (and is on sale here) which is something of a testament to the resistance it has put up to the salty roads and generally abysmal winter climate of Denmark. What Fiat didn´t seem to do was put so much extra effort into putting the rest of the car together which is why there are so few of these left compared to rivals such as the Golf and the Astra***. In all likelihood quite tidy examples of this car were scrapped because Continue reading “Something Rotten in Denmark: 1991 Fiat Tipo 1.4 ie”
It’s been going on for so long now, it almost seems a tradition. Fiat’s styling has always been variable. They have produced some great designs and some disappointingly dumpy ones, often in the same generation. But what is constant is that, when it comes to facelift time, however good or bad the original was, the facelift is always worse.
There are various theories I can offer and, not being a Fiat insider, that is all I can do.
Has Centro Stile Fiat ever produced a design of lasting significance?
This is the question I found myself asking having read a recent driventowrite piece on Lorenzo Ramaciotti – (which I urge you to read). Because like many, I held firm to the view that Turin’s fabled carrozzerie were responsible for everything worthy of note. On the other hand, memory can sometimes prove a faulty co-driver, so I did what any self-respecting auto-nerd would at this point and revisited the Fiat group’s styling back catalogue in a quest for answers. So what we have here is a list of significant Fiats of the last 50 years and who was responsible for their styling*. Continue reading “A Question of Form”
While reading about the Humber Super Snipe and its competitors I stumbled across this.
It’s a very nicely filmed piece about a Fiat 2300S and its owner, Pierantonio Micciarelli. I have to say that the man´s elegant dress sense made me yearn to be Italian. They do know how to choose their threads.
This being, unofficially, the Fiat/FCA themed month, I feel like shedding some light on Fiat’s current styling policy and the man responsible for it.
And when I say “shedding some light”, I actually mean pointing out all the dark and shadowy areas that currently make up Fiat’s styling. More questions will be asked than answered, inevitably.
Superficially, the reorganisation of Fiat’s different Centri Stile in the wake of the company’s Marchionnisation seems to have been a straightforward example of streamlining. And, unlike the most famous jumper lover’s financial and fiscal shenanigans, this move appears to be both easily graspable and logical. Continue reading “What Exactly Is Lorenzo Ramaciotti Doing?”
The second of a two part examination of FCA’s European operations and the feasibility of Sergio Marchionne’s four-year plan to revive them.
Part two – There will be blood:
FCA’s presentation made a point of telling the financial and automotive worlds just how much Marchionne is prepared to accept for the sale of Ferrari, suggesting the fabled Marenello concern is for sale; despite firm denials from within FCA itself. Some might say that he would be insane to do so – the ‘Cavallino Rampante’ being probably the most valuable automotive brand in the universe right now. But look at it another way. If we believe the hype, everybody wants to own a Ferrari – and as any petrolhead with rosso corsa flowing through their veins will attest, what could be better than that? Continue reading “FCA – State of the Empire – Part Two”
A two part examination of FCA’s European operations and the feasibility of Sergio Marchionne’s four-year plan to revive them.
Now that the captives have escaped, the presentations are complete and fruit and vegetables been thrown, perhaps it is germane to take a look behind the figures and statistics at the state of affairs facing Fiat Chrysler Automobiles in Europe as they painfully inch towards their eventual fate.
I don’t think I’m necessarily alone in finding Sergio Marchionne’s penchant for jumpers a little unsettling. Yes I concede it is lazy of me to expect an Italian captain of industry to cleave to national sartorial stereotype – I mean, why shouldn’t he buck the norm – even if the result is somewhat unedifying. Fine tailoring might be what we expect, but in Marchionne’s case (for this scribe at least) the knitwear appears a little too studied, just a tiny bit artful. The cosy jumpers appear to be more of a mask than the maverick anti-corporate statement they’re dressed up to be. I’m not fooled.