Fiat
Fiat Ritmo Strada 2nd Generation
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Manufacturer |
FIAT |
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Main type |
Sedan Cabriolet |
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Class |
Motor Car |
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Production |
from 1982 to 1988 |
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Replaced by |
Fiat Tipo |
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Length |
4015 mm |
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Width |
1650 mm |
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Height |
1405 mm |
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Step |
2445 mm |
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Mass |
from 850 to 955 k g |
The car has been produced since 1978 in two different series, the second of which was made in 1982, to be replaced in the C segment, the market segment that covered the FIAT price list, by the Tipo.
History
At the end of 1982 a profound restyling led to the presentation of the second series Ritmo. Although at the level of sheet metal only the bonnet seemed to have changed, in reality the body of the car underwent a total redesign that completely differentiated it from the old platform of derivation 128, leading to a weight saving of around 70 kg and at the same time to the resolution of the problems of cracks in the front area of the frame that had plagued numerous specimens of the first series (in particular diesel) and that had forced the designers to introduce plates of reinforcement on the front crossbar especially on the sports versions. The most obvious changes concerned the displacement of the tank in a protected position under the rear seat (it was previously under the boot), the refuelling nozzle passed from the left to the right fender and concealed by a door, the definitive migration of the spare wheel under the luggage compartment (strangely accessible from the outside as in some French cars), and different front suspension domes with three-bolt attacks instead of two. The car's personality appeared significantly modified. Less new, but more elegant, is the new front with 4 circular lights (two on the 60 3p base), black and new mask FIAT logo with 5 slanted vertical bars, while the tail lights changed to larger ones and were no longer incorporated into the bumper. The bumper shields are also newly designed. Completely redesigned, on the other hand, the interiors of the normal versions (seats, door panels and dashboard were completely new), while the Super versions took up the dashboard of the previous ones with few changes in detail. Much appreciated by the press and customers was the new ventilation system, increased thanks to the space recovered with the movement of the spare wheel.
The numerous aesthetic modifications were combined with mechanical ones. The front suspensions adopted new offset conical springs that made the operation of the shock absorbers more precise and limited the reactions to the steering on uneven asphalt, the 5-speed gearbox became standard on the whole "manual" range, and the 1116 and 1301 cm³ engines were revised to make them more elastic and reduce consumption, gaining electronic ignition without "breaker" and a different set-up: these changes reduced power from 60 to 55 hp on the 1100, but improved torque, while the 1300 from 65 and 75 HP were unified in a single 68 HP version equipped with a double body carburettor. The 1500 CV is unchanged. The 1700 diesel was revised in the calibrations and gained 3 hp (now 58). S) plus, the 105 TC, while the sporty 125 TC Abarth remains unchanged for the moment in the first series. The range of convertibles (updated as the sedans) was extended with the introduction of the 1300 engine alongside the 1500.
The Ritmo 2 range was completed in 1983 with the introduction of the Energy Saving and Abarth 130 TC versions. The first, moved from 1116 cm³ to 55 hp with "cut-off" device, thanks also to a 4-point lowering (from 0.42 to 0.38) of the aerodynamic penetration coefficient obtained through the adoption of a small rear spoiler at the end of roof, from the anti-turbulence frames to the windows and to the smooth wheel covers, allowed significant fuel savings. The changes made to the Abarth were decidedly profound: the engine gained Marelli digital electronic ignition DigiPlex and the power supply through two horizontal double-body carburettors of 40. The result was 130 HP at 5800 rpm (200 less than the previous 125 TC), which combined with the lower weight and the slightly elongated final made it capable of one spectacular (for the time) time of 8 seconds net from 0 to 100 km / h. The Ritmo 130 had a resounding success among the fans thanks to the performances (and to the "nastiness" with which they were expressed), further fed by the sporting successes that the car caught in the races on the track and on the road, dominating for years the main European championship Gr. N. In general, the "Abarth care" included many details aimed at an easy preparation of the car: for example, the same adoption, apparently anachronistic, Golf GTI had always been injected), it actually served to have already approved a four-butterfly intake manifold to be coupled with the Kugel Fischer mechanical injection (a must in the competitions of that era).
Restyling 1984
In 1984 the range was renewed: the "basic" version was divided into two versions, "L" (with a mask with only two headlights, 4-speed gearbox and very poor equipment) and "CL" (identical to the previous base, but with standard headrest and rear wiper in addition, the S set-up was also extended to 60. With the end of the second series, in 1985 the special version "IN" was presented, based on the 60 S and characterized by full wheel covers, by a Gray / red adhesive strip, from the specific internal linings and from the standard radio.
In 1985 a slight restyling (front grille, lower front bumper fitted for fog lights, rear plate shift on the shield, black plastic fasciae on the sides, rectangular door handles instead of round ones) accompanied an update of the range. The 60 engines adopted the double-body carburettor gaining 3 HP (now 58). The 105 TC, now displaced by the Abarth, was replaced by the 5-door 100 Equipped with a new version of the double-shaft with a 180-degree rotated head (engine then mounted also on the Lancia Prisma second series) and power reduced to 100 hp to improve elasticity and consumption; this version had little response in Italy, but was more appreciated abroad. The 130 TC Abarth received new alloy wheels with a design similar to those of the Uno Turbo. The diesel versions had important innovations: the old 1714 cm³ engine gave way to a new 1697 cm³ unit, part of the new family of engines derived from the "dieselization" of the single-shaft of the last 131 of 1981. The new engine now supplied 60 hp, making it also more park and more elastic as well as more silent. The new Turbo DS version is completely new, powered by a 4-cylinder turbo diesel engine with an intercooler of 1929 cm³ of 80 hp belonging to the same family of 1697 cm³. From the Energy Saving range were removed, the 85S and versions 3-door "non-sports", while the Convertible 85S gave way to Super cabrio 100 S.
In 1986, to give breath back to sales in view of the last year of production, two new special limited-edition versions were introduced: in May the Team (versions 60 and D) arrived on the basis of the 5p CL and personalized with specific writing and upholstery, while in July it was the turn of the Super Team, recognizable by the matching mask and equipped with electric windows, central locking and adjustable steering wheel. The Super Team was available with 60, 70 and 100 engines.
In 1988 the Ritmo was replaced by the Tipo.
Derived models
Until 1982, according to the collaboration agreement signed between the car manufacturers, Ritmo was produced in Spain by SEAT. At the end of the agreement, the Spanish company recycled its assembly lines as much as possible, replaced a sufficient number of pieces to avoid copyright problems and went out on the market with a model very similar to the progenitor, the SEAT Ronda, redoing what was already the case. happened with the Fiat Panda, recycled in SEAT Marbella, and with the 127 (which became SEAT Fura). In 1984, with few modifications on the same platform as the Ronda, SEAT built the first series of the Ibiza and also the Malaga, also maintaining its suspension.
The Fiat Regata sedan was derived from the second series, a car that had so many elements in common with the Ritmo that it was approved as one of its versions (both had the designation "138", and as such were indicated on the registration certificate).
The brand revived in 2007, when the new Fiat Bravo, presented in Italy in February of that year, was sold on the Australian market under the name of Fiat Ritmo; also, the name Strada has been reused since 1999 for a pick-up model.
Fiat 500 D
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Make |
FIAT |
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Class |
Motor Car |
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Production |
From 1960 to 1965 |
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Produced |
5,231,518 |
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Wheel base |
76.38 in, 1940 mm |
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Length |
125.34 in, 3185 mm |
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Height |
53.15 in, 1354 mm |
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Width |
51.97 in, 1323 mm |
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Dry weight |
1190 1b, 540 kg |
|
Assembly |
Turin and Termini Imerese, Italy |
The FIAT 500 D is a small car from the Turin company, produced from 1960 to 1965.
History
In October 1960, shortly after the Giardiniera, a renewed version of the sedan, the 500 D, was presented. This replaces all previous models of the 500, including the Sport. From now on there are no more variants of the sunroof and convertible roof as the new the measurements of the sunroof go up to the middle of the roof. Although the other half is a piece of removable sheet metal, it is not possible to mount the long soft top as on the 500 N Economica as the crossbar that divides the roof from the soft top is part of the structure and if it is removed, it is no longer possible to drive on Street; everything is unified in the new D version which, with the Giardiniera, makes up the 1960 range of the Fiat Nuova 500.
This version derives directly from the 500 which it welcomes the latest innovations from 1959 but adopts the 499.5 cm³ engine of the 500 Sport, refined in terms of delivery and maximum power to deliver 17.5 HP at 4400 rpm instead of the original 21 HP, also through the adoption of a different carburettor (Weber 24IMB) to reduce emissions. It is approved for four people. The standard equipment is enriched with a few details: better padded rear bench seat with folding backrest to create a useful loading surface; padded under-plank edge to cushion any knocks with the knees; flashers and main beam lights to the left of the dashboard (with adjustable brightness); switching on of the internal courtesy light when the driver's side door is opened; onion tank (21 litre capacity), positioned only on the driver's side to Favor the dimensions of the front trunk; headrest pads on both rear inner columns for bench seat passengers. The air filter box is no longer closed with three bolts, but with two more practical pressure wing nuts. The white sidewall tires and the radio are still available as options. The front suspension independent, wishbones, transverse leaf-spring lower arm, telescopic dampers at the rear also independent, swinging semi-trailing arms, coil springs and telescopic dampers.
PERFORMANCE:
- Engine capacity: 30.55 cu in, 499.5 cu cm;
- Fuel consumption: 54.3 m/imp gal, 45.2 rn/US gal, 5.2 1 x 100 km;
- Max speed: 62-1 mph, 100 km/h;
- Max power (SAE): 21.5 hp at 4600 rpm
- Max torque (SAE):26 1b ft, 3.6 'kgm at 2800 rpm
- Max number of engine rpm: 4600
- Specific power:43 hp/l
- Power-weight ratio: 55.1 lb/hp, 25.1 kg/hp
- Acceleration 0—80 km/h) 40 sec
- Standing 1/4-mile 30.8 sec
During 1961 the padded sun visors, the ashtray in the centre of the dashboard, the manual windscreen washer with pump, the courtesy light with automatic switching on controlled by the driver's side door were offered as standard. In 1964 the windscreen wipers became self-returning, the mouldings on the sides at the height of the handles became a little shorter at the rear .
Accessories of the time, widespread and also produced outside FIAT, were: the servo horn or horn ring, produced by the Vitaloni Brothers of Turin (to allow easier use of the horn without taking your hands off the steering wheel rim); the vinyl leather steering wheel cover, a typical accessory found in many cars, to facilitate gripping the crown while driving; the sun visor with built-in mirror on the passenger side; the Giardiniera-style passenger handles; the frieze for the dashboard surface with the writing "FIAT NUOVA 500" in gold on a cream background, or with the writing "Cinquecento" and plastic handle for the front passenger; the rubber mats of various colours (red, black, ochre, havana, grey, green, blue) and in different pieces (from 2 to 6); the front grille entirely in aluminium or plastic but with an aluminium mustache; locking the bonnet with a key; the closure of the front bonnet with an enamelled red FIAT emblem, triangular, in polished aluminium and fitted with a key; the key-operated anti-theft BLOSTER to lock the steering knuckle (applied along the light switch with a spring clamp that acts from below); the petrol tank cap equipped with a key; bumper overriders with rubber reinforcement to cushion the daily shocks due to the harmful actions of inattentive or inattentive parking attendants; the chromed tailpipe to be applied to the final pipe of the muffler, used both for aesthetic reasons and to direct the exhaust smoke further down; the "shelf" in black plastic, FIAT 600 style, to be applied under the dashboard, along its entire extension; the coat hook (which could also be incorporated in the passenger handles); seat covers in fabric or wicker; the hook to keep the soft top partially open while the car is moving, in order to ensure greater ventilation of the passenger compartment (at the time it was applied between the centre of the front rod of the frame and the upper part of the windscreen).
- Chassis code: Fiat 110 D Berlina 500
- Engine code: 110 D 000
Fiat 850 Spider 2nd generation
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Manufacturer |
FIAT |
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Class |
Sports car |
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Type |
open Spider |
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Production |
1968 to 1974 |
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Assembling |
Bertone |
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Style |
Giorgetto Giugiaro |
| Length: | 150.55 in. 3.824 mm |
| Width: | 58.98 in, 1,498 mm |
| Height: | 48.03 in. 1.220 mm |
| Ground clearance: | 5.12 in, 130 mm |
| Dry weight: | 1.621 lb. 735 kg |
The Fiat 850 Spider second generation is an open sports car marketed by the Turin-based company Fiat from 1968 to 1974.
History
From 1968 the second series was put on sale. The Sport Spider body stayed essentially the same a 2 seat open car, but with a restyled front. The headlamps were moved forward slightly, vertically inserted to adapt to the current legislation and the original flush front turn indicators were replaced with units below the bumper not above it as in the model of the first series.
distribution of the cars weight was rearward bias at 40% front axle, 60% rear axle. with the engine increased to 903 cm³ and 3 hp more power now with a max speed of 95 mph. 153 km/h. For acceleration the standing 1/4 mile in 19.8 sec. 0-50 (0-80 kmh) in 11.8 sec.
- PERFORMANCE
Engine capacity: 55.10 cu in, 903 cu cm
Fuel consumption: 38.7 mlimp gal, 32.2 mlUS gal, 7.3 1 X 100 km
Max speed: 95 mph, 153 km/h
Max power (DIN): 52 hp at 6,500 rpm
Max torque (DIN): 48 1b ft, 6.6 kg m at 4,000 rpm
Max engine rpm: 6,600
Specific power: 57.6 hp/l
Power-weight ratio: 30.9 lb/hp, 14 kg/hp
Acceleration: standing 1/4 mile 19.8 sec, 0—50 mph (0 —80 km/h) 11.8 sec
The second series carryinq capacity was 441 1b, (200 kg), as well as several limited special edition versions of the Spider were offered, including the optional hardtop. detachable body-coloured metal hard top and the Berlinetta featuring a black vinyl hard top.
Fiat 850 Coupé
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Manufacturer |
FIAT |
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Main type |
Coupe |
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Production |
from 1965 to 1971 |
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Produced |
384.906 |
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Length |
3608 m m |
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Width |
1500 mm |
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Height |
1300 mm |
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Project |
Dante Giacosa |
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Style |
Mario Boano |
The Fiat 850 Coupé, later renamed the Fiat 850 Sport Coupé, is a sport car model produced by FIAT between 1965 and 1971.
History
The principal characteristic of the 850 Coupé. as of the saloon, is the reliability of the handling which is indeed even more marked than in the lower-powered version. The stability of the car at high speeds. even with a side wind, is excellent. and the reactions of the car offer a large margin to compensate for minor driving errors, without this meaning any dangerous sluggishness in response to the controls. For a rear-engine car with the engine sprung on the axle this is not an easy result to obtain. The Turin factory has managed to achieve it by the improvement of well-tried technical solutions. rather than by original methods. Exceptional taste has been shown in the fittings of the interior. and the arrangement of the controls is worthy of a sports car with a much higher performance. The instruments are well grouped under the driver's eyes. and the only thing lacking a rev. counter which the manufacturers supply as the fresh-air heating system, of the kind used on other Fiat models is very efficient and. thanes to the front air intake, does not suffer from any infiltration of gases from the engine.
A few months after the launch of the " 850 sedan ", dozens of Specials derived from that chassis were presented at the Turin Motor Show, in the coupé, spider, Berlinetta, 4-door sedan and beach version, made by Savio, Vignale, Allemano, Moretti, OSI, Boneschi, Francis Lombardi, Michelotti, Siata and Zagato, indicating the size of the potential market. Once the serious structural and organizational problems caused by the war were resolved and the company coffers were replenished with the sales success achieved by the small cars of the great series, FIAT also decided to try again in the field of small sports cars, already tested with the " Balilla Sport”. The new "850" Coupé and Spider versions were presented simultaneously at the Geneva Motor Show, March 11, 1965, and the appearance on the market of these two models decreed the beginning of the descending parabola that, in the following decade, brought many Special vehicle manufacturers at closure.
The Fiat 850 Coupé built just under twelve months after the saloon. was immediately successful with the public which welcomed it enthusiastically. The demand for a low-priced car with the characteristics of a touring car and the maintenance costs of amass-produced car was certainly the factor which decided Fiat on the production But. leaving aside the economic and psychological motives of purchasers. The most important fact to be emphasised is that the 850 Coupé is certainly worth more than it costs. Two determining factors lead to this statement: the first is the very high level of the car's aesthetic appeal which, given the internal dimensions of the vehicle, could not have been easy to obtain: the second is the performance, which is of a far higher level than could be expected of such a small car.
Dante Giacosa, under whose aegis the "850 Coupé" project was created, had given instructions to maintain the general layout, the platform and most of the mechanics used for the "850 Berlina" model; it was therefore a matter of making changes, within rigidly established limits. The Fiat Style Centre, led by Mario Boano, embodied a sober and balanced line, managing to achieve an elegant and sporty appearance, while adopting the aerodynamic innovation of the K shape, maintaining a passenger compartment for 4 people and a front boot of sufficient capacity. The only drawback is the height of the grille , due to the spare tire , but it was visually mitigated by headlights of greatest diameter .The interior with wood trim on the dashboard , the two-round racing- style instrument panel with large diameters particularly reminiscent of that of the fifties Ferraris and seats covered in sky -type sports, but also quite comfortable for long journeys and with reclining backrests in both directions for access to the rear bench.
The mechanical elements of the 850 Coupé are entirely derived from the saloon, exploiting more fully its possibilities while maintaining a wide margin of safety. To comfort the happy aesthetic-ergonomic result, it was the success of the mechanical transformation made of many small changes, starting from the moving masses, improved by the braking system with Bendix discs at the front and by tires of greater diameter. The steering column was equipped with an elastic joint and the electrical system was completely redone and modernized. Great attention was given to the engine (Type 100 GC 000) with the increase in the diameter of the intake and exhaust valves, also equipped with a double return spring, and with the variations to the connecting rods, to the sky profile of the pistons and to the distribution shaft, now controlled by a double track chain. The feeding system was improved with the adoption of a new intake manifold and of the double-body Weber carburettor with super-feeder device. The exhaust system saw the elimination of the manifold, replaced by 4 separate ducts that convey the gases directly to the silencer.
The engine easily reaches the respectable maximum of 6.600 rpm and is willing to go over it in the lower gears without showing any signs of fatigue. The transmission is well up to the demands of the engine and the distance the lever has to travel from one gear to another is in keeping with the needs of fast driving.
The "850 Coupé" came in white, beige, steel Gray, light blue, medium blue, red and black body colours. Proposed in a single set-up, it could be embellished, on request, with the rev counter, the anti-theft steering lock and the tires with a white band.
The commercial response was higher than expected and FIAT ordered a doubling of production, from the 100 units / day initially planned to the next 200. In addition to the distinctive aesthetic aspect, the popularity of the public was due to the car's compliance with the needs of a wide range of potential buyers, also thanks to the operating economy, the reasonable purchase price and the considerable benefits. Indeed, with its 140 km / h of speed maximum, the little "850 Coupé" was able to keep up with the car’s engine capacity and costs much higher. In less than 3 years, about 180,000 were produced.
PERFORMANCE: 843 cc
- fuel consumption: 40.3 m/imp gal, 33.6 m/US gal, 7 1 x 100 km
- max speed:85.8 mph, 138 km/h
- max power (SAE): 52 hp at 6,400 rpm,max torque (SAE): 46 1b ft, 6.3 kg m at 4,000 rpm
- max engine rpm: 6,600
- max speeds: 23.6 mph, 38 km/h in 1st gear; 42.3 mph, 68 km/h in 2nd gear; 61.5 mph, 99 km/h in 3rd gear; 85.8 mph, 138 km/h in 4th gear
- power-weight ratio: 30.4 lb/hp, 13.8 kg/hp
- acceleration: standing 1/4 mile 21 sec, 0—50 mph (0—80 km/h) 14.3 sec
In 1968 the debut of the "850 Berlina" model in the "Special" version, equipped with the 47 bhp engine of the "850 Coupé", significantly reduced the speed performance gap between the sedan and the coup, making it necessary to upgrade: Geneva Motor Show of the same year the new version called "850 Sport Coupé" was presented, equipped with the new undercarriage type 100 GBC 000 with increased displacement at 903 cm³, obtained by leaving the bore unchanged and extending the stroke to 68 mm.
PERFORMANCE: 903cc
- engine capacity: 55.10 cu in, 903 cu cm
- fuel consumption: 39.3 m/imp gal, 32.7 m/US gal, 7.2 1 x 100 km
- max speed: 92 mph, 148 km/h
- max power (DIN): 52 hp at 6.500 rpm
- max torque (DIN): 48 1b ft, 6.6 kg m at 4,000 rpm
- max engine rpm: 6,600
- specific power: 55.7 hp/l
- power-weight ratio: 31.6 lb/hp, 14.3 kg/hp
- acceleration: standing 1/4 mile 20.3 sec, 0—50 mph (0—80 km/h) 12.3 sec
The increase in power to 52 hp involved various modifications starting with the best material for valves and seats, different calibration of the carburettor, radial tires, in addition to the adoption of an oversized oil sump, an automatic game recovery system for the rear brakes and to replace the dynamo with the alternator for the changed needs of electric power determined by the new additional depth lights and the reversing lights. From an aesthetic point of view, the innovations were even more numerous and more noticeable. The front has a new design with twin headlights, two 170 mm and two 130 mm deep, mounted inside and set in the centre of the grille. The position and direction light assemblies are placed under the bumper, now equipped with rubberized blades.
The most important changes concern the belt line that rises slightly at the rear wheels, while the pavilion takes on a slenderer shape, thanks to the different radius of curvature that softens the connection with the truncated tail, forming a small hint of spoiler rear and improving the aerodynamic coefficient. In addition to the appearance of the barely visible tails at the rear lights, the rear is characterized by the addition of two reversing lights, twinned and in line with the existing position and stop lights.
Even the interiors were affected by some changes, such as the different shape of the rear bench, the affixing of a storage console on the tunnel, the finish of the carpet floor and the widespread use of sound-absorbing material, in an attempt to increase the soundproofing of the cockpit from the roar of the engine. Despite the many improvements, the list price remained substantially unchanged and, as had happened for the "850 Coupé", the road and track tests of the "850 Sport Coupé", carried out by the sectoral magazines, returned performances sensibly higher than those declared by the manufacturer.
The last aesthetic update of the model was carried out in 1971, a few months before the production ceased, with a restyling of the front that operated a raising and enlargement of the headlights of depth, modifying the sheets of the calendar. The change was dictated by the adaptation to the regulations that increased the minimum height of the headlights from the ground, which came into force for the British market.
The "850 Sport Coupé" renewed the success achieved by the previous "850 Coupé", making about 200,000 units sold. Moreover, at the time there were no competing cars on the international market for displacement and price that could boast similar performance at such modest costs.
The great cost-effectiveness of the operation was also confirmed by the victory of the Bussolino-Pallisca and Bussolino-Barbera crews that on board of the "850 Sport Coupé" won first place overall in the 14th and 15th Mobil Economy Run, held respectively at Le Mans in 1969 and in Marseille in 1970, on this last occasion completing the route at an average of 98.110 km / h with an average consumption of 7.976 l / 100 km.
Starting from 1967 the "850 Coupé" model was built under license by SEAT, at that time FIAT's Spanish subsidiary, under the name Seat 850 Coupé, achieving the same sales success. The new Seat 850 Sport Coupé version entered production in December 1969, remaining there until 1972. Both versions have technical and aesthetic characteristics almost identical to the corresponding versions produced in Italy.
As far as sports use is concerned, the small SEAT coupés were mainly and massively used in rally races, both with official crews and private pilots. Already in the year of first marketing the Sutil-Morán crew won the 1967 Oviedo Rally, inaugurating a long series of national and international competitions in which the car displayed its agility, strength and power. The last major competition was the Rallye Costa Brava of 1974, where the now obsolete "850 Sport Coupe", he managed to finish the race with an honourable third place in his category and 20 overall.
Le Abarth
Already in the late summer of 1965 the Abarth had prepared the sports equipment " Coupé 1000 OT ", with increased engine at 982 cm³ of 62 hp, flanked by the "OTR" version, equipped with radial head with combustion chambers formed by two hemispherical caps contiguous that bring the power to 74 HP and the maximum speed to 172 km / h. Finally, in a "delirium of power" at the Exhibition of racing cars, inaugurated in the Biscaretti Museum on 25 February 1966, the Abarth presented the " Coupé 2000 OT " version with "monstrous" performance. The intent of Carlo Abarthit was to make a car that was economically affordable, but definitely competitive for the private drivers who ventured into international rallies. Reinforced in the body, with new brakes and suspensions, the tiny "850 Coupé" in the "2000 OT" version had been equipped with the two-litre four-cylinder twin- cylinder engine of the " Sport Prototype " which, although weakened to "only" 185 hp (DIN), pushed the car to over 240 km / h. All for the price of L 3.850.000, basically reasonable for a competition car.
Strong concerns were raised by the FIAT management regarding the supply of the 500 bodies needed to validate the "2000 OT" in the " Tourism " category. The commercial office of the Turin-based company feared that some of the cars put up for free sale and registered for normal circulation, could end up in the hands of inexperienced drivers unable to control the enormous power of the vehicle, with a predictable detriment to the corporate image in case of accidents. On the other hand, Carlo Abarth was eager to see the car on the race tracks, given that thanks to the favourable weight / power ratio, very short wheelbase and small overall dimensions, he promised great results in the category of use.
The solution of the diatribe was entrusted to the judgment of the FIAT president Gianni Agnelli who, after having tried the "2000 OT" in the circuit, praised the extraordinary performance, but agreed with the validity of the fears expressed by the FIAT management and the prototype was not put on production. To console Carlo Abarth of the disappointment suffered, FIAT granted the use and processing of the new engine built for the " 124 " model, with a power limit set at 75 hp. Thus the " Coupé 1300 OT was born", the latest Abarth variation on the" 850 Coupé "theme, presented at the Turin Motor Show in November 1966. As for the" monster 2000 OT "it was made in very few specimens, perhaps 5, for promotional purposes and then sold to foreign customers, especially Germans and Spaniards, in whose nations the rules allowed the road homologation of the car.
The Roman Giannini faced the theme of elaboration of the "Coupé 850" in a much less radical way than the Abarth, limiting itself to proposing two versions equipped with a new single-shaft head ; the first with unchanged power compared to the standard model and the second with 58 HP, thanks to the increase in displacement to 950 cm³.The transformation of Giannini was mainly based on the scenic effect, with accurate finishes and a good range of accessories that included the instrument panel with additional indicators and the Borrani spoke wheels.
Fiat Mefistofele Land speed car
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Production period: |
1923 |
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Class: |
race car |
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racing series |
Special |
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Body versions: |
open two-seater |
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Engines: |
Gasoline:21.7 litres (235 kW) |
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Length: |
5091 mm |
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Width: |
1850 mm |
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Height: |
1400 mm |
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Wheelbase: |
3450 mm |
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Curb weight: |
1780 kg |
The Fiat Mefistofele is a former world record vehicle based on a race car of type SB4 of the Italian car manufacturer Fiat.
History
The Briton Ernest Eldridge created on this basis called the Mefistofele car Mefistofele is not an original Fiat or Eldridge type designation, but a nickname given to the vehicle by viewers and the press. The name refers to Mephistopheles, the satanic demon who buys the soul from Doctor Faust .as a homemade car this broke the land speed record in 1924.
The base vehicle was built in 1908 as Fiat SB4 for circuit racing and was at that time equipped with a 18,146 cc four-cylinder engine with about 175 hp (129 kW). 1922, the now-damaged and no longer operational race car was purchased by Ernest Eldridge and rebuilt in 1923 to be a record car. For this Eldridge extended the lead frame in the front end to make room for a large 21.7-liter six-cylinder inline engine of the type Fiat A.12. This engine came from a combat aircraft of the First World War, its power is around 320 hp (235 kW). On 12 July 1924 Eldridge together with his co-pilot and mechanic John Ames at a straight country road in Arpajon in Paris broke there the world record of 234.980 km / h. For the record drive the motor had been modified: In a pressure vessel entrained both carburettors pure oxygen was supplied. Due to the amount of fuel needed the co-driver's job was to maintain fuel delivery with a hand-operated pump.
