Benvenuti amici!
I always felt the desire to write about the most important Italian runabouts, but I fully admit to having limited knowledge on so many of them. This may have something to do with my obsession with the various iterations of the 500. To be certain, I could probably spend years focusing solely on the 'cento. But doing so would exclude way too many historical FIAT benchmarks.
I always felt the desire to write about the most important Italian runabouts, but I fully admit to having limited knowledge on so many of them. This may have something to do with my obsession with the various iterations of the 500. To be certain, I could probably spend years focusing solely on the 'cento. But doing so would exclude way too many historical FIAT benchmarks.
The poor man's Ferrari. The first true working man's sports car. One of the top 10 styled cars for the '80s. The X1/9 has been dubbed many things since its 1972 debut and they all fit the special model. But how did the city car queen come into existence? Well, the short answer is "probably not how you imagine". This blog entry is the slightly longer answer.
As is the case with the majority of great FIAT runabouts, the successful introduction of the first true People's Car, the 500, owns the space that is the genesis of what would become the X1/9. While a quick glance at the original Cinquecento may not clearly illustrate this fact, a little bit of digging through the annals of Italian Motorsport history will. The Cisitalia D45 and the corso version of the the 'Topolino' exhibit don Dante Giacosa's desire to make small things go fast while appeasing his employer's desire to make cars of any speed affordable to the broadest demographic.
Unfortunately, or fortunately -- depending on one's perspective, most of il Maestro's creative hours would continue to be monopolized with the mandate to bring to market a car every Italian could afford. Sr. Giacosa did just that in 1955, with the FIAT 600. While it is true its predecessor, the Little Mouse, became more affordable with every generation/update, the Seicento hit the market at a lira-saving price.
In addition, the model has the distinction of being the first rear-engined FIAT. In fact, the 'Fitito' a/k/a 'Fičko' was packed with many innovations and distinguishing features when it forever changed the course of engineering/designing small automobiles. Perhaps the greatest of these notables is the fact it is the clear design inspiration of the 1957 Nuova 500. But spending too much time on that model would mean taking an early exit from the road trip to the X1/9. So, let's keep cruising.
The 850 Sport Spider, among the other models hanging from the X1/9 family tree, bears some resemblance to the subject of this entry. The primary reason for the shared styling is the House of Bertone.
There is a long held tradition, at FIAT, of handing off their most successful offerings to "amici di famiglia" for a good shot of fresh ideas. Bertone, among others, played a key role in providing don Giacosa with the fuel he needed to push his engineering (and the future of Italian motoring) further. Perhaps there is an unspoken knowledge of this fact, among FIATisti, and that helps explains why we hold Gruppo Bertone is such high regard.
A little more on that later.
The X1/9, like no other model before it, exhibited the "adapt and overcome" nature of Giacosa's transversely-mounted engine side-by-side the transmission & suspension when FIAT-Bertone chose a mid-mounted, rear-wheel drive setup for the mini sports car. This choice further led to the decision to move the spare tire and fuel tank ahead of the engine… maximizing the already great weight distribution and handling of the X1/9. Perhaps all these characteristics, coupled with the aerodynamic and singular (among FIAT runabouts) design and nomenclature, secured the legendary status of the model… and explain why it was not released as the sportiest member of the 128 famiglia.
The X1/9 enjoyed strong enough US sales to warrant three generations outside of Europe. In fact, the sales led to Bertone taking over production and sales after FIAT left the North American market in 1982. Sales fueled the Bertone production years until 1987, in the US, and 1989, in the homeland. The radical nature of the engineering/design that birthed the economical sport-about most easily answers the "why" regarding its popularity among FIATisti, ABARTHisti and non-FIAT petrol heads alike. So deep was the impact of the 'X' the Italian targa-topped two-seater eventually found itself an obvious engineering & design influence in the USA (See; 1984 Pontiac Fiero) as well as Japan (See; 1992 CR-X Honda del Sol).
Ciao!
@
As is the case with the majority of great FIAT runabouts, the successful introduction of the first true People's Car, the 500, owns the space that is the genesis of what would become the X1/9. While a quick glance at the original Cinquecento may not clearly illustrate this fact, a little bit of digging through the annals of Italian Motorsport history will. The Cisitalia D45 and the corso version of the the 'Topolino' exhibit don Dante Giacosa's desire to make small things go fast while appeasing his employer's desire to make cars of any speed affordable to the broadest demographic.
FIAT 500 'Topolino'
In addition, the model has the distinction of being the first rear-engined FIAT. In fact, the 'Fitito' a/k/a 'Fičko' was packed with many innovations and distinguishing features when it forever changed the course of engineering/designing small automobiles. Perhaps the greatest of these notables is the fact it is the clear design inspiration of the 1957 Nuova 500. But spending too much time on that model would mean taking an early exit from the road trip to the X1/9. So, let's keep cruising.
FIAT 600
The direct successor to the mega popular 600 would need to build upon its technical advancements. Knowing this all too well, don Dante continued the internal technical name of the Seicento, 100 A-F, with the 850 (internal name of 100 G). The 850 proved so popular it was available in several versions/trims; a sedan, a sport coupè, a van and… most important to the telling of the story at hand… a sport spider. The 850 Sport Spider, among the other models hanging from the X1/9 family tree, bears some resemblance to the subject of this entry. The primary reason for the shared styling is the House of Bertone.
There is a long held tradition, at FIAT, of handing off their most successful offerings to "amici di famiglia" for a good shot of fresh ideas. Bertone, among others, played a key role in providing don Giacosa with the fuel he needed to push his engineering (and the future of Italian motoring) further. Perhaps there is an unspoken knowledge of this fact, among FIATisti, and that helps explains why we hold Gruppo Bertone is such high regard.
A little more on that later.
FIAT 850 Sport (Spider)
The next two turns on the road from 500 to X may not look and/or feel logical to most, but they are crucial steps in arriving at our destination. Although not apparent with a first or second or third glance, the FIAT 128 holds a very special place in the evolution of Italian automotive engineering. Much in the same way the 600 had done, 14 years earlier, the 1969 128 marked a break from Turinese mechanical thinking of the time. As the first front-engined and front wheel drive FIAT, one could comfortably crown it as the first modern FIAT model. Major improvements to/advancements on the power layout introduced by Sir Alec Issigonis were tested & proven with don Dante's 1964 Autobianchi Primula and continued with the 1969 Bertone-designed Autobianchi A112.
FIAT 128
The A112 is, perhaps, the most popular Autobianchi among fans of spirited driving. The love child of two FIATs, the 850 Sport Spider and the 2-dr/3-dr hatch version of the 128, the A112 stands on the shoulders of automotive giants.
Although he admired the space saving layout Sir Issigonis introduced, Mister Giacosa did not care for the engine and transmission utilizing the same lubrication source… and space. He felt it cumbersome and this is evidenced by necessary engine removal, in some generations, to replace the clutch with Sir Issigonis' design. Likewise, don Dante had trouble accepting the lack of fresh airflow inherent in the original engineering of Sir Alec. A problem solver, in the truest sense of the word, the father of the city car put his mind and hands to work at FIAT-held Autobianchi.
The automotive world (and market) was changing and automakers either ushered said change or followed in the footsteps of those that did. If you frequent this page, you know the oldest mass producer of 4-wheeled goodness most often fills the role of usher. Autobianchi, for nearly 40 years, is where the Italian powerhouse tested many of it's most ambitious ideas. As successor to breakthroughs like the Primula and A111, the Autobianchi A112 enjoyed a full five years of tweaks and improvements to the ideas introduced in its predecessors. With the 128, the Primula and A112, FIAT and Bertone would discover just how adaptable the new Giacosa ideas could be and herald the next generation of Italian runabouts.
Oh, look, it's a segue!
Autobianchi A112
We finally arrive at a more obvious predecessor to the X1/9. The 1969 Autobianchi Runabout concept, like the A112 and Primula, utilized the engine of the FIAT 128. Although, due in large part to the Autobianchi-Lancia merge, it never made it beyond the conceptual phase, the Runabout would see the light of day again… as a FIAT. One doesn't need to look too hard to recognize the production model it would become. And one doesn't need to think too hard to understand why don Dante Giacosa (FIAT) & don Marcello Gandini (Bertone) made sure this design dream rolled onto showroom floors. 
Autobianchi Runabout
The numerous race track & sport coupè variations of especially popular FIATs prove Sr. Dante Giacosa was always keen to engineer/design an economical, standalone production sports car. In many ways, the X1/9 (the destination of this blog entry trip) is arguably the first purpose-built FIAT track car since the 1902 24hp Corsa. Unfortunately, with his stepping down from full-time employment in 1970, he was no longer the head of FIAT's engineering division at the arrival of the 1972 X1/9. Fortunately, he continued to serve as a consulting engineer and the concept-become-reality utilized the power unit developed in his Primula, A111, A112, 128 and 127. The FIAT X1/9, itself, began life as ideas for a FIAT 128 sport coupè and/or spider.
FIAT life
The X1/9 enjoyed strong enough US sales to warrant three generations outside of Europe. In fact, the sales led to Bertone taking over production and sales after FIAT left the North American market in 1982. Sales fueled the Bertone production years until 1987, in the US, and 1989, in the homeland. The radical nature of the engineering/design that birthed the economical sport-about most easily answers the "why" regarding its popularity among FIATisti, ABARTHisti and non-FIAT petrol heads alike. So deep was the impact of the 'X' the Italian targa-topped two-seater eventually found itself an obvious engineering & design influence in the USA (See; 1984 Pontiac Fiero) as well as Japan (See; 1992 CR-X Honda del Sol).
FIAT style
This all seems to be the FIAT way; Dream it, draw it, build it and they will come. No other automaker takes manufacturing small-to-mid-sized city cars quite so seriously and no other automaker has more surely shaped the look of backroads, streets and highways around the world. Well, X1/9 fans, I trust I did your favorite model justice while providing all FIATisti with another reason Cream City 500 Club is the all-inclusive Wisconsin life experience arm of FIAT Club America. With the re-introduction of the 124 just around the corner, the second coming of two seat wallet-friendly Italian fun is once again drawing nigh. Let the celebration commence… or, for restorers, continue...
Vivere.Amare.Guidare.
Ciao!
@
