Countdown to 500!

Benvenuti amici!

We recently overtook the 400 'Like' mark on our Facebook page, and we featured a great vintage photo of a 508C on said web community. So, we thought now would the perfect time to write an entry about don Dante Giacosa's creative race to the FIAT 500 Topolino checkered flag.

Most Italian car enthusiasts know and celebrate the 1957 FIAT Nuova 500. And there is a lot to celebrate in its introduction to the automobile market. The '57 Cinquino is small, cute, simple, elegant, affordable and the inspiration behind the design of the widely successful 2007-to-present FIAT 500 family range.

Although the 500 (Cinquecento) may seem like a no-brainer overnight success, it is/was anything but that. The idea of a small, attractive family car can be traced back to the earliest of FIAT S.p.A. mandates, but the first true step to making the idea… the dream… a reality must be credited to the 508 'Balilla'. 

Before we continue with this automotive tale it's important to address another. That is the use of the nickname 'Balilla' and its perceived origin.

Balilla may be recognized, by some (especially anti-facists), as the name of a folk hero mentioned in the Italian national anthem. As is the case with many fascist leaders, Mussolini co-opted everything that made Italians feel proud and branded them with the mark of his philosophy. This has left an ugly stain on quite a few marvelous inventions. The national anthem was originally written in 1746, as a protest song against Austrian occupation. It is a sad twist of irony it, too, fell prey to the blood-soaked tyranny of Mussolini.

In any case, many Italian industrialists began using the nickname of the boy (Giambattista Perasso) who threw stones at Austrian oppressors for their own inventions. In the case of Fessia, Giacosa, Nebbia, Tranquillo and Zerbi, they used the name for the 1932 508. The Balilla was ambitious, but it fell short of the affordability goal. Yes, it was modestly priced… for someone already able to afford an automobile. But that important distinction meant the 508 was earmarked for an early replacement. Enter the 1936 500 'Topolino' and the 1937 508C a/k/a the 1100 'Balilla'.

The design of the 508C/1100 may look glaringly familiar to fan of the "Little Mouse" and there is good reason for that. Both models were designed/engineered by none other than don Dante, but the Balilla is clearly larger and has more doors & windows than the Topolino. The most important similarity, between the two small family cars, is the price point. Mister Giacosa continued to find ways to cut costs, paving the way to the ultimate city car.

One would think, with the introduction of the 1936 "People's Car", this countdown to 500 is complete. One would be incorrect. FIAT followed up the '36 500 with the not as famous, but equally praiseworthy, 600 (Seicento). FIAT, and Dante Giacosa, took quite the leap forward in the 1950s. With Mussolini gone, and fascism out of control, designers and engineers could get back to their art form of choice. In the case of those working for FIAT S.p.A., the goal of making the roads inside and outside of Italy as accessible to the have nots as it was to the haves became more important than ever.

The 1955 Seicento was an absolute blast of fresh air. In many ways, it played the role of herald to the the modern day automaker. After decades of close-but-not-quite-there attempts at delivering a model that could put every Italian behind the wheel of a car, Sr. Dante finally came through… and in a major way. The FIAT 600 is the direct descendent of the original FIAT 500.

By the time of the arrival of the 600, the engineering of automobiles, In Europe, was in the midst of a shift. The small car standard, established in large part by FIAT, was firmly in place and engineers were faced with finding new ways to create ample space for traveling holidays. In the case of what was codenamed Progetto 100 (Project 100), the goal was to; fit four adults, luggage while weighing in at approximately 1000 lbs and capable of at least 52 mph top speed. When one considers the corresponding numbers of the preceding model it's plain to see Mr. Giacosa had his work cut out for him. But he delivered. He placed the engine at the rear of the car, an established engineering idea, and included several innovative features… not found in other small cars of the era.

The 600 includes; a water-cooled engine, hydraulic drum brakes, single double-mounted leaf spring suspension, gas-charged & coil-over shock absorbers, 4-speed 3-synchro transmission and… wait for it... a cabin heater. Oh, don Dante also over-delivered in the speed department. His new runabout was capable of 68 mph top speed (even more, with the ABARTH version)! Along with the Scorpion stung version, the Seicento was available in a cabrio and the 6-seater minivan version called the Multipla. As a complete family range, the 600 was the stylish ticket to ride for a nation… and, later, a continent (and beyond).

So, this begs the question, how do we get back to 500?

Well, simply put, rolling average people on the road forever changed the world. With husbands working beyond the confines of one village or another, wives found the need to get around… faster... to hold down the fort. The new responsibilities required a new skill set and tools. They needed help and FIAT, once again, rose to the occasion. A second 600 for one household would be excessive, in regards to load capacity, and cost way too much money. The true need was something smaller and costing less than the Fitito/Fičko but bigger than and costing close to the price of an open air Vespa. Briefed on his mission, the General [Giacosa] went to work.

Already having delivered (in one sense) with the Seicento, don Dante gave himself the time and laid the styling and spacial foundation he needed to engineer a vehicle large enough to carry a growing Italian family with picnic gear and/or groceries but small enough to drive through pre-automobile roads and  park on cramped streets. After several proposals, each edging closer to the full intent of the 1932 attempt at the perfect small city car, the master engineer and maestro of design arrived at a viable offering. 

The automaker revived the 500 name in 1957, with a new 479cc-499cc rear engined addition to their range. This car lived up to its name in every conceivable way. Although not an instant hit, as was her bigger and slightly older sister, the Cinquino would eventually become the iconic symbol for La Dolce Vita. While many of the models that paved the path for her 9 foot (2.97m) footprint are oft times forgotten, the little mouse that could is celebrated in virtually every medium. The Ballila, the Fitito and the Cinquino were each spun-off to define different automobile segments -- that still exist today. FIAT continued to grow in marketshare, with models that perfectly fit into the morphing lifestyles of Italy's inhabitants.

Flash-forward to the '90s when FIAT would, once again, revive the 500 and 600 names… this time replacing the numerical with Cinquecento and Seicento. These models set the stage for the triumphant Nuova 500 reintroduction, in 2007. The latest iteration of the ultimate runabout, now a full range of city cars, is a testament to the timeless of original and groundbreaking design.

The engine has returned to the front of the vehicle, where it was in the original 1936, and the styling of the 1955 and 1957 solutions have been re-imagined for the modern age. The design/engineering language is a continually evolving one. But sometimes, as is the case with what Sr. Dante Giacosa wrought, it is so far ahead of its time that decades pass before we truly understand and make the best use of its intended purpose. Sr. Roberto Giolito carries that torch and has proven, to this FIATista, he understands the heart of the task at hand.

Onward and upward!

Vivere.Amare.Guidare.

Ciao!

@

850% FIAT!

Benvenuti amici!

The Cream City 500 Club is a Social Motoring club inspired, of course, by the return of FIAT S.p.A. & the iconic 500 to the North American (NA) market. But our fandom, as is evidenced by the entries found within this blog, is not limited to any one model or marque. As the founder of our local clan and the scribe of this blog, I can attest to being a huge fan to a number of notable FIAT-badged models. One such motorway queen is the 850.

The FIAT 850 was first offered in three different models/lifestyle choices; the 850/850 Speciale, the 850 Sport Coupé, and the Sport Spider.

FIAT 850: La Dolce Vita

The man credited with designing the 1964 FIAT 850 is none other than the late, great don Dante Giacosa. This should come as little surprise to any self-respecting FIATista. Under his brilliant engineering & styling leadership, one can easily argue FIAT and Autobianchi churned out more noteworthy city cars than any other automaker in history. In my opinion, don Dante is the among the most important designer-engineers to ever put pen to paper. To be clear, his name would appear very near the top of any list of genius automotive innovators I could be tasked with compiling.

If you are unfamiliar with his name or you simply think of his work as too corporate and/or 'safe', because you follow the flashier Italian design houses as opposed to the in-house FIAT S.p.A. dream team/s, I trust this spotlight on the 850 will help you come to some deeper appreciation for his undeniable place in global industrial/automobile antiquity.

Reimagining the 600 a/k/a Mission Impossible

The mechanicals of the launch model were largely unchanged from its predecessor & the successor to the 1936 500 'Topolino'... the 1955 600. In the predecessor to the 850, FIAT had a bonafide hit. For decades it was the motorized choice in Italy, Spain, former Yugoslavia, Russia as well was several other countries in Europe. The 600 is also the runabout deserving lion's share credit for mobilizing South America. ABARTH & Co. created more 600-based variants than it did with any other 4-wheeler. The corporate pressure to deliver a replacement that strayed little, in engineering & aesthetics, from his decade old work must have weighed heavily on the shoulders and cranium of don Dante. After all, he was a visionary. He yearned for assignments requiring him to pen models that pushed the automotive language forward. In the end, the late master did succumb to the assumed directive from above. 

Sr. Giacosa was not a fan of repeating himself and he did consider his original 850 to be little more than an updated 600, as opposed to a brand new model. Even the internal name of the 850, 100G, followed the generational letter designators of the Seicento. The former (600) held letter designators A through F. However, don Dante did find a way to smooth out the rear quarter humps, add a sedan-like tail end w/circular tail lights as well a more a aggressive, sleeker  bonnet & nose (this was accomplished by 'flattening' the former bubble design).

FIAT 850: L'avventura Giacosa

With these slight but confident design changes, Dante Giacosa gave us a glimpse of his new vision for the modern city car. Still, the shape/model most people would identify as being quintessentially 850... the sleeker 850 1965 Sport Coupé... was penned by the Centro Stile FIAT in-house father-and-son team of Felice & Gian Boano. The Boano version, cruising in a fresher and bolder design direction -- without leaving the important Giacosa style cues in the dust, pleased the 'King of Runabouts' and FIATisti alike.

FIAT 850 Sport Coupé: From Boano with Love

FIAT ABARTH OT 1000: The Nights of Merano

The Boano take on the 850, to be sure, inspired the style language of future offerings from FIAT. The more aerodynamic fastback roofline shape properly drew a crystal clear delineation from the 600. Even the 'mustache' change made a statement. The original bushier mustache was a holdover from a bygone era. The thin pencil mustache the Boanos added, in some way, lends a more modern appearance to the commuter.

But that is not all. Because the Boanos all but started from stratch, with their  Sport Coupé, the father-and-son team was able to bestow a better balanced design to the 850. At nearly any angle, there is an almost Yin & Yang energy in relation to the space around the runabout. Later, with the 1968 update, quad head & tail lights were added to the model. This further distinguished the offering from its predecessors.

In his memoirs, don Dante wrote of this variant, "The coupé with coachwork for which the Boanos, father and son, should be given all credit, was one of the most beautiful of all FIAT models." As any leader worth his weight would do, Sr. Giacosa gave audience to the voice/s of his team and credited their effort/s. Thanks to this benevolent act, his employer now had new future-forward curb (sex) appeal.

What FIAT car family/model range would be complete without a Cabrio or a Spider? Apparently, the Agnellis & Giacosa would answer an incomplete one. The automaker introduced the 1965 Sport Spider alongside the Sport Coupé. If one considers the standard model the coolest commuter of the day and the Sport Coupé its more adventuresome younger sister, the Sport Spider must be thought of as the sexy 'wild child' of the 850 family.

FIAT 850 Sport Spider: The Gandini Job

Marcello Gandini, the Gruppo Bertone designer known for a long list of lust-inducing cars that includes the FIAT X1/9 and the Lancia Stratos, is credited as holding the pen that gave us the 850 Sport Spider. Although FIAT has produced a large number of partial and full convertibles over the decades, there is something decidedly special about the lines in the Sport Spider. 

Once again, the all-too-important Giacosa design cues are preserved in this variation. But the alluring animalistic energy felt in other Gandini-penned sports cars permeates every slinky inch in this arachnid. This is most definitely the model for getting into memorable midnight hour trouble. I have no doubt most 850 Sport Spider drivers did/do just that (and then some).

Always an automaker about the business of proposing appropriate choices to suit the lives of people in urban (and suburban) areas, FIAT tends to offer the widest range of possibilities in one model family. With the 850, iconic company went so far as to put 'family' into the name & design of one variant.

FIAT 850 Familiare: 8 1/2… for 7

The automaker introduced the 850 Familiare, the boxier successor to the 600 Multipla, in 1966. It borrowed the first time double headlight detail from the 1968 Sport Coupé and was able to carry seven adults. Yes, my beautiful FIAT Famiglia, you read that correctly... S-E-V-E-N. The 850 Familiare is further testament to just how flexible and viable the Dante-standard city car can be.

The variety of connected lifestyles represented by the equally varied, but related, models is remarkable. This attention to the needs & desires connected to the personality of any given driver is a hallmark that has drawn enthusiasts to the brand for decades. It is a big part of what makes us believers… believers with absolute, indomitable passion...

FIAT 850 Famiglia: The Italian Connection

Vivere.Amare.Guidare.
For Brown, Olthoff & the Mighty Mouse Militia

Ciao!

@

ABARTH: Scorpio Rising

Benvenuti amici!

We celebrated our 100th blog entry with a short story on Autobianchi a/k/a the heritage of innovation. We continue that theme with another FIAT S.p.A. partner… the one & only King of "Small but Wicked".

By now, after the relaunch of the performance brand in 2008, all the world knows the name Abarth. If you are fortunate enough to live with either a vintage or contemporary ABARTH, you may know a little about the ethnic Austrian founder… Karl 'Carlo' Abarth. But I'd like to look at the abbreviated story we know in a slightly little less abbreviated way. I think doing this helps appreciate the heritage of our FIATs in a personally deeper way than we already do. Does this read like a worthwhile venture to you? 

Ready. Steady. Go.

ABARTH-Porsche: The Austrian Connection

In his youth, Herr Abarth raced bicycles and, later, motorcycles. Following a life-threatening accident, in Wels Austria, he was forced to retire. He took to the idea of utilizing the motorbike sidecar and returned to racing (against physician's advice) with Joseph Holly. In Holly he found a kindred spirt… someone equally possessed by the engine and the freedom it provided those wielding its power. It was, perhaps, during this period the young Abarth developed his fighting spirit. 

Together, the pair would design an unusually modified & dangerous motorcycle sidecar (a sidecar that increased their competitive edge and scared the bejesus out of their sponsor, Sunbeam Motorcycles). But the relentless pairing of Holly & Abarth would go on to secure many victories. This marked the beginning of what would become the Abarth way…

'Live to Win ~ Win to Live'.

Mounting victories took Herr Karl Abarth outside Austria and, eventually, in a tragic race in Ljubljana Slovenija (former Jugoslavija/Yugoslavia), out of motorcycle racing forever. But graver challenges lay ahead of him.

Down but not Dead: 1939 Motorcycle Crash

By this time, the hostilities of World War II were in full swing and Hr. Abarth, an Austro-Italian, found himself in now hostile territory. He was allowed to join the migratory movement out of Yugoslavia and made his way, on foot, to Meran/Merano Italy via Trst/Trieste (Slovenia/Italy). Abarth's paternal family long owned a successful business in Merano (a half Germanic-Autsrian-half-Latin-Italian territory). From the ashes of war and the comfort of his childhood sanctuary, don 'Carlo' would emerge a man more determined than ever to carve a name for himself in the annals of history. But, first, new life would need to be pieced together and fortunes would need to be replenished. Sr. Abarth returned to bicycles, reluctantly selling Bianchis. With the benefit of hindsight (Bianchi + FIAT = Autobianchi), one could theorize the occasion must have been an omen.

A short time later,  don Carlo would make contact with old family friends and fellow Austrians, the Porsche family. He began, in earnest, to secure rights to represent Porsche interests in Italy. Following WWII, it was near impossible for the automaker to do so without inside help. Sealing the distribution deal would/did mark his official return to the motorized world. The man was, once again living up to his astrological birth symbol and doing so with an unquenchable passion for speed.

 Scorpio Rising Star Cluster

With Porsche backing and the benefit of Italian nationality, don Carlo found himself in an unique position and in exclusive company. Representing the company interests meant Abarth had access to industrialists with the means to help him exercise his motorized ideas in gas, tires and oil. One particular racing legend turned industrialist, don Piero Dusio, having already convinced don Dante Giacosa to build the Cisitalia D46 (engineered from the FIAT 1100 and the FIAT 500 Topolino), found a passion-for-petrol match in the Austro-Italian. See, the Cisitalia D46 marked the rebirth of Italian Motorsport and don Dusio was hungry for more. These relationships were key to bringing don Carlo to Torino/Turin and, ultimately, into the the Angelli/FIAT fold.

Piero Dusio: Builder-Racer

Investment misfortune in the Cisitalia camp and Abarths insistence on 50% share in the company whose former success was in large part due to his work for them, as both an engineer and serving as sports director, would later set the stage for don Carlo to strike out on his own.

ABARTH & Co. was founded in 1949, with a lovely new Slovene wife (polyglot Nadina Abarth-Zerjav) and a handful of engineers-designers-technicians from the, now, defunct Cisitalia. The fledgling company needed a logo… one that defined the man at the helm and the spirit of the journey that lay ahead of his team. Don Karl 'Carlo' Abarth looked back on his life and chose the only symbol that made sense of the peaks & valleys he saw… his astrological sign… The Scorpio Rising. The early logo also utilized the primary colors; azzurro/blue, giallo/yellow and rosso/red. This color combination is also represented on the Meran/Merano coat-of-arms. I find it difficult to consider these choices as anything less than filled with absolute philosophical purpose.

Coat of Arms Meran/Merano

Early ABARTH & Co. logos

Coat of Arms Merano/Meran

Now, Abarth was on his own & once again solely responsible for his motorized legacy. But, now, he was also responsible for the livelihoods of the gifted individuals he was able to secure from Cisitalia. Don Carlo defined the collective mission of the fledging company as such, "The production of vehicles and complementary equipment for sports and racing cars, as well as modification of and improvements to sports and racing cars, service, preparation of equipment for mass production, the assumption of representatives and the sale of fuel for racing cars". No pressure… not ambitious at all. Am I right? 

Where does one begin?

Well, if you're someone as committed as the new industrialist, you take some time to evaluate what was gained in the liquidation of Cisitalia. In this case, don Carlo assumed possession of don Dante's D46 and three other race cars. Oh! and a team consisting of many of the greatest drivers of the period.

The company logo, engineering & driving team, and accompanying mission statement said it all. Sr. Abarth was interested in nothing less than becoming a legend for all times. He was willing & able to get the job done.

Cisitalia D46: Respect the Legend of the Line

Yes… 1949 was an exciting year for the Austro-Italian. Most men and/or women would be very pleased with themselves. I mean, the 'Carlo Abarth Team' placed as high as second place in their inaugural season. But you're reading about Karl 'Carlo' Abarth. 'Live to Win ~ Win to Live'. Remember? There was no room for satisfaction. There was not time for complacency. There was more to be done and ABARTH & Co. was the company to do it. All the aforementioned accomplishments of the year were overshadowed by what would become the single most identifiably ABARTH of creations… a performance exhaust system. This comes as no surprise to enthusiasts of the cars that came and continue to come from the house of ABARTH. 

In the worlds of philosophy and religion, every great teacher… every miracle worker… has a herald or scribe to announce their coming and arrival. In the world of small performance cars, that herald is the sound of an ABARTH. It is worth mentioning the system don Carlo created was especially popular with the 500 'Topolino' crowd. The scene, as they say, was set for all involved players.

A new company, one of the best race teams in the business and a popular exhaust system in the bin and… still… the man behind it all was still not satisfied. Fast-forward to 1955. On 12 March, the most influential of all ABARTH cars hit the marketplace. The Abarth version of the ultra-popular FIAT 600, another creation of Sr. Dante Giacosa, is still among the most popular Italian runabouts of all time. The base car, from its inception, was designed-engineered to be simple and reliable. But even don Dante has been quoted as conceding it was capable of much more. His mission was to create cars FIAT could build inexpensively and people could afford to purchase & maintain. The ABARTH mission was quite different. Don Carlo saw all the power don Dante left untapped and set out to exploit it.

FIAT 600-based ABARTH 210A

The Boano-designed ABARTH 210A is first of many cars don Carlo would base on FIAT 600 mechanicals. The discoveries made with the 210A, as well as the modified 600s that followed, set the stage for the brand we know today. Design houses, such as, Bertone, Pinnifarina and Zagato entered relationships with ABARTH & Co.. Together, they designed-engineered land speed record rockets. The greatness Sr. Abarth dreamed for himself & his team was beginning to materialize. The man, of course, set the bar of expectation higher.

In July 1957 FIAT S.p.A. introduced the Nuova Cinquecento. While the Seicento was much more affordable than the original 500, it was still designed with drivers in mind. Its size and sophistication were a clear indication of the fact. The automaker, with the pen of don Giacosa, now set out to create a less sophisticated, less intimidating selection meant to put non-drivers behind the wheel. Don Carlo, still unable to hold the full attention of the top brass at FIAT  believed a combination of his accomplishments with the 600-derived performance cars and a new performance version of the not yet as popular 500 could get him what he sought. As it would turn out, he was spot on.

FIAT 500-based ABARTH-Zagato GT Coupé

The ABARTH-Zagato version of FIAT's latest utility car garnered lots of attention when it appeared alongside other 500 variations at its launch. The ABARTH-Zagato team had already produced the very popular 600-based 750 GT Coupé, and FIAT [successfully] sought to keep those wheels rolling with their new offering. If it was not already clear to him, Karl 'Carlo' Abarth had arrived. His life and the world of the automobile... and automobile racing... would never be the same. In the years that followed, ABARTH & Co. would continue to set land speed records as well as rule at the track. The company virtually became known, in the industry, as the 'Factory of Victories'. It seemed every company and marque wanted an ABARTH version. This did not escape the notice of the automaker responsible for the cars on which his fame was built.

ABARTH & Co. Stable of Champions

In 1971 FIAT S.p.A. purchased ABARTH & Co. and, in doing so, would build a legend of FIAT domination in track, rally and hill climb competition not seen since the end of World War II. The Italian industrial dynasty had long abandoned such activities in favor of putting all of Italy (and greater Europe) on the road. But don Abarth had proven mass popularity could also be won on the track, in rallies and hill climb events. Utility cars need not only get drivers from Point A to Point B. Utility runabouts could deliver massive amounts of fun and democratize the racing world. I'm sure the lesson learned is not missed on any FIAT drivers since that time… including those initiated to the FIAT life experience since 2007.

So, as you make your way out to your beloved FIAT-ABARTH Punto or 500, I trust you will take what you've read here with you. Take your time to slide into the cockpit of your ride. Strap in and enjoy the process of placing your key into the ignition. Close your eyes. Turn said key & wait for the primer buzzing to stop and then, of course, start. Take a deep breath and listen intently at the sound of the exhaust Siren singing her song...

"Welcome to the Cult of the Scorpion."

2012 North American FIAT-ABARTH 500 Targa

Vivere.Amare.Guidare.

Ciao!

@

Autobianchi: Prestigio. Purezza. Passione.

Benvenuti amici!

One hundred entries! This week, in honor of this benchmark, we focus on the heritage of innovation.

Innovation is difficult. I've always maintained there are only so many new ideas swimming in the river of creativity, at any given time, and all the world fishes from said river. Fishing from the river of creativity is further complicated by the expense of a properly equipped tackle box, one filled with tools capable of hooking a catch worthy of bringing to the mainstream marketplace.

FIAT, always on the cutting edge of automotive development, knows this better than most automakers. Seeking new ways to minimize the astronomical costs of staying on the front lines of invention has forever been… and remains today… an integral element to their success. For forty years (from 1955 through 1995) the automaker found a way, via a partnership with two more Italian industrial dynasties; F.I.V. Edoardo Bianchi S.p.A. and Pirelli & C. S.p.A..

The pairing of FIAT and Bianchi may come as some surprise to most people. FIAT is widely known as a manufacturer of economical runabouts and Bianchi is equally known for being the oldest manufacturer of bicycles… the topnotch variety. But FIAT S.p.A. once manufactured bicycles and Bianchi S.p.A., until their factory was destroyed in the Second World War, manufactured high end coaches. The third partner is, probably, less surprising. Pirelli S.p.A. has always been known as a producer of top grade rubber goods… specifically tires. Their combined effort was an opportunity for each party to capture more market share while minimizing the aforementioned costs of leading their respective industries. They called the new company Autobianchi.

Autobianchi enjoyed the benefit of being new. One could reasonably surmise the only expectation/s from the public, at the time, was that the coaches they produced would be small & somewhat affordable (FIAT) as well as continue a tradition of innovation & prestige (Bianchi). Proposing the relationship with drawings and prototypes in-hand, [Auto]Bianchi entered the market with four Pirellis on the road. The company was further girded with the pure passion of Sr. Dante Giacosa… arguably the most important single figure in history of runabouts. Now, don Giacosa had a proving ground for his inventions as well as a kinship with Bianchi General Manager (GM), Ferruccio Quintavalle. 

It was decided the new marque would produce FIAT-based runabouts with a decidedly keen attention to detail. The first example to make a splash in the Italian market was the Luigi Rapi designed Bianchina. The Bianchina, pictured below, was based on a FIAT that came to market only two months prior… the  Nuova 500. Like the Nuova 500, nicknamed Ciquino, the Bianchina was named for an ancestor model.

Although the FIAT lineage was clear, Sr. Rapi created a much more ornate and upscale version of the famed People's Car. The Cinquecento was marketed as a principle people mover, while the Bianchina was marketed as a second car… presumably for affluent Italians. The additional equipment/features list adding value as well as desirability.

The Bianchina: Adding flash to the People'c Car

Like the legendary Cinquino, the Bianchina was expanded to a full range; the Cabriolet, the Giardiniera, the Panoramica, the Berlina and two van versions. These models would carry Autobianchi through 1963. Six years after the successful launch of the Bianchina, the Milanese company introduced the FIAT 600D-based Stellina. This time the new model would bear no resemblance to the donor car… only sharing its chassis and undeniable Italian-ness.

The Stellina, designed by Tom Tjaarda, is distinguished among all other Italian models & marques by being the country's first ever fiberglass reinforced plastic bodied car. The reinforced panels were mounted on its steel frame. This innovation was reflected in the window sticker price tag. Very few were ever built, and they were only produced two years… when replaced by the somewhat tamer looking and less exclusive Primula.

The importance of the introduction Primula cannot be understated. It marked FIATs return to the front-wheel drive + adoption of Mini's traverse engine configuration, and the first time the company would directly address their British rival. The setup, of course, was introduced to market by British Motor Corporation (BMC)... via the Mini... in 1959. With the 1964 Autobianchi, don Giacosa made some remarkable modifications to (Greek industrial designer) Sir Alec Issigonis' space saving idea. Rather than place the gearbox in a sump, Sr. Giacosa moved it to the end of the engine w/unequal drive shafts. Dante Giacosa would also break from convention when he fitted the Primula with a steel suspension. This meant the rear axle was no longer stationary or 'dead'. These innovations, market tested with the Autobianchi Primula, would quickly become new industry standards. Meeting with favorable reactions, inside & outside Italy, the entire FIAT range would make the move to front-wheel drive and the legacy of this development is found in contemporary FIATs.

Autobianchi would also produce groundbreaking concepts, like the A112 Runabout Bertone. FIAT X1/9 and Lancia Stratos fans will recognize its styling as the basis for their favorite hill climb and rally cars. But, as has always been the case with innovation, the price of staying ahead of the game many a time takes its toll on the brave companies willing to take the bold & necessary chance/s.

Autobianchi Runabout Bertone (1969)

Autobianchi A112 Giovanni Pirinfarina (1973)

As fate would have it, Bianchi finances once again suffered in the '70s and the company was forced to sell its 33% share in Autobianchi to FIAT. This is a development that would, ultimately, result in the marque disappearing… as it was placed under the control of a recently acquired Lancia. Lancia Automobiles S.p.A., a marque also known for innovation, was entering its second rally fame era. The first signs of the impact the pairing would have on the fortune of Autobianchi came in the form of two lazily named models; the A111 and the A112. The A111 was a short-lived entry.

Autobianchi A111

Marketed as a family car, and being the largest of any previous Autobianchi, the A111 was… to many… and unworthy successor to the beloved Primula. Production of the ill-fated model ceased in no more than three years.

However, Autobianchi would follow up their first ever failure with another hit, the A112. Again, FIAT would directly address a segment rival… Innocenti Mini. And, again, the Italian automaker would capture the market and hearts of Italians.

Autobianchi A112

The A112, as any Autobianchi worth its weight should be, was exciting. Its styling was small & sporty, and corresponding ads sold that look in an equally inspiring manner. An ABARTH version quickly followed and further cemented the A112 as an enthusiasts model. The world was changing and, for better or for worse, Autobianchi was changing with it.

Autobianchi A112 ABARTH

In the mid '70s, marketing of the A112 shifted from Autobianchi to Lancia. In 1986, it was replaced by the FIAT Panda-based Lancia Y10 (now, known as the Lancia Ypsilon). Finally, in 1996, the Autobianchi name faded into automotive history. This fading has caused a rift in the Lancia camp. The Ypsilon is very much what made Autobianchis successful, but the model does little to nothing to feed the flame of Lancia rally enthusiasts. It's an unexpected development, filled with drama, controversy and intrigue… perhaps worthy of the Autobianchi of old.

Vivere.Amare.Guidare.

Ciao!

@

Cinquecentisti Guide: L to X

Benvenuti amici!

I was fortunate enough, recently, to work the Greater Milwaukee Auto Show. The missus & I provided support for onsite FCA and FIAT specialists. My primary interest, the chance to work (for a day) for FIAT aside, was to hear/see reactions to the automatic transmission ABARTH (I refer to it as the AutoBARTH) and the side-by-side comparisons of the 500L and her off road sister... the 500X. Thankfully, these models made it to our fair city, enabling me to share my thoughts with you via this blog.

 

I have always maintained I believe the 'X' will help carve out a market for the 'L' a/k/a Elle. Some people have tut-tutted this idea, as the lofty dream of a hardcore FIAT loyalist... believing me unable to see any model as flawed in its execution. Truth be told, until my favorite automaker makes a business move I feel is contrary to what it does best and/or alienates enthusiasts like me, I most definitely am a FIAT loyalist. But that in no way skews my view.
 

See... I am a keen listener. When many USAmericans fail to 'get' the 500L I don't automatically assume don Giolito missed his mark. This is a top selling offering in its segment in Europe. What immediately comes to my mind, is maybe the FIAT range doesn't offer enough choices. Maybe USAmericans don't want to feel the automaker is telling them they must purchase an Elle, if the standard 500 is too small to be practical in their lives. USAmericans don't like being told what to do. "Maybe I want all wheel drive (AWD)." "Maybe I want to kart the kids around in something sportier." "Maybe I dig the looks of the tiny 500, but I need more space and doors." "Maybe I want to take my FIAT on non-paved roads." The absence of an offering able to meet those desires is something that does not set well in our market, but that absence doesn't mean the current offerings are without a consumer base and true merit. The limited model line-up is doing well.

So, again, I maintain the belief our beloved Elle is in need of a sort of companion car in La Famiglia. She needs a sister that delivers on all those 'maybes', in order for motorists to appreciate the role she plays in the modern FIAT range. My observations, during 8 hours on the auto show floor, indicate that is precisely what will likely take place when the 500X arrives at dealers & dedicated Studios around the country. These observations inspired me to put together a lifestyle-to-lifestyle model  comparison.

Let's begin with the 500L…
 

When don Roberto Giolito and his team set out to design the Elle the idea was to propose a larger vehicle, with design cues from the Cinquecento, offering more creature comforts (for longer commutes and road trips). For all intents & purposes, the funky 4dr/5dr is the Italian alternative to minivans... as opposed to a rival to similarly sized Sport Utility Vehicles (SUV). The 500L is not an SUV. It is a Multi-Purpose Vehicle (MPV). MPVs are meant to be urban utilitarian and no model does super-sized errand running with the style of this FIAT.

The Elle delivers many of the creature comforts the 500 simply does not; more doors, more technology, more options and definitely more space. The coach retains the front wheel drive (FWD) of the standard 500 and is powered by what is essentially the ABARTH motor. In North America, the mechanical options come in the form of transmissions and there are three… to match driver preference; 1) C635 6spd manual transmission. 2) C635 DDTC Euro Twin  Clutch 6spd transmission, a cutting edge automatic transmission that functions like at manual transmission. 3) AISIN 6-spd automatic transmission. 

The Elle is available in four trim levels; 1) Pop very much echoes the Pop trim level of the standard 500. But the standard level of the 500L is more robust that its smaller predecessor. The 500L Pop is available in 6-spd manual transmission. A set-up many 'save the manual' enthusiasts wish was present in her smaller siblings. 2) Easy offers everything Pop delivers plus 16" wheels, contrasting roof and transmission options. 3) Trekking (pictured) adds exterior color options, unique rugged fascias, satin in place of chrome detailing and transmission options. 4) Lounge, not unlike the trim level in its smaller predecessor, gets all Easy offers and then some. It is the slickest looking of the trim levels. It deftly embodies the title of 'City Lounge'.

As you can see, the 500L (Elle) is in no conceivable way, shape or form meant to compete with any AWD 4dr/5dr on the market. It more than likely attracts drivers looking for a unique hatchback, with more doors and real estate than is usually offered in smaller 2dr/3dr hatches. The bonus add to the extra space & doors comes in the way of technological, transmission advances and her distinctive Italian styling.

Looking for something with style that far exceeds minivans and gets you out of a stuffy sedan? Looking for something with best in class visibility? Looking for the best value for your hard-earned bucks? Ever wish you could have purchased the Idea or Sedici? Check out this FIAT offering. Until the arrival of the 500X, the Elle will remain the only Italian 4dr/5dr in the North American market this side of Maserati. In other words, Have space | Will travel.

Moving on to the 500X...

When FIAT Corporate called on don Giolito to create a sportier, AWD alternative to the 500L the 500X was his reply. As mentioned above, the X is meant to deliver on all the things consumers felt/feel the Elle lacks. The one missing element, in the 500L, that stands out most to this FIATista is the ability to properly cut into the sales of current offerings in the small SUV market.

While working the FIAT booth at the Greater Milwaukee Auto Show, I made note of one standout shopper comment/question, "This one is bigger than the Elle, right?" In reality, the 500L just edges out the X in interior real estate. What likely causes the 500X to appear larger is its stance. The AWD newcomer sits much higher than its sister. One would expect that from a model built on the same platform as the Jeep Renegade.

In North America, the 500X will come with two major mechanical options; 1) What is essentially an ABARTH motor paired with a 6-spd manual transmission. 2) A 2.4 liter 180hp motor paired with a 9-spd automatic transmission… powering front and all wheel drive options. It is likely the manual option will only be available at the base trim level for this model. I imagine ABARTH fans, with a need for more space and an extra gear, will gravitate towards that choice and the mods will soon follow at a furious pace.

The 500X will be available in 4 trim levels; 1) Pop. 2) Easy will sit on 17" wheels. 3) Lounge. 4) Trekking. The Lounge and the Trekking model will sit on 18" wheels and, especially with the Trekking, will benefit from more of an off road focus. There are already rumors of an ABARTH version of the 500X... that is something I don't think would work for the Elle. FIAT seems keen to offer as many different options as possible.

 

The Pop & Easy trims, to me, appear to be set up as more mainstream looking versions of the aforementioned 500L. Some may think me mad, but offering the X in much the same packages (Pop, Easy) as the Elle helps create the market for her. I feel confident making this claim, due to styling comments I overheard while working the auto show mentioned at the start of this entry. Some shoppers dig the quirkiness that is the 500L. In essence, FIAT has cut out other brand options and created their own, in-house option. No more need to drive to the next dealer lot. It's a brilliant stroke in sales strategy.

The X attracts a different kind of Italian car enthusiast... the FIAT Panda fan. This is the closest we'll get to one in the North American (NA) market. Those drivers will love the interior package offered with this model... as it is far more upscale than anything offered in the European Panda. It takes all that is right about the standard 500, mixes it with all that is right about the 500L and adds best in class technology and package options.

I trust this life-focused comparison helps explains exactly how much both these models fill their respective branch in the FIAT 500 family tree. The upcoming 500X isn't a sign FIAT has lost their marbles. With the perfectly executed 500L already present, the upcoming model proves FIAT has lost patience & tolerance for run-of-the-mill 'new' market entries. 

FIAT is styling cars to fit your life, as opposed to forcing a lifestyle into your daily commute and weekend errands. Now, there is a truly original idea and we have the Italians to thank for it, in our market. The FIAT 500 Famiglia = Game Changers x3… x5 with the ABARTH and 500e.
 

Vivere.Amare.Guidare.

Ciao!

@