Abarth 850 TC and 1000 Berlina - Sixties Supremacy

The Nuova 500 was launched by Fiat in mid-’57.  That Abarth should want to produce its own version was not surprising.  Whatever else might be said about the 500, its 13 bhp hardly made for good drivability characteristics.  Abarth’s modifications, upping power near twofold to 20 bhp, transformed the 500’s performance, which, Fiat-badged, initially struggled in terms of customer acceptance.  Unfortunately, the Tipo 105 Abarth 500 also failed to sell in the numbers planned, primarily because that increase in horsepower had come at the expense of a significantly higher price tag – 18% greater than that attached to the Fiat.  Carlo Abarth was quick to respond to the situation, ordering that a bespoke, 26 bhp version be made and adopted into his Monza circuit-based World Records programme instituted in ’56.  In February ’58, the car achieved a record by covering 18,186 km at an average speed over 7 days of 108.5 kph.  Fiat was impressed!  So impressed that Carlo was able to gain agreement from Fiat that it would make a payment to Abarth for every motor sport victory recorded by a Fiat-based Abarth product.  This arrangement proved to be extremely helpful over many years, primarily in supporting the development of new products and race activity at Corso Marche.  It is important to understand that in making the offer, Fiat’s Commercial Director, Lorenzo Brinatti, was firm in that only a race win would trigger each payment - any other placing was not to be recognised  This condition had effects which were not all totally desirable, the most significant being that Abarth’s view of what sort or races and classes it should concentrate on was perhaps overly slanted towards those in which its car could be considered favourite for the victory.

Three years on from the Monza record achievement and related ‘win bonus’ establishment, Abarth presented the first of a line of 850/1000 models which would be the most adept at garnering the best possible level of income from the agreement.  These models were based on the Fiat 600, which had begun production in ’55.  By the time of the Abarth 850’s unveiling, a million 600s had been made.  So, a success, certainly, but also a product that was due an updating.  This Fiat delivered with an increased displacement (767 cc) engine, designated 600 D – good for 29 bhp.  Abarth’s re-interpretation of the design included an uprating of engine output to 52 bhp in a model named 850 TC (Turismo Competizione) reflecting an increased cubic capacity of 847 cc.  Complementary specification changes also included Girling brake discs for the front axle and an additional radiator located midships under the floor.  An example of a 850 TC made in the first year of production is shown below.  #1022733, was raced in period by Gianpiero Raffa.  As offered in recent times by Woow Motors (Switzerland) it was in race trim with partial roll-cage and running on Cromodora alloy wheels.

850 TC, #1022733 Courtesy Woow Motors/Dyler

The 850 TC was priced at Lit. 850,000 and clearly marketed as a model to win incremental sales volume.  Equally, it was specified with race wins in mind and in its first year on track/hill courses it began to deliver in August at the Cesana-Sestriere hillclimb, and nine high profile event victories had been gained before the season’s end.  September’s 500 Km at the Nurburgring was especially rewarding, with Ernst Furtmayr winning the 850 class.  Moreover, 850 TCs finished 1-2-3 in class.  Thus the advertising department at Corso Marche was soon busy with celebratory ads in the specialist press publications, example below:

To capitalise on the success seen at the ‘Ring, Carlo called for a special version of the 850 TC to be developed and this was done at some speed, the launch of the Abarth 850 TC Nurburgring occurring in November ’61.  (Curiously, this model, with designation, Project 64, Sigla 114, is shown in factory records as having been introduced in January ’61, 9 months prior to the launch of the 850 TC itself!)  Whether or not the January event was organised with the assistance of a clairvoyant, the car added to the buoyancy of sales as a result of enthusiastic customer reception of its features including a boost in power to 55 bhp enabled by a modified camshaft, a five speed gearbox, and a price tag only Lit. 40,000 bigger than that of the 850 TC.

An early-built 850 TC Nurburgring, #1540906, is shown below:

#1540906 Courtesy Bonhams Cars

There was variation in the badging of the Nurburgring model.  On some extant examples, the lower right corner of the engine decklid carries a generic 850 TC chrome script – left, below.  However, on #1458387/3320, ‘ABARTH’ and ‘nurburgring’ are added – right, below:

Of course the engine deck lid badges were usually not readily seen because of the prevalent practice, (increasingly so as of ’62), of running with the lid propped open. This – in contemporary parlance – 'hack' was seen as a silver bullet, the aerodynamic ramifications being in terms of downforce (improving rear end stability) and enabling a higher top speed – some said as much as an additional 5 mph, all at the same time as helping preclude engine overheating and heat sink in the bay. 

The ‘Nurburgring’ was a success both on track and in dealer showrooms.  This was helped by very favourable advocacy in the press, Auto-Italiana for instance having this to say in ’63:  ‘The performance of this inspired Abarth is certainly superior to that of a car of almost double its cubic capacity.  We would say that its engine despite the power that permits excellent performance, is elastic to the point that there is good acceleration even at a medium speed of around 3,000 rpm.  This is another positive quality of the vehicle, which is really a sports car but still relatively economical.’  But Abarth was not inclined to rest on its laurels – the 850/1000 TC range was the subject of gradual improvement/performance uprating over several years.  Progressive homologation update appendices were effected with a number of supplementary items, registered especially for ‘67/’68.  The 1000 TC Berlina was Group 1 homologated in January ’63.  The ’67 updates saw the approval applied for the Group 2 Special Touring class.

 

Some confusion can arise because of the moniker ‘Corsa’ applied to some ‘Nurburgring’ 850 TCs.  The is because Abarth also released in ‘61 a model with the ‘Corsa’ designation, this being the first of a line powered by the bigger capacity (982 cc) Tipo 210 engine.  The 1000 TC Berlina Corsa (#114D) was rated at 60 bhp.  The Tipo 210, was at the same time utilised in the Monomille Scorpione GT coupe.  Other important changes were driveshafts with universal joints and the fitting of disc brakes to the rear as well as the front axle.  Shown below is a ’63 example, #1428998.  This 1000 TC Berlina Corsa was sold in recent times for €24,900 by Race Cars Direct:

#1428998 Courtesy Race Cars Direct

In early ’64, the Series 2 1000 TC Berlina Corsa’s power was up to 76 bhp.  Of significance, the underfloor radiator was relocated to the nose and housed within a newly designed protective nacelle with the appearance of a very heavy duty bumper, conferring a distinctive/aggressive ‘look’ to the car’s front end. 

The ’64-effective additional homologation features defining a Corsa version vis-à-vis the Berlina, included engine uprating, (12.2:1 compression ratio and 36 mm Weber), to a maximum of 80 bhp, 5 speed gearbox, discs all round, revised suspension and larger front radiator.  By ’64, the Berlina Corsa’s engine output was given as 76 bhp and numerous other detail, race-purpose improvements led to the designation, ‘2^nd Series.’  This was followed in February ’65 by an 80 bhp ‘3^rd Series.’  In particular, this featured a revised coil-over front suspension, distancing the Abarth set-up further from that of the Fiat 600 with its transverse leaf spring.  Performance was enhanced by the adoption of the 5 speed Tipo 121 gearbox.  The radiator capacity was also increased, enabling deletion of the engine bay fan, (the car still retaining a rear radiator in addition to the nose mounted item).  During the ’65 season, some 1000 TCs were raced with the Radiale head version of the 200 series engine.  The 4^th Series of the Berlina Corsa appeared in September ’66, powered by the 210-C engine delivering 85 bhp thanks to a 13:1 compression ratio and a higher maximum rpm of 7,600.  Both the coolant radiator and the oil cooler were of increased capacity  The frontal radiator housing was restyled to enhance aerodynamics and the car’s weight was trimmed a little – down to 583 Kg.  As a result, top speed was reported to be up to 121 mph.

 

Proof of the 1000 TC’s prowess came in the years ’65, ’66 and ’67 when it was the Division 1 European Touring Car Challenge-winning car for Ed Swart, Giancarlo Baghetti and Willi Kauhsen, respectively.

66 European Touring Car Challenge champion, Giancarlo Baghetti, winning the Aspern round. Courtesy Erwin Jellnek

#1965262 Courtesy Classic & Collector Cars

The introduction of the 4^th Series 1000 TC was concurrent with that of the 1000 TCR.  The ‘R’ signified the Radiale head and indicated a car with 92 bhp, available at an even higher engine speed of 7,900 rpm.

1000 TCR engine installation Courtesy Revs Institute

#2366678 is an early TCR, built in ’67.  In the first decade of the 21^st century it underwent a full restoration and specification update in preparation for Historic Racing.

#2366678 Courtesy Anamera

In early production, the Radiale engine’s 92 bhp, enabled a 0-60 time of 7 seconds and a top speed of 122 mph.  The model was developed with a 2^nd Series appearing in February ’68, a 3^rd the following year and a fourth in January ’70.  The 2^nd Series benefitted from an increase in engine output to 97 bhp, while the 3^rd had 108 and the 4^th, 112-115, (at 8,200 rpm).  The final iteration’s top speed was 124 mph.

There were new Appendix J regulations for the ’70 season and the 4^th Series TCR was Group 2 compliant.  With near-complete freedom in regard to the cylinder head, the rules enabled a further increase in power since twin double choke Weber 45 DCOEs were allowed, as were another iteration of both the camshaft and manifold, together with a prominent exhaust system with long transverse final pipe section.  Rear windows and rear screen were re-specified in Plexiglass, while the front and rear wings/wheel arches were widened and a new fibreglass engine deck lid fitted.  (This latter item was subsequently ‘unhomologated’ on the grounds that it could become debris of a dangerous nature in the event of a rear impact).  After feedback from the works drivers, in which they complained about how the car was handling with its increased power output, the rear suspension was reconfigured, reverting to a tubular components/triangular format arrangement, not unlike Fiat’s original design for the 600.

 

The driver most associated with the era was Johann Abt.  He joined the Corso Marche factory team in ’67 and won 29 races.  The following year he was a winner at 17 events and was a contender in the German Hillclimb Championship.  After leaving in ’70, Abt continued to race the marque’s cars and is thought to have notched up over 300 victories in the course of his career.

Johann Abt winning at Salzburgring, ’70.  Courtesy ABT Motorsport

With various rule revisions, (most significantly, the 1^st Division capacity limit in the European Touring Car Championship was increased from 1 litre to 1300 cc), and competitor strength changes, Abarth’s focus in ’71 shifted to the European Hillclimb Championship – once again, a successful campaign.  Otherwise, ’71 is remembered for the demise of the Abarth factory’s motorsport operation and the marque’s absorption into Fiat.  There was some bravado beforehand however - in February, Carlo, accompanied by Arturo Merzario, presented the SE020, SE021 and SE022 Sport Spider prototypes at the Torino Aero Club’s airfield just across the Corso Marche.  Then, where in previous years, comparative test sessions had been held at Vallelunga or Monza, these were conducted later that month at the Paul Ricard circuit, Le Castellet, France.  The emphasis on this occasion was on the Prototypes and larger engined cars.  Once the racing season got underway, Abarth fans might have thought that ’71 was going to be ‘business as usual,’ as March’s Monza round of the Italian Touring Car Championship saw class wins for Edoardo Gunnella in a 850 TC and for Gino Ravinale driving a 1000 Berlina.  In the mountains too, Abarth drivers Giuseppe D’Ippolito (850 TC) and Luigi Ferragina (1000 Berlina) were best in class in European and Italian Hillclimb events.  By the end of the season, Edoardo Gatti (850 TC) had taken the European Hillclimb Championship, 850 class, and Maurizio Campanini (1000 Berlina), the 1 litre class.  However, even as encouraging results were being recorded, Fiat informed Carlo that he would be deprived of the very thing that had facilitated so much motorsport success – the ‘per-win’ bonus payments were to be stopped.  On top of the many other commercial/financial problems with which Abarth had been struggling, this was a final straw.  At the same time, however, Fiat offered to buy the Abarth business lock, stock and barrel.  Carlo really had no option but to accept, and Fiat confirmed the agreement at the end of August, though it was not announced to the public until 15^th October ’71.  Meanwhile, the racing department had been moved to the premises of Enzo Osella’s Osella Squadra Corse.  Osella would run the SE021 and develop the SE027 Prototype Spiders through to ’74. 

Eventually, as the 850/1000 TC’s development period had come to a close in ’70, the year before Fiat’s acquisition of the marque, the 850 had gone from a Lit. 850,00, 52 bhp car to one with many updated features and a 55 bhp-rated engine.  The 1000 TC began life with 60 bhp, while its ultimate successor, the TCR, had near double that, at 115 bhp.  Meanwhile, the price had reached, Lit.3,710,000.  Given the ‘per win’ bonus which Fiat had agreed to pay Abarth back in ’58, both the 850 TC and 1000 TC models contributed significantly to income over and above the sales revenues they generated, with no fewer than 2,357 race/class wins during the period ’61-’71, (1,236 by 850s and 1,121 by 1000s).

 

All these many decades after Abarth’s golden era, interest in the marque is strong and widespread.  Highly instrumental in the classic Abarth ‘scene’ is the Berni Motori business based south east of Milan at Maleo - http://www.bernimotori.com/.  Tony Berni – who has very kindly helped me in researching aspects of the cars on several occasions – summarises the history and allure of the 850/1000 TCs with this publication: http://www.bernimotori.com/press/Fiat%20Abarth%201000%20Berlina%20Corsa.pdf

Body Beautiful Off The Shelf: Abarth OT 1000 Coupe/R/S/SS

The 600 model range proved to be a hit in its own right following its introduction in ’59, but within 5 years Fiat was keen to consolidate the success with an improved/uprated new tipo.  Hence, the 850, designated Tipo 100G, which was unveiled in Spring ’64.  A key feature was the larger displacement engine – 843 cc – giving 40 bhp, whereas the 600 had to make do with less than 30.  More power was to come in short order as Coupe and Spyder variants appeared the following year, these equipped with engines capable of 40-45 bhp.  It was immediately clear that the 850 would make an excellent base for a new Abarth type capable of exploiting new technologies to achieve a full range of functional improvements.  At the same time, the styling of the 850 Coupe was good enough to allow the use of its body without aesthetic compromise, obviating the necessity with the previous ‘GT’ models of designing and commissioning hand-built coachwork. 

First available in ’65, the Abarth OT 1000 Coupe was in production until ’69. Motor Sport’s ’67-published road test concluded, ‘The Abarth is faster, quieter and more comfortable than almost any other under-one litre GT car we can think of, and if the price seems a handicap these points should be borne in mind. With good looks and fine economy included, it might make some friends at a retail price of £1,164.’  The magazine quoted an upgraded-since-launch power rating of 68 bhp at 6,200 rpm and assessed tractability as good throughout the rev range despite the performance specification of the camshaft.  0-60 mph was recorded as taking 16.1 seconds, whilst top speed was estimated at 95 mph. 

Then, as now, any Abarth enthusiast would of course have wished for higher performance, especially in regard to the 0-60 mph metric.  So it’s no surprise that faster variants soon emerged: 

OTR 1000 – 74 bhp (and a 95 bhp option for racing), from the #200 engine incorporating the new Radiale cylinder head.  Whereas the OT Coupe had retained the Fiat 850 layout rear radiator, on the OTR it was front-mounted.  Carburetion was by twin Solex C 32 PHH, (single Weber  30 DIC on the OT Coupe).  Gearbox was 5 speed, (4 speed in the OT Coupe). 

OTS 1000 – 202-B engine, quoted a 74 bhp despite a lower compression ratio than used on the #200 unit.  4 speed gearbox. 

OTSS 1000 – OTS with race manifold and carburettors, allowing a 90 bhp power output. 

#53213 is a '65 OT 1000 Coupe sold by Iconic Auctioneers in 2013 for £22,000.  At that time the car had been recently restored and with just under 60,000 Kms on the clock, was in nice condition.  As an example of the ‘basic’ model it has the twin headlamp bluff/aperture-lacking front end. 

#53213  Courtesy Iconic Auctioneers

External badging was restrained – a dummy grill/script to the front panel, a Campione del Mondo badge on the rear quarter panel and script to the rear panel.

Left to right: #53213 Courtesy Iconic Auctioneers; Courtesy Kucarfa; Courtesy UK Sports Cars.com

With its Radiale engine and distinctive front end styling, the OTR was clearly an attention-getter.  Specification was advertised by the factory with publications of the type shown below:

Externally, the OTR’s front end styling indicates the extent of the model’s significantly upgraded power configuration in comparison with the OT Coupe.  The higher output engine required increased cooling capacity/efficiency and this was enabled by the relocation of the radiator to a frontal position behind a chrome grille trimmed air intake aperture.  The radiator’s mounting, as on #067295, is shown to the right below:

Left: #117626 Courtesy Neil Fraser/RM Auctions; right: #067295 Courtesy Sportovnivozy.cz

This car appears to be an exceptional example, having apparently covered only 12,000 miles since new.  RM Auctions reported that it was sold in 2014 for $79,750  It retains the original Tipo 200 engine with its ‘Radiale’ cylinder head, from which the model designation ‘R’ is derived.  Improved gas flow and combustion is achieved in this engine by the combustion chamber form and the orientation of the valves.  Each combustion chamber comprised two overlapping hemispheres, the slightly larger encapsulating the inlet valve, the smaller housing the exhaust valve.  As additional measures of unconventionality, each pair of valves was inclined towards one another and were aligned transversely in relation to the cylinder head.  This arrangement gave rise to a distinctive external shaping of the cylinder head, as can be seen below, left:  A Radiale cylinder head is shown to the right.

Left: #117626 Courtesy Neil Fraser/RM Auctions.  Right - unattributed

Using twin Solex C32PHH carburettors, the Radiale head Tipo 200 engine gave 74 bhp in the production OTR 1000, with race-tuned engines rated at 95 bhp. 

The photograph to the right, shows that the rear is basically unchanged in comparison with the OT 1000 Coupe, except for the script badge, with the inclusion of script indicating ‘OTR.’  As seen below, #117626 is fitted with non-standard, magnesium alloy Campagnolo wheels.

Courtesy Neil Fraser/RM Auctions

Seen below, the later (’67 first registered) #133508, is on Borrani Fergat steel rims:

Courtesy Abarth-Germany.de

In January 2015, #112404 was offered for sale by Bonhams, with an estimate of US$70,000 - US$90,000.  Brand new, it was exported to the U.S. where it was sold in ’67 to John Mitchell, who was working for an Italian-specialist dealer in Lancaster, Pennsylvania.  Mitchell was an enthusiastic amateur racer and he used the cars for track and hillclimb events.  Subsequently, the car found its way to Australia, where it was subject to full restoration in 2006.  The auction lot description notes that the car is equipped with a four speed gearbox – a replacement presumably since a 5 speed was specified for the OTR.  Various websites have published performance data for the OTR 1000, but the accuracy may be especially in question because a 4 speed ‘box is usually indicated, whereas the factory specification sheet (12-’64) provides ‘5 speed + RM,’’ with a  final drive ratio of 4.1 : 1.  With a 4 speed unit indicated, automobile-catalog.com quotes 0-60 mph in 10.5 seconds and a top speed of 117 mph.  The factory’s figure for the latter was 108 mph.

Courtesy Bonhams Cars

A further model was developed for racing, the OTS 1000.  In effect an OTR but serving as the Group 3 race-homologated variant. Although some sources indicate that the OTS boasted 74 bhp, a 68 bhp output was also indicated and is probably more realistic as the engine did not incorporate the Radiale head.  The factory sheet records the same Solex carburettors as on the OTR, though the homologation paperwork refers to either the Weber 36 DCL 7 or 30 SIC 1.  Another factory publication cites the Weber 30 DIC as the specified carburettor type.  The top speed was a little higher at 112 mph.  Page 1 of the homologation papers set is shown below:

Race Cars Direct handled sold a ’66-registered OTS, #43313, in recent times.  The car was advertised with a sale price of £32,950.

Courtesy Race Cars Direct

This is another OTS - #067295, located in the Czech Republic.  The relatively ‘simple’ non-Radiale engine is shown, centre, below:

Finally, the OT 1000 could be ordered to SS specification.  With a special manifold and further upgraded carburetion, this was intended for amateur racing customers and was priced at 1,330,000 lire .  There is a lack of certainty as to whether or not the OTSS was a specific model in its own right – I have not seen an example with ‘OTSS’ script badge applied to the rear panel. 

In February ’69 a second series of the OT 1000 Coupe was introduced.  This model is largely undocumented and I have not so far discovered an image in order to identify and changes which might have been made to the bodywork.

 

As with many Italian cars of the era, the number of OT 1000s (Coupe, R,S,SS models) is unknown.  Some sources talk about 30-40 OTRs, but then refer to the discrepancy in numbers required for homologation (50), (suggesting that Carlo ‘fiddled’ the FIA inspection at Corso Marche), so one must wonder whether everything is based on misunderstanding, given that the model homologated was the OTS, not the OTR.

Enzo's Skunkworks

The Automotive Industry of the 20^th Century was known for some very extrovert and assertive leaders, – Henry Ford, Colin Chapman, Bob Lutz and Enzo Ferrari being just four examples.  And, regarding the last named, Italy has not in this field been short of charismatic personalities – Gianni Agnelli, Carlo Abarth and Luca Di Montezemolo, for example, readily coming to mind.  On the other hand, some of their most innovative and influential compatriots have been notable for their relative modesty and restrained behaviour – think of Marcello Gandini, Giampaolo Dallara and Giorgetto Giugiaro.  But perhaps the exemplar of such a figure is Giuliano Michelotto.  In appearance and manner today you might easily imagine that Michelotto is a master chef of the highest order, or, perhaps, a university professor with impeccable scholastic credentials.  Yet, despite his apparent quietness and gentle demeanour, his has been a lifetime of achievement and entrepreneurship in the demanding sphere of the engineering required for the most high-performing type of road cars and for success on motorsport tracks and rally stages.  And in conducting such an exceptional career, Michelotto successfully developed and maintained a relationship with the notably volatile Enzo Ferrari, gaining his complete trust to carry out programmes on behalf of the Maranello manufacturer with the utmost discretion and diligence.  As a result, several of the most famous/high achieving Ferraris were in effect developed and made by Michelotto ‘in secret,’ rendering his Padova-based premises the ultimate in-house skunkworks, even though they are 160 km down the road!

 

In terms of cars on the road, by how you define what constitutes a ‘Michelotto’ is not a straightforward notion.  As specialist components made by third parties and used by Michelotto in its own work, (and parts made and/or modified at the Via Chiesanuova officina), were made available to other constructors, tuners and garages, we see cars advertised today with ‘Michelotto’ included in the model name which have never even turned a wheel in Padova.  It is also necessary to bear in mind that in period Michelotto itself often modified an initially standard, ex-Maranello car and sometimes upgraded – e.g. from Group 4 to Group B form – a car sold to its first owner as a ‘Michelotto.’  In this survey I have sought to exclude any car that is not a full blown Michelotto, but in a field of plentiful uncertainties, I’d welcome feedback concerning any car I’ve cited which you know to be other than ‘pukka.’

 

One other introductory note – my interest in Michelotto is focused on the Ferrari 308, 328, 288 GTO and F40 models.  I am aware and appreciative of the other cars with which the business has been involved in more recent times, e.g. Ferrari 333 SP, 348, 360, 430, 458, Osella PA16 and the Isotta Fraschini Tipo 6 LMH.  All cars of considerable distinction, but not subjects for my current programme of research.  Thus, they are not covered within this survey.

 

Born in 1948, Michelotto was only just into his third decade when he established his business in central Padova, ‘Officina Michelotto.’  Without much elaboration, most accounts of the business’s early days simply say that its motorsport focus was on the preparation of Minis and DAFs, with progression in ’73 in being appointed as a Ferrari service point.  As a further diversification, Michelotto also began to offer tuning and preparation for rally competitors running Lancia Stratos models.  The quality of Michelotto’s work is evidenced by sustained success in the Italian Rally Championships.  The ’76 Championship was won by Antonio Fassina/Mauro Mannini, usually in a Scuderia del Grifone-entered Stratos, (by Jolly Club in Sicily).  Also highly competitive in a Michelotto Stratos that year were Adartico Vudafieri and Stefano Bonaga in another Scuderia del Grifone/Corse Padova-entered car.  The following year the winning Stratos was crewed by Mauro Pregliasco and Vittorio Reisoli.  In ’78 the promise shown by Vudafieri two years previously, was fulfilled by his taking of the Championship together with Mauro Mannini in their Jolly Club Stratos.  That year was also notable for Vudafieri – on this occasion paired with Massimo de Antoni – in his 2^nd overall finish in the Targa Florio Rally.  As the decade closed out, the National Champions once again were Fassina/Mannini.  As an example of a Michelotto Stratos, shown below is the car driven by Anna Cambiaghi and Mariagrazia Vittadello to 6^th place overall in the ’79 Targa Florio Rally.

Courtesy RS 65

On the world stage, the Stratos was a dominant rally car from ’73 to ’81 and in the latter part of that period continued to be highly competitive despite Fiat shifting its main support to the 131 model, and the improved technology incorporated in more recently introduced rivals from other manufacturers.  Private/amateur owners tended to be very loyal to the Stratos, but, by the mid-Eighties, were looking for something different when the time came to replace a car.  Thus, to many people’s surprise given the marque’s perceived status and focus on circuit-based motorsport, the Ferrari 308 began to be considered for rally participation.  The model’s first iteration, introduced in ’75, had a 250 bhp rating for its V8 engine on carburettors, down by 25 bhp on the 12 valve Stratos V6, but with much inherent ‘reserve,’ making tuning to around 300 bhp relatively straightforward.  In ’76 the French Ferrari importer, Charles Pozzi SA, commissioned Michelotto to prepare a 308 for Group 4 rallying.  Key to the project was work to lighten the car, which in standard form was 1050 Kg (glass fibre)/1200 Kg (later, steel bodied version), while the power : weight ratio was further enhanced with a high compression version of the engine.  The power unit also benefited from the adoption of fuel injection and high lift cams.  The gearbox was replaced with a close-ratio unit.  Apart from the (mainly body) structural modifications, chassis components were mostly left as standard, though wider wheels were run, necessitating the additionally-flared wheel arches which contributed significantly to the distinctive ‘look’.

 

This became an ongoing programme quite swiftly as competitive successes accrued and saw Michelotto eventually complete 11 examples.  Capability in terms of reliability as well as pure performance was validated by overall victory in the Targa Florio Rally two years in succession, crewed in ‘81 by Jean-Claude Andruet/Christian Gilbert, and in ’82 by Antonio Tognana/Massimo De Antoni.  With the consolidation of Michelotto’s reputation for excellence, he came to the attention of Ferrari and a business relationship between the Maranello and Padova businesses was fostered and progressively formalised.  Subscriber JAM1 on FerrariChat has posted a list of chassis numbers/first owners of the 11 Michelotto 308 GTB rally cars:

Chassis #	Date	Client		Chassis #	Date	Client		Chassis #	Date	Client
20951	01-78	Michelotto		19051	05-80	Grosoli		19913	09-80	Liviero
26713	04-81	Pozzi		21071	02-82	Pozzi		20373	04-82	Pozzi
31559	07-82	Garage Francorchamps		08380	01-83	Wide Word of Cars		31135	02-83	Pozzi
18905	08-83	Cobra Racing		21883	02-85	Wiener

#20951 – The first Michelotto Group 4 308 (Tour de France, ’22)  Courtesy Barchetta Images

And the last - #31135  Courtesy Wouter Melissen

Ferrari, especially in the era about which I am writing, was closely associated in all body design/making matters with Pininfarina.  Such concerns were however handled by Carrozzeria Cognolato on the models for which Ferrari delegated development to Michelotto.  Dino Cognolato had started his business in Padova in ’64 and became known for particular expertise in working on aluminium bodied cars.  Michelotto and Cognolato formed a close working relationship which, as with Ferrari/Michelotto, was characterised by a high level of mutual trust. 

The FIA Group 4 category was revised in ’70 as being for production-based Special Grand Touring cars of which 500, (subsequently 400), examples were required for homologation.  In ’83 a further revision adopted the title Group B, (which specified 200 examples for homologation).  The Group B regulations enabled performance potential different from that of the Group 4 cars, so Michelotto switched its build programme to Group B compliance.  Michelotto built 4 Group B (recently a claim has been made that a 5^th car exists) 308 GTBs.  For homologation compliance these were bodied in steel/glass-fibre, (though #18869 was all-glass-fibre), and thus were not just as lightweight as would have been ideal.  Power was, however, increased to approximately 290 bhp from the engine, helped by a revised Kugelfischer fuel injection set-up.  Going further still, #18971, #22409 and #18847 were fitted with the ’82-introduced Quattrovalvole engine, good for 310 bhp.  The Group B 308s featured an upgraded transmission, suspension/steering and wheels, in the form of 5 spoke Fondmetal Canonica rims. 

JAM1’s FerrariChat-posted list for Group B 308 GTBs is shown below:

Chassis #	Date	Client		Chassis #	Date	Client
18869	02-83	ProMotorSport		18971	05-83	ProMotorSport
22409	08-83	ProMotorSport		18847	04-84	ProMotorSport

(#18869 had originally been built as a Group 4 car in ‘76).

#18847  Courtesy Girardo & Co

The success of the Michelotto 308s, sustained for the best part of a decade, must have been a leading factor in the consolidation of Ferrari’s reliance on the services of the Padovano’s officina for its ‘special’ projects.  And in ’85 an especially special ‘special’ landed on Giuliano’s plate.  Ferrari had decided that the 308 would be a good basis for a new higher performing model with designed-in circuit racing potential and this was realised with the emergence of the 288 GTO in ’84.  As a ‘production’ model, the GTO was intended to appeal to the Ferrari customer who wanted more performance for the road together with relative exclusivity, the latter delivered by a planned run of just 200 examples.  This number would however, facilitate FIA homologation which would in turn enable the creation of a full-blooded Group B racing version.  In fact, the level of customer demand for the 288 was such that 280 were eventually built. 

Central to the 288 GTO project was Ing Nicola Materazzi, recruited to Ferrari in ’79.  Prior to that, Materazzi had spent most of the decade at Lancia, where he made key contributions to the design/specification of the chassis of the Flavia, Fulvia and Stratos models.  In the course of this, Materazzi became acquainted with Michelotto and a solid friendship was established.  It was no surprise therefore that when it became time for the race version of the 288 to be designed/developed, Materazzi was confident in assigning the work to Michelotto in ‘85.  The two major strands of the project were a substantial reduction in kerb weight and a big – target = 625+ bhp – increase in engine power.  The car would be designated ‘GTO Evoluzione.’ 

The first prototype - #50253 - was built on the standard GTO chassis.  This was shown at the Geneva Show in March ’84.  Two modified chassis examples, #70167 and #70205 were completed the following year.  Subsequent prototypes were #79887, #79888 and #79889.  According to the FIA regulations, the number of Evos required for homologation purposes would be 20.  However, the production programme never started – the new Group B category being cancelled by the FIA in the wake of concern about the safety of such very high performing machines crystalised by the deaths of Henri Toivonen and Sergio Cresta in their Group B Lancia S4 on the Tour de Corse rally in May ’84.  Thus, only 6 GTO Evos were built:

#50253 ‘84 –2^nd 288 GTO prototype, converted in ‘85 to GTO Evoluzione #1 

#70167 ‘85 GTO Evoluzione #2.  F114 CR (550 bhp) engine.  Fully refurbished at Michelotto in ‘14/’15 

#70205 ‘85 GTO Evoluzione #3.  Standard 288 GTO (395 bhp) engine.  Utilised for F40 development 

#79887 ‘88 GTO Evoluzione #4.  F114 CK (650 bhp) engine.  (Is easy to identify from the six holes drilled in its rear quarter windows. (Michael Call)) 

#79888 ‘88 GTO Evoluzione #5.  F114 CK (650 bhp) engine.

 

#79899 ‘88 GTO Evoluzione #6.  F114 CK (650 bhp) engine.

Where the 308 had been in basis a monocoque, the 288 GTO’s chassis was in essence a spaceframe constructed with small diameter steel tubing.  The 308 as modified by Michelotto had featured weight saving with the use of materials other than the basic steel/glass-fibre fabrication of the production version.  This approach was substantially extended for the Evoluzione thanks to the newly available alternative materials – Kevlar complementing the glass-fibre elements of the body, carbon fibre for the tub and rear wing.  More conventional, but effective features included aluminium for the floor and lighter gauge frame tubing.  All in all, the savings were substantial – at 940 Kg, the Evoluzione’s weight was just 81% of the 288 GTO’s. 

The 288 GTO was powered by the 2,855 cc F114 V8 with twin turbochargers, good for 395 bhp.  During development, #70167 carried a ‘CR’ version of the unit with turbo boost increased by 75% and a compression ratio hiked by 2.5%, enabling an output of 530 bhp.  Finally, a ‘CK’ version was introduced – this gave 650 bhp @ 7800 rpm, facilitating a tremendous top speed capability of approaching 230 mph. 

The body incorporated a number of modifications to that of the 288 GTO, some, such as the front spoiler, had aerodynamic functionality, while most were for the purpose of inducting and internally managing cooling airflows. 

With the revision of the rules by the FIA in ’84, the GTO Evoluzione’s reason for being was removed.  These cars would not compete in circuit racing as had been intended.  However disappointing this may have been – even now in distant retrospect – the programme was soon serving a new purpose and a potentially more significant one for the marque at that.  Note in the list above that #70205 was utilised for F40 development.  As is nowadays observed as a received wisdom, the model was the ‘bridge’ between the Tipo F114, 288 GTO and the Tipo F120AB/F120D (U.S. version), F40.  Its exploration of the use of composites technology enabled the F40’s further increase in power to weight ratio.  Where, as mentioned above, the Evoluzione, a car specified towards the extreme end of race car standards, was 19% lighter than the 288 GTO, the F40, with various concessions to comfort and convenience ‘on the road,’ weighed-in dry at just 1,235 Kg (European specification).  That the structure benefited from the materials pioneering applied to the Evoluzione is clear when the weight of the Michelotto-built F40 CSAI-GT is considered – 1,050 Kg.

The F40 project got underway in early ’86 with the by now 88 years old Enzo Ferrari being content to leave the creation of the model to Materazzi.  He was fully in approval of Materazzi’s inclination to specify and design this vehicle on a race car basis despite the commercial intention being to market it as a prestige-priced road car with a planned production run of 400 units.  Establishment of the concept was a triumph for the spirit of Ferrari, given that this would not have sat easy with Fiat’s top management and notwithstanding that since ’69 Enzo himself had progressively ceded management control and influence over the business, as the Stabilimento di Mirafiori culture increasingly took over at Maranello. 

Styling of the F40 was entrusted to the care of Leonardo Fioravanti in collaboration with the senior Pininfarina team of Brovarone, Camardella and Ramaciotti.  Their proposal emerged quite rapidly and secured initial approval around the mid-year point of ’86.  This laid the ground for the construction of a prototype at Michelotto which was running by late Spring ’87.  This was powered by an enlarged (to 2,936 cc) version of the 288 GTO engine, rated at 471 bhp.  Though some aspects of the F40 were ‘mild’ in comparison with the GTO Evoluzione, this was a model in which out and out performance was emphasised and in recognition of this, Pirelli developed the P-Zero for fitment as the OE tyre.

As Michelotto created a reality from the design renderings, it was found that some aspects could not be fabricated feasibly in three dimensions.  It was second nature to the officina to simply get on with determining and then making modifications.  However, when Pininfarina learnt of this, considerable offence was taken, the famous carrozzeria feeling it had been disrespected and that the F40 ‘in the metal’ was not representative of the design submitted to and approved by Ferrari.  As an expression of its displeasure, it was decreed that the ‘Pininfarina’ script badges were not to be mounted, as had been specified, adjacent to the leading edge of the rear wheel arches.  A further confirmation of the high esteem in which Enzo held Michelotto was delivered by his backing of the Padovano in the spat.  And, in any case, reception of the F40 at the launch was so favourable that the Pininfarina name was not about to be linked to any sort of aesthetic faux pas, so it wasn’t long before fitment the badges on the rear quarter panels was just another unremarkable item on the standard build checklist. 

Most sources give 21^st July ’87 as the date of the F40’s unveiling in Maranello’s Civic Centre, with Enzo Ferrari in attendance.  (However, Keith Bluemel – well-known F40 owner and writer – has indicated that the event took place in June ’87 and was held in the factory Museum).  Most accounts suggest that #73015 and #74045 were present.

It is generally reported that Michelotto completed 7 F40 Prototypes between June and November ’87,  Interviewed by David Cironi, Ferrari test driver, Dario Benuzzi, recalled there as having been 8 Prototypes. 

#73015    Eventually destroyed in crash test process

#74045    Subsequently converted to LM specification.  (RM Sotheby says 3^rd made)

#75580   

#75052    Given to Marco Piccinini as a thank-you for his management of the F1 team in ‘87 and ‘88

#74049   

#74047    Restored at DK Engineering.  DK says this was 6^th built; ,Supercar Nostalgia says it was 3^rd

#75034   

 

At least one other source suggests two more from this date window: 

#74327

#76354

Also, Marcel Massini has provided some additional Prototype chassis numbers, which were produced after November ‘87:

 

#76687    This has been said to be one of a batch of ten cars built at Michelotto prior to start of series production

#77107

#78206

#83405

#83406

#84517

#99401    

Detail aspects of the Prototypes varied car to car as the build and development processes ran in parallel and there was a good deal of retro uprating as new solutions and improvements were discovered on an ongoing basis. The Prototypes were in general characterised by such detail points as the lower rear quarter panel vent slots being five in number, (usually 4 for series production); the Plexiglass engine cover had 11 vents, while once in production form the number was 20; door mirrors were consistently mounted on the front side window quarterlight of Prototypes; as can be seen in the first photograph below, the rear fog lamps, where fitted, were mounted in the transverse lights/registration plate panel, whereas they were in the rear valance on the series production vehicles; Prototype steering wheels carried the script of maker, Momo, (not replicated on series production cars). As with other detail features, there were variations – the wheel on #73015 for instance being trimmed in black suede and with unpainted spokes/no ‘Momo’ script.

Left: Prototype, #74049 Courtesy Joe Sackey; right: series production #83249 Courtesy Autocar NZ

Left: Prototype, #73015 Courtesy Supercar Nostalgia; right: series production, #83783 Courtesy Collectors Car World

Left: Prototype, #75052 Courtesy Tom Hartley Jnr; right series production, #83620 Courtesy Bonhams

Prototype, #75052 steering wheel with ‘Momo’ script on lower spoke Courtesy Tom Hartley Jnr

Before very many series production F40s, (about 50 it has been suggested), had been built, it became obvious that most customers were finding the racing-style small Lexan sliding windows highly inconvenient.  The only feasible counter measure was the introduction of manually cranked, full frame tumbledown glass panes.  (James Cottingham of DK Engineering is adamant that the sliding window remained as an available, customer-chosen option throughout the F40’s production run).  As seen in the second image below, a Kevlar interior door trim card is fitted to cars with the winding windows.

Prototype # 74047, sliding side window  Courtesy Concours of Elegance.co.uk

Left: Prototype sliding window  Courtesy Sterling Sackey; series production right cranked window  Courtesy F40 Parts.co.uk

Even before the close of ’87, pressure was being exerted on Ferrari’s Managing Director, Giovanni Rastrelli, to initiate an F40 racing programme.  But this was not forthcoming from Materazzi or any other competition enthusiast within the Maranello factory community.  Harking back to the 308 era of the mid-80s, it was once again the lobbying by the Charles Pozzi firm in Paris that persuaded Ferrari to contemplate versions specified for the track.  And when it was time to move from just ‘thinking’ to creating, Ferrari turned once again to Michelotto.  Though Rastrelli had agreed in principle to a race version, he insisted that Pozzi set up a contractual arrangement with Michelotto and this was limited – initially at least – to the build of just two examples, and their legal ownership was assigned to Ferrari.  These cars were #79890 (built in October ’88) and #79891 (January ’90).  Frustratingly, an original intention to run the model in the World Sportscar Championship proved not to be feasible and so entry to the U.S. IMSA Championship was substituted.  Although this now meant that the type would not compete at Le Mans, it was nevertheless designated,F40 ‘LM,’ Tipo 120B.  The LM was 53 % up in power terms on the standard F40, boasting 471 bhp, whilst weight was down to 1,050 Kg, against the 1,235 Kg of the road car.  However, during testing at very high speed stability was a problem and various countermeasures were tried – mechanically with a lower ride height/revised springs and dampers, and, aerodynamically, with additions such as a splitter – but no improvements big enough to provide full confidence for running on the Mulsanne Straight were achieved and thus the intention to run at La Sarthe lapsed.

 

17 more LMs were eventually completed between May ’90 and April ’94.  Additionally, F40 Prototype, #74045 was converted in May ‘92 to LM specification.  It ran in the ’95 24 Hours and finished 12^th, 6^th in class.   The following month Ferte/Thevenin drove it to victory at Anderstorp. Subsequently, in ’96, #74045 confirmed its status as the Chameleon F40 when it was further converted, now to GTE specification.      Of other LMs, #79890 was driven to three podium finishes in the IMSA GTO Series in ’89 and ’90.  In the same series, LM #79891 chalked up a 2^nd and a 3^rd in’90.  In summary, LMs competed in the following series/seasons: IMSA GTO, ’88, ’89 and ’90; BPR Endurance, ’95 and ’96. 

On the Italian national racing scene the 90s saw increasing interest in the GT category.  The governing body, CSAI, defined and promoted a series known as the Italian Supercar GT Championship for which the F40 was thought highly suitable.  To some extent the cars were of the silhouette type, i.e. externally very similar to the road-going model, but with scope for a degree of engine performance enhancement, chassis/body lightening and suspension/brake system upgrading.  Michelotto built four 550 bhp/1,050 Kg F40 CSAI-GT cars in ’93 and a further two in ‘94 and ‘97.  The first car completed for Jolly Club, #80742, recorded 12 wins in the ’93 and ’94 seasons.  A sister car, also mainly run by Jolly Club, #94362, won twice in ’94 and was 2^nd or 3^rd in ten events over the two years. 

Following on from the initial batch of CSAI-GTs, Michelotto was tasked with a programme designated F40 GTE, mainly using a larger, 3.6 litre, version of the F 120 B V8 and an Xtrac #105 sequential transmission.  The GTE was in effect an evolution of the LM model, six being built between ’95 and ’98 at Michelotto.  There was quite a lot of variance in the specification of this batch of cars and with ongoing upgrading/modifying, a standard specification is not really definable.  However, the power output with the 3,600 cc engine could be as high as 800 bhp, though some cars at varying times were equipped with 2,936 cc or 3,495 cc, less powerful variants.  Weight was around 1,050 – 1,100 Kg. 

The final international races in which the F40 GTE competed were the two Brazilian events comprising the Temporada Series – the GTE taking a podium place in the race at Brasilia.

For many Ferrari enthusiasts, the F40 is the marque’s ultimate interpretation of the ‘supercar’ concept.  However, at Maranello there has always been a ‘could we go one better?’ outlook, and this was manifest in the creation of the F50.  The Tipo F130 was presented in ’95 and, given its V12 atmospheric engine and carbon fibre tub construction, it had the on-paper potential to outdo even the fabulous F40.  A decision to develop a competition version was quite speedily reached and Michelotto and Dallara were charged with the project.  However, whilst the F50 GT was in the initial development phase, the FIA made changes to the parameters of the GT1 class in which it was intended to race.  These changes facilitated a specification/homologation package which enabled Porsche to create the 911 GT1 – in effect a full blown racing prototype against which the F50 GT would be uncompetitive.  Thus, the project was abandoned with only three cars built and no race participation experience acquired.  As a measure of compensation, Ferrari maintained a sports car racing presence with another Michelotto collaboration project which had got underway in ’94 – the F333 SP.