The Dream Hybrid - Conceived in the Fifties!

For me there are three marques which supremely appeal to both my heart and my head.  Brand-loyal is nowhere near an adequate term to define my relationship with Alfa Romeo, Porsche and Abarth.  For there to have been a car that combined the best of two of these great makers – a dream hybrid – still seems to me to be too good to be true.  Yet this car had its origins in personal friendships made shortly after the end of WW II.  It first emerged in prototype form in 1960, eons before everyone in and around the Automotive Industry started talking about hybrids! 

Carlo Abarth became on good-enough terms with Ferry Porsche to secure agreement in 1946 to be Porsche’s representative in Italy.  The alignment this signified was strengthened by collaboration with Rudolf Hruska, (at Porsche during the war years and at Alfa Romeo, (employed and subsequently in a consulting role), in the 50s/60s/70s), and Piero Dusio, (Italian business entrepreneur), leading to the formation of Cisitalia.  Although an enterprise which found little success in building/racing a Formula 1 car, it provided a start-up legacy enabling Abarth to establish his own business in 1949, manufacturing exhaust systems and, beginning with the model 204, complete vehicles. 

Ten years on, Abarth’s operations and industry standing had grown very considerably.  His small Fiat-based GTs, bodied by Zagato, were both a racing and road car sales success.  Porsche had also enjoyed a decade of achievements and evolution, on a scale well beyond that on which Abarth existed.  The 356 model had been developed and refined very effectively, resulting in ever-growing sales and prowess in diverse forms of motor sport.  But, with ambitions to dominate the major sportscar racing categories through the oncoming 1960s, a view took hold in Zuffenhausen that as the 356 was inevitably putting on weight as it was made better, it was necessary to offset this in the track cars by using a considerably lighter body.  Although Porsche had in mind to invite Zagato to provide such a body, Abarth got wind of the situation and in September 1959, harking back to his 1946 role, offered to act as an intermediary.  Porsche accepted his proposal, committing itself, (subject to delivery of a satisfactory prototype), to a charge per chassis at 2022 values of approximately £17,000. 

Whilst Carlo was no doubt at his most diplomatic in courting Porsche and consolidating the new agreement, back in Turin he was more his usual volatile and combative self.  He had for a while been directing his irascibility towards Ugo and Elio Zagato.  As observed in the Do Look Back post, More Magic from Corso Marche:

To oblige Abarth, in another break with past practice, the first batch (of 1000 GTs) was constructed near Corso Marche in the ex-Beccaris premises of the small bodybuilder, Corna.  This seems to have been part of a considerable effort by Zagato to mollify Carlo Abarth, who had fostered a number of grievances, especially around issues of control.

Abarth remained dissatisfied and, without informing Porsche, decided to have the prototype made elsewhere.  Here some uncertainty arises.  Whilst it is known that two carrozzieri were involved – Rocco Motta, and Viarengo & Filipponi – the chronology is disputed.  Most likely, Motto was responsible for the prototype – not a badge of honour in this instance.  Several faults were immediately apparent and, bearing in mind that Porsche wanted cars available for the start of the race season, it was well overdue, not reaching Zuffenhausen until late February.  The main concerns were: engine bay too cramped; front wheels fouling on steering lock and with extreme suspension movement; body not watertight; seat mountings too high.  Porsche would have been very unhappy about the situation and no doubt expressed this robustly to Abarth.  For his part in turn, Carlo must have been agitated, especially as the anticipated further 19 chassis order was now in doubt.  Motto reported: ‘(Carlo) was a rough diamond and was always shouting.’  But Carlo evidently excelled himself once more with an interlude of diplomacy, as the order was not cancelled.  And, as would be expected, the second chassis had several improvements.

Despite preservation of the deal, Abarth must have remained worried.  Underlying the actual quality issues, Porsche was  unsettled by the discovery that Abarth had not only failed to sub-contract to the preferred carrozziere – Zagato – but had also neglected to advise this to the Zuffenhausen team and seek its approval.  Perhaps Carlo’s discomfort caused him to be extra-harsh with Motto, because one theory is that with three chassis completed, Rocco simply ‘disappeared’ (apparently, he went ‘on holiday’).  According to this scenario, the remainder of the batch of chassis was manufactured by Viarengo & Filipponi.  Perhaps helping to validate this version of events, it is notable that Motto had served his apprenticeship with that business.  In another account, it has been given that after the fallout with Motto, Abarth had Beccaris complete the batch.  It is certainly true that Abarth around late 1959/1960, was closely involved with Beccaris, having moved the work to that carrozziere which had previously been fulfilled by Zagato.  But would he have risked consistent, on-time delivery of his 700, 1000 Bialbero and Mono GTs in order to progress the troublesome, small volume Porsche project? 

All this was going on in that happy era when not everything was forensically recorded, and we cannot know for sure, but it is also suggested by some that V & F built the prototype, and, because of the quality complaints, lost the contract, which was passed to Motto for completion.  What we might speculate, as a back-up to the latter theory, is that Carlo could have been tempted to risk subcontracting to V & P, a less well thought-of carrozziere, because it would be cheaper.  If this was the case, he certainly ‘paid’ for this when the quality of work did indeed prove to be inferior. 

To add to the intrigue, authorship of the GTL’s styling has also been questioned.  Most sources say that Abarth commissioned Franco Scaglione, who had recently left Bertone, to make a set of preparatory drawings.  However, Phil Carney, writing in 356 Registry Magazine, has said that there is no evidence of this: 

. . . the biographies of Scaglione do not mention any such project.  It is possible the design might have originated within the Abarth organization itself.  There exists a formal profile drawing of the GTL with the Abarth crest shown in the lower-right data block.  One author speculated that the design was possibly done in conjunction with Rocco Motta . . .

In contrast, however, Jesse Alexander reporting on driving the GTL in Sports Cars Illustrated’s November 1960 issue, wrote that, ‘its body was designed in Turin by Abarth’s engineering staff and Scaglione.’  Additionally, Automotive Historian, Chánh Lê Huy, implied that Scaglione had, in 1966, verbally confirmed that the GTL was ‘his.’  This was at the launch of his very distinctive Titania Veltro 1500 Coupé, designed for Intermeccanica. 

As previously documented in the Do Look Back post, A Bit of Scorpion Worship, it was around this time that Abarth probably concluded that he could draw upon the canon of basic coupe styling themes and cues that Zagato had established with the 500/750 GT models and dispense with the cost of using an external stylist:

With a colleague as skilled as Mario Coluccio, Carlo was confident that styling could now be carried out in-house, establishing, initially without any formality, a new function which would eventually be labelled as ‘Carrozzeria Abarth.’

And, indeed, it was not long before the GTs began to wear this badge:

Meanwhile, back at Zagato itself, the Carrozziere had in 1959 penned a 356 proposal without any reference to Abarth.  An indicative sketch is shown below:

Courtesy Rapley Classic Cars

Though not built at the time, Zagato has recently included the design in its Sanction II project, details of which can be found at https://www.excellence-mag.com/issues/280/articles/sanction-lost.  This is the 2018 3D outcome of the project:

Courtesy Rapley Classic Cars

Whatever the provenance of the design of the GTL’s body, its functionality in aerodynamic terms was far from being a disappointment to Porsche.  A three strand strategic plan had been devised at Zuffenhausen aimed at ensuring season-long racing superiority rather than just competitiveness: a new, 115 bhp version (692/3) of the 356 engine, a super-light chassis, and a low drag body.  Abarth’s body, whether of Motto or V & P origin, met the desired weight metric with ease – kerb weight in the range 800-810 kgs.  This, compared with that of a 356 1600 GS Carrera of 955 kgs, shows a saving of 15%.  And by way of further performance enhancement, the reduced dimensions of the car, especially in terms of frontal area, enabled a correspondingly lower Cd of 0.365 – 8% better than that of the production model. 

The prototype, #1001, featured a front end with just two small brake duct openings and an engine deck with a high, central rectangular opening flap and, in the lower corners, two columns of five slot louvre openings.

#1001, early 1960

It is notable that #1002, the first car of which we have photographs of a GTL in competition, (Targa Florio, May 1960), already embodied modifications to these items, with a wide/shallow central intake in the nose and many more engine deck slots - 48 over four columns in total, (see photographs below).  That these measures were effective in facilitating cooling air flows where needed is verified by the car’s performance and reliability over the race’s arduous 447 miles distance.  Driven by its owner, Paul Ernst Strahle, supported by Porsche KG stalwart, Herbert Linge, it finished 6^th, 1^st in the GT2.5 class.

#1002 at 1960 Targa Florio 

A fortnight later, the Nurburgring 1000 kms was graced with the presence of three GTLs.  Works-entered #1001 now incorporated the centre nose opening and the 48 slot engine deck.  Additionally, it had been fitted with disc brakes.  Driven by Sepp Greger and Herbert Linge, it finished 7^th.  With the modifications, the car had to run in the Sport1.6 class, in which it was 2^nd to Heinrich Walter’s 718 RSK.  #1002, again driven by Strahle, this time partnered by Hans Walter, was a lap down on #1001, placed 10^th, but was in the GT2.0 class, of which it was the winner.  #1003, having been purchased by Gerhard Koch, was 13^th, (3^rd in the GT2.0 class).  This car was entered by Scuderia Colonia and was co-driven by Hans-August Stausberg.  With all three GTLs finishing, a class win, and a new record fastest lap, (by #1001), this was a good showing for a new model on its second outing, especially being at the demanding, ‘Green Hell,’ circuit.

Koch was clearly enthusiastic as a result of his GTL’s showing in Germany, as he was out with it again a week later at Spa.  Competing in the GT1.6 class, he was headed only by Karl Braun’s 356 Carrera.  The following month he won the GT2.0 class at Rouen.  His GTL is shown below at Spa in May, finishing 2^nd in class, and at the Nurburgring in July, where he was 3^rd in class in the Rheinland-Pfalz Preis:

#1003, Gerhard Koch, Spa. Courtesy Revs Institute

#1003, Gerhard Koch, Nurburgring. Courtesy loveforporsche.com

Porsche’s assault on the 1960 Le Mans 24 Hours was predominantly 718 RS 60-based.  Five of the spyders were entered, along with just a single GTL, #1001.  The car had been put back to standard in terms of brake specification and thus was permitted to run in the Sport1.6 class.  Entrusted to Linge and Walter, it came home 10^th, and class winner.  Especially gratifying was the fact that it was the leading Porsche, the 718 RS 60 of Edgar Barth and Wolfgang Seidel, trailing one place back.  The other four 718s failed to finish.  As can be seen in the photographs below, the GTL’s nose had been further modified to carry a pair of more substantial and relocated driving lamps.

#1001, Le Mans, 1960. Image to the right is courtesy Supercars.net

Notable results for the remainder of 1960 included a Coppa Inter-Europa class win for #1001 at Monza in the hands of Fritz Huschke von Hanstein, and podiums for Koch at the Coupes de Paris, and for Donald Bersons in #1004, also at the Montlhéry circuit, (Coupes du Salon).  Berson’s GTL is shown below, photographed in 2011:

#1004. Courtesy Richard Owen

At the Targa Florio, 1961 was the year of the Alfa Romeo Giulietta Sprint Zagato – eight of the race’s nineteen finishers were SZs.  Of GTLs, there were just two, both works entries and both fully competitive, taking 1^st and 2^nd in the GT2.5 class.  Class winners in #92 were Strahle and Antonio Pucci, with #96 driven by Linge and von Hanstein.

Art-archive.de                                        LAT Images

At Spa in May, Fritz Hahnl Jr took his GTL to GT2.0 class victory.  Hahnl was again successful shortly after, taking class honours at the Nurburgring 1000 kms.  This race saw six GTLs taking part, and although #1010, (Pon/de Beaufort), was forced to retire, the other four took 2^nd – 5^th places in class behind Hahnl.

Away from the World Sports Car and GT Championships scene, Carl-Gunnar Hammarlund was racing a GTL in Sweden with great success.  The car was purchased by the Swedish VW/Porsche importer Scania Bilar.  The company had a long-standing relationship with Hammarlund who had proven his racing/rallying abilities with many good performances throughout the Fifties, mainly at the wheel of 356s.  The GTL, #1008, benefitted from meticulous preparation by technician Willy Dolling, as well as Hammarlund’s driving expertise.  In 1961-62, Hammarlund won every round of the Swedish Sports Car Championship he entered and was champion both seasons.  In recent times #1008 was bought by Steve Tillack and shipped to California.  It has run in historic events and appeared at a number of West Coast classic shows in restored but largely unmodified condition.

Carl-Gunnar Hammarlund in #1008 at Skarpnack (GT1.6 class), 1961

A return to the Nurburgring for the GT race supporting the German Grand Prix in August proved to be rewarding – all six GTLs running in the GT2.0 class finished, taking class places 1-5 and 7^th.  Leading the result was Fritz Leinenweber:

Leinenweber, 2^nd overall and 1^st in class, Nurburgring, August 1961. Courtesy Getty Images

Later that month, another high profile meeting saw multiple GTL entries – four cars appearing at Goodwood for the Tourist Trophy.  Leading the way was Graham Hill, in his second year driving for BRM in Formula 1 and destined to become World Champion the following season.  Hill was partnered by American, Dan Gurney, enjoying a season in Formula 1 with Porsche, which resulted in 4^th place in the World Championship.  Hill/Gurney were classified 6^th overall and 1^st in GT2.0 at Goodwood.  Hahnl and Koch came in 2^nd and 4^th in class in their GTLs.

Hill/Gurney, Tourist Trophy, Goodwood, 1961. Courtesy Motorsport Images

The 1962 season opened with a significant development in that GTLs appeared in the U.S., works cars running at both Daytona and Sebring.  Jo Bonnier was at wheel for the 3 Hours of Daytona in February.  This was to be his second season driving for Porsche in Formula 1, but, as 1961 had been, it was to be very lacking in success.  That was the case too at Daytona, with the Bonnier/von Hanstein car dropping out with engine trouble after 70 of the event’s 82 laps.  The following month, #1013 (Bob Holbert/Gurney) and #1016 (Strahle/Barth) ran at the 12 Hours of Sebring.  There was a much better outcome this time, the cars finishing 1^st and 2^nd in the GT1.6 class, led by Holbert/Gurney.

Holbert/Gurney, class winning at Sebring, 1962. Courtesy Barcboys.com

At the Targa Florio, Scuderia SSS Republica di Venezia entered two GTLs.  Less well known than his Scuderia Serenissima, this team was founded and financed by Count Giovanni Volpi di Misurata.  As with his many other activities, Volpi sought to indulge his interest in cars/racing, at the same time promoting his home city of Venice.  Despite his base being about as far north and west as you can go in Italy, he had a particular interest in Sicily and its Targa Florio, run in the southwest extremity of the country.  Hence the Scuderia’s entries, beginning in 1960 with 2 Ferraris, an OSCA and a Maserati.  The following year’s entry included a Maserati T63 driven by local hero, Nino Vaccarella, (and co-driver, Maurice Trintignant).  Best placing in 1962 was #1013 driven by Hans Herrmann and Linge, 6^th and GT1.6 class winner.  Pucci and Barth took the sister GTL, #1018, to 10^th and 2^nd in class.  Strahle both entered and drove, (partnered by Hahnl), his GTL, #1002, though on this occasion he was forced to retire the car at half-distance with accident damage.

Left: class winning #1013; right: #1018 on Targa Florio

#1002 – on right with damage which caused black flag retirement

Six weeks later there were three GTLs taking the start of the 24 Hours of Le Mans.  #1018 and #1010 were works entries, for Barth/Herrmann and Ben Pon/Carel Godin de Beaufort respectively.  The latter car was out early with ignition trouble, but Barth/Herrmann ran strongly to finish 7^th overall and 1^st in the GT1.6 class.  Next up in class, and 12^th overall, was #1013, driven by Robert Buchet and Heinz Schiller for the Auguste Veuillet equipe, (Veuillet being the founder of Sonauto and, in 1951, the first driver to achieve a class win at Le Mans for Porsche).

Left to right: #1018, 1^st GT1.6, Le Mans; #1010, DNF; #1013 2^nd GT1.6

In the sphere of national standard events throughout the season, GTLs, showed both speed and reliability.  The model took victories in either the GT1.6 or GT2.5 class at the Coupe de Bruxelles, (#1010, Pon*); Hockenheim, (#1003, Koch); Spa (Hahnl); Trier (June) (#1003, Koch) and (August) (Linge); Achum (#1003, Koch); Norisring (#1003, Koch); Neubiberg (#1003, Koch).  There were numerous podium finishes for other GTLs at these and similar meetings throughout the season.  Meanwhile, in Sweden, Hammarlund continued to dominate the national championship, invincible, as in 1961.  *Pon was another GTL driver who also competed in a F1 Porsche, though his was a once-only appearance – at the 1962 Dutch Grand Prix, from which he retired, his 787 having sustained extensive accident damage.

Also of note in 1962, was Pon’s victory in the World Cup at Zandvoort in September and Chuck Cassel/Holbert’s at the 400 km Bridgehampton.  Cassel continued his exploits with a GTL on that side of the Atlantic at the Nassau Speedweek events at year-end, including the class win (GT2.0) for the venue’s version of the TT.

While the GTL in its launch form had been successfully maintaining Porsche’s track presence, two developments of particular significance were under way at Zuffenhausen.  Firstly, there was the creation of a new 356B 2000 GS Carrera 2, founded on a 1,966 cc capacity engine, designated 587, good for 130-140 bhp and with improved drivability in that maximum torque was available at lower rpm.  Secondly, the increased performance highlighted the comparative inadequacy of the car’s all-drum braking system.  Some experimentation with disc brakes had been made intermittently over the previous few years, primarily with Dunlop components, but the results had been unsatisfactory.  So a more concerted programme was initiated and this led to the availability of Porsche-designed/made discs in early 1960, and, as noted above, these were tried on #1001 at the Nurburgring.  The 356B 2000 GS was homologated in October 1962 and this enabled the GTL to be FIA class compliant with the 1.966 engine and the disc brake system.  Also embraced was a second version of the engine – 587/2 – which could be tuned to 170 bhp.

In the U.S. for the season-opening races at Daytona and Sebring in 1963, #1013, #1015 and #1018 were on hand.  #1013 and #1015 had been upgraded with the 587/2 engine and disc brakes.  ‘Local,’ Cassel, continued his association with the GTL and Bonnier was once again Stateside and, in #1015, he took a good GT2.0 class victory in the Daytona 3 Hours, whilst Cassel, (#1018), achieved the same outcome in the GT1.6 class.  Also at Daytona, once again, was Holbert, continuing his successful driving career in parallel with his business activities, primarily revolving around his Porsche dealership in Warrington, Pennsylvania.  Driving #1012 at Daytona he finished 2^nd in the GT2.0 class. 

At Sebring, works entries were for Barth/Linge in #1018 and for Don Wester/Holbert, (#1013).  #1015 was at the disposal Cassel and Don Sesslar, running under the Porsche Imports banner.  Over the 12 hours race duration, reliability was as good as performance, resulting in #1013 and #1018 being 1^st and 2^nd in GT2.0, with #1015 triumphant in GT1.6. In Sports Car Graphic, the close running of #1018 and #1015 was noted by reporter, John Christy:

Top: #1013, courtesy Bill Stowe. Lower left:#1018, courtesy Ed Watts. Lower right: #1015, courtesy Tom Bigelow.

At this point, further development back at the factory went well beyond the scope of the engine and brakes programme which had quickly shown its effectiveness on the GTL.  Porsche had readily appreciated since the latter part of 1962 that it would need something more radical than the GTL if it was to retain its competitiveness in the GT racing classes – threatened as that would be by new/improved rival models such as the Alfa Romeo TZ and the Abarth Simca 2000.  Thus, while the GTL would continue through 1963, the 1,966 engine and better brakes began also to be utilised in a new bodied, 718, RS61-based, ‘GS-GT.’  The two examples of this made – also known as ‘Dreikantantschaber’/DKS* – ran in parallel with the GTLs, from the Targa Florio onwards.  This model would serve as a steppingstone to the ultimate requirement, a mid-engine GT, which was realised in November 1963 with the initial presentation of Butzi Porsche’s rapidly-developed 904/Carrera GTS.  *This is the German name for a sharp, triangular-pointed scraping tool – the visual reference being to the ‘sharp’ form of the car’s nose/front end.

#1002 was once again in action at the Targa Florio.  Driven by Koch and Sven von Schroter, it finished 12^th, winning the GT1.6 class.  #1018, benefitting from the new engine/brakes, took Pucci and Strahle to an excellent 5^th overall, though they may have been disappointed not to have taken GT2.0 class honours – they being led home by the 356B Carrera 2000 GS/GT of Barth/Linge.

Left to right: #1002, 1st in GT1.6. Courtesy LATphoto.co.uk; #1018, Pucci/Strahle. Courtesy Vittorio Giordano;  2000 GS/GT, 1st in GT2.0. Courtesy Motorsportimages.com

The 2000 GS/GT was again top Porsche and GT2.0 winner at the Nurburgring 1000 kms, and Strahle’s #1002 shared with Koch was not too far behind, 10^th overall and 1^st in GT1.6.  #1018, this time crewed by Greger and Gunther Klass was retired as a result of a shunt.  This was one of many accidents, mostly attributable to the day’s weather which featured bouts of hail and sleet as well as plentiful rain.  A third GTL, entered by Scuderia Filipinetti, ran well in the hands of Hans Kuhnis and Schiller to 12^th overall, 2^nd in GT2.0.

July’s DARM meeting at Solitude was virtually a Porsche benefit event, and, although the overall winner was again a DKS – driven by Bonnier – the GTLs mostly had the better of the various other 356 types competing.  Three of the GTLs were equipped with 587/2 engines and finished 2^nd, 3^rd and 4^th in GT2.0 driven by Pon, Schiller and Koch respectively.  Linge was at the wheel of a GTL with the 1,582 cc 692/3 engine, and it was quick enough to power him to a comfortable GT1.6 class victory.  Bonnier is seen in the photograph below leading the GTLs in the race’s early stages:

For the German Grand Prix DARM support race at the Nurburgring, the 2000 GS once again took the overall win, Linge driving on this occasion.  2^nd and 3^rd were the 2.0 GTLs of Pon and Koch, respectively.

The final round of the World Sportscar Championship was run at the Bridgehampton circuit in the U.S. in September.  Of the two GTLs entered, #1017 driven by Sesslar and Cassel fared best – the drivers repeating their achievement of a class win as they had at Sebring early in the season, though in GT2.0 this time.  The second car, entered and driven by Herb Wetanson had a disappointing result – only 6^th in class.

In the December Bahamas races, Don Streeter and Mike Kurkijan were both active in multiple events.  Cassel also was on hand to drive his #1017, subsequently made available to Streeter.  Cassel and Kurkijan recorded a 1-2 finish in the opening TT race, but otherwise were not able to secure wins in any other of the races.

1963 had been a year of transition, the DKS cars taking over the lead Porsche GT race role from the GTL.  And, as noted above, the 904 appeared for demonstration to the Press at Solitude in late November.  The 100 units required for homologation were built during the first quarter of 1964 and examples began appearing on-track, at Daytona, in February.  As a consequence, GTL numbers at high profile events reduced considerably in comparison with the model’s prevalence in the previous three seasons.

At Daytona, the GT2.0 class saw a 1-2 for the works-entered DKS cars.  3^rd in class went to the GTL of Streeter and Kurkijan.  However, the two other GTLs run in the ‘Continental’ race failed to finish.  This proved to be a harbinger of something of a paradox for the GTL in 1964 – whilst it had previously shown excellent reliability, in this by-now well tested and sorted form, retirements became more common; at Daytona one car had an engine failure, with gearbox breakage affecting the other.

Cassel and Sesslar managed 2^nd in class (GT2.0) at Sebring, but the other GTLs, of Victor Merino/Jorge Torruellas and John Bentley/Lyle Witmer, both retired with engine failures.

From 1965, the GTL features in results records only for events of regional/local/club status.  Meanwhile, the 904 went from strength to strength.  Until its replacement by the 906, the 904 chalked up numerous victories and established the basic format that was to evolve through the 908/910 to the ultimate sports racing Porsche prototype – the incomparable 917.

The Lingotto Biscione and the Parella Scorpione

 

In considering Abarth Corse’s final racing season it’s necessary first to go back four years and understand the unfavourable market conditions that had begun to threaten the Corso Marche factory’s very survival.  1967 saw a big drop in demand for – and, thus, production of - Abarth cars.  This was not due to any shortcomings of the products themselves but resulted from the sales inroads made by other manufacturers who had introduced new sporting variants to supplement their previously more mundane model ranges. 

Abarth’s strategic response was well-considered and logical.  Racing activity would be stepped up.  For Abarth, even more competitive achievements such as the recent run of World Championships would support marketing messages stressing the products’ actual/race-proven sporting qualities – demonstrating that they were not just models with slightly more performance and a set of stripes.  Additionally, and as a very valuable short-term benefit, more racing leading to more victories would mean more win-bonus payments from Fiat, since the 1958 contractual agreement on this was still in force.  It has however been suggested that the agreement may, paradoxically, have been partly responsible for the Marque’s eventual demise.  The argument posited is that Abarth over-focused on the 595/695 models as these generally were the most likely to win events.  As a result, development of other model lines, such as the GTs, was comparatively neglected despite these being products that especially embellished the brand image/reputation and which tended to carry significantly better profit margins.

The 1300 OT (above) had been introduced in 1965, and once homologated for Group 4, became a convincing front-runner.  Victories and podium placings were soon forthcoming in the DARM, (German Automobile Circuit Championship).  Then, in the International Sports Car Championship, as early as the April round (3) at Monza, the OT driven by Anton Fischhaber/Ernst Furtmayr/Giancarlo Baghetti won the Sport 1.3 class.  Two months later, at the Nurburgring 1000 kms, Kurt Ahrens Jr./Johannes Ortner/Wolf-Dieter Mantzel/Furtmayr took the same honour.

1966 Nurburgring 1000 kms class-winning 1300 OT. Courtesy Motorsport Images

At Mugello, a 1300 OT took the class win with Luigi Taramazzo and Giulio Bona driving.  Alfio Gambero’s 1300 OT was 3^rd overall and class winner in the Coppa Citta di Enna.  Next it was Helmut Krause’s turn to take the 1.3 class victory at the Hockenheim Grand Prix.

Overall winner of the Nurburgring 500 kms was Ernst Furtmayr, and Johannes Ortner rounded off a terrific set of class wins for the 1300 OT with 1^st place at Zeltweg.

Furtmayr winning the ‘Ring 500, ©Veit Arenz

Thus, 1966 saw another Abarth series victory – taking the title in the International Sports Car Championship, Division 1, 1300 cc.  The new 1300 OT had quickly proven its capability and there had been good individual race, class-winning, contributions too from the 1000 SP, the 1000 Bialbero, the 1000 S and the 1000 OT. 

In 1967, the 1300 OT maintained its status as the Number 1 car in the Sport 1.3 class, with wins at the Targa Florio, Le Mans, Hockenheim (outright winning car), Mugello, Enna, Zeltweg, Ollon-Villars and the Nurburgring 500.  There were some good performances in the Prototype class too for the 1000 SP.  Yet another championship year for Abarth Corse.

Ecurie du Maine -entered, class-winning 1300 OT at Le Mans

As said above, 1968 was the season in which Abarth was seeking more wins, especially with those Fiat bonus payments in mind.  But the outcome proved to be largely one of disappointment.  Bad enough that this became the first season since 1962 that Abarth could not boast of a World Championship.  Individual race results too were uninspiring.  A Fiat Abarth 1000 S took the Sport 1.0 class at Monza, but the only other international grade victories were achieved at the Targa Florio.  The performance in Sicily was something of a compensation because Abarth cars won three of the nine classes contested – Sport 1.3 – Giovanni Rizzo/Stefano Alongi, Abarth Simca 1300 Bialbero; Prototype 1.0 – Francesco Patane/’Oras’, Abarth 1000 S; Sport 1.0 – Cesare di Belmonte/’Don Pedrito,’ Abarth 1000 OTS.

Class winners on the Targa Florio, left to right: 1000 S; 1000 OTS; Abarth Simca 1300 Bialbero

The policy of a more diversified models/more numerous entries approach referred to above became more evident as the 1969 season got underway.  At the Brands Hatch Six Hours, an SRT Holland-entered Abarth 2000 S ran in the hands of Gijs van Lennep/Toine Hezemans.  Launched in 1967, the 2000 S was a development of the 1000 SP and known internally as model SE04.  The mechanical configuration and dimensions were revised repeatedly as Abarth sought the optimum template for a successful customer race car model.  Results in 1967/8 were modest, but 1969, (and 1970), would see a good number of class wins/podiums.  To allow for competitive participation in the Sport category (rather than Prototype), a homologation-required quantity of 25 units was built in 1968/9 of the further development, SE10, version.

SE10 driven by Johannes Ortner on Volterra Hill Climb, May 1970.  © 2022 The Guitar Broker

The same car seen below when recently offered for sale by C Brody Investment Motorcars,
 Fort Lauderdale.   © 2022 The Guitar Broker

There would also be a SE014 version and a SE018 for Prototype racing:

SE014, chassis #001, sold by Bonhams in 2015 for £124,700. Courtesy Ultimatecarpage.com

SE018. Courtesy Berni Motori

However, whatever the success that these later developments would bring, the SRT car at Brands Hatch  showed that much work would be needed.  Qualifying only 21^st, it was a non-finisher. 

At Monza, for the 1000 kms in April, three Abarth models were deployed – another outing for a 2000 S, two 1000 S models and three 1000 SPs.  Although three of the cars retired, there were class wins for Ugo Locatelli/Maurizio Zanetti, 1000 SP (Prototype 1.0), and "White"/Umberto Grano, 1000 S (Sport 1.0).

Locatelli/Zanetti, 1000 SP at Monza. Courtesy Motorsport Images

The Abarth contingent for the Targa Florio amounted to 9 cars of which two were class winners, and in the Sport 1.3 class Corso Marche products filled the first four places.  Leading the way was the 2000 S of Bitter/Kelleners, 8^th overall and first in the Sport 5.0 class.  Winning the Sport 1.3 class was the 1000 S of Salvatore Calascibetta/Vincenzo Ferlito.

Targa Florio class winners. Left: 2000 S. Right: 1000 SP, courtesy Schlegelmilch 

Also seen on the Madonie circuit in 1969 were three more 1000 SPs, a 1300 OT, a 1000 OT, a 1000 S, and an Abarth Simca 1300 Bialbero.

Le Mans was not an attractive event for teams running Abarth models in 1969, and the only runner of note was an Ecurie Fiat-Abarth France-entered 1000 SP for Locatelli/Zanetti, although this did not last long, retiring after nine laps with ignition failure. The car has however been preserved in beautiful condition, as seen below, at the 2022 Chantilly Arts & Elegance Richard Mille Concours:

Le Mans-running 1000 SP # SE04/0047.  Courtesy Wouter Melissen

1969 also saw the launch of an evolution of the OT 1300 /124 Scorpione.  This model, was based on the Fiat 850 chassis, but with a coupe body styled and built by Carrozzeria Francis Lombardi.  Lombardi marketed its own version as the 'Grand Prix,' and there was another variant branded as OTAS-Turin.  The Abarth had the superior specification in terms of engine performance and chassis details.  These were further enhanced in 1969 with a re-designation as the 'Scorpione SS.'  With notably good handling and power up to 88 bhp, the model had plenty of race potential.  However, with very few produced, coupled with growing uncertainty about Abarth's ongoing viability, especially its racing activities,  Scorpiones were little seen on the competition scene of the times.

Scorpione SS (pictured in 2014). Courtesy David Grant

1970 was to be the last full season in which Abarth Corse would be active.  Initially, there was plenty going on.  A definite highlight was the new SE018, a more compact, lighter Abarth 1000.  In this period there had been an ongoing internal contest between Carlo Abarth and Mario Colucci, his Chief Engineer/Designer, over how the cars should be configured.  Colucci was keen to execute the pure racing sports/prototypes as mid-engined machines, whereas Abarth favoured the rear-located solution which had brought him so much success over the previous twenty years.  By the turn of the new decade, he had prevailed and the SE018’s attributes included the progressive handling characteristics conferred by the rear mounting of the power unit.  However, the other new-for-1970 car, the 2000 SE019, could be delivered in either mid or rear-engined form!  Shown below is an example of the SE018, the rear location of the power unit being very evident from this angle.  This car is chassis #015, offered for sale by Bonhams in March 2015 with an estimate of £90-120,000; (withdrawn prior to the auction).

S 1000, #SE018/015. Courtesy Bonhams

As recounted by Asmonzaracing, a SE019 of the mid-engine, (‘entrobordo’) type featured in a head-to-head battle with the outboard engine version – ‘fuoribordo ‘ – at Mugello in July 1970.  The race was won by Arturo Merzario driving a fuoribordo with Kinnunen second in an entrobordo.  Below, on the left, is a contemporary photograph of Merzario in the fuoribordo, (with Carlo Abarth directly behind the car), while to the right, an entrobordo is pictured at Imola in 2019:

Left: SE019, Merzario. Courtesy Giorgio Nada Editore; right: 'Entrobordo. Courtesy Andrea Sofia

There were nine Abarths entered for the Targa Florio.  Heading the contingent was a pair of factory-run 3000 SPs for Arturo Merzario/Johannes Ortner, and for Mario Casoni/Jonathan Williams.  The latter car was damaged in practice and unable to start the race, whilst the other managed only two laps before succumbing to gearbox failure. More positively, 2000 S SE10s were 1^st and 2^nd in the Sport 2.0 class, an SE04 1000 SP won the Prototype 1.0 class, and a Scuderia Pegaso 1300 OT took victory in the Sport 1.3 class.

In addition to The SE019s, the racing models launched by Abarth in 1970 were:

 

Fiat Abarth 1000 TC Radiale Berlina Corsa:  Responding to further revisions of the FIA’s definition of racing classes in the ‘Appendix J’ of its International Sporting Code, this version of the 1000 TC was specified to comply with the Group 2 rules.  This was for ‘special touring cars’ with a homologation requirement of at least 1,000 units/year.  The regulations were helpful in so much as they allowed Abarth to utilise the Radiale head.  (This featured combustion chambers of a form embodying two overlapping hemispheres.  This promoted more efficient mixture charging/combustion.  On the 1 litre engine, the Radiale head was good for a 27% power increase, to 108 bhp.)  It had been seen previously in 1966 for Group 5 classes allowed in England and France.  The widespread accommodation in 1970 of such a specification was a clear benefit to Abarth.  Ongoing development saw power further improved to 112 bhp, and, coupled with the low weight value of just 583 kgs, competitive performance was assured.  It was certainly good enough to secure the title for Abarth of Division 1 of the European Touring Car Championship, with class wins at five of the nine rounds.  Johann Abt was 2^nd in the drivers table to Toine Hezemans, who, though earning his championship-winning points mainly by driving an Alfa Romeo 2000 GTAm in Division 3, also drove a 1000 TCR at the Zandvoort round.

1000 TCR of Johann Abt, Salzberg, 1970. Courtesy Mad4Wheels

1000 TCR Berlina Corsa engine installation.  ©2022 Revs Institute

Fiat Abarth 695 SS Assetto Corsa Series 3: Whilst the 1000 TCR represented a culmination of upgrading/improvement to the 600-based berlinas, the 695 SS Assetto Corsa Series 3 embodied the same summation for the variations on the 500 theme.  That Abarth at this point was every bit as concerned with marketing as with engineering, is indicated by the range of variants concurrently offered: 595, 595 Competizione and 695 SS Assetto Corsa.  It was also possible to have post-sale conversion to uprate the engine with a Radiale head.  However, the SS Assetto Corsa boasted at least 38 bhp on 520 kgs, so was a capable front runner.

695 SS Assetto Corsa. Courtesy Bonhams

695 SS Assetto Corsa engine bay. Courtesy Bonhams

By May 1970, the number of 695 SS cars to be seen on-track had become substantial.  At the Trieste-Opicina hillclimb, for example, six ran in the 700 class, with Cesare Garrone taking the win.  At Imola the class win went to Antonio Leone.  At this event there was some competition for the 695s, a BMW 700 CS running in the same class.  Otherwise, throughout the season, the Abarths had the 700 class almost completely to themselves. 

As said at the outset, the late Sixties had brought much pressure for Carlo Abarth, especially in terms of sales and the related existential issue of corporate solvency.  The latter concern was not helped by the more extreme aspects of Carlo’s search for the higher racing profile intended to secure increased sales revenues by enhancing the appeal of the normal production cars.  There were two such aspects and both not only drained funds but also distracted attention from customer-sales-related operations.  Firstly, there was the T140 Sports Prototype project initiated in 1966 and founded on the creation of a six litre V12 engine.  A chassis for this was built, and testing became intense during 1967.  However, quite abruptly, the FIA revised its definitions of the Group 5 and 6 categories relevant to the World Sports Car Championship.  Whilst the main thrust of the changes was to introduce a 3 litre engine capacity limit, provision was eventually made for 5 litre engines, but subject to a homologation requirement of 25 built examples.  Having invested much time and money in the project, Abarth had to face up to the reality of his situation, one in which he lacked the resources which permitted both Porsche and Ferrari to meet the homologation requirements and subsequently contest the World Championship with their 917 and 512 5 litre models in 1970-71. 

As if the T140 project was not enough to be going on with, a 3 litre Formula One car had also been under development.  Whilst not very much has been written about this, we do have an interesting account from Jonathan Williams in his autobiography, Shooting Star on a Prancing Horse.  Finding himself no longer wanted at Ferrari, Jonathan had a meeting with Carlo in late 1967/early 1968.  Jonathan was invited to be the driver of a ‘secret’ Abarth Grand Prix car.

I was given a tour of the factory and saw ‘my’ F1 car.  It was a Cooper style space frame with a 3 litre V8 engine.  This was when everyone was moving to monocoque chassis.  I knew right away that it wouldn’t be competitive, but I would never find out.  During the next few months, little if any work was done on the car, and it was eventually shelved and the project abandoned.

 

There are several accounts by people who interacted with Carlo which attest to his tendency towards arrogance and inflexibility.  To a degree, these sorts of trait would have been key to the character that enabled the man to have a singular sporting/engineering vision and the energy/resilience necessary to establish and grow a business in a competitive milieu.  Such a personality may have difficulty in evolving a changing operational outlook in response to a company’s developing size and scope of business.  In such circumstances, it is often the case that there is a natural successor with the mindset required.  And, perhaps as the ideal, this has often been realised by a son/daughter, likely aligned with the father’s core values, but able to contribute a new dynamic to their delivery.  In Carlo’s time, this would be the vocation for a son, but there was none.  It has been suggested that Carlo may have looked upon Peter Schetty as a surrogate for the role.  In his late twenties, Schetty’s prowess as a driver was backed up by a formal engineering training at university and a naturally confident manner stemming from his upbringing in a wealthy business-owning family.  Like Abarth, he was highly accomplished in carrying out vehicle testing, analysing results and planning developments.  But, ironically and unhappily for Carlo, Peter was perhaps too good – his reputation being sufficient to prompt Ferrari to headhunt him.  Thus, he left Abarth to work at Maranello, where in 1971 he took over the management of Scuderia Ferrari, securing the World Championship for Makes the following year in very convincing style.

 

As 1971 dawned for Carlo, his attention could not be exclusively focused on the new cars that would represent the Marque that season – he had also to find a means by which he would have the wherewithal to continue the enterprise through to 1972.  His options were however severely limited and, eventually, he would not be able to find an alternative to a sale, lock, stock and barrel, to Fiat.

 

Meanwhile, there were new cars to be launched which had the potential at least to bolster Carlo’s asking price as a result of renewed on-track success.  Whilst the ambition – perhaps disastrously overreaching – of the T140 had come to nothing, Abarth remained keen on seeking the prestige associated with running in the larger capacity prototype form of sports car racing.  Thus, two new 3000 Sport Prototipos were presented to the Press in February.  The 365 bhp 2968 cc V8 engine had by then been through five years of development, including enlargement from its original 1978 cc displacement.  For 1971 there was a circuit racing version – SE020 – and a hill climber, SE022.  Although there were some serious issues of potential competitiveness, at least at this point the question of engine location on both cars – and the 2.0 SE021 – had been resolved: mid-engined, as had become the general convention by then, as well as validating Ing Colucci’s philosophy.  These cars are sometimes referred to as Sports Spiders.  The SE021 is considered a significant model as it benefitted from the increased influence of Enzo Osella, (who had first worked for Abarth in the early Sixties), and Antonio Tomaini, both of whose status within the Abarth organisation had been revised and uprated.  Its success was confirmed when it took third place in the 1971 season’s European Championship.

 

A major issue for the SE020 was the Abarth V8’s power disadvantage against the competition.  At a very simple level, the relevant classes were restricted to 2 and 5 litres, so any 3 litre, however good, was bound to have a significant power deficit.  As to other 3 litre cars, the flat 12 in the Ferrari 312 PB delivered almost 100 more bhp.  The Alfa Romeo T33TT3’s V8 was capable of over 400 bhp, as was the Matra MS12 V12.  Even the less up-to-date Porsche 3 litre flat 8 was a little more powerful.  To make matters worse, even the relatively modest 365 bhp of the Abarth unit was more than the transmission had been designed for, and reliability thus came into question.

 

Abarth recognised that both performance and quality concerns were affecting customer confidence.  To overcome this, he decided to consolidate a specialist motorsport customer-support orientated division in the style of Alfa Romeo’s Autodelta.  Also responsible for running the factory cars on-track, Osella was publicly announced as the manager of this new operation, the Abarth Reparto Corse.

 

At Monza, in April’s 1000 kms, an SE10 2000 S driven by ‘Pal Joe’ and Romolo Becchetti won the 2 litre class, though there were only three other Sport 2.0 class cars contesting the race.

SE10 of ‘Pal Joe’/Becchetti at Monza. Courtesy Motorsport Images

SE021 2000 SP of Arturo Merzario, Imola (European 2.0 Championship)

Seven Abarths started the Targa Florio, but only two were finishers.  However, these, both 1000 SPs, came in 1^st and 2^nd in the Prototype 1.0 class.

Also new for 1971 were: 

1300 Sport Spider.  This was in effect an SE021 with a 190 bhp version of the 1289 cc engine.  It maintained the Marque’s reputation for being able to dominate the 1300 class of the Italian national championship.

1300 Sport Spider. Courtesy Bonhams

Autobianchi A-112 Abarth Berlina Series.1.  The Abarth version of the A-112 was in development soon after the standard car’s launch in 1969.  That development process straddled the sale of Abarth to Fiat and in several ways does not seem to be typical of the Marque.  It was, however, a significantly upgraded machine, with engine power 35% up on that of the standard car.  Eventually it would receive further modification, with consequent power increases, in the guise of a Fiat rally ‘special.’

Autobianchi A-112 Abarth Berlina (prototype example)

Fiat Abarth Formula Italia.  This, again, was a project which though begun whilst Abarth was still independent, did not really emerge in public until after Carlo has completed the corporate sale.  The car – SE 025 - provided a ‘junior’ format allowing drivers to compete in identically-specified single seat, open wheel machines.  The series was crucial to the establishment of the careers of several Italian drivers who would make it to Formula 1, including Ricardo Patrese, Michele Albereto and Bruno Giacomelli.  The tubular chassis was the work of Abarth’s Ing. Colucci and it remained the Formula’s control chassis until 1979, when it was replaced with a Lancia Beta-based, transverse engined, semi-monocoque.

Fiat Abarth Formula Italia, (SE 025). Courtesy Bonhams

With Carlo preoccupied with negotiations with Fiat, it is perhaps not surprising that there was no Abarth representation at the rounds of the International Championship for Makes after the Targa Florio.  Those negotiations did not look likely to succeed for quite some time, Carlo Abarth seeking to be uncompromising despite the underlying weakness of his position.  However, his partner from the time of the company’s formation, Carlo Scagliarini, who enjoyed a good relationship with Fiat’s commercial director, intervened, and, through an intense period of discussion, was able to broker an agreement which was finalised in July.  Abarth’s third wife, Anneliese, has provided insight relative to the standing of the Reparto Corse in the negotiations:

Fiat had immediately declared that it was not interested in the Reparto Corse.  Carlo Arbarth then turned to Enzo Osella, before formalizing the sale to Fiat, so that he could take over all the equipment of the Reparto Corse, granting him payment in instalments as long as his name continued in racing.  In addition to the equipment and the cars, a dozen of the best mechanics went to Osella, (another 30 were hired by Fiat), Antonio Tomaini and, among the drivers, Arturo Merzario and Domenico Cedrati ‘Poker.’  The transfer of all the equipment of the Reparto Corse to Osella took place during the closure of August.  With the ex-Abarth material, Osella formed the ‘Osella 1972’ Scuderia. 

The sale of Abarth to Fiat was made public in October 1971.  As a result of Osella’s activities, there was the appearance of ongoing Abarth race car development, underpinned by an important measure to address the transmission reliability problems that had recently been experienced.  The situation was addressed by the simple expedient of substituting a Hewland ‘box for the Abarth unit.  With the adoption also of fuel injection and a resulting increase in power from the 2.0 engine, the SE021 in 1972 form was good enough to win the European Championship. 

For a while, Carlo remained involved on a consultancy basis, though it must have been difficult for him to accept a situation where he no longer had autocratic power and would have to defer to Fiat management as a generality.  Eventually he retired, leaving Turin and relocating to Vienna.  He died in 1979, just short of his 71^st birthday.  Today the Abarth name enjoys a renewed currency as an overtly sporting brand of Fiat, and his personal achievements are very well celebrated by the Carlo Abarth Foundation.