More Magic from Corso Marche

The end of the Fifties and the beginning of the new decade was an especially busy period at the Abarth Corso Marche factory. The 750 GT Zagato had been well-established and a range of variants of the type was continuously developed, embracing Street and Race models, four different engine capacities, twin-cam engine option and an entry-level (‘Sestriere’) model. The desire/need for ever-changing specifications was compounded by the FIA’s propensity at the time for redefining/restructuring its Sports/GT racing classes. When the FIA GT Cup championship was introduced in 1960, there were class divisions for engine capacities up to 500 cc, 850 cc, 1000 cc, 1300 cc, 2000 cc, 3000 cc, 4000 cc and 5000 cc. For the ‘smaller’ events, (GT cars only – no ‘sportscars’), the subdivisions by capacity were, 500, 700, 850 and 1000. The following year, these were revised to 700, 1000, 1150 and 1300, (hence Abarth’s adoption of the Simca 1300 platform for a new GT, with a 1300 cc Abarth twin-cam engine – (see here). However, the 1 Litre version of the 750 GT Zagato emerging in 1960 also benefitted from a twin-cam engine and would spearhead Abarth’s racing efforts as the new decade got underway.

The 500, 700 and 850 versions were however still competitive in 1960, and Abarth was placed first in the results for each of these championship classes. In 1961, class honours were taken once again in the 700 and 1000 classes.

In 1962, GT cars ran in the World Sportscar Championship. At the second round, the Sebring 3 Hours, Abarth 1000 Bialbero GTs entered by Briggs Cunningham finished first and second, with Bruce McLaren taking the victory. It was a strong showing for Abarth, with other examples of the model coming fourth and fifth. Main opposition had come from Austin Healey Sprites, but none finished on the same lap as McLaren.

#1128948-’62 Sebring 3 Hours winner  Courtesy Bonhams


That season the 1000 GT class featured in six of the World Sportscar Championship events – and Abarth was victorious in each and every one.  In addition to McLaren’s win at Sebring, the 1000 GT took the flag at Circuito del Garda, (Ludovico Scarfiotti), Avus, Berlin, (Roberto Jenny), Pergusa, (Giancarlo Scotti and ‘Pam’), Nurburgring 500 kms, (Eberhard Mahle), and Bridgehampton 500, (Bob Grossman).  (Abarth also scored a one-two at Bridgehampton in the overall classification with the Porsche-engined GTLs of Bob Holbert and Bruce Jennings).  Thus, Carlo Abarth was able to add the accolade ‘World Champion’ to his marketing/promotional materials and affix celebratory badges to his production GTs.


Gioacchino Colombo is best known for the engines he designed for Alfa Romeo and Ferrari.  His straight eight powered the Alfa 158/159 Alfettas to the Formula 1 World Championship in 1950 and ’51.  He followed this up with a 1500 cc V12 which was at the heart of much of Ferrari’s early success.  Subsequently, Colombo was engaged by Carlo Abarth to create a major upgrade, in the form of a new twin-cam (Bialbero) head, to the Fiat 600-based engine.  A purpose-tuned special version of the new engine producing 75 bhp, and installed in a Pininfarina streamlined body, enabled Abarth to achieve records in 1958 for sustained high speed running at Monza.   A production version of the engine, outputting 61 bhp, was initially utilised in the 750 model designated ‘Bialbero Record Monza,’ introduced in 1959.  The following year, with capacity taken up to 982 cc, a 1000 Bialbero version appeared, shortly after a prototype had, like its predecessor, taken new records at Monza.  98 bhp was claimed for the new car, and its effectiveness was promptly confirmed by a hill-climb victory within weeks of the launch. 

Though the 1000 GT was initially built by Zagato, the cars were not identified with the usual external ‘Z’ badge of the Milanese carrozzeria.  To oblige Abarth, in another break with past practice, the first batch 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.  As another gesture to indicate Zagato’s desire to restore confidence, newly-recruited Ercole Spada was delegated to be involved in styling the new Abarth model.  Spada was briefed to simplify the 750 body, and the result was good enough to see Ugo Zagato granted the ‘Compasso d’oro.’  Zagato was one of only 10 award winners, from an entry of 800 industrial designs that year.

From mid-1961, Race versions of the car featured a new body, built by Sibona & Basano.  Although some sources refer to a mid-‘62 interim model, built by Beccaris, and with a raised engine cover, S & B was responsible for the coachwork through to the end of production in 1964.  S & B crafted the first iteration of the ‘longnose’ (clamshell bonnet/wings) version in aluminium, but subsequently made use of its particular expertise as a pioneer of fibreglass construction with a further revision first shown in late ’63, which featured the front clamshell made with the new material.  By this stage, the engine output had been increased to 104 bhp. 

During the production run, there was considerable variation in the form of the engine cover.  The earliest version utilised the raised central scoop, giving the car’s rear section a rather bulky, inelegant outline.  This was followed by a simpler panel without the scoop, air ingress being facilitated by 18 louvres.  This form was subsequently modified by the addition of a transverse opening flap above the louvres.  This solution was eventually replaced by the ‘ducktail’ spoiler/full width gap design.

(Note: car illustrating the central scoop version is an 850 model.)

Although there was much to distinguish the 1000 Bialbero GT from the preceding 750 Zagato series in terms of body styling/construction, there were also mechanical innovations reflecting the model’s increased speed capability.  These included disc brakes and the adoption of a front-mounted coolant radiator.  Also significant was the introduction in ’62 of a five speed gearbox. 

Recently advertised/sold Abarth 1000 Bialbero GTs:

#0242 Courtesy Ruote da Sogno

#0268 Courtesy Fantasy Junction

Courtesy Supercars.net

#0286 (Longnose) Courtesy Bonhams

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