The Fiat 850 Coupe's Glamorous Cousin

As said in the Do Look Back post, ‘Small but Perfectly Formed,’ with the advent of the 1960s, Moretti transitioned from an automotive manufacturer to an ‘enhancer,’ upgrading Fiat mainstream products with, mostly, aesthetic improvements – though some mechanical upgrades were also available at customer request.  Given Moretti’s previous affinity with the sports car sector – the 750 Gran Sport being obvious testament to this – it’s not surprising that the marque took a keen interest in the Fiat 850 Coupe at its ’65 launch.  With a powertrain specification different from the saloon model, the Coupe’s engine, running on a Weber 24/32 or 28/36, delivered 47 bhp with 59 Nm torque, enabling it to be ‘sporting’ enough for the era on a kerb weight of 725 Kg.  For anyone wanting more urge, the factory would arrange tuning by Giannini, resulting in an additional 50% bhp.  And the ‘look’ was good too, with in-house styling led by the father and son Boanos.  So, it was felt that a profitable niche market sector opportunity existed for a Moretti-bodied/badged version for customers valuing a measure of exclusivity.  The resulting car was styled by Dany Brawand who had become familiar at the Grugliasco factory while working for Micholetti (and moonlighting) prior to joining the Moretti business on an official basis in late ’65.  The Tipo 100G, named ‘Sportiva,’ was unveiled at the Turin Show in early November ’65.  It is therefore likely that Brawand was working on the design much earlier in the year as a personal job while still employed by Michelotti – it was Michelotti’s discovery of such moonlighting that prompted him to fire Brawand.

Production and sales of the ‘Sportiva,’ model S, began in ‘66, with pricing ‘from’ 1,095,000 lire (about) £635.  A ‘SS’ model with 50 bhp and 62 Nm torque was also offered, this being priced at 1,350,000 lire.  Two cars with ’66 attribution are present on the Moretti Registry - #0524208 and #0636135.  A photograph of that second car, seen below, shows that head on, there was a hint of Corvette about the early Sportiva front end:

#0636135 Courtesy Moretti Registry

Whilst much has been written about the generally pleasing aesthetics, including favourable comparison with the Fiat Dino, the front panel/nose profile/headlighting has been the subject of some criticism.  One objection is to the bluff front panel, unrelieved by any aperture/grille, not functionally necessary of course with the rear engine location.  Also apparently disappointing to some eyes is the modest headlighting – it being suggested that a ‘sporting’ character would have been better indicated by a four lamp array, and that this too would have helped counteract the bland vertical plane of the front panel.  Moving to a 3/4 or side view, adverse comment has been made about how the leading edges of the front wings interact with the front panel, with the charge that there is no harmonious flow in how these components come together.  The disjointed  character is emphasised by an abrupt change of plane in the front wings above the leading edge of the front tyres, (circled in the photograph below).

#0677840 Courtesy Vintagesarasota (BaT)

This infelicitous aspect of the car was resolved by the ’68 facelift which created the ‘S2’ model, as seen in the example below:

#1445000 Courtesy Moretti Registry

Although some critics have suggested that the rear of the Sportiva S is plainer than the curvaceous front might lead you to expect, the various elements seem to me well matched and blended.  The engine deck lid is the main component, the upper surface of which is well relieved by the five groups of (10 each) cooling intake slots.

#100G-1084286 Courtesy Moretti Registry

The full width, wraparound rear bumper and circular tail lamps (standard Fiat items) are unfussily styled and work well with the rear panel and wings.  Two distinctive points to notice – the additional length of the side elements of the bumper, required by the Sportiva’s greater measure of overhang, and the central, twin hemispherically-capped licence plate lamp bulb arrangement, (Fiat versions using a single, lozenge-form element).

Courtesy Moretti Registry; Car and Classic

The Sportiva was badged, 1) Script ‘FIAT MORETTI’, chrome with black or deep red ground, mounted centrally on front panel, (with chrome ‘whiskers’ running either side to the headlamp apertures); 2) ‘MORETTI,’ chrome, red and white castellated shield crest over rectangular ‘MORETTI TORINO’ script with chequer pattern, mounted on the front wings between the trailing edge of the wheel arch and the leading edge of the door aperture; 3) ‘MORETTI’ and ‘FIAT 850’ or ‘850 Special’ chrome script badges on the rear panel.

Courtesy Rajveteranu.cz; Kristoj (BaT); OldMotors.net

For the SS model, a signifying chrome script badge was added, usually between the ‘FIAT 850’ script and the right hand rear tail lamp.  See below; #0524208, for example.

Courtesy Moretti Registry

Inside the Sportiva, a Moretti crest was usually to be seen on the gear knob, horn button and dashboard, (central, above the centre console). – see below:

Courtesy Kristoi (BaT)

Nardi steering wheels were a popular choice for Sportivas – both black and wood rimmed, some signed on the right hand spoke, and some with a Nardi badged horn button.  An alternative was the Ferrero two spoke model.

Courtesy Wikiwand; ClassicVirus.com

Standard road wheel rims were 12” (145 width tyres) either Borrani wires or Cromodora alloys.

Courtesy Car and Classic; Kristoi (BaT)

For ’68, an additional version became available.  At 1,500,000 lire, the ‘1000 Sport Coupe’ offered an appreciable enhancement of performance capability thanks to the additional capacity (139 cc), a Solex 34 PBIC carburettor, (in place of the Weber), and increase in the compression ratio from 9.2:1 to 9.5:1.  The result was 62 bhp, enough to reduce the 0-60 mph time by 3.4 seconds.  At the same time, the base model was re-designated ‘S2’ and upgraded with a substantial styling facelift to the front end bodywork and lighting, as illustrated above by #1445000.  At the car’s rear, a more subtle revision was that to the engine decklid with four groups of cooling intake slots as opposed to the five on the original design.  An ‘S2’ badge was added to the rear quarter panels.

S2 Courtesy Kristoi (BaT)

 

One of the fundamental compromises for the Sportiva was the lack of any +2 seating.  Where, on other such cars, there might have been some semblance of seats that might accommodate small children, the Sportiva had just a luggage storage area between the engine compartment and the seat backs.  This was largely due to the lack of boot space ahead of the cabin, this being taken up by the spare wheel which could only be mounted horizontally in what was a shallow void.  Moretti sought to address this limitation of the Sportiva’s appeal by creating a four seat version, named S4 and first-shown at the ’69 Turin Show.

Sportiva S4 as shown in a Moretti range leaflet

The S4 sold to those liking the basic concept of the Sportiva whilst wanting more interior room, but its looks must have been a significant deterrent to a broader appeal.  Although the model was launched after the S2, it had not adopted the latter’s more aesthetically successful front end.  Also less pleasing was a top heavy impression given by a disproportionately ‘tall’ glasshouse coupled with seemingly too-small wheels.  The rear quarter panels too appear ‘odd,’ as does the shape of the rear side glass.  Notable is the use of an S2 type engine deck lid and six elements tail lamps. 

Two examples of the S4 appear on the Moretti Registry, #1266944, below, and #1282958, lower below, both ’70:

In regard to both the S and S2 variants, ‘Special’ was added to the nomenclature, (and indicated by a rear panel-mounted badge), in some instances, but clear documentation of what specification upgrades gave rise to this designation is not available.

 

A convertible version of the Sportiva was marketed in 850 form initially, subsequently as an SS and finally in 1000 guise.  Very small numbers were made and there are no examples on the Moretti Registry.  I have also been unable to find details of a convertible Sportiva being sold in recent times.

 

Even at the beginning of the Sportiva’s production run, Moretti had turned its attention for future model lines to the new Fiat products – ultimately with a revised drivetrain format - which would emerge in the second half of the Sixties.  Initially, this saw Brawand drawing a coupe body for the Fiat 124 chassis and this resulted in both 5 seat and 2+2 versions introduced in ’66.  Within short order, the larger Fiat 125 was used as a basis for another new Moretti, titled GS 1.6.  Then, in ’69, Moretti presented its coupe version of the 128, especially significant in view of its front wheel drive layout, breaking with the rear engine configuration with which it had worked for so long.  The phase in which the company had created a coupe on the Fiat 850 saw justified respect for its product, with the Sportiva widely admired – especially in its S2 form – for its looks and general character.  It is usually given that Moretti built about 300 Sportivas and that 52 of those were of the S2 type.  Final sales occurred in ’71.

Abarth's 912 - the Mono Mille GT

The transition of Abarth’s GT models from the Zagato collaboration 750/500/700/850 variants to the Abarth-styled, Beccaris-bodied Mono Mille is covered in my earlier post, More Magic from Corso Marche.  Of particular significance was the emergence of the Bialbero version of the Fiat 600-derived  engine, (Tipo 221), featuring in the Zagato bodied 750 Record Monza from early ’58, (along with the Tipo 222 695 cc version for the ‘700.’)  Through the following year and early 1960, further twin cam model variants appeared: Record Monza 850 and 850 and 700 GTs.  Meanwhile, Carlo was energetically at work in a period of change which encompassed the recruitment of Mario Colucci, negotiation of a ‘divorce’ from Zagato, establishment of a revised, ‘closer-to-home’ body styling/building capacity, and prospecting for a new manufacturing partnership to complement the ongoing arrangements with Fiat.

Having Mario Colucci on hand with his extensive range of skills and expertise was a key element in Abarth’s plan to gain control over the cost, productivity and quality aspects of body manufacturing for the marque’s GT models.  Carlo appointed Colucci as his manager of the Mechanical, Chassis and Bodywork Departments.  In regard to the latter specialism, Colucci’s abilities had been clear to see during the collaborative Alfa Romeo-Abarth 1000 project of 1958, (while he was still employed at the Milan marque’s Portello factory).  So, as soon as Colucci was in place at Corso Marche, he was tasked with reviewing and improving the new GT model's styling proposal already provisionally established in-house.  This had been based on the existing Zagato model and Carlo not only wanted a measure of aesthetic enhancement, but also a means of demonstrating that the new design was distinctly Abarth’s.  This second consideration was important for commercial and legal reasons, Zagato being put out by Carlo’s decision to end their partnership and likely to complain that what we today term their intellectual property had been stolen from the Carrozzeria by Abarth.  There was indeed a substantial dispute, but no legal action.  Indeed, in 1960, when the 1000 GT body was judged worthy of the Italian Association for Industrial Design’s annual “Compasso d’Oro” prize, it was awarded to Ugo Zagato.  In unusually conciliatory mode, Carlo chose to bite his tongue and not protest and ventilate the actual provenance of the new car’s design. 

With Zagato located 150 miles distant from Corso Marche, Carlo found that it was difficult for him to intervene on a day to day basis in order to resolve practical issues of productivity and to chase for the completion/delivery of bodies.  His view was that whilst he had understanding and command of all the involved automotive-making business practices – engineering, manufacture, aesthetics, finance and marketing – at Zagato they were over focused on the aesthetic element at the expense of the other areas of activity.  And in regard to manufacturing, Abarth found it necessary to be persistently complaining about the quality of Zagato’s work.  It’s fair to say that Ugo and Elio Zagato were sympathetic about the issue, even going to the extent of quietly engaging the small carrozzeria, Corna, (which had made the 700 and 850 Bialbero coupes of '59), to build the initial batch of 1000 GT bodies.  By virtue of the firm’s size and reputation, and given that it was located close to Abarth, it was hoped that these would meet Carlo’s quality expectations and that by observation of Corna’s working practice, Zagato’s own could be improved to the benefit of future production.

An alternative account of the Zagato/Abarth dispute as a tactical matter has been published on the Berni Motore website, loosely translated: Corna acted as a subsidiary of the Zagato body shop when it couldn’t meet Abarth’s requests due to too many commitments, (and the cars) were called ‘Corna Berlinettas.’  At the end of the work, the ‘Corna Berlinettas’ had the Zagato ‘Z’ badge applied to the front wings.  Zagato duly claimed a royalty on the bodywork design.  Carlo Abarth objected to this, so he barred application of the badge and refused to pay the royalty.  This irritated Zagato and a row ensued that ended the collaboration.  Abarth decided to go ahead alone, but he couldn't do it with Corna because of the Carrozzeria’s relationship with Zagato.

Whatever the reason for the Abarth/Zagato split, the new GT model bodies were a key consideration for Abarth in managing its capacity for production of the completed cars and ensuring that manufacturing costs incorporated minimum-possible wastage.  It was important to guard against loss of available working space within the factory, yet this was a problem always lurking in the wings because of the nature of the Bialbero version’s target market.  This was mainly composed of amateur racers – a cohort which was notorious for responding impulsively to fads.  Thus, if a particular car unexpectedly started being a serial winner, drivers would often believe that it possessed some new magic and flock to its maker with a request for soonest-possible delivery of a car to the same specification.  Add to this the seasonality of motorsport, the not infrequent unplanned need for a replacement car because of a write-off shunt, and the volatility of funding, (mainly through sponsorship), and it is not surprising that orderly production planning and flow is an ongoing challenge for any constructor.  In addressing these issues, Abarth had perceived how helpful it would be if a road car version of a racing model could be coincidently produced, allowing any dips in demand for the racer to be covered by simply upping the number of stradale versions coming off the line.  So here was the dividend of the Bialbero and Mono Mille bodies being identical.  And with the option to create a ready availability of the single cam version, Abarth anticipated the commercially successful feat Porsche achieved in the early years of the 911 by introducing the four cylinder 912.

The difference in price was substantial.  The Mono Mille was offered at around £1150, whereas the Bialbero had a price tag of approximately £1670, (both figures variable according to options – for example, many Mono Mille buyers liked to specify Campagnolo or Cromodora alloy wheels).  Basic details for comparison:

Mono Mille (Tipo 110)		Bialbero (Tipo 130)
Engine type/BHP	#210/60 @ 6000 rpm	Engine type/BHP	#229/91 @ 7100 rpm
Carburettor	Solex 32 PB 1 C	Carburettor	Twin Weber 36 DCL 4
Gearbox	4 speed	Gearbox	4 speed – 5 speed (’63)
Final drive	4.3:1	Final drive	4.75:1
Weight	560 kg	Weight	570 kg
Top speed	106 mph	Top speed	127 mph (130mph ’63)
0-60 mph	Approx 9.7 secs	0-60 mph	5.7 secs (late 5 speed version)

The ‘Scorpione,’ Beccaris-built first version, Tipo 129, engine Tipo 210, was finalised in April ’61 and shown publicly at the Frankfurt show in September, and Turin in October, of that year.  A power output of 60 bhp was claimed, and weight quoted as being 560 kg.  In comparison, the 1000 Bialbero (ES-01) had been launched the previous year with 91 bhp and around 20 kg more curb weight than the Scorpione.  But, at around £1100, the Scorpione was 30% less expensive than the Bialbero.  With the Scorpione, Abarth possibly provided Porsche with the idea for the ‘entry/affordable’ 912 model once the 911 had replaced the 356. 

The Abarth/Beccaris body seen at the Turin Motor Show was Bialbero-engined and carried the Carrozzeria Abarth badge.  In comparison with the Zagato bodied Record Monza, its main distinguishing features were that the engine decklid incorporated a horizontal rectangular air intake aperture with hinged flush cover; below this was a series of louvre slots, (18, in two columns of 9), (as seen on the Abarth Porsche GTL), replacing the large central air intake scoop; vertical mounted/faired headlamps; central elliptical air intake aperture low in the front panel, (necessary for the front radiator demanded by the cooling requirements of the twin cam engine), and reprofiled, (with much reduced curvature of the rear screen), rear windows.  In this configuration, but with a louvre-less, (but propped open), rear engine decklid anticipating the ‘ducktail,’ #8948, race #8, was victorious at Sebring in March ’62 in the hands of Bruce McLaren driving for Briggs Cunningham.

According to the Abarth factory internal list of models/updates, distinct versions of the Mono Mille and Bialbero were as follows:

 

~1            01-1960     Fiat Abarth Bialbero Coupe Corsa Series 1
~2            04-1960     Fiat Abarth Bialbero Coupe Corsa Series 2/Monomille Scorpione Beccaris
~3            10-1960     Fiat Abarth 700/1000 bialbero Corsa Beccaris
~4            04-1961     Fiat Abarth Monomille Scorpione Beccaris
~5            10-1961     Fiat Abarth 1000 Bialbero GT Coupe
~6            05-1962     Fiat Abarth 1000 Bialbero GT World Champion
~7            05-1963     Fiat Abarth 1000 Bialbero GT Coupe/Fiat Abarth Monomille GT Coupe
~8            09-1963     Fiat Abarth 1000 Bialbero GT Longnose Series 1
~9            01-1964     Fiat Abarth 1000 Bialbero GT Longnose Series 2

 

This list has been published in Sergio Seccatore’s Abarth, The Scorpion’s Tale.  Also reproduced in the book are these relevant profile drawings:

Significant features of these variations include: 

~1    (ES01)  This is essentially the Record Monza body, still made at Zagato, or, perhaps at Corna.  Vertically mounted uncovered headlamps, large Scorpion crest on front panel, no central, elliptical aperture.  Weight – 585 Kg.  91 bhp.

~2   (ES01)  Body modifications away from the ‘pure’ Zagato style, especially engine decklid, covered/faired headlamps and reduced rear screen curvature.  Appearance of the Carrozzeria Abarth badge.  On the lower front panel, the Scorpion crest badge is relatively large and there is no elliptical aperture below.  Slightly lighter, and 124 mph top speed.

~3    (Tipo 129) Bialbero.   Front panel featuring an elliptical air intake aperture with a large Scorpion crest mounted centrally over the aperture, (and sometimes, e.g. #0293, between the aperture and the leading edge of the front bonnet panel).  Covered, faired headlamps. Flat rear screen with larger rear side window glasses.  127 mph top speed.

~4   (Tipo 100/ 129)  Mono Mille Scorpione has conventional small corner bumpers, front and rear, a feature never seen on Bialbero models.  On some cars, e.g. #100-249940, the rear bumper is more substantial and as mentioned below for the later version, (~7). Scorpion crest on front panel.  Rear radiator, 60 bhp and top speed of 106 mph.

~5    (Tipo 130S)  In comparison with the earlier Bialberos, ~1 and ~2, the late ’61 version benefitted from bigger, sidedraft Weber carburettors – 40 DCOE in place of 36 DCL4 - and introduction of a 5 speed gearbox.  Trailing edge of engine decklid, (now un-louvred), raised higher to create an enlarged rear aperture and increase the downforce-generating potential of the spoiler.  95 bhp, 130 mph top speed.

~6   (Tipo 130S)  A further increase in power - to 106 bhp.  Weight further reduced – to 545 Kg.  Top speed improved to 133 mph.

~7    (Tipo 129)  Bodies built by Sibona & Bosano (replacing Beccaris).  Bialbero with 104 bhp and 137 mph top speed.  Single cam car renamed simply to Mono Mille GT.  Carrozzeria Abarth badge on rear quarter panel below side window.  Where fitted, bumpers are more substantial – at the front running to just short of the intake aperture and to the number plate frame on the rear panel.  Retains 4 speed gearbox.  66 bhp, top speed – 110 mph.

~8    (Tipo 129)  Front clamshell in aluminium.  Nose profile extended forward.  Rear engine decklid with integrated trailing edge lip spoiler.  Wider wheels with arch extensions, especially notable on rear quarter panel.  Fasteners (2) mounted on side of the deck/rear quarter panel.  91 bhp, top speed – 129 mph.

~9   (Tipo 129)  Front clamshell in fibreglass and longer with more pointed profile/lower mounted headlamps.  Intake aperture also lowered.  Profile of engine decklid slightly revised with spoiler element altered and rear aperture enlarged  Fasteners (2) located on decklid trailing edge/rear panel.  Tyre widths revised to front 4.50, rear 5.25  104 bhp, top speed – 135 mph.

~4        Front bumpers, #100-249940:

(Matthew Jones ©2018)

            With additional higher bar:

          

(Courtesy Yutaka Yamagishi)

            Rear bumper, #100-249940:

(Matthew Jones ©2018)

~7        Front bumpers, #0381:

(Courtesy Bonhams)

Ducktail details:

’62 #0100-249940 Beccaris:

(Matthew Jones ©2018)

’63 #0380 Sibona & Bosano:

(Courtesy Fantasy Junction)

'63 #0381 Sibona & Bosano:

(Courtesy Bonhams)

Example Engine Bay:

’62 #100-249940 (Matthew Jones ©2018):

Example Scorpiones:

#100-249940 ('62) (Matthew Jones ©2018)

#112-8103 ('62) (Courtesy Bonhams)

#0353 ('63) (Tim Scott © 2012)

#9379 ('63) (Courtesy Bonhams)

Example GTs:

#0380 ('63) (Courtesy Fantasy Junction)

#0390 ('64) (Courtesy Gareth, BaT)

#0381 ('63) (Courtesy Bonhams)

Although the Scorpione and GT models were marketed as 'road cars,' leaving the Bialbero to fulfil the needs of customers desiring a machine machine, the single cam version was granted FIA homologation, effective January '63.  Below are 5 pages from the document set:

However, there was never any contemplation of the cars being supported as entries to serious Touring Car competitions.  Production volume was in case very modest, with some estimates being that around 100 were built, whilst other sources suggest that the number may have been as low as 25. 

The Mono Mille came to market in a period when a great deal of change – and at rapid pace – was taking place in the type/range of models emerging from the Corso Marche factory.  As the 1000 Bialbero and Mono Mille began to catch the attention of would-be buyers, so too did the products of the new collaboration with Simca, in the Abarth Simca 1300 GT, soon followed by 1600 cc and 2000 cc versions.  Meanwhile, with Fiat’s introduction of new 850 models and the Simca alliance withering, a new ‘family’ of GT Abarths evolved, beginning in ‘65 with the 1300 OT.  This glass-fibre-bodied model was homologated for Group 4 the following year and soon proved highly competitive and thus a sales success.  ’65 also saw the adoption of the Boano-styled Fiat Coupe body – more ‘boxy’ than the Abarth Carrozzeria-styled 1000 Bialbero/Mono Mille and Abarth Simca GTs – along with mechanical specification packages for higher performance in the form of the OTS, OTSS and OTR models.  A further development – reflecting the reaffirmed relationship with Fiat since Abarth’s adoption of the 850 chassis – was a new model for ’66 utilising a modified Fiat 124 engine, appropriately named the OT 1300/124.  By that point, Abarth’s small stradale coupes were very different in looks and construction from the post-Zagato-divorce 1000 Bialbero and Mono Mille GTs which had exemplified Abarth’s sporting spirit for the first half of the decade.