The Giant's Last Tiny Car - Fiat Abarth 1300/124 Scorpione

The October ’68 Paris Motor Show is probably best remembered for its hosting of the Bertone Alfa Romeo Carabo styling concept car’s debut.  All these years on, it is a design that still seems futuristic and is an example of Marcello Gandini’s best work.  Though its lines were comparatively restrained and it housed a far more mundane engine than the Carabo’s Alfa Romeo 33-based V8, there was another wedge-shaped car making its first public appearance that year at the show’s Parc des Expositions, Porte de Versailles venue.  The Fiat Abarth 1300/124 had been in preparation since May ’68 at Corso Marche.  That was only very shortly after the car on which it was based had itself been launched in March ‘68.  This was the Francis Lombardi Grand Prix 850, itself an evolution of a vehicle that had been created at Fiat to explore the idea of utilising an Autobianchi driveline in a sporting coupe.  Although some accounts assert that the body was styled by Giuseppe Rinaldi, (working at Francis Lombardi), it was more likely finalised at Fiat well before any knowledge of its existence had reached the Vercelli-based Carrozzeria.  That being the case, it was very probably from the drawing board of Pio Manzù, then in his twenties and about to become a rising star at Fiat.  Although a photograph of that car – which was shown at the Turin Show in ’67 – has not come to light, a Manzù design from ’64 shows some aspects which can be discerned in the Lombardi Grand Prix, especially the somewhat disproportionate C pillar/rear quarter panel – see below:

’64 Autonova GT by Pio Manzù  Courtesy Carrozzieri-italiani.com

Through the Fifties, the Lombardi business had specialised in custom conversion work, at first in limousine styles, on, by way of the first Popemobile (!), and further still in the Sixties to the upgrading of small cars such as the Fiat 500.  Indeed, the Grand Prix was built on a Fiat 850 chassis and powered by the 843 cc Fiat 4 cylinder engine.  While this was hardly in tune with the Grand Prix’s name and sleek body, since it produced only around 45 bhp, the car’s weight at under 700 Kg allowed performance at a level considered ‘sporting’ in the late Sixties.  But not sporting enough by Carlo Abarth’s standards, so he saw another opportunity to make a significantly more zestful version through the company’s proven elaborazione method focused on engine capacity and gas flow modifications.  Thus, the Tipo 104 1300/124 Scorpione was created as a distinct Fiat Abarth model.  Its main distinguishing feature was the Fiat 124 engine, bored to 1280 cc.  It was given a higher (10.5:1) compression ratio, equipped with a Solex 32 mm carburettor and designated Abarth Tipo 204.  This provided 75 bhp – a healthy 66% increase on the Grand Prix’s output.  With this increased performance potential in mind, Abarth prudently revised the mechanical configuration by relocating the coolant radiator to the front end of the car.  The Scorpione’s factory-claimed metrics were  0-60 mph in 9.8 secs and a 114 mph top speed.  With pricing at around Lit. 1.600.000, the Scorpione promised strong sales appeal based on its style – notable especially for its GT40-like ultra-low height, at 43“ - and brisk performance.  It is tempting nevertheless to speculate as to whether it could have been even quicker if it had been lighter still - given the era and the general shape of the body, it might be supposed that it was constructed in alloy or fibreglass, but it is in fact all steel, with the exception of the composite rear panel.

’68 Fiat Abarth Scorpione #1341901192  Courtesy Bonhams

The interior is attractive, with a distinctive feature in the unusual, centre mounted instruments pod.  There has been some criticism of this from an ergonomic viewpoint by drivers who expect to see the main instruments - especially the rev counter – in clear view in the centre of a natural line of sight, straight ahead.  Seen below is the interior of OTAS 820 CC, #0035:

’71 OTAS 820 CC OTAS #0035  Courtesy RobM, Bring a Trailer

For a car that was in production for just 4 years, there was quite a proliferation of variants and – looking at what has been written about it – a good deal of confusion about specifications.  However, despite some claims that Abarth made and marketed some versions powered by the ’68 Fiat 903 cc Sport version of the 850 engine, the Corso Marche-made models are generally considered to be just the Scorpione, S and SS.  Otherwise, the following related, same-body models were:

• Francis Lombardi Grand Prix –  launched in March ’68 and subsequently updated with the 850 Special engine and also with a black louvred engine deck lid. In production until ’72.

• OTAS 820/Giannini Grand Prix – The Officina Trasformazioni Automobili Sportive company was formed in ’69 by Lombardi in collaboration with the tuning business, Giannini.  It made 817 cc OTAS 820 versions for Europe and, with emissions modifications for the U.S., designated OTAS 820 CC, and a twin cam 982 cc ‘Tigre’ engine model for the U.S.

It is possible – but not proven – that in total up to 400 Scorpione/Grand Prix/OTAS/Giannini cars were produced.

Seen below is a ‘68 Francis Lombardi Grand Prix model version to which aftersales Abarth badging has been applied.  The Campagnolo alloy rims were also likely aftermarket-fitted in period.  It was offered for sale in 2015 by Bonhams, fetching £13,800:

’68 Francis Lombardi Grand Prix #14170049  Courtesy Bonhams

For comparison, this ’70-built Grand Prix appears to wear badging for the Francis Lombardi marque, without any attempts to ‘Abarthise!’:  It carries a Fiat roundel on the front trunk lid, ‘FL’ badges near the trailing edge of the front wheel arches and a ‘Fiat 850’ chrome script on the left hand side of the rear panel; there is also a Francis Lombardi script on the right hand side of the dashboard.  The car was sold by Iconic Auctioneers at Silverstone in 2023 for £16,313.

’70 Francis Lombardi Grand Prix #15975006  Courtesy Iconic Auctioneers

A ’68 Abarth Scorpione S is illustrated next.  Chassis #1236614103, carries the standard badging with just an Abarth crest on the front trunk lid in the centre, near its leading edge, and a chrome script ‘ABARTH 1300’ on the right hand side of the rear panel.  The VIN plate is engraved: Tipo 1300/124; No Telaio 1233614103; No  Motore 0659475.  In the auction lot description, Bonhams claimed: ‘This Scorpione S is believed to be one of just 4 examples in the USA of the approximately 30 produced.’  It sold at Scottsdale in January 2025 for $47,040.

’68 Fiat Abarth Scorpione #1236614103  Courtesy Bonhams

An example of the OTAS version is this ’68 ‘Grand Prix 820 CC,’ batch #0033.  The seller suggests this car is number 33 of a run of 120 built and so, ‘early,’ though the date attribution must be in doubt as the OTAS company was not formed until ’69.  Also, the car’s engine deck lid is of the later, 2nd series, louvred type.  It would be reasonable to suppose that it was in fact a ’69 or ’70 build.  Engine is the 903 cc version.  This is another Grand Prix which has had Abarth badges applied post-production.  But, most significantly bodywork-wise, notice that the front trunk deck incorporates a central, longitudinal raised section – this feature is also seen on the later OTAS Grand Prix seen further below.  Notice also the insubstantial tubular bumpers – the rear item seen here is also evident on the other OTAS Grand Prix further below.

’69-’70 OTAS Grand Prix 820 OTAS #0033  Courtesy CarandClassic

Although it’s never wise to bank on chassis/batch numbers being reflective of build chronology – especially with Italian cars of the era – another reason for questioning the date attribution of batch #0033 is that the next OTAS Grand Prix, dated to ’71, has a much lower batch number - #0007.  It’s a car that sold for $26,880 in 2019 by Bonhams at Quail Lodge.

71 OTAS Grand Prix 820 CC OTAS #0007  Courtesy Bonhams

From the same year, #1447434, batch #0014, the OTAS 820 CC Grand Prix seen below started life in red, but is today repainted in Verde Miura – a nod perhaps to the notion that the Grand Prix has the look of a ‘mini’ version of Lamborghini’s first great supercar.  Bonhams sold it 2010 in New York for $28,080.  The OTAS 82 CC script badge is applied on the rear panel to the left of the right hand side tail light unit.

‘71 OTAS Grand Prix 820 CC #1447434  Courtesy Bonhams

The Abarth Scorpione SS was introduced in February ’69, (that is the date recorded by the Factory – other sources have suggested that the SS appeared before the S, the latter replacing the SS).  The SS version featured twin Webers and was a few Kg lighter, benefitted from upgraded brakes, wider track, double wishbone front suspension and had Campagnolo Elektron (magnesium-alloy) wheels with 165 section tyres (155 on the S).  Top speed was claimed to be 118 mph.  (There is something of a mystery about the SS in that the factory’s data sheet records the model as equipped with the single Solex C 32 PHH carburettor and the same bhp value – 75 – as quoted for the S model).  On the twin Webers, the car’s Tipo 204 engine has been rated elsewhere at 100 bhp.  Bonhams says that only six SS Scorpiones were built, one of which is #128/292067, seen below.

’70 Fiat Abarth Scorpione SS #292067  Courtesy Bonhams

In late ’68 when the Scorpione was launched, with the given success of the established models in Touring/Sport competition – 595, 695, 850 TC, 1000 Berlina, 1000 SP, OT 1300 – a factory racing programme was not envisaged for the model.  Inevitably though, some owners saw potential competitiveness in minor events, and, seen below, is an example which was hillclimbed in-period.  # 1411387261 was offered in ’15 with an estimate of £45-50,000 (but not sold) by RM Sotheby’s.  The lot description notes that the original owner sold it to Italian racing engineer, Francesco Landi, a hillclimb competitor.  Landi fitted twin Weber 40DCOE carburettors and re-configured the front suspension from transverse leaf spring to his own coil-over-shock design.  He took 2nd place at the Coppa dello Collino on his first outing with it.  Recent colour photographs of the car are shown below together with some in black & white, competing in-period:

’69 Fiat Abarth Scorpione S #1411387261  Courtesy Tom Wood/RM Sotheby’s

’69 Fiat Abarth Scorpione S #1411387261  Courtesy RM Sotheby’s

It is often cited that the Scorpione was the last Abarth model developed and launched prior to the company’s absorption into Fiat.  Carlo Abarth’s sale of his business was formalised in mid-October ’71.  An early decision taken by the new management at Corso Marche was the cancellation of the Scorpione and all production was completed before the close of that year.  Parallel with his role in creating the Scorpione, Carlo maintained an interest in the establishment of the Grand Prix as a mainstream car available in the U.S. market.  To this end, he co-operated  both with John Rich and the OTAS company.  Rich’s Rich Motor Company was the leading dealer for Fiat and Abarth on the West Coast but John was ambitious and resourceful in seeking to further expand his business.  Empathetic with this, Carlo helped with the fabrication of a U.S.-specific engine for the Grand Prix.  This was necessary because of new legislation that sought to address the increasingly recognised problem of environmental pollution.  The Clean Air Act of ’70 had led to the establishment of an Environmental Protection Agency.  This rapidly became home to a team of zealot officers who perceived the automotive industry in very negative terms, especially because of the contribution to ‘smog’ from vehicle exhaust emissions.  Further, there was likely a notably socialist basis to the political leanings of the Agency’s personnel, strengthening their desire to take such huge corporations as America’s Big Three – Ford, GM and Chrysler - to task.  A major imposition introduced was the requirement for the engines of all cars marketed in the U.S. to be compliant – proven by stringent testing and mandatory certification – with new exhaust emission standards aimed at levels of hydrocarbons, carbon monoxide and nitrogen oxide outputs being reduced by 10% around the mid-decade point.  There was however a glimmer of relief for smaller makers who would be unable to fund all the development and testing involved – engines with a capacity of less than 50 cubic inches were exempt.  Thus, the existing U.S. version of the Fiat 850 engine was derated to 817 cc.

If the EPA could frustrate the mighty power that was Ford Motor Company – charged with failing to certificate the compliance of production output prior to offer for sale – it would have no difficulty with applying scrutiny and demanding proof of justification for exemption from a minnow like OTAS – a significant distraction as the company attempted to market the car and build a dealer network.  Consequently OTAS struggled to establish a volume of sales sufficient to consolidate the company’s viability.  And the situation was not helped by the spread of stories about the Grand Prix being prone to engine failure because of a marginal cooling system causing overheating problems in the hotter states – a similar experience being reported about cars exported to Australia.

As a result of these issues, the company folded in ’71, so, as with the Scorpione version, the OTAS 820 was out of production by ’72.  Some sources have suggested that as many as 100 cars (one specific assertion is of 76 units) may have been imported/sold, but the actual number is not verifiable from available documentation.

Small Scale Style from Scaglione

During the late 19^th and first half of the 20^th centuries, Neckarsulm Strickmaschinen Union – NSU – dabbled with automobile production, but was mainly known for its motorcycles.  However, a more concerted fresh new start with cars began in 1957 with a model type named Prinz.  A small saloon, the Prinz was powered by an air cooled, rear located 583 cc twin cylinder engine.  A distinctive feature of the NSU twin was its utilisation of a connecting rod driving the overhead camshaft from the crankshaft.  The system, known as ‘NSU Ultramax,’ clearly had reliability/durability advantages compared with the more usual chain, gear or belt drive, but would have added to costs somewhat significantly. (See here).

Despite the limitations of its size and small capacity powertrain, the Prinz was successful in terms of sales, with about 95,000 units made in the period ’57-’62.  Not quite a microcar – more a super-compact - it met the needs of a large, city-dwelling demographic seeking economic motoring.  Such owners had no need for full four seat capacity for lengthy journeys.  The ‘economy’ criterion was met by the Prinz being a car that cost all of £425 brand new.  But, as throughout the history of automobile manufacturing and marketing, modesty is never absolute and it wasn’t long before designers at Neckarsulm were doodling sporty body shapes over the basic Prinz platform.  After all, Volkswagen had not long ago put a sports coupe body jointly developed by Carrozzeria Ghia and Karmann GmbH onto the Beetle chassis, and the resulting car had proven an aesthetic and commercial success.  NSU turned to another fast-developing carrozzeria to explore a similar project.  This was Bertone, where Nuccio, son of the firm’s founder, was intent on modernising and expanding its operations, especially in terms of vehicle assembly in addition to body styling and construction.  And Bertone had been benefiting since ’52 by having the talented stylist, Franco Scaglione, in-house.  Scaglione was at the time riding a crest of success and acclaim through his recent work for Alfa Romeo, (the startling Berlinetta Aerodinamica Tecnica (BAT) concepts, the Giulietta Sprint and the Sprint Speciale), Abarth and Aston Martin.  Confident and adventurous, Scaglione drew a distinctively attractive fastback body which the NSU management found very much to its liking.  Little wonder as Scaglione had flattered the executives at Neckarsulm by presenting them with the opportunity to market a Prinz that had a similar look to the glamorous Maserati 350 GT Bertone which was on his drawing board around the same time.  The Sport Prinz was first presented at Frankfurt in ’58, with series manufacture and deliveries beginning in ’59.

Left: Sport Prinz; right: Maserati 350 GT – both by Scaglione

According to most sources, Bertone built the first 250 Sport Prinz bodies in the Carrozzeria’s Grugliasco workshops near Turin. This operation was then transferred to the firm of Drautz, conveniently also located in Neckarsulm.

From the outset until ’62, the 583 cc engine with Bing carburettor was rated at 30 bhp DIN (or, claimed, 36 SAE), with torque at 42 Nm.  The car’s kerb weight was quoted as 530 Kg, allowing a top speed of over 80 mph, though the 0-60 mph acceleration time was over 20 seconds.  However, being nimble and handling well, the model was to be seen on race circuits in 1960 and with some success, for example at the Nurburgring in September, where Siegfried Mullers and Bernd Degner were GT600 class winners in the 500 Km. 

In ’61 two cars ran in the Monte Carlo Rally. Eugen Schaefer/Henri Benveniste’s #116, which finished 60^th, is seen below:

Courtesy Getty Images

The second car, in the hands of Jose Behra/Jean Berges, was an excellent 8^th . 

During 1960/61/62, SCCA racing in the U.S, saw Sport Prinz participation from time to time, notably with Alfred Zantzinger at the wheel.  At the Sebring 12 Hours in ’61, Fred Fischhof and John Eisenhauer took the GT600 class honours.  Remarkably, in June ’63, six Sport Prinz entries were seen at the Nurburgring 6 Hours, a round of the European Touring Car Challenge.  Most successful was the Isar Racing Team car driven by Ernst Hamberger and Manfred Gieth to 1^st in the up-to-600 cc class – indeed, the model recorded a 1-2-3 finish at this arduous event.  The winning car is #8, centre, in the photograph below.

’63 Nurburgring 6 Hours Courtesy Holger Vogel

A few weeks later, Hans Braun won the same class at the ETCC round at Zandvoort.  In the Tour de France, Sport Prinz cars were 2^nd and 3^rd in class.  There was some Sport Prinz representation at the major hillclimb events at Rossfeld and Mont Ventoux in ’64, while Christian Chauvin was class winner at the ’65 running of the Coupes de Paris. 

The Sport Prinz was the subject of a road test report in the November ’60 issue of Motor Sport magazine.  Comments included: 

(The engine) . . . idles unevenly but once under way smooths out, although the noise is still very reminiscent of a two-stroke engine.  The gearbox operates in the rather disconnected way of so many rear-engined cars, and the synchromesh tends to obstruct gear selection, especially in first gear.  To obtain good downward gear changes it is advisable to double-declutch, a manoeuvre which is aided by reasonably sensibly placed pedals. With 36 b.h.p. to move just over 10 cwt. along, the acceleration is more than brisk and the Sport Prinz will certainly never get in the way of other traffic.  Normal cruising speed is an indicated 60 m.p.h., while the needle will swing round to 80 m.p.h. on a slight downgrade, and a more fully run-in car (our test car had covered 1,500 miles) would probably reach the claimed 85 m.p.h. top speed. Remember, this car has a capacity of 583 c.c. ! 

On first acquaintance handling appears fussy but this is due to a combination of fairly firm suspension and rack-and-pinion steering having only 2.4 turns lock-to-lock. When the driver becomes more accustomed to the car he begins to fling it about in complete confidence, and although the Sport Prinz oversteers quite strongly it is difficult to make the rear end break away. 

On the open road it becomes a very pleasant car to drive . . . cornered with great verve . . . it is possible that the claimed 47 m.p.g. could be reached if a less aggressive driving technique was employed. The brakes of the test car required quite heavy pedal pressures and fade could be induced after two or three stops from above 60 m.p.h., but in normal use they appeared to be adequate. 

Rather expensive in this country the sporting version of these interesting economy cars from Neckarsalum will obviously find a limited market, but the man who wants to own a car of individual character could well consider the Sport Prinz. 

The magazine’s observation about expense was driven by the test car being priced at £970 – nearly twice that of the Prinz saloon.

 

An early-production (probably ’60) survivor is #4102499, sold for restoration in September ’24.

Courtesy Hagerty - RacineJoe

Two other ’60-made cars have featured in recent media coverage.  Another red one, chassis number unknown, is owned by a resident of Foley, a town to the North West of Minneapolis, U.S.  The owner’s experience with the car and details of his restoration work can found at https://www.oldcarsweekly.com/features/car-of-the-week-1960-nsu-sport-prinz.

Courtesy Active Interest Media

Another, again finished in red, was recently photographed as body/paint restoration was concluding.  Location of this one was Astoria, New York, U.S.

Courtesy Peter Kumar

The quality of classic car restoration standards has benefitted from technological advances in recent years, with some stunning results to be seen at the premier international concours events.  At the same time, an appreciation of ‘naturally aged’ cars and their patina has gathered momentum, generating interest in preservation as a principle just as valid as craft/artisan based restoration.  For those liking patina-porn, the ’62 Sport Prinz below will surely prove attractive.

Courtesy Wannenes

The ’63 #4112286 displays the various badges/plate in rather better condition:

Courtesy Artcurial

The car was sold by Artcurial in ’21 in Monaco for €7,748.  This was below an estimate of €10-15,000.  It appears to be in reasonable, usable condition, but the winning bidder was no doubt anticipating the need for substantial expenditure on a thorough restoration.  This would likely be fully justifiable given that the car apparently has no areas of very serious deterioration.

Courtesy Artcurial

Produced the following year, #4122861 was offered by Osenat (Fontainebleau, France) in 2013 with an estimate of €5-7,000.  A successful, above-reserve bid was however not recorded.

#4122861 Courtesy Osenat

Also a ’64 Sport Prinz, #4113783 was offered at auction in 2023, but the highest bid, €11,500, was short of the reserve.

#4113783 Courtesy Classic.com

#4117939 is unusual in being right hand drive.  First registered in the UK in ’65, it was apparently built to a factory ‘GT’ specification which included front discs and a reprofiled camshaft.  Much later, around ’08, a subsequent owner had the engine replaced with a 4 cylinder NSU unit.  At the same time chassis improvements were made and competition-use modifications – including a roll cage – were carried out.  There are also some bodywork alterations, most notably to the engine deck lid – Abarth GT style - to allow greater air intake/circulation for cooling purposes.  Engine performance is significantly increased at 52 bhp with peak torque of 53 lbs/ft.  Despite these various modifications and expenditures, the car made just a modest £6.900 when sold at auction in February ’24.

#4117939 Courtesy Manor Park Classics

In contrast, #4119347, a ’66 car, appears to be a good example of a Sport Prinz in preserved standard specification.  Bonham’s lot description for its auction sale in ’18 includes the statement, ‘(the car was) comprehensively restored in 2004, though the interior was in such good condition that it was decided it did not need renovation and as a result possesses a lovely patina.’  It was estimated to sell for €18-25,000 but the reserve was apparently not reached.

#4119347 Courtesy Bonhams Cars

Another inconclusive auction involved the ’67-manfactured #4118719, offered on Bring a Trailer in ’20.  High bid – unsuccessful – was $9.400.

Courtesy AaronCCG, BaT

 

The engine bay and front trunk of this car are in particularly pleasing condition:

Courtesy AaronCCG, BaT

Of the same age, #4117627 made for a more successful auction lot when offered also on Bring a Trailer in September ’20, selling for $16,040.

#4117627 Courtesy 246dinoguy, BaT

As with the immediately preceding car, a clean bay allows a good view of the engine’s simplicity and the ease of accessibility for service/repair work.  Given the modest power output, the deployment of twin coils – seen at the bottom of the photograph, might seem somewhat ironic!

#4117627 Courtesy 246dinoguy, BaT

Another ’67 car is #4121650 and, like #4117939, is right hand drive and used in the early years of the century for some historic rallying, though without any serious competition-related mechanical or bodywork modifications.  The car was sold in ’18 for £5,060.

#4121650 Courtesy Brightwells

Once again, a rhd/’67 Sport Prinz, #4121694 was sold in ’21 by Iconic Auctioneers for £8,769.  No other details are currently available, though the car appears to be in good, running condition, as seen below:

#4121694 Courtesy Iconic Auctioneers

The latest-made, (’68), car of which I have a photograph is #4122062.  In describing the car for a sale in July 2012 of cars owned by the Prince of Monaco, Artcurial included a note about the interior: (It) 'has not been touched and offers all its period freshness, with its impeccable carpets, its two-tone cloth and leatherette seats with white piping, its delightfully sporty dashboard nicely painted, the steering in black bakelite with circular chrome-horn, chrome door handles and bellow-like door pockets.’  The hammer price realised was €25,023.

Courtesy Artcurial

As seen in this survey, the NSU Sport Prinz does not generally command high values in the current classic car market.  A clear limitation is the modesty of motive power type since this not only makes for a vehicle with limited dynamic characteristics, but also robs it substantially of technical interest.  However, whilst the provenance, (ownership by the Monegasque monarchy), of #4122062 was no doubt a positive contributing factor, the price realised for this vehicle indicates the potential for well-preserved/original specification examples.

Another Elegant Zagato-Styled Lancia

Zagato’s version of the Flaminia coupe was the second of its post-war Lancia collaborations.  Following on from the Appia GTZ, design of the Flaminia Sport was begun in ’58.  There is confusion in previous accounts of the model regarding the categorising of some early cars as ‘Pre-Series,’ and the type numbers assigned.  Authoritative source, Zagato-Cars.com, has summarised the situation as follows:

My own findings (based on chassis plates on extant examples) would add two rows above to that table to include Type 824.00 (with engine type 823.00) and Type 824.02 (with engine type 823.11), both being ’59, single carburettor and covered headlight versions.  As regards total production, marque restorer specialist Thornley Kelham estimates this as being 534, comprised of: 199 ‘Series 1’ (single carburettor); 152 triple carburettor 2.5 litre; 33 Sport triple carburettor 2.8 litre; 150 Super Sport triple carburettor 2.8 litre.

 

The Flaminia was to some extent an evolution of the model it replaced – the Aurelia.  Thus it was powered by Francesco De Virigilio’s ’48-finalised 2.5 litre 60° V6.  A significant ‘modernisation’ was a new front suspension in place of the dated pillar type seen on the Aurelia.  Disc brakes also helped enhance the poise of the chassis and its capability to handle an increase in power that was envisioned.  The Zagato version was first presented at the Turin show in November ’58.  Because it incorporates several characteristic Zagato styling cues and an overall ‘look’ that is similar to the other early 60s GTs built by the Carrozzeria, it has been erroneously written elsewhere that it was designed by Ercole Spada.  However, Spada did not join Zagato until February ’60.  Perhaps any misunderstanding was fuelled by the fact that he was responsible for the ’64 updating – Super Sport model – with a significant reworking of the rear of the car.

 

In a late-’24 survey of extant Flaminia Sport/Super Sports, I have found 33 examples, 13  of which are single-carb and dated to ’59 and ’60.  The lowest chassis number is #824.02-1007.  Vendor, Girardo, describes this car as ‘Series 1,’ built in early ’59.'

#824.02-1007. Courtesy Girardo

As is evident in the frontal view (above) of the car, although the model is often referred to as a Zagato ‘double bubble,’ the roof bulges in this design are far less pronounced than other models with this feature – the Abarth 750 GTZ for example, see below:

’58 Abarth 750 GTZ. Courtesy Tim Scott/RM Auctions

Like the Abarth, the Flaminia Sport carried the Zagato Milan ‘Z’ badge on its front wings, a little below the door handle level and forward of the front door leading edge.

Courtesy Girardo

Note: The car above, #1020, is unusual in being the only Flaminia Sport of which I have a photograph showing the front indicator repeaters located rear of the front wheel arches – all others have the lamp fitted at the front of the wing. 

The Flaminia Sport was also Zagato-typical in having a body constructed in aluminium.  While the Pininfarina-bodied Flaminia coupe weighed 1440 Kg, the Sport was considerably lighter at 1270 Kg.  This factor made the Sport all the more suitable for competition use.  #1007 was a car so deployed, initially used for hill climbing – see below, left, in ‘60 on the Trento Bondone event driven by Giovanni Rota, and later, right, (winning in class), at Monza in the Coppa Inter-Europa, entered by Scuderia Saint Ambroeus, for Rota and Elio Zagato.  The latter, also competed in this car in the Coppa d’Oro di Modena and Coppa FISA, Monza.

#1007 Racing in ’60. Courtesy Girardo

Surviving Flaminia Sports are commonly seen running on 400 mm 5J steel road wheels, (with 165R400 tyres), ‘TZ’ style, and usually complete with chrome plated hub caps which feature an engraved script ‘Lancia’ within a spear, running through the centre point.  This originally was black infilled, but is now often seen without the infill, as below:

#3302. Courtesy Keno Zache

Whether for competition purposes or aesthetics, examples with various types of alloy rim are evident, for example, Borrani bimetal and the Amadori style, as seen on the OSCA GTZ.

#1436 Amadori style wheels. Courtesy Gooding & Co

Like #1007, #1020 was manufactured in ’59.  Its rear (far left below) is somewhat unusual for an early car as the number plate lamp is mounted on the boot lid.  #1065 (centre below) is more typical, with the lamp centrally mounted on the upper face of the bumper bar, which is equipped with a pair of overriders.  Later pre-3C examples, such as #3302 (’62), (right), have a bumper bar with two reflector inserts and boot lid-located lamps either side of the number plate.

Early rear bumpers. Courtesy Girardo – Robin Adams/RM Sotheby’s – Keno Zache/RM Sotheby’s

The front of #1020 is typical for a ’59-made Sport with its full width/wrap-around bumper bar and covered headlamps, below, left.  As seen, right, the Super Sport differed with its rectangular indicator lamps and non-faired headlamps – see #2094  below, right:

Early Sport (left) and Super Sport (right) front ends compared. Courtesy Girardo - Kidston

Girardo & Co’s description of #1020 for its recent sale includes the information that its original owner paid 2,400,000 lira for it as a new car - £1,400.  For comparison, a Jensen 541 was about £1,800.
 
#1065 is an example with bumper overriders both front and rear – a frontal view is shown below along with its script badges – on the front panel and the glovebox door:

#1065. Courtesy Robin Adams/RM Sotheby’s

Also well seen on #1065 is the central chrome script badge mounted halfway between the top and bottom edges of the boot lid:

#1065. Courtesy Robin Adams/RM Sotheby’s

It also provides a good example of an early, single carburettor engine bay:

#1065. Courtesy Robin Adams/RM Sotheby’s

#1105 is also an early car with bumper overriders.  According to Bonhams it is a ‘pre-series,’ ’59 Flaminia Sport.  If so, it must be one of the last of this type, given the chassis number and that it is usually held that only 99 such cars were produced.  The chassis plate shown below demonstrates the use of Type Number 824.00 and this may well confirm ‘pre-series’ status:

#1105 chassis plate. Courtesy Bonhams Cars

After disposal from the 'Rosso Bianco' Collection of Peter Kraus, it was restored in the late ‘90s.  It remains in excellent condition and gives us a good representation of the elegance of the Sport’s interior:

#1105. Courtesy Bonhams Cars

#1105 has a wood rimmed, with rivets, Nardi-signed steering wheel.  The three aluminium spokes are slotted.  The standard wheel was similar but without rivets and the spokes unpierced, as seen below on #3302.  The horn button was black with ‘Lancia’ script in silver font:

#3302. Courtesy Keno Zache

Most survivors retain the original seats, as seen, for example in #3302.  The photograph below of the car also shows the door through to the boot.

#3302. Courtesy Keno Zache

The boot itself is seen below on Super Sport #2052.

#2052. Courtesy Bonhams Cars

The earliest single carburettor car with open headlights of which I have a photograph is shown below.  In advertising the car for sale, Gallery Aaldering has reported it as ’60-made,  I have been unable to determine the chassis number, but I would expect it to be Type 824.03.  Reverting to the table seen below paragraph one above, I believe it could be updated to show 824.02 = 1^st Series, covered headlamps, 824.03 = 1^st Series, open headlamps.

Courtesy Gallery Aaldering

When selling 824.13-1436, Iconic Auctioneers described it as a ’60 car.  That would make it the earliest Sport 3C of which I have a photograph.  But, given other examples of this model of which I have details/an image, I’d think this is perhaps a 824.03 upgraded to triple carburettor (Webers) specification, or a 824.13 more likely manufactured in ’62.

#1436. Courtesy Iconic Auctioneers

Super Sports feature a ‘tidy’ airbox for the 2.8, triple carburettor engine:

#2094. Courtesy Kidstons

3C Super Sport styling update 

As mentioned above, the Super Sport was the result of a styling refresh by Ercole Spada in ’64.  Primarily involving the rear section, the effect of the exercise can be seen in comparison with a 3C Sport (left) in the collage below:

Courtesy Albion Motor Cars (left), Supercars.net (right)

Notably, angularity was introduced into the rear panel together with reshaping of the boot lid and rear wings.  Also evident are revised number plate lamps, a deeper rear screen with modified curvature and broader exterior chrome surround trim.  The script model badge was relocated from the upper face of the boot lid to the vertical area between the right hand tail lamp and the number plate.  The most noticeable change at the front end was the introduction of a chrome plated asymmetric fairing for the headlamps, which, though still uncovered, were significantly recessed, as seen below:

Left, #2052; right, #2114. Courtesy Bonhams Cars

The Super Sport’s engine, with triple Weber 40 DCN 12s was slightly more powerful at 152 bhp.  Together with a lower drag factor thanks to a lower chassis (by 250 mm), this enabled the car to reach a top speed of just over 130 mph.

Discounting vendors’ claim of ‘year,’ (shown in brackets ), the relative age of cars may be interpretable by reference to chassis number/engine capacity – thus for extant examples we have this data:

 

824.13 2.5 litre, 3 carburettor - #3003 (’62); #3099 (’63); #3302 (’62); #3311 (’62); #3495 (’62).  824.132/232 2.8 litre, 3 carburettor - #1002 (’64); #2045; #2052 (’66); #2094 (‘65); #2114 (’66); #2121 (’67); #2130 (’67); #2149 (’67); #3116.  These cars are illustrated below:

Sport 3C 2.5

#3003. Courtesy Alfredo Spinetti

#3099. Courtesy Gullwing Motor Car

#3302. Courtesy Keno Zache

#3311. Courtesy Tom Hartley Jr

#3495. Courtesy Kidstons

Sport 3C 2.8

#2045. Courtesy Supercars.net

#2052. Courtesy Bonhams Cars

#2094. Courtesy Kidstons

#2114. Courtesy Supercars.net

#2121 Courtesy Supercars.net

#2130. Courtesy Supercars.net

#2149. Courtesy Supercars.net

#3116. Courtesy Stolzeclassiccars

The Flaminia Sport/Super Sport embodied performance and aesthetic features which built upon the quality reputation Lancia/Zagato had established with the Appia model.  Next to come was the Fulvia Sport, a model further enhancing both brands’ standing and good enough to warrant a production run of ten times the volume, making it a much more ‘accessible’ Lancia Zagato.  However, the Flaminia’s grace and rarity mark it as an extremely characterful and desirable 60s GT.