The One and Only - Part 3

Group 5 being virtually a silhouette formula with extensive modifications allowed, the cars were built by race car constructors, (and in any event, BMW itself had lost interest in sports car racing, its focus by then squarely on its F1 engine programme which would lead to the M12/13 turbocharged 4 cylinders used in Nelson Piquet’s Brabham to win the ’83 drivers world championship).  From the ’81 season, a number of Procars were taken over by teams for racing in such series as the DRM - Deutsche Rennsport Meisterschaft, forerunner of the DTM.  Such cars, remaining with atmospheric engines were seen in both Group 4 and Group 5 events, the following being examples:  #4301028 – an ex-Lauda Procar, prepared by Michael Cane Racing.  It was purchased by Steve O’Rourke and run by his team, EMKA Productions/Racing.  O’Rourke himself drove the car with various partners, including Derek Bell, David Hobbs, Chris Craft and Eddie Jordan.  Two class wins were recorded in ’81 and the car ran at Le Mans in both ’81 and ’82, though failed to finish both years.  #4301269 – a car looked after by DM Engineering was entered by BMW/BMW U.S. for races in the summer of ’81 at Watkins Glen and Mosport, driven by Hobbs/Surer and Hobbs/Stuck respectively, but was a non-finisher on both occasions.

More radical cars with twin turbocharged engines were anticipated to run in Group 5, (Special Production Cars), a category replaced by Group C for the ’83 season. It has been reported that three Group 5 cars were built by March, two by Sauber and one by both Martini Racing and Schnitzer. Best documented are the Saubers. The first of these, usually entered by Sauber itself, and, sometimes, BMW Italia, was mainly campaigned in the DRM, not with much success in ’81, with five DNFs. In the hands of Walter Nussbaumer it did however finish 3rd at Hockenheim. ’82 was a little better – Enzo Calderari took it to victory at a race in Dijon, and, partnered by Kelleners and Umberto Grano, it managed 3rd overall and first in class at the Nurburgring 1,000 km WEC event. The following year, Calderari and Marco Vanoli were victorious at the Hockenheim 3 Hours. The car subsequently competed in Scandinavia, in ’86-’88, mainly driven by Jürg Bächi, recording several podium place finishes.

The second Sauber M1 – distinctive with the iconic BASF livery -  got off to a very good start, winning the ’81 WEC Round 7 at the Nurburgring (1,000 km), driven by Stuck and Piquet.  This was a significant result against strong Group 5 opponent Lancia Montecarlos and Porsche 935s.  In this race, incidentally, there was also a Group 4 M1 GT class win for Kurt König and Peter Oberndorfer.  Next up was Le Mans, but this was not a success.  Both this, (driven by Stuck, Jarier and Henzler), and the sister, (driven by Surer, Quester and Deacon), Sauber M1 mentioned above, failed to finish.  The former was out after only 57 laps with accident damage, while the sister suffered a terminal engine failure at 207 laps.  This second Sauber M1 gave Christian Danner a podium finish in the DRM at Zolder, but was destroyed by an accident at the Kyalami 9 Hours in November ’81.

Group 5 M1 Sauber #2, Le Mans, ‘81

The March involvement was quite convoluted.  Its beginnings predated the launch of the Procar series and were based on the principle that March would do all the work on the chassis creation whilst BMW focused only on the further development of the M88 engine with forced induction.  At the time, March was leaning on a man in his mid-twenties, John Gentry.  The marque’s confidence in someone with limited previous experience was evidenced by his being entrusted to design a race-purpose, aluminium M1 monocoque chassis.  Aluminium also figured extensively, along with composites, in the M1-similar body’s construction.  Initially the car, designated Mk.1, was fitted with a normally aspirated version of the M88, good for around 475 bhp.  The car was running early in ’79, but could not be readied for any existing racing class use prior to homologation of the M1 for Group 4.  However, a second chassis with normally aspirated M88 engine was entered for the Le Mans 24 Hours run on 10/11^th ’79.  Crewed by Guy Edwards, Ian Grob and Quester, it ran in class S2, but failed to qualify for the race.   Late in the year another car was built for Jim Busby, an American with a good deal of driving experience in Porsche 911/934/935 cars run by Brumos and who had plans to enter it in IMSA GTX classification events in ’80.  The car was designated #03 and first appeared at the Daytona 24 Hours, February ’80.  Busby is said to have had the engine replaced with a Chevrolet unit.  That Spring, he entered it also for races at Sebring, Road Atlanta and Riverside, but only finished at Road Atlanta, so his enthusiasm was extinguished and the car passed to Bob Gregg while Busby reverted to a Porsche 935.  Gregg also contested three GTP races, in summer ’82, but, was rewarded with three DNFs.  In February ’83 he tried his luck at the Miami G.P. but could finish no higher than 25^th.  A further car was built to replace #001 which was written off in a ’80 crash.  The details and various versions of these March M1s were not well documented at the time and I have not been able to verify, for instance, that Busby’s car did compete with a Chevrolet engine.

Second March M1, Le Mans, ‘79

The Martini M1 bore chassis number 4301059.  It competed in ’81 at Mugello, entered by BMW Italia/ORECA, at Monza (1,000 km) (ORECA), Le Mans (BMW Italia) and Kyalami (BMW Italia).  Success was limited, though Teo Fabi and Quester finished 4^th at the Monza 1,000 km.  The car was a TOTAL entry for Le Mans the following season, finishing 18^th.

Group 5 Martini M1, Monza, ‘81

The Team Schnitzer car was entered for most of the DRM events of the ’81 season, with Hans Stuck at the wheel.  There were wins at the Norisring and Salzburg, a 2^nd at Hockenheim and a couple of 3^rd places.  Stuck’s position in the end of season table was 8^th.

Group 5 Schnitzer M1, Hans Stuck, DRM

Almost half a century after the M1’s heyday, one man remains hyperactive in ensuring that the model does not exist today only in museum exhibit/garage queen form.  He is Fritz Wagner, based at Kolbermoor, south east of Munich, on the way to Salzberg.  He first became acquainted with the M1 when working at Project Four on the preparation of the Procars for the ’79 season.  Subsequently he moved to the Manfred Cassani team where he helped prepare and run the Procars driven by Hans Stuck in ’79 and in ‘80 by Manfred Winkelhock and Christian Danner.  Then, and in all the years since, Fritz has made it his main mission in life to locate, buy and store complete M1 cars and the full range of parts needed for their repair and upkeep.  In an interview by Johan Dillen for Classic Motorsports, Wagner explained:  ““I was the only one to show any interest in the old parts.”  I’d haggle with Ron Dennis over a gearbox.  I’d give mechanics some drinking money in exchange for parts.  It was no free ride, but really, they all charged just a fraction of what these parts cost – and I was the only one willing to give any money for them.  In Munich, the Motorsport guys would throw it all away.  Again, I was the only one who would come to retrieve these parts before they were destroyed.  I would just leave them here on the floor at my home.  At the time, I had no clear idea what to do with all this, but I knew it would come in handy one day.”  How right Fritz was.  In the last few years M1/Procar reunion events have become a very popular strand in the classic car/historic motorsport scene.  One especially notable example was held in ’19 at the Norisring, with several of the 14 cars visiting being run at speed on the track.  For this to be possible, there is much reliance on Fritz and his knowledge, expertise and stock of parts.  So there is a happy confluence involving a truly iconic car of the late 20^th Century and the ultimate supportive enthusiast, still so single mindedly focused well into the 21^st!

Surviving examples of both the road-going M1 and Procar models are regularly offered for resale.  The asking/estimated/realised average price of an M1 in recent years has been £435,000, while £890,000 is the average for Procars.  Seen below are examples of M1s recently marketed:

 

#4301006  As might be inferred from the chassis number, this is an early production M1.  In describing the car, vendors, Gallery Aaldering, stated: ‘It is the third M1 ever built and, according to factory records, the first street-legal version used by BMW for training sessions and promotional events before being sold to its first private owner.  Originally delivered from the factory in striking Inka Orange, it was initially used by BMW as a service training car.  Later sold to Alf Gebhardt, a former BMW works driver and Procar participant.’  The asking price was €599.500.

#4301097  Bonham’s auction lot description included: ‘At the time of cataloguing, the odometer reading was 141,000 kilometres, a testament to BMW reliability and the fact that the M1 has always been, and still is, a very useable supercar.’‘  The sale estimate was given as €390,000 - €440,000.

#4301160  This car is at the other end of the usage spectrum – Munich Legends’s advertisement for it indicating that it had covered just 5,000 km from new.

#4301170  Vendor, Broad Arrow, said that this was one of 71 M1s finished in red.  Its first owner, a figure in the German music industry, commissioned modifications to give the car the appearance of a Procar, as can be seen in the photographs below.  Broad Arrow’s auction lot value estimate was €450-€550,000.

#4301180  Sotheby’s sold this M1 in 2025 for £398,750.  The auction house noted: ‘Marked as complete by Baur in February 1980, its original colourway was Toprot over a Schwarz part-leather interior.‘

#4301226  Another sale handled by Sotheby’s.  This ’80-built example was finished in blue, ex-factory.  It was restored in recent times by Bruce Canepa’s highly respected Scott’s Valley, CA-located business.  The price tag on this one was $580,000.

#4301292  Is an example of the relatively rare commodity – an M1 listed on Bring a Trailer.  Not that the platform is an inappropriate place from which to offer such a car, as evidenced by the winning bid value of $580,000 (2024).  Thinking again of rarity, the car’s colour certainly qualifies – as the BaT description explains: ‘. . .one of three cars delivered from the factory in black, it was built on July 15, 1980, and was delivered new in England.’  It is another which has benefitted from attention at the Canepa workshop.  A low mileage – just 30,000 – car which looks both sleek and sinister!

#4301332  A late’80-built car. Reseller, Hero Motor Company, looked for £495,000, listing particular plus points of upgraded seat trimming (half leather), the Nachtblau finish, shared by only 58 other road-going M1s and only 39,500 km recorded.

#4301364  Is another M1 painted blue when manufactured in October ’80 – it has subsequently been repainted in a metallic red.  Over the years it has been in use in France, the U.S. and Singapore, but was in Monaco in 2024 when it was sold by RM Sotheby’s for €342,500.

#4301378  Gooding Christie’s sold this November ’80 manufactured M1 in January ’26, realising a price of €522,500.  Said to be the 308^th  example built and with just 53,000 km on the clock.  Its VIN plate is shown below, right.  Note that the standard, highly distinctive Campagnolo wheels have been replaced with BBS rims.  A set of the Campagnolos was recently offered on eBay for $40,000 – see below, centre.

#4301413  Originally Inka, this is a ’81-made M1.  It failed to sell at Broad Arrow’s ‘25 Concorso d'Eleganza Villa d'Este Auction, at which the estimate was €475-575,000.

Three example Procars are seen below.

#4301057  Built in May ’79, this car was race prepared by Osella.  Subsequently, it went to Vasek Polak’s Dealership at Manhattan Beach, California, remaining long term in Polak’s well-known collection.  It changed ownership in ’25 for  $1,600,000.

#4301195  First owner was Joe Crevier who started racing in partnership with Al Unser Jnr.  He used this Procar to contest the ’81 IMSA GTO Championship, finishing 3^rd in class.  He ran in this again the following season, taking in both the Daytona 24 Hours and the 12 Hours of Sebring.  However, in May ’82, he abruptly stopped competing and sold the car to Don Walker of Dallas Motorsport.  The car left the U.S. in the late Eighties when purchased by a collector located in Switzerland.  In 2020 it changed hands for $913,000.

#4301302  An ’80-manufactured M1, this car was modified up to Procar specification in ’82 by Walker Brown Racing for participation in the IMSA GTO series. It is another car which went to Switzerland in the Eighties after it was retired from full time competition use.  Originally finished in white, in recent times it has been repainted red.  In ’15 it raced in the Grand Prix de l'Age d'Or at the Circuit Dijon-Prenois, as seen, right, below.  Its last resale was in ’24, when it made $1,097,513.

As the half century anniversary of the M1/Procar launch approaches, the E26 BMW remains a highly respected car with strong resale values and appreciation for its aesthetic and dynamic characteristics.  Giugiaro’s styling job has been accorded even further favourable recognition with the passing years.  In April ’08 the M1 Hommage designed by Benoit Jacob was unveiled at Villa d’Este, and in its Liquid Orange paint it certainly drew attention.  But however striking this finish appeared, it was not enough to compensate for an overall ‘look’ which was not as successful as that created by Giugiaro.  In particular, Jacob’s interpretation of the traditional kidney grilles element, being decidedly oversized, conferred a clumsy character on the car’s front end.  This was just one aspect which robbed the Hommage of the original M1’s elegance.  But also missing was the portrayal of a machine ready to race – the E26 was both sleek and purposeful, able to be both a ‘looker’ and a racer, perfectly suited to the circuit at Monaco, whereas the Hommage would seem more at home being valet parked at Monte Carlo’s renowned Hotel de Paris.  As to the engine, the ’08 project had at one time included the incorporation of a V10.  This was revised, recalling the situation in the Seventies when the M1 lost its V8 on the drawing board.  But the substitution of a straight six then has not adversely affected the car today – this configuration helps make the M1 a relatively practical ‘supercar’ in ownership/cost terms.  And, as a significant benefit to the marque, the M88 became a very highly rated engine and a key feature of the hugely successful E28 M5 model.  So, the M1 can be appreciated as BMW’s most convincing multi-purpose product: elegant junior supercar/effective racer/halo model/legacy provider/brand icon.

BMW M1 Hommage  ©Motorsport Network

One Last Fabulous Zagato Abarth - the 750 Record Monza Coupe

Courtesy Bring a Trailer

Carlo Abarth had good reason to have a particular affection for the two words, ‘record’ and ‘Monza.’  As related in the Do Look Back post, Abarth 850 TC and 1000 Berlina - Sixties Supremacy, in ’56 he instituted a World Records programme run at the Monza circuit: Two years later an Abarth 500 achieved a record by covering 18,186 km at an average speed over 7 days of 108.5 kph.  Fiat was impressed!  So impressed that Carlo was able to gain agreement from Fiat that it would make a payment to Abarth for every motor sport victory recorded by a Fiat-based Abarth product.  This arrangement proved to be extremely helpful over many years, primarily in supporting the development of new products and race activity at Corso Marche.  So, in fact, there were over 7,000 ‘reasons’ why the name ‘Record Monza’ should be chosen for the new version of the Fiat Abarth 750 GT Zagato launched in Paris in October ’58 – those ‘reasons’ being the number of win bonus payments eventually made by Fiat through to ’71. 

The 750 GT Zagato had emerged in April ’56.  Performance was reasonable for the era considering the engine’s small displacement, the combination of 47 bhp and a kerb weight of 535 Kg enabling a 0-60 mph time of around 15 seconds and a top speed of about 93 mph.  However, given the Abarth marque’s inherent sporting aspirations, there was no hesitation in work beginning on a faster version.  This was founded on the availability for ‘58 of the Tipo 222 (696 cc) and Tipo 221 (747 cc) engines which incorporated the new twin cam (Bialbero) head designed by Gioachino Colombo.  Both were equipped with twin Weber 36 DCL 4 carburettors.  The 221 engine was rated at 57 bhp, allowing the 750 Record Monza to achieve a 0-60 mph time of 11.4 seconds and a top speed of 109 mph.  Priced at Lit 2,075,000, the model symbolised Abarth’s serious intent in regard to top flight sportscar racing, albeit that it was the succeeding 1000 Bialbero that eventually racked up the victories.  The 1000 model was unveiled in January ’60 with the designation, Fiat Abarth 1000 Bialbero Coupe, featuring the Tipo 229, 982 cc engine and with bodywork devised by Mario Colucci without input from Zagato, (though with several aspects, the single intake engine deck lid for instance, carried over from the Record Monza).  Confusingly, the Automobile Club d’Italia Homologation form for the new 1000 Coupe has the value ‘Coupe Record Monza’ in the field Tipo di Carrozzeria.  Regarding the homologation, Luciano Greggio asserted that following the Record Monza’s launch, ‘a semi-production run of 100 cars went ahead immediately to obtain homologation in the Grand Touring category.’  Though this could be a confusion with the homologation of the 1000 Coupe in March ’61, (whereas the FIA archive for ‘59 does not contain such a document for the 750 Record Monza), the 750 Record Monza began, in Spring ’59, to appear in the list of Abarth race/class victories compiled for administration of the Fiat bonus payments.  The model’s victory count for the year reached 53.  There were 51 in ’60, but by ’61, the 1000 Bialbero had taken over, with 55 wins during the course of the year.  Indeed, by late ’61 the 750 Record Monza had been replaced in effect by a ‘family’ of Colucci’s coupes comprised of the Monomille (single cam), 700 Bialbero and 1000 Bialbero, with bodies made successively by Corna, (immediately following the break with Zagato), Beccaris and, finally, Sibona & Basano.

Stand out 750 GT Record Monza first placings were in ’59: Six Hours, Vallelunga, (Prinoth); Targa Florio, (Prinoth/Carini); Mille Miglia, (Prinoth/Pitscheider); Eight Hours, Lime Rock, (Penske/Callahan); Coupes de Paris, Montlhéry, (Fabi).  In ’60: Six Hours, Hockenheim, (Seidel/Poltronieri); GT Grand Prix, Monza, (Seidel); 500 Kms, Nurburgring, (Castellina/Vinatier); Preis von Tirol, (Fabi); 1000 Kms de Paris (Consten/Condriller).

Surveying extant 750 Record Monzas offered for sale in recent times, several may be considered ‘early,’ indicated as having been built in ’59.  Two have been described as ’57-made.  As seen below, #441205 is certainly a ‘low’ chassis number – every other one I’ve seen is in the range #500000 to #860214.  It is claimed to be ‘pre-production’ and possibly prepared originally as a works race car.  But the date is surely unfeasible – the year of first presentation of the Record Monza being ’58, and the public debut in Paris ‘late,’ (in October).  This car has two features that are characteristic for ’59-made examples, distinguishing them from ’60-manufactured cars – absence of indicator repeater lamps on the front wings and no centrally-located intake aperture in the front valance.  As usually found, the chrome engine deck lid badge script incorporates ‘Derivazione’ in its abbreviated form, ’deriva’ – ‘fiat deriva ABARTH 750.’  The car was offered in February 2025 in RM Sotheby’s sale in Miami and was sold for $78,400.

#441205  Courtesy Classicdriver.com

#534203 is described without any equivocation as being of ’59 production.  Externally it differs from #441205 in having black, rather than bright metal frames for the two small rectangular intake apertures low in the front valance panel.  Also at variance is the engine deck lid badge, which reads, ‘fiat derivazione ABARTH 750.’  In addition, there appears to have been an aftermarket modification to the rear lamp clusters.  As on #441205, these are mounted with vertical orientation in standard specification, but are differently shaped, fitted to the engine decklid rather than the rear of the wings and are horizontally orientated on #534203.

#534203  Courtesy CarsandClassic.com

Bonhams, in handling the sale at Goodwood in July ‘08 of #541508, described it as having been made in ’57.  As Lot 595, the car’s auction description notes do not provide any information that would be a basis for attributing this date and I would be confident that this is in fact a ’59-built example.  This car provides evidence that the front wing indicator repeater lamps, (not fitted on the two cars shown above), were introduced early in the production run, probably around June/July, ’59. This car is fitted with  Campagnolo Abarth alloy wheels, (probably recent recreations given their apparently ‘unworn’ condition).

#541508  Courtesy Bonham's

Another ’59-built Record Monza is #546440.  It incorporates a few unusual features: 1) Currently fitted with an ex-Fiat 850 Berlina 903 cc race engine; 2) Tubular bumpers; 3) Single, Raydyot style front wing-mounted external mirror; 4) Plain, full size bright metal wheel trims.  Also of note is the absence of front indicator repeater lamps.  Offered for sale in 2025 for £64,950. 

#546440  Courtesy CarandClassic.com

The unrestored #550070 was sold on Bring a Trailer in 2025 for $30,000.  While the new owner’s first concern would surely be attention to the bodywork/chassis, this car will be in need of a replacement, original specification Abarth Tipo 221 engine.  The motor then currently fitted is described in the BaT listing:  The non-running Tipo 100.000 inline-four is believed to have been sourced from a Fiat 600 and installed under previous ownership. It is fitted with an Abarth intake manifold and air cleaner along with a single Weber downdraft carburettor.  

Among points of note with the bodywork is the absence of Zagato ‘Z’ front wing badges, engine deck lid badge, front bumperettes and centre grille/shield, missing rear side ‘glasses’ and flared extensions to the rear wheel arches.

#550070  Courtesy Antczak Motors

In late ’58 Carlo Abarth agreed to grant distribution rights in the U.S. East Coast region to the Roosevelt Automobile Company.  This enterprise was the creation of Franklin Roosevelt Jr, son of the former American president.  There was mutual agreement that participation in American motorsport would be an essential aspect of the marketing strategy.  Thus, there was immediate implementation of a plan in which cars would be race-prepared at the factory and shipped to New York, with ongoing race entry and maintenance/repair carried out and funded by Team Roosevelt.  Initially, this involved the supply of four Record Monzas to run in the 12 Hours of Sebring in March ’59.  The outcome was highly successful, the cars finishing 1-2-3-4 in the 750 GT class.  One of them was #550486.  It was sold in recent times – 2014 – by Bonhams for $203,500.  According to the auction lot description notes, this is the Record Monza that carried race number 62 and was driven by Lanzo Cussini and Remo Cattini to 2nd place in class.  Restoration was apparently started in the ‘90s according to Bonhams and by late in the decade it was being raced at Lime Rock in VSCCA historic events.

#550486  Courtesy Bonhams

14th April ’59 was apparently the date on which #555575 was delivered to its first owner in Palermo, capital of Sicily.  Apparently never raced or owned/operated outside Italy, the car was sold in 2019 by Girardo for €115,000.  The front end is notable, being non-standard in terms of an absence of the usual central ‘grille,’ scorpion crest shield and whiskers combination, and of brake cooling duct intake apertures below the indicator lamps.  At the rear, a crest shield badge has been mounted centrally on the engine deck lid above the ‘fiat ABARTH 750’ chrome script badge.  Distinctive on this car are the wheels.  These were made by Ruote Amadori.  Founded in 1950, Amadori was one of the first Italian makers of cast alloy wheels.  The company’s design was chosen by Zagato for fitting so some of the Giuletta Sprint Zagatos built for Alfa Romeo.  The same type was original equipment for the OSCA 1600 GT Zagato – see here.  Also of interest are the seats.  The standard type featured rectangular transverse cut-outs towards the top of the backrest and near to the leading edge of the squab.  In #555575 they have the backrest cut-out, but the squab does not – while it has two buttons in a similar position.  This would appear to identify these as being the lightweight, tubular frame type fitted as original equipment to the Giulietta Sprint Zagatos, as seen below.

#555575  - note Amadori wheels  Courtesy Girardo

Left: Seats in #555575  Courtesy Girardo;  right, as in Alfa Romeo Giulietta SZ, #00008  Courtesy ComtedeFlensburg (BaT)

An example of a Record Monza delivered with racing upgrades – including oversize drum brakes, Zagato racing seats and  Borrani 12-inch bimetal, 14-hole road wheels - from the factory is #556150.  The first owner was Emil Knecht of Zollikon, Zurich, a motorsport competitor with Squadra Tartaruga – a team of Swiss and British drivers, including in its number Rico Steinemann, who became Porsche’s racing and PR chief in ’69.  Later, he was appointed as the editor of the Porsche magazine, Christophorus.  The car was restored circa 2008 and offered for sale in ’13 with an asking price of £150,000.  It is seen racing in-period in the B&W photographs below.

#556150  Courtesy Bring a Trailer

#556150  Courtesy Bring a Trailer

A Facebook post from December ’24 presents details and photographs of #560697, which ‘FIAT ABARTH’ says was manufactured on March 27, 1959.  An extensive restoration process is outlined, with emphasis of a focus on returning the car, as far as possible, to original specification.  This includes features the post states as being exclusive to the Record Monza model: ‘The Jaeger rev counter with a painted redline zone around 7000 rpm, the starter lever with the choke lever removed, etc. are features that are only found on the 750 Bialbero . . .’  These items are seen below, as is the engine bay, an especially attractive feature of the car.  As with #556150, Borrani bimetal wheels are fitted.

#560697  Courtesy Corgys

#560697  Courtesy Corgys

Another Record Monza for which a date of manufacture is asserted is #577535 – 20th April ’59.

#577535  Courtesy Bonhams

Although positively identifying vehicle built in its era is often a complex and difficult matter, a Record Monza tends not to be since it bears multiple ‘tags,’ reflecting the origin of its chassis structure, the Abarth marque itself and the source of the body.  Thus, a car will have a Fiat factory stamping into the chassis sheet metal, an Abarth-fitted plate with stampings for, 1) Tipo, 2) No. Telaio (chassis), and 3) No. Motore (engine) and a body number, assigned by Zagato.  Regarding the later, this will usually be found in various places, including on the underside of internal trim, door apertures and on the windscreen frame under the dashboard.  For #577535, the body number is quoted as being Z47.

#577535 Identifications  Courtesy ClassicDriver.com

As indicated in the third paragraph of this survey, initial racing successes for the Record Monza in ’59 were attributable to the exploits of driver, Ernesto Prinoth.  According to Bonhams’s notes for the recent sale of #577535, Prinoth was its first owner, taking delivery in April ‘59.  It had apparently previously been an Abarth works race car, featuring the 14-hole Borrani alloy wheels and front disc brakes.  It was also suggested, although not confirmed, that it is one of the cars that participated in the Mille Miglia, Targa Florio, and Coppa Sant Ambrosius in ‘59.  The Bonhams sale, in Belgium, October ’19, saw a price of €95,000 realised.

#614316 is said to have been manufactured in July ’59.  In September ’25 it was referenced on the authoritative Fiat Abarth 750GT Zagato Forum.  The post stated that ‘The car currently has an Abarth 850S motor (214) and the original 750 motor is currently being rebuilt to go in the car next year.’

#614316  Courtesy Michael B/Fiat Abarth 750 GT Zagato Forum

Prior to joining Abarth in ’59, Mario Poltronieri had been one of the drivers participating in the legendry world record breaking at Monza.  Subsequently employed by Carlo Abarth, he was mainly a test driver, but he was also involved in the workshop with engine tuning and in the office with Public/Press Relations.  In the days before the volume of cars produced at the ‘old’ Abarth Via Trecate factory premises and subsequently at the new base at nearby 38 Corso Marche, when the staff headcount was small, various tasks were delegated to Poltronieri on an ad-hoc basis – he journeyed to England for example to evaluate Dunlop’s disc brakes and this led to their adoption by Abarth.  Having played a part in the records breaking, it was especially appropriate that Poltronieri should have become the owner of the Record Monza, #711565, once he was  member of staff.  The deal may have come about through his involvement with the car in an experimental/development role since it has been said that the car was originally built as a spider and rebodied as a coupe in ’62. 

#711565  Courtesy AutomotiveMasterpieces.com

In October ’18, Record Monza #780410 was offered in a sale at Padua by Bonhams with an estimate of €120,000 - €160,000.  The auction lot notes included, (it) ‘was comprehensively restored by renowned Italian coachbuilders Faralli of Pisa, Tuscany some 10 years ago, while the overhaul of the mechanicals was entrusted to the Abarth specialist Fallorno of Empoli, again in Tuscany.’  Despite its excellent condition and Abarth Classiche certified status, the car remained unsold.

#780410  Courtesy Bonhams

#780410  Courtesy Bonhams

Probably conducive with its chassis number, #860214 was described at Sotheby’s ’16 London sale as a ’61 car.  It was offered with an estimate of £75,000 - £90,000, but not sold.  Any sales resistance may have stemmed from it being equipped with a replacement, single cam engine.  On the other hand, it is a car with racing history, having most notably been driven by the well known Umberto Maglioli, three times winner of the Targa Florio.

Although the Sotheby’s description incudes an indication that it had, ‘the benefit of Abarth Classiche certification,‘ a non standard engine deck lid (with 8 louvres in the lower area) and absence of a script badge on the panel are evident.  The front valance panel incorporates a central, elliptical intake aperture.  This feature has been seen on no other examples in this survey of extant Record Monzas, except for a believed-’60 made car for which the chassis number is unknown.  Also noted are non-standard B pillar badges, (‘lightning' version fitted in place of the usual ‘flag, ‘RECORD MONZA’, scorpion crest items).  Sliding race inserts are installed in both side windows.  Wheels are Campagnolo Abarth style alloys.

#860214  Courtesy RM Sotheby's

The 850 Record Monza was introduced in June ’59, outdoing the 747 cc model in performance terms with 70 bhp and a top speed of 118 mph.  But the key to Abarth’s ongoing GT racing success was the new 982 cc Fiat Abarth 1000 Bialbero Coupe, (ES 01).  Announced in January ’60, the new car’s Tipo 229 engine gave 91 bhp and was capable of 121 mph.  Initially, it was Zagato-bodied and had the appearance of the 850 Record Monza, but not ‘Z’ badged.  With the establishment of Carrozzeria Abarth, the building of restyled bodies was  re-assigned to Beccaris.  Thus, the Record Monza designation lapsed.  A more detailed account of the transition is found in the Do Look Back post, Abarth's 912 - the Mono Mille GT 

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.