Abarth 850 TC and 1000 Berlina - Sixties Supremacy

The Nuova 500 was launched by Fiat in mid-’57.  That Abarth should want to produce its own version was not surprising.  Whatever else might be said about the 500, its 13 bhp hardly made for good drivability characteristics.  Abarth’s modifications, upping power near twofold to 20 bhp, transformed the 500’s performance, which, Fiat-badged, initially struggled in terms of customer acceptance.  Unfortunately, the Tipo 105 Abarth 500 also failed to sell in the numbers planned, primarily because that increase in horsepower had come at the expense of a significantly higher price tag – 18% greater than that attached to the Fiat.  Carlo Abarth was quick to respond to the situation, ordering that a bespoke, 26 bhp version be made and adopted into his Monza circuit-based World Records programme instituted in ’56.  In February ’58, the car 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.  It is important to understand that in making the offer, Fiat’s Commercial Director, Lorenzo Brinatti, was firm in that only a race win would trigger each payment - any other placing was not to be recognised  This condition had effects which were not all totally desirable, the most significant being that Abarth’s view of what sort or races and classes it should concentrate on was perhaps overly slanted towards those in which its car could be considered favourite for the victory.

Three years on from the Monza record achievement and related ‘win bonus’ establishment, Abarth presented the first of a line of 850/1000 models which would be the most adept at garnering the best possible level of income from the agreement.  These models were based on the Fiat 600, which had begun production in ’55.  By the time of the Abarth 850’s unveiling, a million 600s had been made.  So, a success, certainly, but also a product that was due an updating.  This Fiat delivered with an increased displacement (767 cc) engine, designated 600 D – good for 29 bhp.  Abarth’s re-interpretation of the design included an uprating of engine output to 52 bhp in a model named 850 TC (Turismo Competizione) reflecting an increased cubic capacity of 847 cc.  Complementary specification changes also included Girling brake discs for the front axle and an additional radiator located midships under the floor.  An example of a 850 TC made in the first year of production is shown below.  #1022733, was raced in period by Gianpiero Raffa.  As offered in recent times by Woow Motors (Switzerland) it was in race trim with partial roll-cage and running on Cromodora alloy wheels.

850 TC, #1022733 Courtesy Woow Motors/Dyler

The 850 TC was priced at Lit. 850,000 and clearly marketed as a model to win incremental sales volume.  Equally, it was specified with race wins in mind and in its first year on track/hill courses it began to deliver in August at the Cesana-Sestriere hillclimb, and nine high profile event victories had been gained before the season’s end.  September’s 500 Km at the Nurburgring was especially rewarding, with Ernst Furtmayr winning the 850 class.  Moreover, 850 TCs finished 1-2-3 in class.  Thus the advertising department at Corso Marche was soon busy with celebratory ads in the specialist press publications, example below:

To capitalise on the success seen at the ‘Ring, Carlo called for a special version of the 850 TC to be developed and this was done at some speed, the launch of the Abarth 850 TC Nurburgring occurring in November ’61.  (Curiously, this model, with designation, Project 64, Sigla 114, is shown in factory records as having been introduced in January ’61, 9 months prior to the launch of the 850 TC itself!)  Whether or not the January event was organised with the assistance of a clairvoyant, the car added to the buoyancy of sales as a result of enthusiastic customer reception of its features including a boost in power to 55 bhp enabled by a modified camshaft, a five speed gearbox, and a price tag only Lit. 40,000 bigger than that of the 850 TC.

An early-built 850 TC Nurburgring, #1540906, is shown below:

#1540906 Courtesy Bonhams Cars

There was variation in the badging of the Nurburgring model.  On some extant examples, the lower right corner of the engine decklid carries a generic 850 TC chrome script – left, below.  However, on #1458387/3320, ‘ABARTH’ and ‘nurburgring’ are added – right, below:

Of course the engine deck lid badges were usually not readily seen because of the prevalent practice, (increasingly so as of ’62), of running with the lid propped open. This – in contemporary parlance – 'hack' was seen as a silver bullet, the aerodynamic ramifications being in terms of downforce (improving rear end stability) and enabling a higher top speed – some said as much as an additional 5 mph, all at the same time as helping preclude engine overheating and heat sink in the bay. 

The ‘Nurburgring’ was a success both on track and in dealer showrooms.  This was helped by very favourable advocacy in the press, Auto-Italiana for instance having this to say in ’63:  ‘The performance of this inspired Abarth is certainly superior to that of a car of almost double its cubic capacity.  We would say that its engine despite the power that permits excellent performance, is elastic to the point that there is good acceleration even at a medium speed of around 3,000 rpm.  This is another positive quality of the vehicle, which is really a sports car but still relatively economical.’  But Abarth was not inclined to rest on its laurels – the 850/1000 TC range was the subject of gradual improvement/performance uprating over several years.  Progressive homologation update appendices were effected with a number of supplementary items, registered especially for ‘67/’68.  The 1000 TC Berlina was Group 1 homologated in January ’63.  The ’67 updates saw the approval applied for the Group 2 Special Touring class.

 

Some confusion can arise because of the moniker ‘Corsa’ applied to some ‘Nurburgring’ 850 TCs.  The is because Abarth also released in ‘61 a model with the ‘Corsa’ designation, this being the first of a line powered by the bigger capacity (982 cc) Tipo 210 engine.  The 1000 TC Berlina Corsa (#114D) was rated at 60 bhp.  The Tipo 210, was at the same time utilised in the Monomille Scorpione GT coupe.  Other important changes were driveshafts with universal joints and the fitting of disc brakes to the rear as well as the front axle.  Shown below is a ’63 example, #1428998.  This 1000 TC Berlina Corsa was sold in recent times for €24,900 by Race Cars Direct:

#1428998 Courtesy Race Cars Direct

In early ’64, the Series 2 1000 TC Berlina Corsa’s power was up to 76 bhp.  Of significance, the underfloor radiator was relocated to the nose and housed within a newly designed protective nacelle with the appearance of a very heavy duty bumper, conferring a distinctive/aggressive ‘look’ to the car’s front end. 

The ’64-effective additional homologation features defining a Corsa version vis-à-vis the Berlina, included engine uprating, (12.2:1 compression ratio and 36 mm Weber), to a maximum of 80 bhp, 5 speed gearbox, discs all round, revised suspension and larger front radiator.  By ’64, the Berlina Corsa’s engine output was given as 76 bhp and numerous other detail, race-purpose improvements led to the designation, ‘2^nd Series.’  This was followed in February ’65 by an 80 bhp ‘3^rd Series.’  In particular, this featured a revised coil-over front suspension, distancing the Abarth set-up further from that of the Fiat 600 with its transverse leaf spring.  Performance was enhanced by the adoption of the 5 speed Tipo 121 gearbox.  The radiator capacity was also increased, enabling deletion of the engine bay fan, (the car still retaining a rear radiator in addition to the nose mounted item).  During the ’65 season, some 1000 TCs were raced with the Radiale head version of the 200 series engine.  The 4^th Series of the Berlina Corsa appeared in September ’66, powered by the 210-C engine delivering 85 bhp thanks to a 13:1 compression ratio and a higher maximum rpm of 7,600.  Both the coolant radiator and the oil cooler were of increased capacity  The frontal radiator housing was restyled to enhance aerodynamics and the car’s weight was trimmed a little – down to 583 Kg.  As a result, top speed was reported to be up to 121 mph.

 

Proof of the 1000 TC’s prowess came in the years ’65, ’66 and ’67 when it was the Division 1 European Touring Car Challenge-winning car for Ed Swart, Giancarlo Baghetti and Willi Kauhsen, respectively.

66 European Touring Car Challenge champion, Giancarlo Baghetti, winning the Aspern round. Courtesy Erwin Jellnek

#1965262 Courtesy Classic & Collector Cars

The introduction of the 4^th Series 1000 TC was concurrent with that of the 1000 TCR.  The ‘R’ signified the Radiale head and indicated a car with 92 bhp, available at an even higher engine speed of 7,900 rpm.

1000 TCR engine installation Courtesy Revs Institute

#2366678 is an early TCR, built in ’67.  In the first decade of the 21^st century it underwent a full restoration and specification update in preparation for Historic Racing.

#2366678 Courtesy Anamera

In early production, the Radiale engine’s 92 bhp, enabled a 0-60 time of 7 seconds and a top speed of 122 mph.  The model was developed with a 2^nd Series appearing in February ’68, a 3^rd the following year and a fourth in January ’70.  The 2^nd Series benefitted from an increase in engine output to 97 bhp, while the 3^rd had 108 and the 4^th, 112-115, (at 8,200 rpm).  The final iteration’s top speed was 124 mph.

There were new Appendix J regulations for the ’70 season and the 4^th Series TCR was Group 2 compliant.  With near-complete freedom in regard to the cylinder head, the rules enabled a further increase in power since twin double choke Weber 45 DCOEs were allowed, as were another iteration of both the camshaft and manifold, together with a prominent exhaust system with long transverse final pipe section.  Rear windows and rear screen were re-specified in Plexiglass, while the front and rear wings/wheel arches were widened and a new fibreglass engine deck lid fitted.  (This latter item was subsequently ‘unhomologated’ on the grounds that it could become debris of a dangerous nature in the event of a rear impact).  After feedback from the works drivers, in which they complained about how the car was handling with its increased power output, the rear suspension was reconfigured, reverting to a tubular components/triangular format arrangement, not unlike Fiat’s original design for the 600.

 

The driver most associated with the era was Johann Abt.  He joined the Corso Marche factory team in ’67 and won 29 races.  The following year he was a winner at 17 events and was a contender in the German Hillclimb Championship.  After leaving in ’70, Abt continued to race the marque’s cars and is thought to have notched up over 300 victories in the course of his career.

Johann Abt winning at Salzburgring, ’70.  Courtesy ABT Motorsport

With various rule revisions, (most significantly, the 1^st Division capacity limit in the European Touring Car Championship was increased from 1 litre to 1300 cc), and competitor strength changes, Abarth’s focus in ’71 shifted to the European Hillclimb Championship – once again, a successful campaign.  Otherwise, ’71 is remembered for the demise of the Abarth factory’s motorsport operation and the marque’s absorption into Fiat.  There was some bravado beforehand however - in February, Carlo, accompanied by Arturo Merzario, presented the SE020, SE021 and SE022 Sport Spider prototypes at the Torino Aero Club’s airfield just across the Corso Marche.  Then, where in previous years, comparative test sessions had been held at Vallelunga or Monza, these were conducted later that month at the Paul Ricard circuit, Le Castellet, France.  The emphasis on this occasion was on the Prototypes and larger engined cars.  Once the racing season got underway, Abarth fans might have thought that ’71 was going to be ‘business as usual,’ as March’s Monza round of the Italian Touring Car Championship saw class wins for Edoardo Gunnella in a 850 TC and for Gino Ravinale driving a 1000 Berlina.  In the mountains too, Abarth drivers Giuseppe D’Ippolito (850 TC) and Luigi Ferragina (1000 Berlina) were best in class in European and Italian Hillclimb events.  By the end of the season, Edoardo Gatti (850 TC) had taken the European Hillclimb Championship, 850 class, and Maurizio Campanini (1000 Berlina), the 1 litre class.  However, even as encouraging results were being recorded, Fiat informed Carlo that he would be deprived of the very thing that had facilitated so much motorsport success – the ‘per-win’ bonus payments were to be stopped.  On top of the many other commercial/financial problems with which Abarth had been struggling, this was a final straw.  At the same time, however, Fiat offered to buy the Abarth business lock, stock and barrel.  Carlo really had no option but to accept, and Fiat confirmed the agreement at the end of August, though it was not announced to the public until 15^th October ’71.  Meanwhile, the racing department had been moved to the premises of Enzo Osella’s Osella Squadra Corse.  Osella would run the SE021 and develop the SE027 Prototype Spiders through to ’74. 

Eventually, as the 850/1000 TC’s development period had come to a close in ’70, the year before Fiat’s acquisition of the marque, the 850 had gone from a Lit. 850,00, 52 bhp car to one with many updated features and a 55 bhp-rated engine.  The 1000 TC began life with 60 bhp, while its ultimate successor, the TCR, had near double that, at 115 bhp.  Meanwhile, the price had reached, Lit.3,710,000.  Given the ‘per win’ bonus which Fiat had agreed to pay Abarth back in ’58, both the 850 TC and 1000 TC models contributed significantly to income over and above the sales revenues they generated, with no fewer than 2,357 race/class wins during the period ’61-’71, (1,236 by 850s and 1,121 by 1000s).

 

All these many decades after Abarth’s golden era, interest in the marque is strong and widespread.  Highly instrumental in the classic Abarth ‘scene’ is the Berni Motori business based south east of Milan at Maleo - http://www.bernimotori.com/.  Tony Berni – who has very kindly helped me in researching aspects of the cars on several occasions – summarises the history and allure of the 850/1000 TCs with this publication: http://www.bernimotori.com/press/Fiat%20Abarth%201000%20Berlina%20Corsa.pdf

A SAAB for America - the Sonett II

Saab’s automotive manufacturing activity began with the 92 in 1949. The model incorporated the basic vehicle format and many of the signature features that would characterise Saab’s road vehicle products over the succeeding two decades: compact, aerodynamic body, two stroke engine, (later replaced by a V4 four stroke), and front wheel drive. It was superseded in ’55 by the 93 which had similar – though ‘modernised’ - looks, but with numerous improvements, both mechanical and body-wise. Significantly, modifications to the 3 cylinder engine endowed it with 30% more power. While the new model had been in development, a small group of engineers/designers operating as a skunkworks team established a concept for a sports car based on the 93. With competition use in mind, it was a roof-less lightweight – likely inspired by the Porsche 550 Spider even though technically very different in terms of the drivetrain. However, whilst a production run was commenced following first presentation as the 'Saab Sonett' in Spring ’56, the model was cancelled after only six examples had been completed. Focus was to be on the replacement for the 93, a much improved model launched in ’60 – the Saab 96.

Whilst the 93 had established Saab in export markets, including the U.S., the more sophisticated 96’s increased sales level gave rise to a dynamic American dealer network. This community, knew from its experience with the products of other European makers that its hunger for incremental volume and profit could best be satisfied by having sports models available for their customers. Representatives of the dealers successfully lobbied Saab’s management for the creation of a Saab coupe/GT. Design, under leadership by Sixten Andersson, was commissioned from Malmo Flygindustri, a company based in the Bulltofta locality of Malmo and specialising in the manufacture of light aircraft. The company produced a prototype, code named MF113, which was presented at the Geneva Motor Show, March ’66 as the Saab Sonett II.

Sonett II, Geneva Show ’66  Courtesy David Phipps/Motorsport Images

The Type 97 Sonett II had a fabricated sheet steel chassis, fibreglass body (with front clamshell) and running gear mostly derived from the 96.  The engine was the Sport version – 841 cc with triple Solex 34W2 carburation and lubricated by oil injection rather than petroil fuel.  It was 42% more powerful than the standard 96’s motor at around 58 bhp.  Kerb weight was 710 Kg, allowing a 0-60 mph time of 11.4 secs and a top speed of around 105 mph.  The chassis number range of Two Strokes is 000001-000258 (’66 and ’67).  The four stroke 1498 cc Ford V4 version was introduced in mid-’67 and was in production until ’69.  Production numbers have been reported as: Two Stroke: 257 (’66/’67); V4: 1610 (’67-’69), total 1867.  All these cars were left hand drive and most were exported to the U.S.

#000190 rolling chassis; #000178 clamshell; #000048 841 cc engine   Courtesy Cute Italian Posteriors (Pinterest); Conceptcarz; Marc Vorgers

The earliest Sonett II of which I have an up to date photograph is #000048, built in ’66.

#000048  Courtesy Marc Vorgers

One of the aspects of the Sonett II Two Stroke is that it carries no model-identifying badge.  However, there is a marque badge front and rear to make sure you know it’s a Saab:  Near the leading edge of the clamshell, the script SAAB/aeroplane symbol is mounted centrally.  A SAAB script badge is affixed to the boot lid, between the number plate and the left hand tail lamps.  Both badges were bright alloy or chrome plated.

With this feature a major aesthetic difference between the Two Stroke and V4 is obvious.  The V4 has a script SAAB badge on the clamshell just about in line horizontally with the centre of the headlamp and aligned vertically with the steering column’s position, (left, below).  Near to the centre of the clamshell is a badge, (centre, below), with the script SONETTV4 on a black ground, in a form analogous to an air intake as present near to the panel’s trailing edge.  Most Sonett V4s have no badge affixed to the rear, though there are many examples of customisation whereby a SAAB script badge has been applied to the boot lid, (right, below), or the SAAB/aeroplane symbol badge has been mounted on the horizontal surface between the rear screen aperture and the top edge of the rear panel.

#001189  Courtesy Saabfactory (BaT); 001358  Courtesy Lug_Nut (BaT); #000503  Courtesy H&H Classics

As evident in the photographs above, the bulge in the V4’s bonnet centre is considerably more pronounced than that seen on the Two Stroke, (below), reflecting the greater height of the four stroke unit. 

#000048  Courtesy Marc Vorgers

Standard road wheels, (left, below), were steel with chrome plated hub caps featuring an embossed SAAB/aeroplane symbol, 15” diameter and carrying 155 width tyres.  Optional alloy rims, more usually seen on the Sonett II V4, include the ‘Soccerball’ (second left below), Roal Minilite-style (second from right, below) and JP Cromodora-style (right, below):

The standard steering wheel is as seen left, below on V4 #001417.  Aftermarket wheels, e.g. Momo (#000052) (second left, below), Nardi (#001757) (second right, below) and Britannia (#000408) (right, below) are common on surviving Sonetts.

Courtesy  BrochureMuseumNL; Bonhams Cars; BiddersHighway; Mrtorgue (BaT)

The specification of the Sonett II was summarised in a brochure published in ’69:

The car’s features were extolled in the same publication as below:

Recently sold/offered Sonetts:

Two Strokes:

V4s:

 

1970 saw a new model – the Sonett III, seen below.  This had significantly revised styling and increased – to 1699 cc – engine capacity.  It was in production through to ’74 with over 8,000 examples manufactured.  The Sonett III was not a good looking car, continuing a trend, for the V4 was less successful aesthetically than the Two Stroke  – just look at that disproportionate bonnet length.  And that was that – Saab never again dabbled with ‘sportscar’ manufacture.

Saab Sonett III  Courtesy Petrolicious

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.