Body Beautiful Off The Shelf: Abarth OT 1000 Coupe/R/S/SS

The 600 model range proved to be a hit in its own right following its introduction in ’59, but within 5 years Fiat was keen to consolidate the success with an improved/uprated new tipo.  Hence, the 850, designated Tipo 100G, which was unveiled in Spring ’64.  A key feature was the larger displacement engine – 843 cc – giving 40 bhp, whereas the 600 had to make do with less than 30.  More power was to come in short order as Coupe and Spyder variants appeared the following year, these equipped with engines capable of 40-45 bhp.  It was immediately clear that the 850 would make an excellent base for a new Abarth type capable of exploiting new technologies to achieve a full range of functional improvements.  At the same time, the styling of the 850 Coupe was good enough to allow the use of its body without aesthetic compromise, obviating the necessity with the previous ‘GT’ models of designing and commissioning hand-built coachwork. 

First available in ’65, the Abarth OT 1000 Coupe was in production until ’69. Motor Sport’s ’67-published road test concluded, ‘The Abarth is faster, quieter and more comfortable than almost any other under-one litre GT car we can think of, and if the price seems a handicap these points should be borne in mind. With good looks and fine economy included, it might make some friends at a retail price of £1,164.’  The magazine quoted an upgraded-since-launch power rating of 68 bhp at 6,200 rpm and assessed tractability as good throughout the rev range despite the performance specification of the camshaft.  0-60 mph was recorded as taking 16.1 seconds, whilst top speed was estimated at 95 mph. 

Then, as now, any Abarth enthusiast would of course have wished for higher performance, especially in regard to the 0-60 mph metric.  So it’s no surprise that faster variants soon emerged: 

OTR 1000 – 74 bhp (and a 95 bhp option for racing), from the #200 engine incorporating the new Radiale cylinder head.  Whereas the OT Coupe had retained the Fiat 850 layout rear radiator, on the OTR it was front-mounted.  Carburetion was by twin Solex C 32 PHH, (single Weber  30 DIC on the OT Coupe).  Gearbox was 5 speed, (4 speed in the OT Coupe). 

OTS 1000 – 202-B engine, quoted a 74 bhp despite a lower compression ratio than used on the #200 unit.  4 speed gearbox. 

OTSS 1000 – OTS with race manifold and carburettors, allowing a 90 bhp power output. 

#53213 is a '65 OT 1000 Coupe sold by Iconic Auctioneers in 2013 for £22,000.  At that time the car had been recently restored and with just under 60,000 Kms on the clock, was in nice condition.  As an example of the ‘basic’ model it has the twin headlamp bluff/aperture-lacking front end. 

#53213  Courtesy Iconic Auctioneers

External badging was restrained – a dummy grill/script to the front panel, a Campione del Mondo badge on the rear quarter panel and script to the rear panel.

Left to right: #53213 Courtesy Iconic Auctioneers; Courtesy Kucarfa; Courtesy UK Sports Cars.com

With its Radiale engine and distinctive front end styling, the OTR was clearly an attention-getter.  Specification was advertised by the factory with publications of the type shown below:

Externally, the OTR’s front end styling indicates the extent of the model’s significantly upgraded power configuration in comparison with the OT Coupe.  The higher output engine required increased cooling capacity/efficiency and this was enabled by the relocation of the radiator to a frontal position behind a chrome grille trimmed air intake aperture.  The radiator’s mounting, as on #067295, is shown to the right below:

Left: #117626 Courtesy Neil Fraser/RM Auctions; right: #067295 Courtesy Sportovnivozy.cz

This car appears to be an exceptional example, having apparently covered only 12,000 miles since new.  RM Auctions reported that it was sold in 2014 for $79,750  It retains the original Tipo 200 engine with its ‘Radiale’ cylinder head, from which the model designation ‘R’ is derived.  Improved gas flow and combustion is achieved in this engine by the combustion chamber form and the orientation of the valves.  Each combustion chamber comprised two overlapping hemispheres, the slightly larger encapsulating the inlet valve, the smaller housing the exhaust valve.  As additional measures of unconventionality, each pair of valves was inclined towards one another and were aligned transversely in relation to the cylinder head.  This arrangement gave rise to a distinctive external shaping of the cylinder head, as can be seen below, left:  A Radiale cylinder head is shown to the right.

Left: #117626 Courtesy Neil Fraser/RM Auctions.  Right - unattributed

Using twin Solex C32PHH carburettors, the Radiale head Tipo 200 engine gave 74 bhp in the production OTR 1000, with race-tuned engines rated at 95 bhp. 

The photograph to the right, shows that the rear is basically unchanged in comparison with the OT 1000 Coupe, except for the script badge, with the inclusion of script indicating ‘OTR.’  As seen below, #117626 is fitted with non-standard, magnesium alloy Campagnolo wheels.

Courtesy Neil Fraser/RM Auctions

Seen below, the later (’67 first registered) #133508, is on Borrani Fergat steel rims:

Courtesy Abarth-Germany.de

In January 2015, #112404 was offered for sale by Bonhams, with an estimate of US$70,000 - US$90,000.  Brand new, it was exported to the U.S. where it was sold in ’67 to John Mitchell, who was working for an Italian-specialist dealer in Lancaster, Pennsylvania.  Mitchell was an enthusiastic amateur racer and he used the cars for track and hillclimb events.  Subsequently, the car found its way to Australia, where it was subject to full restoration in 2006.  The auction lot description notes that the car is equipped with a four speed gearbox – a replacement presumably since a 5 speed was specified for the OTR.  Various websites have published performance data for the OTR 1000, but the accuracy may be especially in question because a 4 speed ‘box is usually indicated, whereas the factory specification sheet (12-’64) provides ‘5 speed + RM,’’ with a  final drive ratio of 4.1 : 1.  With a 4 speed unit indicated, automobile-catalog.com quotes 0-60 mph in 10.5 seconds and a top speed of 117 mph.  The factory’s figure for the latter was 108 mph.

Courtesy Bonhams Cars

A further model was developed for racing, the OTS 1000.  In effect an OTR but serving as the Group 3 race-homologated variant. Although some sources indicate that the OTS boasted 74 bhp, a 68 bhp output was also indicated and is probably more realistic as the engine did not incorporate the Radiale head.  The factory sheet records the same Solex carburettors as on the OTR, though the homologation paperwork refers to either the Weber 36 DCL 7 or 30 SIC 1.  Another factory publication cites the Weber 30 DIC as the specified carburettor type.  The top speed was a little higher at 112 mph.  Page 1 of the homologation papers set is shown below:

Race Cars Direct handled sold a ’66-registered OTS, #43313, in recent times.  The car was advertised with a sale price of £32,950.

Courtesy Race Cars Direct

This is another OTS - #067295, located in the Czech Republic.  The relatively ‘simple’ non-Radiale engine is shown, centre, below:

Finally, the OT 1000 could be ordered to SS specification.  With a special manifold and further upgraded carburetion, this was intended for amateur racing customers and was priced at 1,330,000 lire .  There is a lack of certainty as to whether or not the OTSS was a specific model in its own right – I have not seen an example with ‘OTSS’ script badge applied to the rear panel. 

In February ’69 a second series of the OT 1000 Coupe was introduced.  This model is largely undocumented and I have not so far discovered an image in order to identify and changes which might have been made to the bodywork.

 

As with many Italian cars of the era, the number of OT 1000s (Coupe, R,S,SS models) is unknown.  Some sources talk about 30-40 OTRs, but then refer to the discrepancy in numbers required for homologation (50), (suggesting that Carlo ‘fiddled’ the FIA inspection at Corso Marche), so one must wonder whether everything is based on misunderstanding, given that the model homologated was the OTS, not the OTR.

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.