Piccolo ma Potente - Abarth 1000 SP

 

Courtesy of Tony Berni

Carlo Abarth’s manager of mechanical, chassis and body development, Mario Colucci, joined from Alfa Romeo following the collaborative Abarth-Alfa 1000 project which culminated in November ’58 with the presentation of a Scaglione-styled version at the Turin Motor Show.  This model featured a tube frame chassis, the preference of both Alfa Romeo corporately, and Colucci personally.  Following on from this, despite his own contrary chassis construction and engine location principles, Carlo Abarth gave Colucci the opportunity to design and develop a new line of lightweight spiders, initially with the Fiat 600-based 748 cc #221 engine.  By ’62, 1300, 1450 and 2000 cc versions had evolved, utilising the Simca-based engine.  However, these models did not achieve competitive successes to an extent which could attract an ongoing/increasing cohort of racing customers.  In addition, Carlo’s retained prejudices re-emerged in an edict which contended that the expense involved with the tubular chassis and mid engine location further undermined the cars’ marketability.  Thus, the series was discontinued for the ’65 season.  Effort and focus was transferred to bigger capacity spiders designated OT (Omologato Turismo).  As well as being available in both 1600 and 2000 cc versions, the OTs were distinctive in being Abarth’s first all-glassfibre bodied models.  Buoyed also by on-track success of a sister coupe model, the 1300 OT, Abarth relented in regard to a smaller capacity Spider and gave Colucci the go-ahead to create a new 1000 Sport Prototype version for ‘66.  It was a ‘brave’ decision since Carlo had to allow Colucci once again to specify a tubular chassis and central engine.  Furthermore, it only made sense to produce the new model in Group 6-compliant form, and that meant committing to a production run of 50 cars for homologation purposes.  The resulting 1000 SP, also known internally as the SE04, was ready in the Spring, making its racing debut at the 14th Coppa della Collina at Pistoia, (May, ’66).

 

In Alfred Cosentino’s Abarth Guide, he refers to the 1000 SP as the 1965 Fiat Abarth 1000 SP Barchetta Tubolare, also citing earlier (‘63/’64) versions as bearing the SE04 designation.  In his note about the model, he suggests 25 were initially built in ’65 and all were readily sold, prompting a second run of 25, dates unspecified.  However, all other sources relate the SE04 tag to cars known simply as 1000 SP.  An SE (Speciale Esecuzione) internal model code incidentally was applied to some Abarth racing models produced from the mid-Sixties, beginning with SE08, conferred on the ‘64 Formula 2 single seater.  SE025 was the highest code number used up to the end of ’71.  During the subsequent ‘Fiat’ period when Abarth was involved in the development of the new Lancia rally car, an SE designation, 037, identified the project and this became used as the car’s ‘public’ model name.  The Lancia Delta S4 bore the last designated SE code – 038, in ’85.

Courtesy 2015 Registro Fiat Italiano

The SE04 as launched, was powered by the #229A (dry sump), 4 cylinder, twin cam, 982 cc engine on twin Weber 40 DCOE2s, rated at 105 bhp @ 8000 rpm.  As coupled with the #A.102 5 speed gearbox and in a vehicle with a kerb weight of just 480 kg, it was both an agile and fast package, capable of over 135 mph.

 

The FIA eventually conferred Group 4/up to 1000 cc Class homologation on the 1000 SP in March ’68 – sample pages from the document, #241, are shown below:

Luciano Greggio’s ‘Abarth the Man, the Machines’ lists all (though the author indicates that some data may be missing for the years ’68 and ‘69) the outright/class victories scored by the marque from 1949 to 1971.  For the period ’66-’71, the list includes 150 victories for the 1000 SP, the peak year being ’68, when 66 first places were recorded.  Throughout the whole period, the great majority of successes was achieved at hillclimb events, at which multiple entries were frequently run in both the Sport and Sport Prototype categories.  Most events were in Italy, but the 1000 SP saw success also on hills/tracks in France, Germany and Switzerland.

 

The most successful driver- by a considerable margin - was Salvatore Calascibetta, who triumphed 15 times in a 1000 SP.  Calascibetta ran a workshop and parts store in Sicily but was also employed for several years by Abarth both as a test and a racing driver.  His driving career extended from the late Fifties to the mid Seventies.  Also known as ‘Toto,’ he resided and traded in Palermo, and this was convenient for his many participations in the Targa Florio – 13 in all, with the final outing (’71), in partnership with Paolo Monti, yielding a 1^st in the GT 2.0 class, 9^th overall.  On that occasion he was driving an Opel GT 1900 for Conrero Squadra Corse.  Eight years earlier, he had taken the class honours at the Targa in an Alfa Giulietta SZ.  For Abarth – in a 1000 SP entered by Scuderia Pegaso – he shared the Sport 1.3 class victory in ‘69 with Vincenzo Ferlito.  Their car was placed 11^th overall.

Left: Salvatore Calascibetta (Targapedia2); Right: Calascibetta’s 1000 SP at the ’68 Targa Florio

Next most successful multiple winner was Luigi Tommasi with 9 victories.  He was active from the early Sixties through to ’79 and appeared at several high profile circuit races, though all his 1000 SP exploits were at hillclimb meetings in ’67 and’68, subsequently trying his hand at Formula 3.  His 1000 SP class wins were taken at, (’67): Sorrento, Rieti, Monopoli, Pescara,  and Ascoli Piceno, (’68): Rieti, Cosenza, Avezzano and Pescara.

Paolo Lado took the chequered flag in first place 6 times behind the wheel of a 1000 SP.  He was successful on circuits as well as hillclimbs, especially in ’68, when he won twice at Vallelunga and also at Imola.

Paulo Lado, (at Trento-Bondone hillclimb, July ’68)

Other notable drivers who enjoyed multiple wins in a 1000 SP were: Enzo Buzzetti (5 wins), Gianni Varese (4 wins) and Giuseppe Vergilio (4 wins).

     Left: Enzo Buzzetti, ’67 Targa Florio;                                               Right: Gianni Varese, ’68 Cesana-Sestriere

The agility possessed of this little barchetta is clearly demonstrated by its excellent run of Targa Florio results – up against generally more constructionally robust and higher powered opposition - in the years ’67-’72:

 

Year	Race #	Entrant	Drivers	Place	Class
67	142	Buzzetti	Enzo Buzzetti - Secondo Ridolf	22	2nd P1
68	96	Scuderia Pegaso	Salvatore Calascibetta - Vincenzo Ferlito	44	2nd S1
69	122	Scuderia Pegaso	Salvatore Calascibetta - Vincenzo Ferlito	11	1st S1.3
	126	Buzzetti	Enzo Buzzetti - Walter Donà	16th	3rd S 1.3
	124	Scuderia Nord-Ovest	Eris Tondelli - Marco Crosina	31st	4th S 1.3
	202	Jolly Club	Ugo Locatelli – Mario Zanetti	5 laps only
70	262	Scuderia Nord-Ovest	Renzo Ruspa - Pier Giorgio Pelegrin	16th	1st P1
	254	Scuderia Etna	Francesco Patanè - Orazio Scalia	DNF
71	82	Barone	Maurizio Campanini – Mario Barone	14th	1st P1.0
	83	Scuderia Brescia Corse	Giovanni Boeris - Maurizio Roasio	15th	2nd P1.0
	77	Scuderia Nettuno	Giuseppe Bargotti - Sergio Guibar	DNF
	79	Patane	Francesco Patanè - Orazio Scalia	DNF
72	70	Scuderia St Paul	Francesco Patanè – Orazio Scalia	DNF

 

It’s been said that perhaps around 25 of the 50-70ish originally built 1000 SPs are extant.  One of the most familiar in recent times is #0038, which was sold by Hyman, St. Louis, MO, US: https://hymanltd.com/vehicles/7351-1966-abarth-1000sp/ .  It had previously been offered on Bring a Trailer in April 2023, https://bringatrailer.com/listing/1966-abarth-1000sp/ and was bid to $210,000, (reserve not met).  (At that time Sports Car Digest published an illustrated feature on the car: https://sportscardigest.com/car-of-the-day-1966-abarth-1000-sp/ )

#0038. Courtesy of Sports Car Digest

#0024 was presented in November 2014 by Bonhams, https://cars.bonhams.com/auction/21904/lot/8/from-the-maranello-rosso-collection1966-fiat-abarth-1000sp-tipo-se04-racing-sports-prototype-chassis-no-se04024/ selling for £135,900.

#0024. Courtesy of Bonhams

#0049 was offered in Japan in November 2020           https://bhauction.com/en/result/tokyo-auction/lots/1966-fiat-abarth-1000-sp and https://radical-mag.com/2020/05/23/fiat-abarth-1000-sp-se04/

#0049. Courtesy of Radical Mag.com

The SE04 proved to be an especially important car for Abarth, not only because it remained competitive in 1 litre form for several years, but also as it was an excellent base for the development of new versions and reconfigurations which emerged as ‘new’ models.  The ’67 SE04/L identified a 2 litre version with a longer (by 60 mm) wheelbase.  That same year, SE04 FB appeared, this time with the wheelbase re-dimensioned in the other direction.  This was necessary because of the car’s ‘real’ distinguishing feature – relocation of the engine to Carlo’s preferred rearward position; FB = fuoribordo – ‘outboard.’  The following year saw a further developed version of the 2 litre Sport with sufficient updating to warrant a new SE number: 10.  The SE010 itself was the basis of a new Prototype, SE014, launched in ’69.  And all that had been learnt with the SE04 and its successors, SE010 and SE014, informed the similar competition cars for the new decade, the SE018 (outboard, 1 litre) and SE019 (available in either mid or outboard form).  Though Abarth would cease to be an independent marque the following year, this was a period of intense activity, further substantiating the perception of the Corso Marche firm as a major player in international motor sport.

Eight on the way to Twelve – the Abarth V8 Engine

Much was positive for Abarth as 1965 dawned.  Especially so in terms of the marque’s racing exploits.  For three years in succession, Abarth had taken GT World Championship honours, in the 1 litre class in ’62, 1.3 in ’63 and ’64.  In addition to these top-flight achievements, Abarth victories in national, regional and club events were commonplace, providing the Corso Marche treasury with regular and substantial income stemming from the ‘57 agreement whereby Fiat made a payment to Abarth for each and every race win credited to one of its Fiat-based models.

 

But there was a downside to this apparently generous, sugar daddy arrangement – to maintain the competitiveness of Abarth’s numerous racing customers, across a wide spread of model types/variants, it was necessary to implement an ongoing programme of product development and resulting upgrades.  This was an expensive business – enough so to be prompting Carlo Abarth, Renzo Avidano and Carlo Scagliarini to consider a major strategical revision of Abarth & C’s operational style and commercial objectives.  Whilst this would need to include an upscaling of road car production there should be no implication that racing would become a just an incidental, low key aspect of Abarth’s activities.  Indeed, Carlo sought to optimise the commercial benefits accruing as a result of his company’s motor sport expertise.  But, whilst up to that point Abarth was associated mostly with the smaller engine capacity classes, for a higher profile and thus a more powerful halo effect to enhance the marketability of the road cars, there needed to be a new focus on ‘bigger’ racing models which could contend for victories in the most prestigious categories, such as the impending FIA Groups 4, 6 and 7 for prototypes/limited production sports cars.  This was the media coverage-attracting realm of the World Sportscar Championship and events at places like Le Mans, Nurburgring and Monza.  In addition, there was soon to be the Can-Am Challenge, providing a potentially lucrative channel to the U.S. automotive market.  Equally, there was much to be said for the commercial opportunities that could flow from participation with a Grand Prix car in the Formula One World Championship.

 

Any such undertaking would, however, require substantial immediate investment, particularly in terms of engineering innovation and effort.  Abarth would have to step beyond its comfort zone – the world of relatively simple, two and four cylinder in-line engines.  What had been achieved in working with such powerplants was not to be dismissed – after all, the 2 litre 4 cylinder Tipo 236 unit would be giving all of 270 bhp in ’71 as Abarth was absorbed into Fiat.  However, in aiming to run against a competitor such as Ferrari fielding cars with 3 litre engines, Corso Marche was going to have to be the birthplace of an 8 cylinder motor.  That established, it wasn’t difficult to conclude that this would be best configured as a 90° V8.  And, once you’d got comfortable with that as a notion, with somewhere like Le Mans in mind it was not so hard also to start contemplating the possibility of a 120° 12 cylinder of twice the capacity!

 

Understandably, there has been speculation as to why Abarth chose in ‘66 to launch its first V form engine with a capacity of no more than 2 litres.  According to Gianfranco Bossu - colleague of Luciano Fochi, Abarth’s engine designer - the original proposal was to create the engine as a means to compete with Ferrari in the European Hillclimb Championship.  This implies a lack of confidence in how much more power could be extracted from the 1946 cc 4 cylinder, 16 valve tipo 236B, then good for around 245 bhp.  But what about the competition? – as an example, the 2 litre Alfa Tipo 33 at that pointed boasted 260 bhp.  So Abarth should really be seeking to run with at least something in the 270/275 bhp range.  From the ’65-’67 perspective, 30 more bhp from the 4 cylinder was a very tall order.  To achieve such an increase, an 8 cylinder was essential, both to allow for future displacement growth and to ensure that individual components could be operated under less stress, thereby enhancing reliability/durability, characteristics so important in the longer distance World Sportscar Championship events.  For ’67, both Prototypes (limited to 3 litres) and Sportscars (limited to 5 litres) also featured an up-to 2 litre class.  The 2 litre capacity gave Abarth options in terms of event classes/categories.  Until competitiveness had been established, ‘class wins’ would be possible even if overall victory would not.

 

The all-alloy, four cam Tipo 239 engine was first presented publicly at the Turin Racing Car Show on 26^th February ’67.  With bore/stroke dimensions of 78 cm x 52 cm, the cubic capacity was 1987 cc.  The launch specification included twin spark ignition and four twin choke Webers.  With an 11:1 compression ratio, this initial set-up was said to be good for 230 bhp at 9,000 rpm.

Fig.01 Tipo 239 engine. Courtesy Berni Motore

With thanks again to Gianfranco Bossu, we know that the initial bench testing yielded very disappointing results in terms of both power and torque.  Gianfranco recalls that there was an immediate decision not to embark on an improvement programme and the project was in effect abandoned, the engine never chassis-mounted for track testing.  At the time, the Tipo 236’s maximum output was reported as being 220-230 bhp.  It is reasonable to infer that with the given greater weight of the Tipo 239 engine and its power being no more than 230 bhp, a V8-engined version of the SE04/L* would have been no quicker than one powered by the 4 cylinder.  Logically then, a decision to enlarge the Tipo 239 to 3 litres while tackling 2 litre class racing with the Tipo 236 seems well justified.

*The SE04 chassis which had been developed from the previous year’s 1000 SP model.  Thus it had a tubular chassis with mid-located engine, a car configured according to Mario Colucci’s thinking rather than Carlo Abarth’s.  However, a superficially similar car with box section chassis members and outboard engine had been built for comparison purposes.  First seen in May ’66 was a 982 cc engine-powered barchetta, of which 50 were built during the next 18 months, enabling it to be homologated for Group 6.  The two versions were tested at Vallelunga in January ’67, at this stage powered by the 4 cylinder Tipo 236 engine.  Evaluation concluded that future development should be with the mid-engine/tubular chassis configuration, designated SE004/FB2.  Rapidly forthcoming from the programme was a longer wheelbase version, identified as SE004/L.

 

Fochi pitched to Carlo Abarth the notion of increasing the cubic capacity, redesigning the heads with 32 valves and offering the engine on commercial terms to private customers.  Abarth apparently dismissed this idea out of hand, but authorised an evolution project for ’67 whereby the capacity would be taken up to 2968 cc.  This was achieved by increasing the bore to 88 mm and the stroke to 61 mm.  The prototype engine was put on the bench on 23 September ‘67, delivering 312.3 bhp at 8000 rpm.  It was first installed in a SE004/L chassis but soon mounted into a development of that car, designated SE013.  In what was otherwise known simply as a 3000 Sport Spider, the 3 litre Tipo 245 V8 made its race debut, a few days after its press presentation, on 6^th October ’68 at the Aspern Airport circuit in Austria.  Especially noteworthy was the high location of the coolant radiator – above the top of the roll-over bar – over the rear of the mid-mounted engine, a concept anticipating Gordon Murray’s experimental external cooling solutions with the Brabham BT46 the following decade.  The SE013 at this point had ‘nervous’ handling tendencies which were exacerbated by the heightened centre of gravity to which the radiator significantly contributed.  Despite this, works driver Peter Schetty put the car on pole and comfortably won the race from Arturo Merzario, who was running in Group 6 with a 2 litre Sport Spider.  At Innsbruck, Schetty recorded a second 3000 circuit victory on 20^th October.

Fig.02 Tipo 245 engine. Courtesy Berni Motore

Despite the ‘first time out’ victory, there was ready recognition that the car would not be competitive at higher profile events because of its handling characteristics.  With an ambition to run at the 24 Hours of Le Mans in ’69, it was essential that it be made easier/less taxing and tiring to drive.  But early-year progress was limited, leading to a decision that although an entry had been made, a Tipo 245-powered car would not be sent to Le Mans.  Instead, effort was invested in the evolution of the SE013 into the SE016, first shown on 2^nd September ‘69.  Obvious at first sight was relocation of the radiator to within the body and the addition of tabs on the front/lower ‘corner’ of the front wings, both measures deemed important in seeking better overall balance and to militate against the car’s propensity to generate front end lift.  Another change expected to deliver better handling was to 15” wheels, (from 13”).  However, at this point, and for an extended period, such components were impossible to obtain from the usual suppliers because of widespread workers’ union-led strikes.  Driven by Johannes Ortner, the car was nevertheless competitive, (3^rd when the race was prematurely stopped), at the 500 km of Imola, run later in the month.

Fig.03 SE013 left, SE016 right. Courtesy Berni Motore

In ’70, there were notable hillclimb victories for 3000 Sport Prototypes at Barisart (Belgium), Avignon (France) and Bergamo (Italy).  In late October, Abarth presented an upgraded version of the ‘3000 Sport Prototype,’ (SE020), at the Turin Motor Show.  Most notable revisions included a shorter wheelbase, more forward-located cockpit, extreme rear-mounted oil coolers and twin side placed coolant radiators.  The engine was upgraded – taking power up to 365 bhp – with the installation of fuel injection (Lucas) and capacitive discharge ignition (Dinoplex).  Despite these improvements, there was not a lot of confidence at Corso Marche.  Morale had been affected by a reduction in Abarth’s profitability and the disruptions attributable to Italy’s industrial relations strife experienced over the preceding three years.  Overlaying these fundamental concerns, was an internal recognition that the SE020 would struggle for competitiveness against the main Group 6, 3 litre class rival machines.  Though the Abarth V8’s power output was not greatly lacking in comparison with that of Porsche’s flat 8, (908/2), it was over 30 bhp down on the Alfa T33/3’s V8, and almost 100 bhp less than what the Ferrari flat 12 (312 PB) could muster.  A solution would be to resurrect Fochi’s 32 valve heads proposal, but with corporate financial robustness being as reduced as it was, that was a project which would again be deferred.

Fig.04 Carlo Abarth and Arturo Merzario stand behind the SE020, February '71

However, there was a niche which could be successfully exploited.  With a consistent record of good results in the category, there was a belief at Corso Marche that a bespoke version of the 3000 Sport could be a Group 5 contender for the European Hillclimb Championship.  Thus, the SE022 was unveiled in February ’71 at Campo Volo.  Designated a Monotipo, the SE022 was functionally similar to the SE020, but featured a substantial, enveloping-style windscreen frame/glass and carried a spare wheel for regulations-compliance.  ’71 saw nineteen 3000 Sport Prototype high profile hillclimb victories at Bellvue (Belgium), Draguignan (France), Liege (Belgium), Presberg (Germany), Villach (Austria), Gap (France), Jura (France), Abreschviller (France), Autun (France), Consenza (Italy), Berchtesgaden (Germany), Brescia (Italy), Avignon (France), Berwinne (Belgium), Clouneaux (France), Vuillifans (France), Trento (Italy), Sestriere (Italy) (2 classes).

Fig.05 SE022 driven by Johannes Ortner at Sestriere, July '71

Despite a visually appealing presentation of the three new Sport Prototypes and Carlo’s confident bearing at Campo Volo that February day in ’71, as an event this was a swansong.  On top of all the problems associated with the commerciality of the road car business and shortage of capital, a lack of confidence had been growing in Abarth’s motor sport customer community.  To ensure that such customers should not feel they were getting second best to the works team, Abarth created a division which could be seen as separate, self-sufficient and having 100% customer-focus.  He appointed Enzo Osella as its head, confident of the man’s expertise, abilities and alignment with his own principles.  At the same time he conducted a difficult negotiation for the sale of his company to Fiat, the confirmation of this being made in mid-October.  Fiat in effect endorsed the semi-external racing arm by delegating responsibility for the Abarth marque’s participation in the European Championship (for prototypes) to Osella for the ’72 season.  However, this did not involve utilisation of the V8 engine, and the cars became known as Abarth-Osellas.  But if that sounds like a downbeat development from a Corso Marche viewpoint, the upside was that with the Tipo 236 engine generating 270 bhp on Lucas fuel injection and a more reliable Hewland gearbox replacing the Abarth Tipo 139 unit, the Abarth-Osella SE021 was the championship-winning car of ’72.

A Bit of Scorpion Worship - Abarth Simca 1300 GT

 

Left to right: Abarth 750 GT Zagato; Abarth Porsche Carrera GTL; Abarth-Simca 1300 GT

Abarth’s success in creating a small GT car with big motor sport potential was fully consolidated by the end of the 1950s.  The Fiat 600 had provided an excellent chassis/mechanical basis, and with a lightweight body by Zagato, the 750 GT had been a winner since its 1956 launch.  Aesthetically characterised in its early form by the double-bubble roof and ‘matching’ twin hump engine cover, (to optimise delivery of cooling air to the bay), the 750 became an icon of the era.  By sports/GT industry sector standards, a substantial number of cars was built, (500-600 units), through to 1960.  Over time, various engine options were introduced: 500, in ‘57/’58, 750 Bialbero, (twin cam), from ’58, subsequently, 700 and 850 versions, and, eventually, a 1 litre, both single cam and Bialbero.  In 1959, Abarth showed its ability with another ‘base,’ this time the Porsche 356, creating the Carrera GTL.  So, when Fiat’s collaborative association with Simca was made closer at the beginning of the new decade, Abarth was well placed to use the French marque’s 1000 model as a chassis platform for another lightweight, competition-suited coupe.  It featured a new 123 bhp, 1288cc 4 cylinder, twin cam engine, (code: F.B. 1300-230), and this was good enough, given the car’s mere 630 kg kerb weight, to allow a 0-60 mph time of around 6 seconds and a top speed of over 140 mph.  A Simca 4 speed gearbox was utilised.  This unit was not really adequate given the power/torque of the engine and was superseded in the final year of production by a Fiat 850-derived unit.  At the same time, a new engine block, under-bored and with a very short stroke, as used in the 2.0 litre version, was introduced.  (1600 and 2000 versions of the car became available in 1963-4 in response to revisions of the capacity limits prescribed by the FIA for the GT racing classes.)  This engine provided a useful increase in power, to 138 bhp.

Engine installation (#0091 ex- Guikas Collection)

Like most single-minded entrepreneurs, Carlo Abarth tended to be quite demanding and inflexible in his expectations of performance by his business partners.  As a result, relationships could become strained and end abruptly.  This proved to be so with Zagato.  Although the carrozziere’s efforts in creating the 750 GT had garnered praise and admiration, there may have been some fear of instability in the light of Zagato’s plan to move to a newly-built, larger factory at Terrazzono di Rho, (achieved in early 1962). In any event, Carlo Abarth had become dissatisfied with the relationship.  Perhaps as a ‘marker,’ Scaglione was engaged to style the Carrera GTL and Rocco Motto built the first batch of bodies.  Quality problems then dictated a decision to switch to Beccaris & Teraschi S.n.c.  As this situation progressed it is likely that Abarth became further assured that he could manage ongoing body design/building without needing to refer and sub-contract to Zagato.  From an aesthetic viewpoint, a core Abarth GT ‘look’ had been established, primarily by Zagato, but now with some detail variation possibilities from Scaglione’s pen.  With a colleague as skilled as Mario Coluccio, Carlo was confident that styling could now be carried out in-house, establishing, initially without any formality, a new function which would eventually be labelled as ‘Carrozzeria Abarth.’ Construction of the new body, in aluminium, was entrusted once again to Beccaris & Teraschi.  However, around the same time, a relationship with the bodybuilder Sibona & Basano was cultivated.  The prudence of this was confirmed when a falling-out with Beccaris saw S & B appointed to build the bodies not long after the production run had begun.

Abarth Simca 1300 GTs have 4 digit chassis numbers with the prefix ‘130.’  Of extant cars recorded in various Internet resources, the lowest number found is 0047 and the highest, 0128.  It is understood that 100 cars would have been required for FIA homologation purposes, but it would appear that this figure may have been exceeded by at least 28 units. 

Most cars left the factory with either red or light blue paintwork, though some cars in period racing photographs, (and some contemporary survivors), are seen finished in yellow, e.g., #0067 at Le Mans in 1962.  U.S. Abarth authority, Les Burd, also cites photographs of the factory interior in which other colours are to be seen.  There was considerable variation of bodywork details at a granular level during the production run and, throughout, there was a basic differentiation between racing, (Corsa), and street (Stradale), versions.  My understanding is that three substantial iterations are notable: 1) As originally presented, the engine cover was similar to that of the 1000 GT Bialbero, though that featured 18 cooling vents, whereas the 1300 had 30.  At the front of the car the fuel tank/radiator bay was covered by a conventional hinged, flat bonnet panel.  The transverse front panel had a small central air intake aperture; 2) With a revised engine cover incorporating a ‘ducktail’ spoiler, lacking multiple vents, but shaped to allow a single large transverse opening for cooling purposes between its lower rear edge and the rear panel.  Perhaps only on the Corsa version, some cars feature a pair of brake cooling intake ducts in the front panel below the headlamps.  Between these, a central, rectangular, lower intake for the oil cooler is seen on some Corsa examples.  Some examples of this version also had ‘c’ pillar air intake scoops, which Cosentino* attributes to ignition cooling requirements; 3) Referred to as a ‘long nose,’ and as built by Sibona & Basano.  This features a front clamshell in fibreglass and is readily identifiable by twin external release handles (as used on the British Triumph Herald), and a full width frontal aperture.  However, with the lack of documentation available today there can be no certainty about the dates of such modifications, and it is most likely that there were multiple running changes and subtle variations in addition to those just mentioned.  Furthermore, a neat classification of versions is made less viable by the fact that when the original batch of 1300 bodies was exhausted, the version developed for the 1600/2000 models was utilised.  These cars featured an engine cover bulge which was required to accommodate the bulkier greater capacity power units.  Abarth expert, Amedeo Gnutti, has told me that after the first 1300 model bodies were built at Beccaris, both that carrozziere and Sibona & Basano were making ducktail versions, (with the original front ‘short nose’), in 1964-5.  Amedeo refers to a few interim types by Sibona & Basano in 1964 which had revisions to the lower part of the nose, (to promote downforce), anticipating the ‘look’ of the 1965 ‘long nose/clamshell’ solution.

 *  Abarth Guide, by Alfred Cosentino.  Published by Alfred Cosentino Books, USA, 1990.  ISBN 10: 0929991117

Left: Early engine cover; Right: Later ‘ducktail version 

#0091 (Middle Barton Garage) showing front clamshell

Left: Early front end; Right: ‘Longnose’ clamshell version

#0117 featuring lower front and C pillar intakes 

Interior (#0091 ex- Guikas Collection)

The car was presented at the Geneva Show in March 1962.  Just a month later three works-entered cars achieved a 1-2-3 at a French hillclimb, the first of many victories for the 1300 GT.  Less successful that first year were the entries to the 24 Hours of Le Mans.  Works cars with race numbers 41 and 42 were driven by    Roger Delageneste/Jean Rolland and Henri Oreiller/Tommy Spychiger, respectively – both cars failed to finish, with ignition problems.  A third car, #0067, run by Équipe National Belge, bearing race number 43, and driven by Claude Dubois/Georges Harris, won the 1300 cc class, finishing 14^th overall.  FIA-homologated for GT racing in October, only the last race of the International Championship for GT Manufacturers season could be entered.  There was a significant result - 9^th overall and first in class for future F1 driver and 1970 Le Mans winner, Hans Herrmann, partnered by Mauro Bianchi, at the Paris 1000kms held at Montlhéry.  In total, including more minor events, nine class victories were recorded that year.

Delageneste/Rolland, Le Mans, 1962

The GT championship was restructured for 1963 to include a 1300 cc class.  This allowed the 1300 GT to race much more competitively over most of the championship’s fifteen rounds.  At Daytona, Herrmann ran strongly and finished 9^th overall.  In March, at the Sebring 12 Hours, four works 1300 GTs appeared.  Race number 61 was driven by Spychiger/Teddy Pilette to 1st in class and 21^st overall.  The other three cars of Piero Frescobaldi/Giampiero Biscaldi, Bob Grossman/Ray Cuomo and Herrmann/Bianchi all succumbed to engine failures.  Four cars also ran in the Targa Florio, but all retired.  Unreliability struck again at May’s Nurburgring 1000kms, with all four works cars failing to finish.  A similar outcome occurred in the Tour de France.  However, the season saw class victories in three of the Hillclimbs counting towards the championship, a class 1-2-3 at the Coppa Inter-Europa (Monza) and a class win at the final round in September in the U.S. at Bridgehampton, with drivers Fleming, Linton and Heppenstall taking the car to 15th overall in the 500kms race.  Final standings in the championship for the 1300 class saw the 1300 GT in second place with 72 points, not far behind Alfa Romeo’s winning tally of 87.

Spychiger/Pilette, Sebring, 1963

The engine was uprated in 1964, when twin spark ignition was incorporated and homologated.  134 bhp was claimed for the new version, and this allowed the top speed to increase to 147 mph.  At that year’s Sebring 12 Hours another class win was recorded for a 1300 GT, this one driven by Fleming/Linton/James Diaz, with an overall classification of 24^th.  A second car, entered by Scuderia Bear for William McKelvy/Richard Holquist finished down the field in 34^th.    In April’s Targa Florio, Pietro Laureati/Secondo Ridolfi scored an excellent class win and came in 17^th overall.  The following month at the Nurburgring 1000kms, six 1300 GTs were to be seen, with that of Herrmann/Fritz Juttner taking class honours and 16^th overall.  This event resulted in a class 1-2-3 for the 1300 GT, an outcome repeated at six of the other rounds that year.  Indeed, at a second event at the ‘Ring, in September (500kms) Herrmann led home an overall 1-2-3.  The final table for the 1300cc division of the championship had Abarth-Simca in first place with 60 points – the runner-up, Triumph, scoring less than half that number.

Herrmann/Juttner, Nurburgring, 1964

In the early stages of the 1965 season, 1300 GTs achieved class 1-2-3s at both Imola and the ‘Ring.  A class victory, (10^th overall), was again secured at the Targa Florio.  Over the nine rounds contested, the car managed 1-2-3 finishes in eight, easily good enough to capture the ‘World Championship,' 1300 class.

Schiek/Schmalbach, Nurburgring, 1965

By 1966 focus had shifted to the 2000cc version.  In the 1300 GT class the Lancia Fulvia HF was now setting the pace.  Also featuring as front runners in the class were the Alfa Giulietta SZ, Lotus Elite and MG Midget.  At the Targa Florio the highest finishing Abarth-Simca 1300 was 8^th in the 1300 S class, behind Alpine 110s and Giulietta SZs.  Through that season, and 1967, the numbers of Abarth-Simca 1300 GTs seen at major sports car races dwindled, and the days of significant class wins were over.  Meanwhile, the 2000 was achieving the sort of results for which the 1300 had become known in its heyday.  In 1965, for instance, future F1 World Champion, Jochen Rindt, and Herrmann finished 1-2 (overall) in the Preis von Wien GT race at Aspern.  Rindt also won at Innsbruck.  That season there were also wins for Bob Burnard at Goodwood and at Brands Hatch, Frank Ruata at Montlhéry, Jaime Silva at Vitoria and at Interlagos (Brazil) and Herbert Demetz at the Bolzano-Mendola hillclimb.  More broadly, in the realm of GT racing, Abarth had looked to the base class - for cars below 1000cc - and built the 1000 Bialbero to contest this category, winning all six of the races, and thus the Championship in 1962.  Abarth cars were similarly dominant the following season.  By 1966, the 1300 OT model was spearheading Abarth’s efforts which resulted in another 'World Championship' for the 1300cc class.  Overall, the decade had seen Abarth as a major factor in GT racing and the Abarth-Simca 1300 had been instrumental in much of the marque’s success.

In recent years a few cars have come up for sale at auction.  As with any car from the ‘60s, value now is mostly dependent on the individual example’s condition, and with some positive influence from a documented competition history and originality.  An incomplete car sold for as little as £82,140 in 2015.  #0091 (ex-Guikas Collection) has twice been knocked down in the last 7 years, realising £233,315 in November 2021.

Special thanks for their help to Tony Berni, Amedeo Gnutti, Les Burd and Tony Castle-Miller.