Abarth's 912 - the Mono Mille GT

The transition of Abarth’s GT models from the Zagato collaboration 750/500/700/850 variants to the Abarth-styled, Beccaris-bodied Mono Mille is covered in my earlier post, More Magic from Corso Marche.  Of particular significance was the emergence of the Bialbero version of the Fiat 600-derived  engine, (Tipo 221), featuring in the Zagato bodied 750 Record Monza from early ’58, (along with the Tipo 222 695 cc version for the ‘700.’)  Through the following year and early 1960, further twin cam model variants appeared: Record Monza 850 and 850 and 700 GTs.  Meanwhile, Carlo was energetically at work in a period of change which encompassed the recruitment of Mario Colucci, negotiation of a ‘divorce’ from Zagato, establishment of a revised, ‘closer-to-home’ body styling/building capacity, and prospecting for a new manufacturing partnership to complement the ongoing arrangements with Fiat.

Having Mario Colucci on hand with his extensive range of skills and expertise was a key element in Abarth’s plan to gain control over the cost, productivity and quality aspects of body manufacturing for the marque’s GT models.  Carlo appointed Colucci as his manager of the Mechanical, Chassis and Bodywork Departments.  In regard to the latter specialism, Colucci’s abilities had been clear to see during the collaborative Alfa Romeo-Abarth 1000 project of 1958, (while he was still employed at the Milan marque’s Portello factory).  So, as soon as Colucci was in place at Corso Marche, he was tasked with reviewing and improving the new GT model's styling proposal already provisionally established in-house.  This had been based on the existing Zagato model and Carlo not only wanted a measure of aesthetic enhancement, but also a means of demonstrating that the new design was distinctly Abarth’s.  This second consideration was important for commercial and legal reasons, Zagato being put out by Carlo’s decision to end their partnership and likely to complain that what we today term their intellectual property had been stolen from the Carrozzeria by Abarth.  There was indeed a substantial dispute, but no legal action.  Indeed, in 1960, when the 1000 GT body was judged worthy of the Italian Association for Industrial Design’s annual “Compasso d’Oro” prize, it was awarded to Ugo Zagato.  In unusually conciliatory mode, Carlo chose to bite his tongue and not protest and ventilate the actual provenance of the new car’s design. 

With Zagato located 150 miles distant from Corso Marche, Carlo found that it was difficult for him to intervene on a day to day basis in order to resolve practical issues of productivity and to chase for the completion/delivery of bodies.  His view was that whilst he had understanding and command of all the involved automotive-making business practices – engineering, manufacture, aesthetics, finance and marketing – at Zagato they were over focused on the aesthetic element at the expense of the other areas of activity.  And in regard to manufacturing, Abarth found it necessary to be persistently complaining about the quality of Zagato’s work.  It’s fair to say that Ugo and Elio Zagato were sympathetic about the issue, even going to the extent of quietly engaging the small carrozzeria, Corna, (which had made the 700 and 850 Bialbero coupes of '59), to build the initial batch of 1000 GT bodies.  By virtue of the firm’s size and reputation, and given that it was located close to Abarth, it was hoped that these would meet Carlo’s quality expectations and that by observation of Corna’s working practice, Zagato’s own could be improved to the benefit of future production.

An alternative account of the Zagato/Abarth dispute as a tactical matter has been published on the Berni Motore website, loosely translated: Corna acted as a subsidiary of the Zagato body shop when it couldn’t meet Abarth’s requests due to too many commitments, (and the cars) were called ‘Corna Berlinettas.’  At the end of the work, the ‘Corna Berlinettas’ had the Zagato ‘Z’ badge applied to the front wings.  Zagato duly claimed a royalty on the bodywork design.  Carlo Abarth objected to this, so he barred application of the badge and refused to pay the royalty.  This irritated Zagato and a row ensued that ended the collaboration.  Abarth decided to go ahead alone, but he couldn't do it with Corna because of the Carrozzeria’s relationship with Zagato.

Whatever the reason for the Abarth/Zagato split, the new GT model bodies were a key consideration for Abarth in managing its capacity for production of the completed cars and ensuring that manufacturing costs incorporated minimum-possible wastage.  It was important to guard against loss of available working space within the factory, yet this was a problem always lurking in the wings because of the nature of the Bialbero version’s target market.  This was mainly composed of amateur racers – a cohort which was notorious for responding impulsively to fads.  Thus, if a particular car unexpectedly started being a serial winner, drivers would often believe that it possessed some new magic and flock to its maker with a request for soonest-possible delivery of a car to the same specification.  Add to this the seasonality of motorsport, the not infrequent unplanned need for a replacement car because of a write-off shunt, and the volatility of funding, (mainly through sponsorship), and it is not surprising that orderly production planning and flow is an ongoing challenge for any constructor.  In addressing these issues, Abarth had perceived how helpful it would be if a road car version of a racing model could be coincidently produced, allowing any dips in demand for the racer to be covered by simply upping the number of stradale versions coming off the line.  So here was the dividend of the Bialbero and Mono Mille bodies being identical.  And with the option to create a ready availability of the single cam version, Abarth anticipated the commercially successful feat Porsche achieved in the early years of the 911 by introducing the four cylinder 912.

The difference in price was substantial.  The Mono Mille was offered at around £1150, whereas the Bialbero had a price tag of approximately £1670, (both figures variable according to options – for example, many Mono Mille buyers liked to specify Campagnolo or Cromodora alloy wheels).  Basic details for comparison:

Mono Mille (Tipo 110)		Bialbero (Tipo 130)
Engine type/BHP	#210/60 @ 6000 rpm	Engine type/BHP	#229/91 @ 7100 rpm
Carburettor	Solex 32 PB 1 C	Carburettor	Twin Weber 36 DCL 4
Gearbox	4 speed	Gearbox	4 speed – 5 speed (’63)
Final drive	4.3:1	Final drive	4.75:1
Weight	560 kg	Weight	570 kg
Top speed	106 mph	Top speed	127 mph (130mph ’63)
0-60 mph	Approx 9.7 secs	0-60 mph	5.7 secs (late 5 speed version)

The ‘Scorpione,’ Beccaris-built first version, Tipo 129, engine Tipo 210, was finalised in April ’61 and shown publicly at the Frankfurt show in September, and Turin in October, of that year.  A power output of 60 bhp was claimed, and weight quoted as being 560 kg.  In comparison, the 1000 Bialbero (ES-01) had been launched the previous year with 91 bhp and around 20 kg more curb weight than the Scorpione.  But, at around £1100, the Scorpione was 30% less expensive than the Bialbero.  With the Scorpione, Abarth possibly provided Porsche with the idea for the ‘entry/affordable’ 912 model once the 911 had replaced the 356. 

The Abarth/Beccaris body seen at the Turin Motor Show was Bialbero-engined and carried the Carrozzeria Abarth badge.  In comparison with the Zagato bodied Record Monza, its main distinguishing features were that the engine decklid incorporated a horizontal rectangular air intake aperture with hinged flush cover; below this was a series of louvre slots, (18, in two columns of 9), (as seen on the Abarth Porsche GTL), replacing the large central air intake scoop; vertical mounted/faired headlamps; central elliptical air intake aperture low in the front panel, (necessary for the front radiator demanded by the cooling requirements of the twin cam engine), and reprofiled, (with much reduced curvature of the rear screen), rear windows.  In this configuration, but with a louvre-less, (but propped open), rear engine decklid anticipating the ‘ducktail,’ #8948, race #8, was victorious at Sebring in March ’62 in the hands of Bruce McLaren driving for Briggs Cunningham.

According to the Abarth factory internal list of models/updates, distinct versions of the Mono Mille and Bialbero were as follows:

 

~1            01-1960     Fiat Abarth Bialbero Coupe Corsa Series 1
~2            04-1960     Fiat Abarth Bialbero Coupe Corsa Series 2/Monomille Scorpione Beccaris
~3            10-1960     Fiat Abarth 700/1000 bialbero Corsa Beccaris
~4            04-1961     Fiat Abarth Monomille Scorpione Beccaris
~5            10-1961     Fiat Abarth 1000 Bialbero GT Coupe
~6            05-1962     Fiat Abarth 1000 Bialbero GT World Champion
~7            05-1963     Fiat Abarth 1000 Bialbero GT Coupe/Fiat Abarth Monomille GT Coupe
~8            09-1963     Fiat Abarth 1000 Bialbero GT Longnose Series 1
~9            01-1964     Fiat Abarth 1000 Bialbero GT Longnose Series 2

 

This list has been published in Sergio Seccatore’s Abarth, The Scorpion’s Tale.  Also reproduced in the book are these relevant profile drawings:

Significant features of these variations include: 

~1    (ES01)  This is essentially the Record Monza body, still made at Zagato, or, perhaps at Corna.  Vertically mounted uncovered headlamps, large Scorpion crest on front panel, no central, elliptical aperture.  Weight – 585 Kg.  91 bhp.

~2   (ES01)  Body modifications away from the ‘pure’ Zagato style, especially engine decklid, covered/faired headlamps and reduced rear screen curvature.  Appearance of the Carrozzeria Abarth badge.  On the lower front panel, the Scorpion crest badge is relatively large and there is no elliptical aperture below.  Slightly lighter, and 124 mph top speed.

~3    (Tipo 129) Bialbero.   Front panel featuring an elliptical air intake aperture with a large Scorpion crest mounted centrally over the aperture, (and sometimes, e.g. #0293, between the aperture and the leading edge of the front bonnet panel).  Covered, faired headlamps. Flat rear screen with larger rear side window glasses.  127 mph top speed.

~4   (Tipo 100/ 129)  Mono Mille Scorpione has conventional small corner bumpers, front and rear, a feature never seen on Bialbero models.  On some cars, e.g. #100-249940, the rear bumper is more substantial and as mentioned below for the later version, (~7). Scorpion crest on front panel.  Rear radiator, 60 bhp and top speed of 106 mph.

~5    (Tipo 130S)  In comparison with the earlier Bialberos, ~1 and ~2, the late ’61 version benefitted from bigger, sidedraft Weber carburettors – 40 DCOE in place of 36 DCL4 - and introduction of a 5 speed gearbox.  Trailing edge of engine decklid, (now un-louvred), raised higher to create an enlarged rear aperture and increase the downforce-generating potential of the spoiler.  95 bhp, 130 mph top speed.

~6   (Tipo 130S)  A further increase in power - to 106 bhp.  Weight further reduced – to 545 Kg.  Top speed improved to 133 mph.

~7    (Tipo 129)  Bodies built by Sibona & Bosano (replacing Beccaris).  Bialbero with 104 bhp and 137 mph top speed.  Single cam car renamed simply to Mono Mille GT.  Carrozzeria Abarth badge on rear quarter panel below side window.  Where fitted, bumpers are more substantial – at the front running to just short of the intake aperture and to the number plate frame on the rear panel.  Retains 4 speed gearbox.  66 bhp, top speed – 110 mph.

~8    (Tipo 129)  Front clamshell in aluminium.  Nose profile extended forward.  Rear engine decklid with integrated trailing edge lip spoiler.  Wider wheels with arch extensions, especially notable on rear quarter panel.  Fasteners (2) mounted on side of the deck/rear quarter panel.  91 bhp, top speed – 129 mph.

~9   (Tipo 129)  Front clamshell in fibreglass and longer with more pointed profile/lower mounted headlamps.  Intake aperture also lowered.  Profile of engine decklid slightly revised with spoiler element altered and rear aperture enlarged  Fasteners (2) located on decklid trailing edge/rear panel.  Tyre widths revised to front 4.50, rear 5.25  104 bhp, top speed – 135 mph.

~4        Front bumpers, #100-249940:

(Matthew Jones ©2018)

            With additional higher bar:

          

(Courtesy Yutaka Yamagishi)

            Rear bumper, #100-249940:

(Matthew Jones ©2018)

~7        Front bumpers, #0381:

(Courtesy Bonhams)

Ducktail details:

’62 #0100-249940 Beccaris:

(Matthew Jones ©2018)

’63 #0380 Sibona & Bosano:

(Courtesy Fantasy Junction)

'63 #0381 Sibona & Bosano:

(Courtesy Bonhams)

Example Engine Bay:

’62 #100-249940 (Matthew Jones ©2018):

Example Scorpiones:

#100-249940 ('62) (Matthew Jones ©2018)

#112-8103 ('62) (Courtesy Bonhams)

#0353 ('63) (Tim Scott © 2012)

#9379 ('63) (Courtesy Bonhams)

Example GTs:

#0380 ('63) (Courtesy Fantasy Junction)

#0390 ('64) (Courtesy Gareth, BaT)

#0381 ('63) (Courtesy Bonhams)

Although the Scorpione and GT models were marketed as 'road cars,' leaving the Bialbero to fulfil the needs of customers desiring a machine machine, the single cam version was granted FIA homologation, effective January '63.  Below are 5 pages from the document set:

However, there was never any contemplation of the cars being supported as entries to serious Touring Car competitions.  Production volume was in case very modest, with some estimates being that around 100 were built, whilst other sources suggest that the number may have been as low as 25. 

The Mono Mille came to market in a period when a great deal of change – and at rapid pace – was taking place in the type/range of models emerging from the Corso Marche factory.  As the 1000 Bialbero and Mono Mille began to catch the attention of would-be buyers, so too did the products of the new collaboration with Simca, in the Abarth Simca 1300 GT, soon followed by 1600 cc and 2000 cc versions.  Meanwhile, with Fiat’s introduction of new 850 models and the Simca alliance withering, a new ‘family’ of GT Abarths evolved, beginning in ‘65 with the 1300 OT.  This glass-fibre-bodied model was homologated for Group 4 the following year and soon proved highly competitive and thus a sales success.  ’65 also saw the adoption of the Boano-styled Fiat Coupe body – more ‘boxy’ than the Abarth Carrozzeria-styled 1000 Bialbero/Mono Mille and Abarth Simca GTs – along with mechanical specification packages for higher performance in the form of the OTS, OTSS and OTR models.  A further development – reflecting the reaffirmed relationship with Fiat since Abarth’s adoption of the 850 chassis – was a new model for ’66 utilising a modified Fiat 124 engine, appropriately named the OT 1300/124.  By that point, Abarth’s small stradale coupes were very different in looks and construction from the post-Zagato-divorce 1000 Bialbero and Mono Mille GTs which had exemplified Abarth’s sporting spirit for the first half of the decade.

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.