The One and Only - Part 3

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

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

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

Group 5 M1 Sauber #2, Le Mans, ‘81

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

Second March M1, Le Mans, ‘79

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

Group 5 Martini M1, Monza, ‘81

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

Group 5 Schnitzer M1, Hans Stuck, DRM

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

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

 

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

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

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

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

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

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

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

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

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

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

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

Three example Procars are seen below.

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

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

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

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

BMW M1 Hommage  ©Motorsport Network

Tiny but Mighty: the Abarth 500-595-695

Younger people today, familiar only with the specifications of contemporary/recent cars, may well wonder if someone is joking if they take a glance at this set of numbers which define a newly launched compact saloon: Engine capacity: 479 cc; Engine power output: 13 bhp; Kerb weight: 470 Kg; Length: 2970 mm; Width: 1320 mm; 0-60 mph: 1 minute or thereabouts; Top speed: 53 mph.  Now that launch was way back in 1957, so that explains a lot, but even that long ago the majority of potential buyers did not find themselves attracted by those performance numbers.  The situation did however provide Carlo Abarth with an exciting opportunity and he seized it speedily and with enthusiasm.  As a result, the Abarth version of the Fiat 500 Nuova was ready for presentation within a few short months.  With the two cylinder engine’s compression ratio raised, a Weber 26 IMB carburettor fitted and a sports exhaust, the Fiat Abarth 500 had 21.5 bhp to play with.  But both Fiat and Abarth’s initial vision of a 500 cc car struggled to achieve the sales volumes that had been anticipated.  Fiat tried two countermeasures – 1) Cutting the price of the basic model and introducing an improved specification, ‘Normale,’ and, 2) Introducing a ‘Sport’ model in mid-’58 which featured a 499 cc engine with similar performance to the Abarth’s, and some cosmetic enhancements including a metal roof.  Abarth went a touch more radical, introducing a new cylinder head with hemispherical combustion chambers and further upping the compression ratio.  Together with attention to gas flow optimisation, 26 bhp was extracted from the little two cylinder.  All good stuff, but the really clever move was to run such upgraded 500s at Monza in February ’58.  They achieved noteworthy speed/distance records which attracted a good deal of press attention.  But, even more significantly, note was taken by Fiat’s top management, leading to a new level of talks with Abarth.  And those talks culminated in the ‘win bonus’ agreement which became so important to Abarth throughout the Sixties – see here. 

Left: Presentation of Fiat 500 Nuova, Turin, July ’57  Courtesy FCA Heritage; Centre: ’57 Fiat 500 Nuova  Courtesy Cymon Taylor/RM Auctions; Right: Fiat Abarth 500, Monza record, February ’58  Courtesy Stellantis

With the Fiat version able do more than just permit its driver to chug around in discomfort, its commerciality was established and customer approval progressively improved.  Through the Sixties it was regularly improved and established itself as a respected model in the Fiat range, even if the 600 was seen as more successful.  It remained in production until ’75, by when 3.7 million had been manufactured.  In the early years of the Sixties, with a model designation, ‘D,’ the car’s doors remained rear hinged.

 

For Abarth, the ‘difficult’ years extended to ’63, when the 595 1st Series was launched that January.  This bigger engine capacity version, along with the 695 which emerged the following year, found much more sales success, largely founded on how well both variants performed in motorsport.  The Fiat 500 engine had been based on a separate cylinders format, but, along with the increase of capacity to 594 cc, Abarth decided to reconfigure it, with the two cast iron barrels conjoined.  Thus there was provision for further enlargement and with potential additional power outputs for better accommodation of higher operating temperatures.  A reprofiled camshaft and upgraded valve springs figured, along with domed pistons, (facilitating a 9.5:1 compression ratio), while internal polishing for enhanced gas flow and a change of carburettor – to the Solex C28 PBJ – all contributed towards a 27 bhp output.  With weight still around 470 Kg, the 595 could do 0-60mph in 28.3 seconds – though not exactly electrifying, that’s half the time it took the original Fiat 500 to do that.  For the period, the 75 mph top speed was considered more than acceptable for such a diminutive car.  As can be seen in the photograph below, being based on the Fiat 500 D, this 595 still featured the ‘suicide’ door rear hinges.

’63 595 #575584  Courtesy Bonhams Cars

One year on, Abarth’s ongoing quest for incremental performance resulted in the announcement of the 695.  This time the capacity increase was to 689 cc, enabling the delivery of 30 bhp.  At the same time, just in case any prospective buyers might think a mere 3 bhp not much of an increase over the 1^st Series 595, further variants, the 595 SS and 695 SS, were presented.  With a higher compression ratio and a bigger Solex carburettor, the 695 SS deployed 38 bhp.  Able to turn 87 mph flat out, it was worthy of its Super Sport designation – confirmed by an ‘esse-esse’ script badge on the engine deck lid.  A ‘64-made 695 SS is seen below, left, with points to note: Lesmo aluminium wheels; engine deck lid badge is ‘SS’ version; Campione del Mondo badge on the rear quarter panel; rear hinged doors.  Below, right, is a ’64 595 SS, which runs on CMR/Borrani steel wheels.  When auctioned in 2023, the lot description stated that the car has been ‘upgraded’ to 695 SS specification.

Left: ’64 695 SS #0866463  Courtesy Peter Bovyn Fotografie; Right ’64/65 595 SS #785002  Courtesy Iconic Auctioneers

During ’65, Fiat introduced a revised 500, known as the ‘F’ model which was equipped with front hinged doors.  Accordingly, from June of that year, there were 2^nd Series versions of the 595, 695 and 695 SS.  The engine power output of all three models was increased by 2 bhp.  The 595 SS 2^nd Series was rated at 32 bhp.

’66 595 2^nd Series

’65 595 2^nd Series, #0862866  Courtesy RM Sotheby’s

Below is a ’67 595 SS, #1399557, with the engine bay and front trunk interiors shown.

’67 595 SS #1399557  Courtesy RM Sotheby’s

In the mid-sixties, Abarth felt a particular challenge to its 4 cylinder 850/1000 Berlina models’ competitiveness in Touring Car racing.  Consideration was given to converting the 200 series engine’s cylinder head to a twin cam format to facilitate further increased power outputs.  Eventually, however, it was decided to meet the objective by redesigning the single cam head’s combustion chambers and valve gear layout.  The result was the ‘Radiale’ head which enabled improved gas flow and combustion thanks to 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.  A similar project was approved for the two cylinder unit.  According to Sotheby’s, five 695s were built with Radiale-headed engines.  One of these was offered for sale in 2024 and is shown below.  The auction catalogue refers to this car as ’65-built, something I have not been able to verify and may be a doubtful attribution given that other sources do not date the two cylinder Radiale project prior to ’68, though Alfred Cosentino’s Abarth Guide includes a picture of a Radiale-head engine with a ’67 date attribution!

695 with Radiale head engine  Courtesy RM Sotheby’s

 

The two cylinder version of the Radiale head was a successful project for Abarth’s engines designer Luciano Fochi in terms of meeting the company’s power increase objective.  Its completion was not, however, as swift as Carlo would have desired.  Some of this no doubt stemmed from the difficulty in balancing the new basic elements – valve gear, manifold, twin choke 45 mm Weber carburettor and uprated cooling system – and this demanded prolonged and intensive testing/experimentation.  In consequence, it was not FIA homologated until mid-’71, meaning that the benefits of its availability to the racing programme could not be gained until after Abarth had ceased to exist as a marque in its own right. 

In September ’66 the production version of the 695 SS Berlina Corsa 1st Series made its debut.  The model is often tagged as 695 SS Assetto Corsa, (race trim), but the factory itself did not use the term, though there is sometimes reference to it being a ‘Competizione’ version.  It certainly was a car worthy of track use, with 42 bhp being delivered by the 689 cc engine.  A slightly more powerful 2^nd Series appeared in January ’68. 

Culmination of the development programme came in January ‘70 with the 695 SS Berlina Corsa 3^rd Series, a 45 bhp, 90 mph rocket.  Performance had this time been improved by incorporating a separate cylinder head intake channel for each cylinder   The car was priced at Lit 900,000 at launch.  The example seen below was sold by Bonhams in 2023 for €42,550.  The auction lot description states that 100 of these were made and that around half that number have survived.  It also notes that the car has a modified-in-period engine rated at 48 bhp.

’70 695 SS Berlina Corsa 3^rd Series #2497485  Courtesy Bonhams Cars

On the car in the factory PR image below, the wheelarches (polyester) and lower side areas were finished, distinctively, in red:

Courtesy Registro Fiat Italiano

The 695 SS Berlina Corsa 3^rd Series Tipo 206-A/D engine was fed by a Solex 34 PBIC carburettor and had a 10.5:1 compression ratio.  The car’s weight, at 480 Kg, was only very slightly heavier than the first version of the 695.

The 500, 595 and 695 scored many victories, attracting win bonus payments from Fiat in the years ’60-’71 – a total of 528.  Things began to really pick up in ’64 after the advent of the 595 and 695 models.  An early landmark was Franco Patria’s taking of the Jolly Club Trophy (600 cc class) at Monza in March ’64.  An important win came at the end of that season when a 595 headed the 600 cc class at the Monza Coppa F.I.S.A.  ’65 saw Leo Durst become Italian Touring Car Champion in the 600 cc class driving a 695.  The same feat was achieved in ’66, this time with Raffaele Pinto at the wheel, while Maurizio Zanetti took the 700 cc class in a 695.  Pinto was also victorious at Monza in the Touring class of the F.I.S.A. cup at Monza.  The ’67 Italian Touring Car Champions were again Abarth drivers, Marco Magri (595) in the 600 cc class, and Giovanni Brancadori (695) in the 700 cc class.

The 600 cc class of the Italian Touring Car Championship of ’68 was once again won by an Abarth 595 driver, this time Piergiorgio Poggi.  Expectations for the season were boosted by internal talk about the possibility of a Radiale head for the two cylinder engine, but, as mentioned above, this enhancement would not be homologated until ’71.  In March ’69, Abarth apparently demonstrated ongoing superiority at Vallelunga where 695s were 1-2-3 in the 700 cc class and Raimondo De Sanctis was the 600 cc class winner.  At the end of the season Abarth saw victory in the Touring Trophy once more – Piergiogio Poggi in the 600 cc class and Liberatore Cestra in the 700 cc class. 

The ’70 season opened with Abarth 595 and 695 class wins in the European Touring Car Championship round at Monza, so ‘business as usual.’  That was further confirmed by good performances on the hillclimb courses, where both 595s and 695s remained capable of class victory.  Renato Mazzeschi and Santo Famaso finished the season as Italian Touring Car Champions in their 595 and 695, respectively.  However, as an indication of what was to happen the following year, Abarth set up a new race department away from Corso Marche and under the care of Vincenzo Osella. 

’71, Abarth’s swansong year saw customary hillclimbing success with both 595s and 695s recording wins.  But as the season progressed past the midpoint, the in-house Abarth race operation was wound down and cars/parts/equipment was progressively relocated to the Osella workshop.  In its final guise as the Abarth factory team and as reconstituted at Osella, concentration was on the SE-designation sports racing cars, with a drop-off of focus on the 595/695/850 TC/1000 TC Touring cars.

A few years back I found myself attracted to the current ‘Abarth’ 595 and 695 models.  By today’s standards they are not unnecessarily big, have distinctive styling/a funky interior and a choice of engines offering good performance.  But a test drive soon deterred me, despite the aesthetically pleasing interior, some not over-suppressed exhaust noises and good nimbleness at slower speeds.  The original 595/695 models were designed on a customer centric basis and with a sports enthusiast/race driver in mind.  For such a person now the contemporary versions do not fit the bill.  My biggest concern was about how the seating position/ride height feels – I can best describe my unease in these cars as I sense that I’m sitting on the car rather than within it as you do in those cars where the machine feels as though it’s a seamless extension of your own body.  I have tried another this year, this time with the Sabelt optional seats, and the non-integrated sensation remains.  Performance of the Competizione is good – 0-60 mph in 6.5 seconds, but how much better could it be if the car’s kerb weight was less than its 1170 Kg – the sixties versions weighed in at less than half that!  And the engine that generates the 180 bhp involved is a three cylinder 1.4 turbocharged unit driving through a 5 speed (surely 6 ratios would be expected in a car of this type) gearbox  - a configuration that you know will not be delivering much in the way of really sweet drivability, linear power flow and pleasing noises, (though the Monza exhaust option would be worth having).  So I say that here’s another example of ‘progress’ that takes us backward and that less is more!

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