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!

De Tomaso Takes to the Road - the Vallelunga

 

A Vallelunga at the De Tomaso factory, Modena  Courtesy Sports Car Digest

 

You won’t often catch me saying anything complimentary about Japanese cars – though I did love the Honda CRX I bought for my wife long ago – but it’s difficult to be too shirty about the Mazda MX5/Miata.  It’s often been said that Tom Matano, key figure in the creation of the Miata, was much influenced by the De Tomaso Vallelunga, a car he was very pleased to own himself, (#0134).  An interview with Matano was featured on the website of PI Motorsports, which includes the following passage: 

PI:        We know that you own a Vallelunga.  Have you ever found out who designed it? Norbert MacNamara says it was Mario Fissore.

Matano: I spoke with Trevor Fiori who worked on the Elva BMW with Fissore about the same time the Vallelunga was in the works.  He said that Mr. De Tomaso himself was working with Fissore and he didn’t see any other designer was involved.

PI:        Do you think De Tomaso was trying to do a mini 250LM?

Matano: The original alloy bodied Vallelunga had a more 250 LM-like front end than the production fiberglass bodied car. It also had an entire rear half of the car which opens up for engine service just like the 250 LM.  But, the similarity stops there. The side view profile of the Vallelunga is unique for a mid-ship layout car.

PI:        What parts of the design do you like and what parts would you do over if you were updating it?

Matano: I like the 360-degree visibility the best, thanks to its low engine location.  It is still very contemporary.  It hasn’t dated at all in my opinion.

 

Making allowance for the passage of about three decades, you may find echoes of the Vallelunga in the Miata’s overall form, as seen below:

Left, Vallelunga, courtesy Bonhams Cars. Right, Miata, courtesy Dond90 (BaT)

If there are some visual similarities, the relative production numbers certainly diverged, bringing to mind the old saying, ‘less is more.’ 

But, to linger right in the middle of mainstream thinking, we need to acknowledge the Miata’s debt to the Lotus Elan in terms of concept, style and footprint.  And while there, we can trace a connection back to the Vallelunga, since it too followed a Chapman lead in being built on a backbone chassis and powered by a Ford 4 cylinder engine.  Notwithstanding the considerable circuit motorsport heritage already banked at Lotus by the mid-Sixties, the Vallelunga could be seen as more closely based on a pure racing car than the Elan.  As well as the chassis form, the De Tomaso utilised the Ford block as an integral structural component, front suspension by wishbones with the rear controlled by multi-links, and disc brakes on all four corners – all much as had been seen on the Marque’s single seater race cars – F1, F2, F3 and Formula Junior, (called ‘Isis’) - constructed since ‘59.  Possibly inspired by the Ferrari formula of dedication to motorsport but with funding flowing from the production/sale of road cars, De Tomaso crystalised his ambitions by embarking on the design and creation of a prototype stradale sports barchetta in ’62.  This was put on show at the following year’s Turin Show, but drew no serious interest.  Resilient as he was – some said ‘pig-headed!' -  Alejandro gave Carrozzeria Fissore an order to rebody the chassis as a coupe.  The Turin Show – one year on - was once again chosen to launch the resulting car, with design credited to the Carrozzeria’s stylist, Franco Maina.  Reception was more positive this time and Fissore was contracted to undertake a production run of 15 aluminium bodies.  A surviving prototype was restored in England in 2021 by the specialist workshop of Three Point Four.  Excellent photographs of the car undergoing the renovation process can be seen here.  Head of Business there, Roger Brotton, has told me that all the Fissore prototypes were identified with the same chassis number - #1606.  Fissore, apparently, scrapped its own prototype in-period.

#1606 under restoration in ’21, courtesy Three Point Four

Fissore fulfilled the initial batch order in late ‘64/early ’65, though De Tomaso had already had some ‘developmental’ ideas which led to not all these bodies being used.

At least two ’64-made Vallelungas exist today, the earliest being chassis #0103.  At this point I have to observe that, not unexpectedly, some of what’s been written previously and/or ‘loose’ record keeping at the factory, (in the Italy of the Sixties, surely not!), undermines the certainty with which I can write this narrative.  In ’97, Thoroughbred and Classic Car published this: 

The Vallelunga coupe was built from early 1964 by Fissore of Savigliano, but after three (some say five, but just one survivor is known) had been made De Tomaso transferred the contract to Ghia over whom he had begun to exercise influence, assuming control by 1967. The Ghia cars were 'productionized' with a one-piece fiberglass body and were on sale from July '65. Engine access was now via a lift-up Perspex rear window and a removable plywood deck lid. . .

Probably the anomaly here is over the understanding of the production date.  This car is recorded as being first registered in the UK on 31^st December ’64.  #0103 is a glass fibre car with opening rear window, whereas other sources suggest that no Ghia production occurred before ’65.  The revised rear is a key feature which differentiates the Maina-designed coupes from the prototype barchetta, including the revised rear quarters where an opening glazed (Plexiglass) screen gave access to the engine rather than the original clamshell format.  This car is also a very ‘pure’ De Tomaso, being to Competizione specification and thus a racing car that might occasionally serve purpose on normal roads.  As such, its kerb weight was low, at around 700 Kg, while the stradale version is usually quoted at 726 Kg.

Courtesy Cottingham Blue Chip London

The car’s description for sale by DK Engineering notes engine power at 135 bhp, ‘thanks to the Cosworth enhanced cylinder head . . .  The Hewland 4-speed transmission is mounted in a VW housing, rotated around for mid-engine placement.’ 

A standard Vallelunga had considerably less bhp on tap.  Contrary to some accounts, the OE engine was the Ford Kent 1498 cc, pushrod unit, not the Lotus twin cam.  However, the engines, on receipt at the De Tomaso factory in Modena, were modified to the extent of an upgraded cylinder head which facilitated a 24% increase in the compression ratio.  Together with twin Weber 40DCOE2s, this enabled a power output of 104 bhp, one third up on its delivery in its original Cortina GT application. 

Chassis #1611 is another Competizione example, equipped with a 1558 cc engine and Colotti five speed gearbox.  Seen in period below:

#1611 Courtesy Bonhams Cars

Repainted in yellow, the car was offered for sale by Bonhams in June 2014.  The description referred to this as being one of only two right-hand drive Vallelungas built by De Tomaso, (other sources say there was only one). It was initially in Colonel Ronnie Hoare’s care when he was considering adding the De Tomaso franchise to his operations best known for the UK Ferrari import business, Maranello Concessionaires.  He decided against this initiative after establishing that it would be impractical to incorporate the Lotus twin cam engine as a series upgrade, and he sold the car to racing driver, Robs Lamplough.  However, #1611 does today benefit from having such a power plant nestling under its rear screen – see centre photograph below.

#1611 Courtesy Bonhams Cars

Made in ’65, #0101, located in Holland, was sold on Bring a Trailer in 2024 for $260,000. The vendor asserted that this is the first glass fibre bodied Vallelunga made by Ghia after De Tomaso had halted construction of the aluminium version at Fissore. A reasonable claim, given the chassis number, which should be read in conjunction with the type number 807DT. Shown below are Vallelunga characteristic features, model-bespoke 13” magnesium alloy Campagnolo road wheels, chassis number stamping, and branded De Tomaso-modified cylinder head:

and drive Vallelungas built by De Tomaso, (other sources say there was only one). It was initially in Colonel Ronnie Hoare’s care when he was considering adding the De Tomaso franchise to his operations best known for the UK Ferrari import business, Maranello Concessionaires.  He decided against this initiative after establishing that it would be impractical to incorporate the Lotus twin cam engine as a series upgrade, and sold the car to racing driver, Robs Lamplough. 

#0101 Courtesy ImageStreetClassics

0101 Courtesy ImageStreetClassics

#1612 is said to have been delivered to its first owner in ’66, but it is likely a ’65 build.  A ‘VL’ designation is associated with the chassis number and the car’s recent vendors, Artcurial, claims this confirms it as a Competizione version.  With this spirit in mind, a previous owner had installed a Lotus twin cam engine.  The Artcurial auction – held in Monaco in July 2020 – resulted in a sale price of €313,200.  Referring back to the Vallelunga’s limited sales success when new, Artcurial pointed out that it was priced the same as a Lancia Flaminia Zagato, causing many to find it poor value given the Lancia’s size, sophistication, including a 2.5 or 2.8 V6 engine, and the prestige/motorsport pedigree associated with Carrozzeria Zagato.

#1612 Courtesy Artcurial

 

Artcurial also handled the sale – for €226,480 - of a France-located, ’66 Vallelunga, (registered 801PL68), in 2015.  At that time, it was in unrestored condition and reported to have had light, spasmodic use over the near half century since its original sale.  The auction lot description includes a chassis number - 4236620 - which is not formatted in any similarity with those of other examples and is likely not a reading in error of the engine number.  (This value on a Vallelunga OE block would be 10 position, (8 digits/2 characters), I believe).  I subsequently discovered that Ruote Vecchie had in reporting on the sale, attributed the chassis number #0115 to this car.  However . . . that chassis number appeared again, in October 2017, associated to a red “‘67” Vallelunga, (registered TON41126), on offer by Bonhams at Padova.  I have been unable to contact the author of Ruote Vecchie, so I do not know the basis of their attribution of #0115 to the Artcurial-sold vehicle.  Meanwhile, the latter is shown below, left, with the Bonhams-offered car to the right.    

Left, “#4236620” Courtesy Artcurial; right, #0115 Courtesy Bonhams Cars

Lou Costabile shot a YouTube video of John Weinberger’s Vallelunga, #0134, in ’17.  He reported that John had owned the car long term in company with several other rare vehicles.  John died in 2020 after a long career in automotive retailing and motorsport.  Latterly he had been President and CEO of Illinois-located Continental Motors Group for over half a century.  As seen below, his Vallelunga was fitted with a VIN plate to confirm compliance with required U.S. import technical regulations.  Scott Martin‘s Vallelunga Registry records this as having been owned by Ricci (son of Dean) Martin, Dick Carr and Tom Matano.

#0134 Courtesy John Weinberger/Lou Costabile

€168,560 was the winning bid for #0106 when it was offered at a Belgian Bonham’s sale in June 2024.  The lot description highlights the sporting upgrades featuring on this Vallelunga, including extended wheel arches/wider wheels and an ex-F3 engine with induction by big (48 mm) Webers and a supercharger. Views into the engine bay and of the cockpit are seen below:

#0106 Courtesy Bonhams Cars

Though apparently to standard specification, #0128 was raced in the Sixties by its original owner.  Subsequently it was imported to the U.S. and from’10-’18 it was subject to a full restoration project.  The car featured in Gooding & Company’s Pebble Beach auction in ’18.  It was offered with an estimate of at $400,000-$475,000 but did not sell.

#0128 Courtesy Gooding & Company

Badges: 

A rectangular De Tomaso marque badge is mounted centrally on the upper surface of the front panel:

On the rear panel, centrally pinned on the horizontal plane, are two script badges, ‘VALLELUNGA,’ and, usually above, ‘de tomaso.’  On at least two extant cars, the ‘VALLELUNGA’ script is missing, and, on #0101, the relative positions of the two badges is inverted.

A Ghia ‘BUILT BY’ marque flank badge is applied to both front wings between the trailing edge of the front wheel arch and the leading edge of the front door.  (These are not extant on all surviving cars).

The marque badge features again on the wheel centre caps.

#0101 is fitted with a leather bound Ferrero sports wheel.  Ferrero was a noted supplier to De Tomaso and is possibly also the manufacturer of this wood rimmed example, style and spokes detail very much as typical for the era.  For more on Ferraro see here.  Though an aftermarket fitment, a Momo 'Jackie Stewart' seems a very appropriate wheel for a Vallelunga.  The rotation by 90° of the stripes on the horn button is also seen on some other versions of this component.

Literature:

Brochures:

Lower image is of a '65 edition

The consensus is that by the end of production, a total of 45-60 Vallelungas had been built.  It may be that most of this number were made as a batch, mainly in ’65, though not all sales were completed until ’68.  If, as seems confirmed, #0101 was the first Ghia-built chassis number, and #0146 the last known, 45 would be the built count.  The most likely breakdown was: Aluminium prototypes, (including Spyder): 4; Ghia production, (including Competiziones):45.

As a ‘first attempt’ the Vallelunga had established De Tomaso as a maker of road cars and facilitated a great deal of learning about the management of series production.  It thus was a positive factor in the company’s next development phase involving the creation of a considerably more complex model, the Mangusta.  With a Ford 4.7 litre V8 engine and imposing coachwork by Giorgio Giugiaro, it was well received on its launch in ’67 and was in production until ’71, with 400 units sold.  In turn, the Mangusta was followed by the Pantera – a car that gave De Tomaso a serious presence in the American market and was in production for over 20 years.  Over 7,000 had been built by ’92, so De Tomaso’s progress in terms of manufacturing volume was impressive. But, more importantly from my viewpoint, all three models were charismatic beauties!

OSCA 1600 GT Zagato - A Survey of Survivors

 

Courtesy carstyling.ru

I briefly summarised the OSCA 1600 GT in its various body forms in June ’22 – here.  Of the models created by Fissore, Boneschi, Touring and Zagato, the latter’s version was made in the greatest number - this is a more detailed survey of the Z-badged cars.

 

Though the 1600 GT was finalised at the OSCA factory in ’60, serial production was delayed until ’62.  The FIA homologation papers, dated 8th October ’62, referring specifically to model ‘GT2,’ indicate that production was initiated in ’61.  Although it was stated at the time that 128 GTs were made, (and it was claimed that 98 of these were Zagato-bodied), recent studies of historic data have concluded that the actual total was less than 60.  Whilst this may reflect a slow rate of sales, it also probably stems from disappointing manufacturing productivity which prevented the target of a minimum 12 cars per month being consistently met.  The last of the Zagato versions were probably made in late ’64.  At that point the restructured company, (sale of the majority interest by the Maserati family to Meccanica Verghera Augusta having taken place the previous year,) announced new models.

At the heart of the GT was the 1568 cc 4 cylinder, in line, twin cam engine made for OSCA by Fiat.  This was an evolved version of the unit that had powered the marque’s sports racers through the 50s.  Introduced for the MT4 in ’48, its capacity then was 1092 cc and it was rated at 70 bhp.  Though the block was Fiat-designed, the cylinder head was the work of Ernesto, youngest of the OSCA proprietor Maserati brothers.  It was not long before the head was converted from a single to a twin cam layout, at which point a 1342 cc capacity version was also launched.  Another increase in capacity came in ’53, with around 110 bhp extracted from 1453 cc.  In ’54, further revisions – identified with ‘TN’ designation - enabled a maximum power output of 125 bhp.  A single Weber 28-36 DCLD3 carburettor was specified for the 1600 GT – good for 95 bhp.  However, the GT2 employed twin Weber 38DCOEs, (105 bhp), whilst a GTV version was on twin 42DCOE3s, (125 bhp), and the GTS, though also 42DCOE-equipped, gave 140 bhp – the extra 15 bhp flowing from the twin spark ignition set-up.

 

The hybrid theme was continued in the 1600 GTZ with the use of OSCA’s own 4 speed gearbox which employed Fiat internal components.  With an ongoing incidence of failure in racing GTZs, the unit became suspected of being under-specified for reliable handling of the power generated by the GTV and GTS engines.  Other notable mechanical features on the GTS were Dunlop-designed/Girling-made disc brakes, front/rear, and independent suspension on both axles.  All in all, it proved to be a fast, well handling car, thanks also to relatively light weight – 862 Kg for the basic version, with the GTS 7% lighter at 800 Kg.

 

At the time, a basic GT was a little under £2,000 in the UK, (about £45,000 in current terms).  The GTS would have been approximately £2,250.

 

OSCA built the rolling chassis for delivery to Zagato, (and the other involved carrozzeria), utilising a frame made by Milan-based specialist constructor, Gilco.  The company had established a high profile in the industry, especially because of its long term status as a supplier to Ferrari.  For in-depth information about Gilco, its website is well worth a visit.  One of Gilco’s period advertisements is shown below:

Another third party-supplied item of particular note was the distinctively styled 4.5j x 15” Elektron/Magnesium alloy wheel branded as Amadori, a maker which was bought out by Campagnolo in its strategic evolution from being a bicycle wheels manufacturer.  These wheels eventually became the subject of criticism – like the gearbox – which contended that they lacked strength when run in competition on cars with over 125 bhp.  Breakages were not uncommon.

Amadori wheel. Courtesy SymbolicInternational

There are, however, no doubts about the quality of standard OSCA 1600 GTZ steering wheel. This was a 400 mm wood rimmed wheel made by Personal. Little has been written about the company’s founding/early days, but it is generally held that it originated in ’60. It is probable that OSCA would have been inclined to buy-in wheels for the GTZ from the well-known/respected maker, Nardi, another long term supplier to Ferrari. Personal secured the business however as the company was prepared to undercut Nardi on price in order to establish its presence in the market, enhanced by implied endorsement from the Maserati-linked association. Subsequently, Personal was in commercial collaboration with Nardi. The Nardi brand was separated from Personal in ’68 and its wheels continued to be marketed through to the present day.

The 1600 GTZ ‘Personal’ 400 mm steering wheel. Courtesy ExoticAutoParts28

Despite the problems that dogged the start-up of series production, an OSCA GT 1600 Zagato made the model’s race debut at the March ’62 Sebring 12 Hours – see photograph below.  Entered by N.A.R.T. for drivers, H Spencer Lichtie and Robert Publicker, the car had to be retired early, after only 33 laps (of winner’s 206), because of head gasket failure.

OSCA 1600 GT Zagato at Sebring, ’62. Courtesy Homer Willi

Earliest car by chassis number of which I have detail photographs is #0007, which was run as a factory entry – alongside #0036 – in the 24 Hours of Le Mans, June ’62.  Both cars are seen below, #0007 being the white car wearing race number 37.

Courtesy The GPL Collection

Driven by George Arents and Jose Behra, #0007 was still running into the 23^rd hour, but had to be retired after 227 laps with transmission failure.  It had run as high as 15^th overall and was likely on for a 2^nd in class finish.  (#0036 was out after just 13 laps with big end bearing failure.  It was a significantly different car from #0007 in having a flat roof and the live rear axle in place of the independent suspension normally installed in GTS Competizione models).

 

Chassis #0006 is a red 125 bhp GTS on twin 42 mm Webers.  The car changed hands in ’19 at Gooding’s Amelia Island sale for $489,000.

Weber 42DCOE3 carburettors, as fitted to #0036. Courtesy Petrolicious

#0006. Courtesy Gooding & Company

When Bonhams sold ’62-registered #0011 in October ‘19, the lot description included the statement, . . .according to marque expert Christophe Pund, (this car) is one of a mere 7 Zagato-bodied cars that were raced; indeed, '011' is probably the most raced of all OSCA 1600 GTs. Its driver was Fausto Mariani, who achieved numerous successes with '011' during the 1964 and 1965 seasons.  Little is documented about Mariani’s motor sport achievements and the events in which he campaigned the car were of regional/national status, such as the Trofeo Venturi, (Frascati), Hillclimb held in June ’65.  However, a class victory, (Coppa Gallenga Hillclimb) is cited in the ’65 season.

 

As is evident in the photograph below, #0011 has been restored in recent times.  Despite its good condition, it failed to sell at auction in 2016 but made €379,500 at the Bonhams sale three years later.  Note that the period photograph on the right below shows uncovered headlamps.  The earliest chassis number of which I have a photograph showing Plexiglass headlamp covers is the second ’62 Le Mans car, #0036.

#0011, left, seen in ‘19 and, right, racing in ’65. Courtesy Bonhams

#0029 is a ’62 GTS which was photographed, as below, at the Le Mans Classic in 2002.

#0029 is a ’62 GTS which was photographed, as below, at the Le Mans Classic in 2002

As mentioned above, #0036 appeared alongside #0007 at the ’62 Le Mans 24 Hours.  In the photographs below, the rear view clearly shows the 87 litres fuel tank fitted to GTS/Competizione GTs, while the frontal shot, with intake grille removed, well illustrates the frame/locating fastener for the Plexiglass headlamp cover.  That this car’s engine was the twin spark variant is evident from the view of the engine bay.

#0036. Courtesy Petrolicious

In ’66, the car was in the Bahamas, where George Waltman contested both the Governor’s Trophy/Nassau Tourist Trophy and the Nassau Trophy. Waltman was the Sport 1.6 class winner in the latter race. The following year he used #0036 to compete at Sebring in the 12 Hours, but failed to finish. Incidentally, it has been written that Waltman subsequently ran #0036 in the ’68 Daytona 24 Hours, driving the entire race unpartnered. However, he achieved this remarkable feat in a Morgan Plus 4, not the OSCA.

Since its foundation in 2007, Bring a Trailer has had a major effect on the market for classic/collectible cars. A factor in its success has been the encouragement of fully detailed descriptions of items offered for sale, supported by large numbers of good quality photographs. As a side benefit, these are often invaluable for researchers seeking to verify detail points of specification of a vehicle model/variant. The BaT listing for #0070 provides a good example of this feature. 302 images are presented, providing numerous exterior/interior views, including points of fine detail, engine bay and underside shots, identity plates and stampings and various documents, both model and specific chassis number related. In this instance, for example, the excellent quality of the photographs of the carburettors facilitates easy identification of this car as a GT2 – see below:

Courtesy SymbolicInternational

#0070 is unusual in being equipped with full width bumpers front and rear – GTS/Competizione models had not been fitted with these originally and it would appear that surviving GT/GT2s commonly have had OE bumpers and irons removed for aesthetic reasons – the race car ‘look’ being widely regarded as more attractive.

Courtesy SymbolicInternational

Restored in 2018, #0078 is a GT2 in the unusual off-white colour.  In photographs taken to advertise its sale, (on offer from La Montini Automobili in Autumn 2024), there is a good view of the GT Zagato’s handsome profile.  The limited boot space, (to accommodate the spare wheel), is clearly seen, as are the seats, which are the same type as fitted to the Alfa Romeo Giulietta Sprint Zagato.  The chassis identity plate is also well represented.

Courtesy Montini Automobili

Speedholics Society reported on RM Sotheby’s 2023 offer for sale of #0094 with notes on its early use: ‘Sold to its first owner—Alberto Luti—in 1963, the Italian campaigned the diminutive GT with great success.  A class win at that year’s Coppa Belvedere Hillclimb followed a 2nd in class finish at Ascoli-Colle San Marco and 3rd in class at Pontedecimo-Giovi.’

Courtesy RM Sotheby’s

#0094’s is an example of branding to the engine by an O.S.C.A. script applied to the right hand cam cover.  On some this is absent but a small branding plate is fixed to the same side of the cover, above the front end of the camshaft, as seen on #0078 – see below, #0094 left, and #0078 right:

Courtesy RM Sotheby’s and Montini Automobili

The interior of #0094 is especially attractive, the photograph below showing the clarity of the instrumentation and the generally good ergonomic characteristics of the controls.

Courtesy RM Sotheby's

At one time, Peter Kraus’s Rosso Bianco Museum in Aschaffenburg, near Frankfurt housed the largest collection of classic sports cars in the world.  Amongst the cars on show was #0097, a GT Zagato first registered in Rome in April ’63.  Before the museum’s closure, (in ’06), the car was sold to German author, Winfried Reiss, who had it fully restored before the millennium.  Since then it has changed hands a few times and seen success at various European concours events.

Courtesy Kidston

#0101, a GT2, was driven by Mario Nardari and Ottorino Zarattin in the ’64 Targa Florio, finishing 27^th, 5^th in class.  Nardari ran the car in ’63 and ’64 at the Consuma hillclimb and at circuit events at Imola, Mugello and Monza.  Best result was 4^th place at Imola in April ’64 in a GT2.5 race.  Other events entered are listed here.  The car is seen ‘then and now’ below.

#0101. Courtesy Ruote da Sogno Srl

Badges:

The circular O.S.C.A. Fratelli Maserati Bologna badge was centrally mounted, halfway between the leading edges of the bonnet and front panel:

#0101. Courtesy Ruote da Sogno Srl

#0029. Courtesy Wouter Melissen

 

A chrome script OSCA 1600 badge was applied centrally to the boot lid, halfway between the panel’s top edge and the top edge of the numberplate recess:

Courtesy Tomini Classics

#0101. Courtesy Ruote da Sogno Srl

 

As was usual with Zagato-bodied cars of the era, a ‘Z’ badge, engraved, ‘Zagato Milano,’ was applied to each front wing.  On most cars the badge is located between the indicator repeater lamp and the trailing edge of the front wheel arch, approximately in line (but a little lower) with the door handle.  The badge itself featured black infill, but this was often lost because of weathering, resulting in a largely uniform aluminium finish.

Courtesy (left to right) Kidston, SymbolicInternational, Petrolicious

 

The steering wheel boss is decorated with the ‘Maserati OSCA’ badge as seen below, (#0094):

Courtesy Speedholics

 

Where fitted, the wheel hub caps featured an OSCA script:

Courtesy SymbolicInternational

Literature/Documentation:

The OSCA 1600 GTZ naturally shares many of the aesthetic attributes of Zagato’s multi-marques output in the opening years of the 60s decade.  For comparison, see below, left - OSCA 1600 GTZ; centre, top - Alfa Romeo Giulietta SZ Coda Tronca, centre, below – Alfa Romeo Giulietta SZ Coda Tonda; right – Lancia Appia GT Zagato.

Most notably, the OSCA’s cab is relatively rearward set and the car incorporates a considerably more substantial C pillar. The rear of the OSCA has a particular affinity with that of the first version (Coda Tonda) of the Alfa, with the treatment of the rear wheel arch, with an emphasised swage line, very similar. The OSCA’s nose profile is markedly bluff in contrast with this part of the bodywork of the Alfa and Lancia. Fully distinctive on the OSCA are the air vent extraction ducts echoing the twin roof bubbles. This aspect brings to mind the Abarth 750 GT Zagato on which similar forms are seen on the engine deck lid. However, that car, being a mid-fifties design, is generally less comparable with the OSCA, Alfa and Lancia. All three are superb examples of Italian styling of the era, the shapes suggesting fast, wind-cheating machines, yet they were created just before the aerodynamic principles of drag reduction and the generation of downforce became better understood and capable of being accurately measured. Around 1960 the formula for a sports car of light weight, compact footprint and small capacity/high output 4 cylinder engine was becoming increasing seen as a preferred option, and the OSCA employed it especially well, but it was also the foundation of the Alfa and the Lancia. All three are true icons of mid-century automotive design.