Fiat X1/9

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Fiat X1/9
Bertone X1/9
Fiat X1/9
Manufacturer Fiat (1972–1982)
Bertone (1982–1989)
Production 1972–1989
~150,000 produced (Fiat)[1]
~50,000 (Bertone)[1]
Assembly Fiat
Bertone (after 1982)[1]
Predecessor Fiat 850 Spider
Class Sports car / Roadster
Body style(s) Two-seater targa
Layout Rear mid-engine, rear-wheel drive
Engine(s) 128.A (1290 cc) straight-4
138.B (1498 cc) straight-4
Transmission(s) 4-speed manual
5-speed manual (after 1978, with 1.5 L engine)[2]
Wheelbase 2,202 mm (86.7 in)[3]
Length 3,830 mm (150.8 in)[3]
Width 1,570 mm (61.8 in)[3]
Height 1,170 mm (46.1 in)[3]
Curb weight 880 kg (1,940 lb)-962 kg (2,121 lb)
Related Fiat 128
Fiat Strada/Ritmo
Designer Marcello Gandini at Bertone

The Fiat X1/9 is a two-seater mid-engined sports car designed by Bertone and built by Fiat until 1982 and Bertone between 1982 and 1989.[4][1] Production lasted from 1972 to 1989 with the first official right-hand drive variant arriving in 1976.[5] The Fiat X1/9 was the first affordable mass produced mid-engined sports car to employ the revolutionary use of a complete transverse FWD engine and gearbox package in a mid-mounted position (a solution later employed by other budget mid engined sports cars).[6][7][8][9] The X1/9 was considered to have excellent handling, and was amongst the first cars to meet the abandoned late 60s U.S. safety regulations.[1][10]

Contents

[edit] Pre-production

[edit] History

The X1/9 started life in 1969 as a show concept car called the Autobianchi A112 Runabout, with styling by Bertone under chief designer Marcello Gandini. It was designed around the all-new 128 SOHC engine and gearbox (transmission) from the front wheel drive Fiat 128, but used these parts in a radical way, moving the entire transverse drive train and suspension assembly from the front of the 128 to the rear of the Autobianchi Runabout, giving a mid-engined layout.

[edit] Concept car

The prototype car featured a distinctive wedge shape and took many styling cues from contemporary power-boat design. Though the more extreme features of the Runabout such as the C pillar mounted headlights and the small wind-deflector windscreen were lost for the production car many aesthetic features of the Autobianchi Runabout are readily identifiable on the X1/9. The long flat bonnet (hood) with central indentation, the large front overhang, the wedge shape with prominent C pillar roll-over hoop and the car-length indented plimsoll-line all made the successful transition to the X1/9 giving it a highly distinctive appearance.

Once developed for production, the two-seater featured sharp-edged styling with a wedge shape, pop-up headlights and a removable hard top roof panel (targa top) which could be stowed in the front boot.

[edit] Name

The X1/9 name stands out amongst the contemporary FIAT automobile names for not conforming to the standard (at the time) numerical designations. FIATs of the time were named using a basic numerical system (127, 128, 124, 131 etc) denoting their relative position in the current model line-up, the X1/9 being the lone exception to this rule.

The name stems from the codenames employed by FIAT for their new development projects during the late 1960s and early 1970s. The 'X' projects were subcategorised as X0 (for engines), X1 (for passenger vehicles) and X2 (for commercial vehicles). The first passenger-vehicle developed with this code (X1/1) was released as the FIAT 128 in 1969; other known vehicle-codes are shown in the table below. Though originally envisioned as the '128 Spider', the X1/9 uniquely retained its prototype code through to production.

FIAT Codenames
Project Code Production Vehicle
X1/1 FIAT 128
X1/2 Autobianchi A112
X1/3 FIAT 130
X1/4 FIAT 127
X1/8 Redeveloped as X1/20[11]
X1/9 FIAT X1/9
X1/20 Lancia Montecarlo[11]
X1/38 FIAT Ritmo[12]

[edit] Production

 This section does not cite any references or sources. (February 2008)
Please help improve this section by adding citations to reliable sources. Unverifiable material may be challenged and removed.

After high level of interest was shown in the Runabout concept, the car was rapidly produced for release in 1972 to replace the aging 850 Spider by Bertone. It was not intended as a replacement for the 124 Sport Spider and production of the 124 Spider and X1/9 continued in parallel for much of the X1/9's life. The car's monocoque body was produced at the Bertone factory in Torino (Turin) and then transported across town to the FIAT's famous Lingotto factory for the installation of the engine and final assembly. In 1982, shortly after the introduction of the 1500 model, complete production of the car was devolved to Bertone and all cars produced from that point were badged as the Bertone X1/9. Bertone badged chassies were slightly different than earlier models in that the footwells were dropped a few inches to enhance legroom and sitting comfort for persons taller than the original design target.

1978 1300 cc X19
1978 1300 cc X19

The first models featured a free-revving 75 bhp (56 kW) 1290 cc single overhead cam engine with an aluminium head. In this form, the car had less than dramatic performance, hampered somewhat by the surprisingly heavy body shell. The weight largely stems from the immense strength of the bodyshell, built to give the car the same crash resistance in US crash tests as a sedan. Ironically while the X1/9 passed these tests, many standard US models of the day failed them, and eventually the test criteria were relaxed. However the design was complete by then and so the bodyshell stiffness is considerable for a car of its type, and it also allows power plants of much greater power to be fitted without modification of the standard shell.

For the U.S. market, additional emission control equipment and large safety bumpers were added, which sapped performance even more — an increase of engine capacity to 1498 cc with 85 bhp (63 kW) partially dealt with this. While the engine itself was widely regarded as a fine design, the fact was that the car was rather heavy for its power (though light by modern standards at about 2250 lb (1021 kg), despite its small size and sports car aspirations.

The last production models were named the Gran Finale and sold over the 1989/1990 period. They were a dealer modification of the Special Edition (commonly abbreviated to SE) of 1988/1989, with the addition of a rear spoiler and Gran Finale badges.

[edit] Racing

Due to its mid-engined layout, and associated handling advantages, the X1/9 was naturally predisposed to development as a competition vehicle; though this potential was never fully realised.

[edit] Abarth

The FIAT subsidiary Abarth, in 1973, developed the Abarth X1/9 Prototipo to replace the 124 Spider Abarth as FIAT's main rally car. Ultimately, though technically inferior and slower, the parallel 131 Abarth project was chosen over the X1/9 as the main rally competition platform as the 131 model had a wider market (and therefore more marketing appeal).

The X1/9 Prototipo used an 1840 cc engine (a bored 1600 cc 124 derived unit) with a custom 16v cylinder head fed by twin 44 mm Weber IDF carburettors. Externally the cars sported flared wheel-arches, a small "duck tail" spoiler and an F1 style air intake designed to feed the carburettors cool air from above the cars roof. All the X1/9 Prototipos were raced in the traditional Abarth lime-green/yellow and orange/pink colour scheme.

The prototype nature of the X1/9 Prototipo project means that the exact number of cars produced is impossible to define. Components and entire body-shells were routinely swapped and replaced as part of the development process, but it is believed that 5 genuine cars were produced.

[edit] Dallara

In 1975 The X1/9 was chosen by Dallara to enter the World Championship for Makes (in the Group 5 Special Production class). The car featured a modified X1/9 engine with a custom 16v cylinder-head and fundamental suspension and body/monocoque alterations, the most obvious of which are the massively flared wheel-arches and the oversized rear wing.

[edit] Technical information

[edit] Paint codes

Fiat X1/9 1974 US model
Fiat X1/9 1974 US model

Paint codes for Mica Red (408) and Mica Blue (407) (1988 to 1989) are not listed in Fiat paint catalogues (they are Bertone colours) but are listed in Volvo paint catalogues. The colours used on the contemporary Volvo 780 are identical to those used on the X1/9 (even using the same 408/407 codes) as the two cars were produced, and painted, by Bertone in the same factory at the same time.

FIAT and Bertone Paint Codes[13]
Year Description Code Name
74-76 Green 358 -
74 Yellow 272 -
74 Blue 426 -
74 Orange-Red 474 -
75-76 Yellow 297 Giallo
75 Green 397 -
77-78 Metallic Green 390 -
77-78 Metallic Orange 190 -
77-80 Metallic Blue 447 -
78-81 Yellow 275 -
78-82 Metallic Black 813 Nero Met
78-83 Orange-Red 171 Rosso Arancio
79-80 Metallic Light Red 853 Rosso Met
79-81 Gold 589 -
80-81 Silver 656 Argenti
80-81 Metallic Mid Blue 835 -
82-85 Silver over Metallic Charcoal 656 / 900 Argenti / Grigio Scuro Met
83 Yellow over Black  ? / ? -
84-85 Metallic Champagne over Metallic Brown 866 / 791 Colorado Brown Met / Dark African Sand Met
85-86 Red over Metallic Charcoal 171 / 900 Rosso / Grigio Scuro Met
85-86 Metallic Light Blue over Metallic Mid Blue 872 / 835 Polar Ice Met / Blue Met
86-87 Black 601 Nero
86-87 Metallic Red 861 -
86-87 Metallic Taupe over Black 809 / 601 Grigio Chiaro Met / Nero
86-87 Red over Black 886 / 601 Rosso / Nero
86-88 Red 886 Rosso
87 Metallic Light Blue 881 Azzuro Met
88 Metallic Grey (Gunmetal) 224.668-039B Grigio Metalizzato
88-89 Yellow 572.225-113B Giallo Cerdo
88-89 White 574.064-474B Bianco Cassablanca
88-89 Red 574.183-535L Rosso Karmin Rot
88-89 Metallic Dark Red (Mica Red) 224.129-408B Rosso Micalizzato
88-89 Metallic Dark Blue (Mica Blue) 224.845-407B Blu Micalizzato

[edit] Criticism

 This section does not cite any references or sources. (February 2008)
Please help improve this section by adding citations to reliable sources. Unverifiable material may be challenged and removed.
X1/9 Interior, roof off.
X1/9 Interior, roof off.

The X1/9 was not properly developed for production, and a reputation for problems dogged the model throughout its remarkably long life. The confined space of the engine compartment meant that routine maintenance was often skipped, and it also led to problems with overheating. A cooling fan was added for the carburetor, which otherwise would get so hot fuel would vaporize in the float chamber, leading to fuel starvation. The exhaust system was placed below a vestigial trunk, which would get so hot that it was hazardous to place things here. Early models were also prone to premature rusting to an extent that it endangered the security of the steering rack. There were problems with rapid wear of the transmission and in particular, failure of the reverse gear, even if the driver was careful not to use reverse on even a modest driveway upgrade, rather backing downhill into the driveway to avoid strain. The fuel system would produce extremely fine rust that would pass through the fuel filter and settle in the carburetor bowl, eventually blocking a critical passage that required carburetor removal and flushing - well within the capabilities of the home mechanic, but a nuisance nonetheless.

Despite its mid-engined configuration, weight distribution was not perfect, the normally excellent handling soon worsened with wet or slippery conditions as the front wheels could struggle to gain grip under the relatively light front end of the car. By removing the spare tire from behind the passenger seat and securing it in the front compartment the directional stability for straight driving was greatly enhanced and the ride somewhat improved, at the expense of its quick handling at low speed.

X1/9 1500 engine bay.
X1/9 1500 engine bay.

In contrast to these mundane problems, and the fact that it was often dismissed as a "hairdresser's car" by some, the car was respected by those in the know for its tremendously good handling and dynamic qualities which made it a joy to drive and a real driver's car. One motoring review of the car after a 12,000 mile (19,000 km) test consisted simply of three words: "A baby Ferrari". Enthusiasts of the marque also took the standard lack of power into their own hands, and a popular do-it-yourself conversion was to transplant a 2.0 L Lancia DOHC engine in, boosting performance tremendously. Replacing the solid front brake rotors with vented Lancia parts was another common modification. A more modern alternative is the Uno Turbo engine (MK1 is easier), which is a straight forward engine swap. Also the vented Uno turbo brakes make an easy upgrade.

The removable hardtop, although not heavy, could be awkward for some people to remove and replace until the proper technique was worked out. Conveniently it could be stored in the front luggage compartment which had fittings designed to secure it. There was an aftermarket top made by Saratoga which was made of lightweight polycarbonate, and had the additional advantage of being transparent.

The car had a reputation for a propensity to rapidly rust under all but the most desiccated of conditions.[14] Although many contemporary manufacturers vehicles suffered similarly, Fiat's problems were hyped by competitors (eg, the X1/9's contemporaries such as Fords in the UK suffered badly from rust but never got the same reputation).

[edit] See also

[edit] Footnotes

  1. ^ a b c d e The Fiat Bertone X1/9 Story. sportsvogn.no. Retrieved on 2008-01-22.
  2. ^ Fiat X1/9. carsfromitaly.net. Retrieved on 2008-01-22.
  3. ^ a b c d Technical specifications of 1972 Fiat X1-9. carfolio.com. Retrieved on 2008-01-22.
  4. ^ X1/9 is correctly pronounced in Italian as Icsunonove: 'x' (ics) 'one' (uno) 'nine' (nove). Phonetically iks-oo-no-nov-eh. English speaking countries pronounce the name as 'x-one-nine', and occasionally (incorrectly) as 'x-nineteen'.
  5. ^ Before official right-hand drive X1/9s were manufactured by FIAT in 1976, Radbourne Racing were converting left-hand drive X1/9s to a right-hand drive configuration for sale in the UK market. None of these early conversions are believed to remain in existence.
  6. ^ Daniels, J. (1972), 'Fiat X1/9 - Turin's mid-engined sports car', Autocar, December 14 1972:

    "There must be thousands of mechanical doodlers who have toyed with the idea of using a transverse in-line engine to power a mid-engined sports car. One or two of the experiments reached an advanced stage..."

    "However, not entirely unexpectedly, it has been left to Fiat to produce the definitive small mid-engined sports car, using the engine and transmission pack from the front-engined 128 Coupe."

  7. ^ Ludvigsen, K. (1973), 'Fiat Pulls a Fast One', Motor Trend, April 1973:

    "Since the introduction of the first modern small car with front-wheel drive and a transverse engine, the BMC Mini in 1959, the pundits have been pushing for the use of the same principle behind the cockpit to build an inexpensive sports car of advanced mid-engined design. All a maker had to do, they argued, was to put the whole engine-gearbox-diffirential package in the rear and drive the rear wheels with it. Lamborghini's Mura and Ferrari's Dino show how to do it for five-figure prices, but no maker of any size has managed to build such a car that most of us could afford to buy. Until Fiat."

  8. ^ Unlisted Author. (1974), 'Fiat X1/9', Road & Track, May 1974:

    "The X1/9 is the first good-looking open mid-engined roadster available to buyers of modest means"

    "In designing the X1/9 Fiat pulled a trick others are sure to emulate: installing what was a front-drive power unit in a midship position to drive the rear wheels."

  9. ^ Unlisted Author. (1974), 'Drive an X 1/9 and... Finesse Has a New Meaning!', Sports Car World, April 1974:

    "From the moment you slip behind the neat four-spoke wheel and fire up the engine it is obvious all other small sports cars - with the possible exception of the much more expensive Lotus Europa - are hopelessly out of date."

  10. ^ Unlisted Author. (1977), Motor, February 26 1977:

    "At it's announcement in 1972, Fiat's Bertone styled X1/9 had the distinction of being the first mid-engined sports car destined for volume production"

    "the X1/9 is a remarkably safe car with excellent handling and high reserves of roadholding..."

  11. ^ a b The X1/9 was one of two new FIAT sports cars being designed at the time, the other being the X1/8 which was to be a closed-top 3.0 L sports car styled by Bertone's competitor Pininfarina. The project was redeveloped the X1/20 with a more fuel efficient 2.0 L 4-cylinder engine in response to increasing fuel-prices. The X1/20 was released in 1974 as the Lancia Montecarlo
  12. ^ The Fiat Ritmo was sold in the UK and US markets as the Strada.
  13. ^ Basic list of paint-codes and descriptions as published on the UK X1/9 Owners Club website
  14. ^ Fiat and Lancia models of the 1970s were particularly infamous for rapidly succumbing to severe structural rust. This is commonly attributed to a well-documented deal made by FIAT with the Russian government for a supply of surplus Russian steel. The Russian government supplied FIAT with large quantities of steel in exchange for the rights and tooling necessary to manufacture a clone of the recently discontinued FIAT 124 (sold under the Lada and Zhiguli names). Though superficially a good deal for FIAT, who off-loaded their old design and tooling at a hefty profit, the steel they received was of an extremely poor quality. There is also anecdotal evidence that poor planning frequently left early X1/9 body-shells un-painted outside the Bertone factory before transportation to FIAT where the rusting body-shells were simply painted over.

[edit] External links

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Type 1960s 1970s 1980s
0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9
City car 500 126
600 Panda
Supermini 850 127 Uno
Small
family car		 1100 128 Ritmo Tipo
1300 124 131 Regata
Large family car 1500 125 132 Argenta Croma I
Executive car 2300 130
Coupé /
Roadster		 Dino
124 Coupé
Sports car X1/9
Panel van Fiorino I Fiorino II
Compact MPV 600 Multipla
Van 600 T 850 T 900 T
1100 BLR / ELR / I / T 238
241 242
Daily
Ducato I
Off-road Campagnola (1101) Campagnola (1107)