The Fiat 500

The Fiat 500 

New Zealand was the car market furthest removed from its birthplace in Turin, northern Italy. On top of that claim to fame, the often strange world of ’60s New Zealand saw the Italian icon lead a life its creators would never have imagined.

Nuova 500s arrived officially in New Zealand – almost two years to the day following the model’s Italian launch – when the freighter Sumbawa tied up at Auckland’s wharves. Until then, it had been the 600 and the teardrop-shaped people mover, the Multipla, which had sustained the three distributors which carved the local market up between them.

The drive to boost the number and variety of cars in local assembly led to the first Fiat 500Ds rolling out of the VW Motors plant in Auckland’s Otahuhu at the end of 1960.

The 500D was the cheapest car on the local market, and in contrast to the market-leading British Mini, was generally available off the showroom floor with no waiting, and no preference to stump up some of the price in overseas currency.

Cheapness was a powerful argument in trying to squeeze more import licences out of the Government, and eventually the 500 was being built at the rate of 800 a year. That was after the slightly underhanded acquisition of the Fiat franchise by Torino Motors’ Noel Turner (who jointly owned the VW Motors plant), who saw the Fiat 500 take on a pioneering role in the evolution of the regulations which bound up every aspect of the New Zealand motor industry.

This article is from Classic Car issue 195. Click here to check it out.

Turner and Italian diplomats had lobbied hard for the granting of the import licences they needed to initially build 300 of the baby Fiats a year. The fact that the cars were less of a burden on New Zealand overseas currency reserves helped, as did the calculation which found the 500 had the highest level of New Zealand content of any car.

The Fiat 500 in New Zealand

The Fiat 500 in New Zealand

A major Kiwi claim to fame is the name ‘Bambina.’ The 500 was given that name in New Zealand during 1965 with the introduction of the upgraded 500F model. Rob Elliot, the managing director of Torino Motors, decided it should be sold as a Fiat Bambina. The name stuck, and has since become one of the most widely recognised in the local market – it has been applied generically to all Fiat 500s, even earlier models sold before the name was devised. Bambina has joined Mini and Beetle as one of those instantly recognisable car brands.

A Fiat 500 was even sent to Scott Base in 1964 for use by New Zealand’s scientific team in the Antarctic. It was used as transport between New Zealand’s Scott Base and the US base at McMurdo Sound, but its narrow tyres made it unsuitable and it was flown back to New Zealand, cleaned and sold as a second-hand car.

More than 5000 of the 500s made it to New Zealand, but today fewer than 400 are registered on our roads as its global cult status and high value saw hundreds of ‘our’ cars being shipped to Japan and the US during the ’90s.

The lifespan of the 500 in New Zealand followed a similar trend to that in Europe, although the reasons were different. A devaluation of the New Zealand dollar in the ’60s, the punitive 45 per cent import tariff on European cars, and finally the arrival of modern and well-equipped Japanese micros from Suzuki, Honda and Daihatsu saw local production end in 1969.

Torino Motors wanted to do something more profitable with the import licence, and it brought the 850 Sport Coupé onto the market in its place. Fully built-up models continued for several years, including the ultimate right hand drive evolution – the 500L.

One of those cars remains in my hands – a 1968 Bambina which I bought as a first car more than 30 years ago, and it is still a regular commuter on Auckland’s Northwestern motorway.

Fifty years on, the design which Italy recognised in 1959 with its Compasso d’Oro is still winning hearts. Almost every component on the car, especially its F model, is still being made to this day – classic motoring was never easier.

Stylish newcomer

Stylish newcomer

Local content meant jobs and business for component suppliers, and was a vital criterion in the granting of import licences. For the Fiat 500, the fact it reached a local content level approaching 50 per cent would be waved around for years as a goal that other manufacturers should be achieving.

Starved of cars, New Zealanders quickly took to the stylish newcomer. Women especially fancied it – partly because they didn’t face a wait of months or years for a Mini.

This was trend spotted by Torino Motors, which provided  the car as part of the prize package in the Miss New Zealand beauty pageant. Thus 1966 saw Aucklander Heather Gettings become the first title winner to receive a car. A Bambina was given as a beauty pageant prize for three years, and the model was used extensively in the nationwide promotion of the pageant, with dealers assembling convoys of cars to carry parades of contestants through the main streets.

Torino Motors also entered an all-women team in the 1965 Wills Six Hour production saloon car race at Pukekohe. The Wills was one of the prestige race events, and was for cars in showroom trim. The women’s team of Margaret Hough and Evelyn Hadfield was supported by an all-women crew of refuellers, mechanics and supporters. Like the men who ran a 500 in the previous two years, the women finished last – but they finished, retaining the 500’s 100 per cent reliability record.

Iconic charmer

Iconic charmer

Charming and iconic though the 500 had become, by 1972 its ’50s design was just a little too passé. Fiat kept a bob each way, bringing in the more modern-looking 126 using a similar platform, while continuing a domestic version of the 500, the 500R. The R used the new 594cc version of the 500 engine, and kept the model alive until 1975.

Fiat itself hit a financial and sales crisis in the early part of the new century, and its decision to launch a ‘new’ 500 later this year looks set to follow the path taken by VW and Mini to try to revive the buzz of their past achievements. The new 500 will, of course, be an entirely new and modern car, but one that recaptures the styling cues of its famous predecessor.

Fiat X1/9 and 128 Coupé

Fiat X1/9 and 128 Coupé

With the mainstream Fiat brand seeming to turn its attention in the ’70s and ’80s to daily transport vehicles, coupés figured rather less in the company’s plans, but it maintained a presence in the coupé market through both the front-wheel drive 128 coupé and its derivative the 128 3P, which continued to sell well through the ’70s, and the mid-engined X1/9, introduced in 1972.

The 128 coupé was a nice little car, but is very rare over here, so for this article we’ll concentrate on the X1/9, which with its removable roof served quite well as a two-seater coupé, though it was really a replacement for the 850 Spider. It sold well from late 1972 right through to 1989, initially with the 1290cc motor and from late 1978 with a 1500cc 63kW (85bhp) engine and five-speed gearbox from the Strada series. From 1982, Bertone took over the building duties on the car.

Rare in NZ, the earlier models with the 1300 engine have less sparkle to their performance than the later 1500s, but many owners like them better than the later cars. The 1500s with the five-speed gearbox came in from late 1978, with a $16,500 price tag, and the price rose through the ’80s up to $45k, and then back down into the thirties for the final few years, sold as Bertones. Last imports were brought in in early 1990.

This is one of those cars where ‘fun to drive’ outweighs high performance as the reason for purchase. They were heavy cars for the 56 or 63kW (75/85bhp) engines to cope with, but with good handling, were nonetheless quick to drive from A to B.

FIAT Buying Notes

FIAT Buying Notes

Fiat 850 Coupés

The main enemy alas has been rust, throughout the body, and these neat little coupés are now a rare sight.  Mechanical checks must include a good check of the cooling system: in good shape, it will do the job, but neglected systems are marginal in warm weather conditions, and overheating will cause head gasket and cylinder head problems. These little engines are designed to rev freely, but will probably start showing wear and tear every 100,000km, with increased oil consumption a good clue. They are not the quietest or most oil-tight of engines either! Rebuilds are not too difficult a task, with parts available at a price. Transmissions last fairly well, though they can get noisy, and second gear synchro will eventually wear out.

Fiat 124 Coupés

Rust the big bugbear again. There are still a few nice ones around though. Mechanically these are once again not too bad, with the engines fairly reliable and parts still available for service and (probably expensive) rebuild. All engines seem to be fairly durable, and likewise the transmissions, though the synchro will wear with age. Once again there is the caveat about the cooling system – it needs to be kept in good shape, and oil leaks around the cylinder head are not a good sign.

Fiat X1/9

These conform to Fiat pattern – watch out for body rust, almost everywhere! Oddly, it seems to be worse in later cars than earlier ones. Regular cam belt changes are important with this engine – cylinder head damage can follow if this is neglected. Once again, check out the cooling system, even more important in this mid-engined car to keep the radiator unclogged, put in fresh coolant at regular intervals, and make sure the fan is doing its job. Gearboxes wear out second and third gear synchros, and some cars jump out of reverse. Electrical problems are usually traceable to bad earths, and once sorted, may not be too much of an issue. Engine upgrades are feasible, to later model engines with more power

Fiat Coupé 1990s

Though some owners have had decent runs, reliability surveys generally don’t paint this car in a good light, but closer reading points more to lots of smaller stuff going wrong, rather than major mechanical issues, though there are some alarming stories of gearbox problems. Regular servicing is essential. The timing belt and tensioner job is expensive on these cars – especially the five cylinder – but must not be neglected. Plastic fittings of all sorts, both underbonnet and in the body, do not seem to last the distance. The coupé is both low at the front, and does not have a good turning circle, so scuffs on the front wings and underside are often found, plus kerbing damage on the wheels.

Fiat Bambina – The 500 turns 50 – 195

Fiat Bambina – The 500 turns 50 – 195

June 2007 marked the Fiat Bambina’s 50th anniversary. Todd Niall discusses the history of this iconic micro-car, and outlines his book – Bambina: The Fiat 500 in New Zealand

The 500, with its twin cylinder air-cooled engine, became the most successful of the post-Second World War mini-cars which flourished briefly across Europe. Ironically, a design which has become something of a icon in Italy had some of its origins in Germany.

France, Germany, Italy and England were all exploring cheap and simple micro-cars as Europe rebuilt itself during the 1950s. Fiat’s Italian moves to replace the ageing (1930s) Topolino had been scuttled in the war when a prototype was destroyed in bombing.

Fiat’s Dante Giacosa had masterminded the 600, which was launched in 1955, but while successful, this car was still out of reach for many Italians. However, ideas were flowing from Fiat’s German subsidiary NSU-Fiat, in Heilbronn, and one prototype built in Germany and sent to Turin was for a compact and simple two-seater with a two-stroke engine directly over the rear wheels. It is a design which Giacosa has acknowledged as influencing the eventual 500.

In July 1957, 120 of the new Nuova 500s were paraded around Fiat’s home city of Turin. Its eventual success and cult status were slow coming, with the early models deemed too Spartan, and the in 9.6kW (13hp) 479cc engine underpowered. Fiat moved quickly though, bringing through variants with more power from 11kW engines, opening quarter-lights and other creature comforts. The introduction of the 500D model in 1960 hit most of the right spots, and sales began to climb.

Fiat 850 Coupé or Sport Coupé

Fiat 850 Coupé or Sport Coupé

First up is the 850 coupé, based on the 850 saloon and introduced in March 1965. The body styling was done in house by Fiat, with the Boano father and son team the creative brains behind the design. It was a 2+2 coupé, and featured a tuned version of the 850 engine, giving around 35kW (47bhp), which was enough for lively performance as the car was light, and geared well to make the most of the power. The top speed was just short of 145kph (90mph), though the little engine was revving pretty fast at that speed, and the car handled well with eager turn-in and a slight tendency to oversteer. It sold like hot cakes, as indeed did its stablemate the Bertone-styled 850 Spider, which had a slightly more powerful engine. It was available in New Zealand from 1965 to 1968, imported in cbu form, and competitively priced at $2200 to 2700.

In March 1968, the coupé was updated with the introduction of a 903cc version. Power went up to 39kW (52bhp) and the styling was changed very slightly to incorporate a neat little spoiler at the rear, probably too small to do anything useful to the airflow but quite visually distinctive. Two extra headlamps were built into the front, partially sunk into the front panel. This model was assembled in New Zealand from 1969 to 1972, and sold rather well, priced at around the $2900-3000 mark. The extra power lifted top speed by about eight to 13kph and improved acceleration, and the car was also a little more economical. It was now called the 850 Sport Coupé.

The coupé and spider between them sold around 467,000 units, with the coupé scoring 342,873 of those sales, pretty good for only six years production from 1965 to 1971, while the spider remained in production till 1973.

Fiat 124 Sport Coupé

Fiat 124 Sport Coupé

On to the late ’60s with the 124 Sport Coupé, introduced in March 1967. It caused a minor sensation on introduction with its clean and elegant styling – again done in house by Fiat’s own body styling team – and crisp performance from the 1438cc twin-cam engine. Road tests revealed that the coupé handled very well on the road and had very nearly full four-seater accommodation, plus a decent boot. It was not a light car, so acceleration and top speed figures were down compared to the Alfa Romeo opposition, but they were quite competitive with the MGB GT.

Late in 1969, the coupé was updated with styling changes and now used the 1608cc engine from the 125 saloon, though the 1438cc motor was available as an option. Performance was improved at no cost to economy, but opinions were divided about the styling changes, as the new full width grille and twin headlamp set-up lost some of the simplicity of the first design, though it was still a neat and tidy one.A little of the handling finesse was lost as well, with slightly softer suspension settings and a change in rear axle location contributing to this.

Late in 1972, the engine was changed again, this time to the 1756cc motor from the 132 saloon, though as before a smaller engine option was available, this time the 1592cc version of the 132 engine. Power was up again, to 88kW (118bhp), but with increased weight, performance and economy were little changed, though the handling got better again. The facelift styling changes to the front of the car were to most onlookers a retrograde step. Production ceased in late 1975, by which time nearly 280,000 had been built, and Fiat shifted its sales strategy to promoting the sister 124 Spider.

1973 Fiat 500 & 2008 Fiat 500 – ONE Family 2 CARS

1973 Fiat 500 & 2008 Fiat 500 – ONE  Family  2 CARS

1957 saw the launch of Fiat’s iconic 500 Bambina –we caught up with fans of the old and new 500

The original Fiat 500 or Cinquecento (Italian for ‘500’) as it was known across Europe, is an icon that for many is the ultimate expression of simplicity in design and function.

Designed by Dante Giacosa to cater for the growing number of Italians who in the late ’50s were trading in their Vespas for vehicles with more wheels and greater passenger carrying capabilities, it was launched as the Nuova 500 in 1957 and carried on from where its predecessor, the Topolino, left off in providing cheap transportation for the masses. The difference with the 500, as compared to the Topolino, was in the design – which stands now as one of the most iconic car shapes ever.

Reviving a Legend

Exactly 50 years after the release of the original 500, Fiat launched the new 500 – which borrows more than a few styling clues from the original. It has brought new buyers to the Fiat fold (possibly lured away from the Mini) and continued the passion for those who loved the original.

  

Giovanni Nustrini is one such enthusiast, and his passion for the little 500 has played a starring role in his life and that of his family.

Giovanni is the proud owner of this lovely 1973 Fiat 500 F-model which has been in his possession since 2002. Far from being the first 500 Giovanni has owned, this yellow Bambina is one in a succession of such cars that leads back to his childhood when his father owned one, but it wasn’t until 1982 that Giovanni first got to have a 500 to himself.

The Nustrini family ownership of various Fiat 500s over the years is a tale in itself, with Giovanni and his siblings engaging in hand-me-downs and purchases of Bambinas for a very long time.

Even now there are a few still floating around in the family, as Giovanni’s sister also has a 500 that she uses regularly.

Conception and Revision

With the little Fiat attracting such a vast following it comes as no surprise that for many, the 500 was seen more as a part of the family than a mere conveyance. As such, the 500 was known by several different names around the world – which included Bambina, a name originally coined by the New Zealand Fiat distributors in New Zealand. Oddly enough, in Australia the masculine form ‘bambino’ was used. The Cinquecento label – as used in Italy – spread through the rest of Europe and stuck in the UK, where it is still known as such.

The original Nuova 500 was the first model available in 1957, and featured a 479cc engine which produced a heady 9.7kW (13bhp). It had a full-length folding roof that went all the way to the back of the vehicle in addition to rear-hinged suicide doors. Initial sales of the Nuova were sluggish, so Fiat upped the power of the two-cylinder unit to 11kW (15bhp), which helped start the little 500 on its way to global success.

Replacing the Nuova in 1960 was the ‘D’ model of the 500, which looked much like the Nuova but differed in engine size (499cc), with 12.6kW (17bhp) as standard, and in the opening roof design which didn’t retract as far as the Nuova’s

The ‘F’ model, which was produced between 1965 and 1972, was sold alongside the D (in 1965), and differed only in that it did not feature the trademark suicide doors of the D. It went on to become the staple of the range.

Giovanni’s 500 is an F-model, one of around 5000 that were produced in New Zealand.

A more luxurious model, the ‘L’ (Lusso) of 1968, was sold above the F and while being mechanically similar, the L had a much more modern interior than the minimalist F.

A variant of the 500 which proved to be long-lived (1960-1977) was the ‘K’ or Giardiniera, a station wagon version of the 500 which featured the engine laid on its side to create a flat loading surface. It was the only model to continuously feature the suicide doors. The Giardiniera is a much sort after model and one which Giovanni would love to add to his stable.

The final version of the 500 before the 126 replaced it was the ‘R’ or Rinnovata, which came standard with a larger 594cc engine producing 17kW (23bhp).

The Bambina in New Zealand

NZ production of the Bambina took place at Turner’s VW factory in Otahuhu, which is where Giovanni’s yellow F-model was born.

The early part of this car’s life is not exactly known, but what is certain is that while not being a show-star, this 500 is one of the cleanest original cars in New Zealand. Until recently the Bambina had been sitting in the foyer of Giovanni’s aviation business (www.falcomposite.com) as a static piece of art but, with the recent rise in petrol prices Giovanni pressed the car back into service to help ease commuting costs. The incredible part of this story though is that after four years of standing still, the 500 burst into life first turn of the key.

The engineering of the Bambina is a real surprise in that there is a functionality and purpose to all parts of the car that is almost Germanic in its logic. The air-cooled two-cylinder engine is said to be incredibly reliable and, as evidenced by hot Abarth versions, eminently tuneable.

Also having the engine behind the rear axle line (à la the VW Beetle) helps handling – which I can attest to after some hard cornering with Giovanni at the wheel.

An unusual feature on the original 500 is a small lever that is connected to the accelerator and acts as a basic cruise control. Just what Fiat had in mind for the lever is open to speculation, but what it was almost certainly used for at some time probably involved the roof being open, driver and passengers sitting on the roof and feet being used to steer the car. That is if we had to guess about its use.

Comparison

In isolation, the newer car looks petite and crisp, a worthy successor to the styling ideas that Giacosa gave the world. Next to the original, however, the new 500 looks decidedly bloated, especially at the rear end.

Side by side, the difference in size between the two Fiats is patently obviously – with the newer 500 dwarfing the old. The disparity in size is almost cartoon-like, with the newer car looking like the older one comically filled to bursting point with helium.

Strangely, the old 500 has more ground clearance than the new, but this is the only respect in which the original can boast any dimensional advantage over the new 500. The original is such a pure design with very little ornamentation and such petite proportions (the front tyres are 135/70R12s) that it is very appealing in a ‘less is more’ way. The Bambina is so different to the new 500, which is packed with multiple airbags and a Bluetooth connection, that I genuinely prefer the original over the reincarnation.

The Modern View

Our featured new Fiat 500, owned by Mary Patterson – Giovanni’s partner – is the perfect complement to their original yellow ‘F’ model. Mary’s car is the 1.3 JTD diesel model and was one of the first in New Zealand. Originally Giovanni wanted the super popular white with iconic Italian tri-stripe, but worldwide demand for that particular colour combination meant a long wait, which didn’t suit Giovanni who, after seeing the new 500 on a trip to Italy, had to have one on his return to New Zealand.

The red car was subsequently acquired and has provided Mary and Giovanni with the perfect counterpoint to the old 500.

It seems likely that the desire within Fiat to capture a segment of the nouveau pastiche-pie must surely have stemmed from the success of the reborn Mini, which has been a sales hit throughout the world for BMW.

Given the historic importance of the 500 to Fiat (and the sales precedent set by the Mini) it would have been bad news had the designers made a mess of the new 500, but walking round it you really can see that it has the old 500’s design DNA. The lights at the front, the little ‘moustache’ on the nose (Giovanni’s original F-model came without one), the waistline crease below the windows are all trademarks of the original. Despite being front-engined (the original 500 has the engine in the back), even the rear looks similar to the original.

Of course, it is nowhere near as petite as the original and does look a bit portly from the rear but the original lines are still there, however distended.

The new 500s are all about style and the interior is a key point in this respect. It is really very classy and looks great, but just like the original Cinquecento the driving position for a tall driver is not that accommodating. The seating position is quite high, and the steering wheel is adjustable for rake, but not reach. 
That’s where the problem starts as the 500 has enough legroom for tall people, but this comes at the expense of having to adopt a gorilla-like driving position.

I couldn’t get comfortable in the new Fiat, but in the older, smaller F-model it was not as difficult to find a comfortable position. Strange that at 192cm I’m too tall for the new 500 but the old Fiat was fine.

Just like the original there is something that attracts you to the new 500. It really does have a lot of character. This appeal is attributable to the original styling, but the new 500 is a little bit more than just a modern take on the Giacosa idea.

The interior atmosphere is first-rate with the materials used on the seats, dash and steering wheel giving a quality feel and making the inside of the 500 a nice place to be.

The centre console plastics look a bit shiny, but the functions for the heater/radio are easy to use and the circular design is very chic and makes the older car look incredibly Spartan in comparison.

The driving experience, like the looks of the car, is unique and requires a different driving style.

Much like the older car with its non-synchromesh gearbox, the new 500 has a slightly vague throw, but this is part of the experience, as it allows you an exaggerated arm gesture every time you change gear, if you are so inclined.

As with the original 500, back-roads are what the new car enjoys and are where you can have some fun. The suspension has a tendency to ‘pogo’ a little over bumps and along uneven roads, which can be annoying on the motorway, but on back-roads it adds to the excitement and adventure. The new Fiat is a bouncy, buoyant character that has fun when you have fun.

The Passion

When asked about what attracted him to the Bambina, Giovanni’s answer is immediate: “Simplicity”. It’s hard to argue with this idea when everything from the early model suicide doors to the hand operated window washer add up to make the original a triumph of both form and function.

Dante Giacosa’s idea for a simple yet beautiful design hit its mark 50 years ago, and the fact the new 500 is being so warmly received now by enthusiasts like Giovanni and Mary is proof of that original appeal.

1973 Fiat 500 – Specifications

Engine:    
Air cooled, rear mounted two-cylinder

Capacity:    499.5cc

Bore/stroke:    67.4×70mm

C/R:    7.1:1

Max power:    16.4kW (22bp) at 4400rpm

Transmission:    Four-speed manual

Steering:    Worm and roller

Suspension:    
F: independent by wishbones and leaf spring, telescopic shock absorbers
R: independent by trailing arms, coil springs and telescopic shock absorbers

Brakes:    Drum/ drum

Wheels:    125×12-inch

Dimensions:

Wheelbase:    1840mm

Length:    2970mm

Width:    1320mm

Height:    1325mm

Track F/R:    1121/1135mm

Kerb weight:    520kg

Performance:

Max speed:    95kph

Economy:    5.5l/100km

2008 Fiat 500 1.3JTD – Specifications

Engine:    
Front-mounted, four-cylinder diesel

Capacity:    1248cccc

Bore/stroke:    69.6×82mm

C/R:    17.6:1

Max power:    56kW (75bhp) at 4000rpm

Transmission:    Five-speed manual

Steering:    Dualdrive electronic

Suspension:    
F: independent by MacPherson struts
R: torsion beam

Brakes:    Disc/drum

Wheels:    14-inch

Dimensions:

Wheelbase:    2300mm

Length:    3546mm

Width:    1627mm

Height:    1488mm

Track F/R:    1414/1408mm

Kerb weight:    980kg

Performance:

Max speed:    175kph

Economy:    4.2l/100km

1971 Fiat 124 bc Coupe –good and bad

1971 Fiat 124 bc Coupe –good and bad

This month we’re focussing on ‘young people’ and their classics – and, first up, we’d like to introduce 19-year-old polytechnic student, Scott Lowe, and his nicely fettled Fiat 124 coupé

Scott hails from Rotorua and is a good mate of Paul Lyons – you can check out Paul’s Ford Capri elsewhere in this issue.

When we caught up with both these lads in Rotorua it was clearly obvious that classic cars played a huge part in their lives and, as they’re students, it was also apparent they had both poured every cent they earned – plus every ounce of heart and soul – into creating their own very individual styles of car.

Scott is certainly no stranger to anything to do with classic cars, as his father, Mike Lowe, is definitely not unfamiliar to our readers as a regular Targa competitor in his Fiat Abarth – Mike’s Lamborghini Espada also appeared in last year’s NZCC yearbook.

Italian Classic

Given his father’s passion for Italian classics, it’s perhaps not surprising that Scott also has strong feelings for Italy’s motoring classics – and in particular for the Fiat 124 coupé. In Scott’s opinion, these stylish coupés are truly fun and competent driving cars that look fantastic when left in original form. 
They are akin to other Italian high performance cars, responding best to mild changes rather than radical street machine-type modifications.

As Fiats are somewhat alien to me, Scott was able fill me in on some details of the Fiat 124, a car that was produced in Italy from 1967 in three models, the AC, BC, and CC.

The 124 was introduced in spectacular style by being dropped by parachute from a plane, and instantly won critical acclaim for its spacious interior, advanced coil spring rear suspension, disc brakes and lightweight construction; it was a worthy recipient of that year’s European Car of the Year award.

The AC model began production 1967 and was equipped with a 1438cc twin-cam engine designed by ex-Ferrari engineer, Aurelio Lampredi, a five-speed ’box and torque tube driveline. It also featured a rear sway bar, 120mph (193kph) speedometer and sporty dash-mounted warning gauges. The interior boasted a fake wood-rim steering wheel with stainless spokes and a wood-grain dash and console top. The taillights were courtesy of the Lamborghini Espada, providing a contemporary rear design feature. For their time, the Fiat 124 sport coupés were quite modern in terms of chassis and engine design, with fine tolerances not unlike today’s engines and good braking thanks to four 229mm disc brakes. Other stand-out features included sealed cooling systems, ‘thermatic’ fans and toothed timing belts.

Throughout the production cycle, AC 124 coupés were continually improved. Changes included an open tail-shaft, wider rear wheel bearings, and the rear sway bar was dropped in favour of the BC-style Panhard rod rear suspension.

The BC (as our feature car) heralded a new look with a nicely restyled twin headlight front and different taillights, although they were again shared with a Lamborghini, this time the Jarama. The BC was available with both the 1438cc and later the 1608cc engines. Other details remained similar to the AC except the interior dash now housed a 140mph (220kph) speedometer and 9000rpm tachometer, while 1608cc models received a clock that was added to the new look ancillary gauges to match. The ‘wood’ steering wheel now had black painted spokes, and the seats featured cloth inserts. The wood grain inside was now history, and the BC gained more functional ‘eyeball’ vents in the centre console. The options list for the BC included green tinted windows, Cromodora alloy wheels with chromed centre caps, a radio, and seat head-rests.

The CC coupé was launched in 1973. Revised features included a subtly restyled grille and front section, revised squarer-looking rear tail section and deeper boot-lid, new vertically styled non-Lambo taillights and revised, larger side rear windows.

The CC began production offering the 1608cc engine, soon changing to a revised 1592cc engine before using an enlarged 84mm bore engine boasting 1756cc in 1974 and ’75. The 1592cc and 1756cc both used a single Weber 34 DMSA carburettor and, in spite of this change, the 1756cc was the most powerful standard engine, being capable of producing 88kW (118bhp) for an estimated top speed of 185kph.

The interior also received a make-over, this time with a newly restyled dashboard incorporating a lower panel on the passenger side, an alloy fascia panel in front of the driver with revised gauges and cloth-covered seats, while additional plastic was incorporated into the smaller items compared to the previous models. There was also a new non wood-grain steering wheel as well as revised, and safer, seatbelts. The optional, but not uncommon, Cromodora wheels lost their chromed centre caps, exposing the wheel nuts.

Scott’s 124

As I said earlier in this story, Scott is no stranger to classic cars. His first memories go back to when he was about two years old, when he would watch and help, as much as a two-year-old can anyway, his father working on Super Karts. He even remembers ruining his father’s chances of winning the National Super Kart Championships in Surfers’ Paradise back in 1993 when he accidentally dropped a small three or four centimetre bolt down the kart’s exhaust. After qualifying sixth out of 64 karts, his father was progressing well in fourth position during one of the final races when suddenly the engine didn’t like the bolt any more, and let go. Attributing the engine failure to “That’s motor racing,” Scott’s father, Mike, stripped the engine down in the bathroom of his hotel room and discovered the rogue bolt when it fell out. Mike made a call to Scott’s mother, and asked Scott to go into the garage a get a bolt. Scott was keen to do as his mother asked and returned with an identical bolt to the one his father was holding in his hands. After putting two and two together, Mike had a fair idea what must have happened.

When Scott turns 21 he is expecting a 1993-dated invoice for about $2080 and a cracked piston for his birthday. I don’t think some of us would wish to remember such things, but it just proves how different circumstances and events lead us to become interested in classic cars.

Scott remembers moving to New Zealand with his family in 1993, and he also recalls 1995 – the year the first Targa event kicked off in New Zealand, and when his father began building his now well known 1964 Fiat Abarth Berlina.

As Scott got older he enjoyed helping Mike work on the car, cleaning parts and, as Scott put it, “Doing mainly grease monkey stuff.” In 2003 Mike started building a Fiat 124 race car, and decided to look for a parts car. Thanks to a good friend, Phil Sutton, a suitable car was located in Wellington and brought back to Rotorua. After giving it a thorough going over Mike and Scott came to the conclusion that it was too good to wreck. Scott said, “I’ll have it,” and Mike agreed it would make an ideal father/son project. For Mike, this was a case of déjà vu – his first car had also been a Fiat 124 BC, spookily, in the exact same colour!

Bad News

Unfortunately, after the car made a trip to Central Panelbeaters in September 2003, its proprietor, Mark Lysaght, discovered that 30-odd years of weather had taken its toll on the 124 and, after poking a few holes through the car in various places with a screwdriver, he determined that the coupé was in need of some serious attention.

Undeterred, Scott spent most of his spare time, weekends, holidays and after school time helping Mark with whatever he could on the car – learning to grind, weld and properly prepare panels as he went. That’s of course when he wasn’t working at the local CD/DVD store to earn money to put towards the car.

Scott enjoyed this process immensely, but learned about classic car restoration the hard way as the estimated nine-month body restoration took over four years – it would not be until December 2007 that the painted body shell arrived at father’s workshop ready for re-assembly. Fortunately, the car was in good shape mechanically – the standard 1598cc twin-cam engine had been bored out to 1800cc and, along with the complete drivetrain, had remained in place during the body restoration, which meant the car was completely drivable when Scott got it back. It was originally painted in the same blue colour as you see it here, and when it came time to make a decision to choose a colour, Scott’s father made an offer he couldn’t refuse – “If you paint it the same colour, I’ll pay for it. Any other colour, you can pay for it.”

Scott’s not a daft – and he loves his blue Fiat 124.

Daily Driver

Bit by bit, night by night, the car slowly started to take shape, and in January 2008 it was ready for the road.

Now Scott uses the car as his daily driver, whilst continuing to add final touches – including a fully certified roll bar, and a set of 40mm Dell’orto side-draught carburettors, with manifold, which he received from his father as a Christmas present last year.

Other modifications include a slightly warmer PBS2 inlet camshaft, Fiat 132 electronic distributor and Abarth coil pack (Mike’s spare) and a factory 124 sump guard, all thanks to good friend and Mike’s co-driver, Phil Sutton. Scott has also fitted custom four-into-one extractors (off his dad’s old 124 race car), a brake master cylinder heat shield, Gabriel gas shocks and 51mm lowering springs. The car runs standard Fiat disc brakes all round.

Scott discovered a set of wheels in the back of his father’s shed, and although he has no idea what they belong to, he decided to clean them up and fit them to the car. They look as if they were originally intended for the 124.

The interior has been modified slightly to include Recaro high-back seats and inertia seat belts for safety and club sport activity, something Scott thoroughly enjoys.

Since 1993, at the age of just 13 years old, Scott has been involved with motor sport, helping out Greg Paul who runs Rally Tours (www.rallytours.co.nz), an exclusive spectator tour of each day of the World Rally Championship round in NZ. Scott has progressed through the ranks, and in 2007 was promoted to lead vehicle with Alan Brown. That task involves leaving before the tour, setting up parking bays and being a lot more official. With that role Scott gets his own official’s badge, enabling him to go anywhere at any time. Scott has held this position since then.

Scott has also enjoyed many track days Taupo in his Fiat, as well as competing in hill climb events with the Rotorua Car Club, and reckons it’s such great fun to drive the coupé at such events. His future plan is to perhaps buy a cheaper ‘runaround’ as his daily driver, reserving the Fiat for weekend use only.

Naturally, when undertaking any project of this type, there are always plenty of skilful people behind the scenes – and in this case, Scott would like to take this opportunity to thank his father; Phil Sutton; and Ian Savage and Dave Bang from Autoplus, Rotorua, for their expertise in fitting the Dell’ortos, extractors and distributor. He’d also like to say a big thanks to panel-beater and good friend Mark

Lysaght, for a brilliant job of making this Fiat 124 such an eye-catching classic.

I’d say that Scott has well and truly got the classic car bug, and if he continues in his father’s footsteps, there’ll no doubt be a lot more in store for him in the future.