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1966 Fiat 124 Coupé
In-line four cylinder1,4 (1966), 1,6 (1969), 1438/1608 cm3, 80/80 * 71,5/80 mm, compression ratio, 8,9/- : 1, engine control dohc (toothed belt), 1/2
double carburetor, much later
electric injection, 110/140 Nm at 4500/4200 rpm, 66-81 kW (90-110 HP)/87 kW (118 HP) at 6500/6400/6000 rpm, five-speed, front engine with rear drive, wheelbase 2.420
mm, front suspension, double wishbones,
suspension rear, rigid axle, Panhard rod, coil springs, floating caliper brakes, brake booster, braking force limiter, 165 SR 13 / 165 HR 13 (5''), length 4.123 mm, 2.310* mm,
4055-4075* mm, width 1.670 mm, 1.740* mm,
height 1.340 mm, 1.230* mm, tank capacity, 45 litres, kerb weight 960 - 1000 kg + driver, approx. 170 - 185 km/h, 1966 - 1975, purchase price, from approx. 10.000 DM.
*Spider
Both the coupe and the spider were products that first saw the light of day in the Fiat world in 1966. A new series that, it's hard to believe, dominated Fiat's model policy for so
long, initially as body and platform, and later
only as the latter. We've already reported on the sedan and other derivatives, including the Lada.
The platform could be found in variations right up to the Fiat Argenta. The engine was bored out compared to the 124 and featured a DOHC cylinder head, which benefited not
only its torque but also its pulling power. While
the 124 was already sporty back then, the same was even more true for the Coupe and Spider.
The layman won't notice the shared platform. The undercarriage was shortened only in the Spider, which improved the space in the Coupé. Apparently, the Italians saw more
potential for the Spider in the US than for the
Coupé, as this one was introduced a year earlier.
A testament to Italian design was that the sedan, spider, and coupe had little in common. Each variant had its own exterior. The differences were so great that, from today's
perspective, the three would probably not have
been brought to a common core without nameplates and/or the necessary expertise.
The dashboard differed not only between the two sedans, but also between the coupe and the Spider (convertible), both featuring real wood and quite sporty for the time. Thus,
the coupe retained its limousine character and remained very functional, with all-round visibility almost unmatched for this body style.
It benefited more from its inner qualities, the sporty engines with twin carburetors, the five-speed gearbox, and a relatively stiff but extremely neutral chassis. The main
competitor, Alfa, offered nothing more than a very successful design.
Viewed in this light, this Fiat was a bargain. Unfortunately, the public didn't appreciate this accordingly. Perhaps they sensed something about the Russian sheet metal from
which it was formed. Certain noises on bad roads also didn't necessarily speak for good workmanship.
The Spider was the sportiest variant of the 124 family. It was shorter, had only 140 liters of luggage space, and later, with a fixed roof, was fitted with the most powerful engines,
such as the Abarth supercharged one for motorsports.
A resemblance to Chevrolet's 1963 Corvette Rondine is evident, especially at the rear. It continues the tradition of Fiat's 1500 and 1600 convertibles.
An even greater dissimilarity between coupe and spider is evident in the 850s, but this distinction is maintained all the way up to the Fiat Dino. It offers a genuine alternative to
the coupe, with its almost limousine-like interior.
Pininfarina played a particularly important role in the Spider. Initially, the vehicles were manufactured there for the USA, and after Fiat's withdrawal in 1975, the European
models were also manufactured there from 1982 onwards, albeit under the name Pininfarina Spidereuropa. A total of approximately 170,000 Spiders were shipped to the
USA, and only a little over 25,000 remained in Europe, reimports not included.
Rally racing has already been mentioned. It began successfully in 1972 with Raffaele Pinto's victory in the European Rally Championship. This was the 124 Abarth Rallye, with
over 1,000 units homologated. The road version had 94 kW (128 hp), while the competition version produced up to 155 kW (210 hp). The car remained successful until 1975.
Naturally, the latest American safety regulations were a blow to such a small car. The drastically reinforced bumpers severely damaged the design. Added to this were the
stricter emissions regulations that introduced the two-liter engine with electronic fuel injection.
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