|
| 
|
1968 Fiat - Autobianchi
| In 1968, Autobianchi was completely taken over by Fiat. |
Autobianchi A 112, in-line four-cylinder, 903 cm3 (65,0 mm * 68,0 mm mm), triple-bearing crankshaft, compression ratio, 9,0 : 1, engine control ohv, chain drive, single carburetor
(Weber), 62
Nm at 3800 rpm, 32 kW (44 HP) at 5600 rpm, front drive, transversal, four-speed, wheelbase 2.038 mm, turning circle 9.500 mm, front suspension, damper struts, bottom cross leaf spring, rear suspension
upper wishbone, damper struts, bottom cross leaf spring, steering, gear rack, brake f/r, disks/drums, tires, 135 - 13 (4''), length 3.231 mm, width 1.480 mm, height 1.290 mm, tank capacity, 30 liters, payload,
355 kg, kerb weight 685 kg + driver, approx. 135 km/h, from 1970, electric system, 12 V/ 34 Ah/ 230 W.
Autobianchi's predecessor was the company 'SA Automobili e Velocipedi Eduardo Bianchi', founded in 1899. Prior to that, the company had been producing bicycles for 14 years, progressing via bicycles with
auxiliary engines and motorcycles to automobile production. However, bicycles remained the company's mainstay for a long time.
By 1931, automobile production had finally become dominant. In Italy, it even outperformed Fiat for a time. Bianchi participated very successfully in car racing and built eight-cylinder engines. Eduardo Bianchi
was said to have been a supporter of Mussolini, which earned him considerable government contracts during World War II. His company also manufactured trucks with Mercedes engines.
After the war, the automotive division was no longer able to build on these successes. In 1955, Fiat and Pirelli acquired it, initially partially and then completely in 1958, under the name 'Autobianchi'. Initially, a more refined
version of the Fiat 500 was designed for the former Bianchi factory in Desio near Milan under the name 'Bianchina' (pictured above and below). This sold quite well, priced just below that of the Fiat 600.
Autobianchi wasn't just used to produce better-styled, two-tone Fiat-based vehicles; by 1964, with the Primula pictured above, it had also become a test laboratory. After BMC, they were the second company in Europe to
dare to use the space-saving front-wheel drive with a transverse engine. The station wagon rear, with or without a large tailgate, was disguised as a stubby rear.
The A 112, which was developed in parallel with these models, was the last Autobianchi model. From 1975, the brand and its name were placed under the Lancia name. At the latest since the appearance of the 'Y10' in
1985, the 112 also disappeared and, with the 'Y from 1995, so did the brand's logo. The only thing that remained was bicycle production, now successfully in Swedish hands under the name 'Bianchi'.
Having particular taste has always been a bit more expensive. So Autobianchi presented the A112, or rather, Fiat, within its subsidiary, is presenting a slightly more refined version of the Fiat 127, which will be launched a
little later. The 128 is already available, and with that, the initial trio of front-wheel drive models is complete. After many years of rear-engined cars in the lower segments, they are now moving to the front.
In the case of the A 112, it's essentially the engine and transmission of the 850 Sport. Once at the front, you have to prepare the engine for transverse installation, e.g. ensure the oil supply by specially designing the oil pan
and the engine oil intake. The carburetor is also usually turned by at least 90°, because its float chamber should have a slightly higher fuel level when accelerating and a lower fuel level when braking rather than the other
way around.
For the transmission, the move to the front was even more difficult, as not only did the output and the integrated axle drive have to be relocated, but also the gearshift, whose greater complexity was clearly noticeable in the A
112. A completely new housing was required, and at best, only a few gears remained of the transmission, which had once been located at the rear in front of the rear axle.
The engines retained their original sound, which was perhaps a bit more audible in the front than in the rear. But the temperament was still there, at least when you used the rev range. However, the A 112's engine had lost
some power in favor of more torque. And despite a spare tire under the rear luggage compartment and the fuel tank under the rear seats, there was significantly more space in the interior.
The 127 and 128 had the spare tire at the front of the engine compartment. But perhaps there was less space due to the shape of the front end, or perhaps it was suspected that the A112 would often be driven in a sporty
manner and with wider tires.
Admittedly, working in the now more cramped engine compartment was a bit more difficult, but when it came to it, the front end and radiator could be removed. So the A 112 was a Fiat, albeit with a nice sports steering
wheel and two round instruments, but without a rev counter and flap for the glove compartment. A rear cover was also missing, and the car shared minor manufacturing defects, such as a rattling tailgate, with other Fiats.
But overall, the A 112 performed well throughout the tests. Even the interior space was pleasing. Given the small exterior length, people (jokingly) spoke of a car that was bigger on the inside than on the outside. The little
speedster handled city traffic and country roads to everyone's satisfaction, but on the motorway the enthusiasm waned. At least the ride comfort was far from that of the Mini with which small front-wheel drive cars were often
compared at the time.
|
|
