Here we are at the last episode of the journey inside the FIAT history. As we have already seen in the other three episodes, the best known and most widespread car manufacturer in our country has stories to tell.
In 120 years of history, the Turin-based company has faced several challenges and has found many obstacles in front of it.
In the early years, it fought for its own survival in a market that no one knew how long it would last. It gave birth to the very first cars that can be bought by ordinary people, from the Balilla to the Topolino. With the Economic Boom it has tied its name to that of the 500, the most famous, iconic and representative model in its history. Along with iconic models such as the 500, 600 or 127, the engineers and designers have also introduced some absolute value models, and others quite strange.
In the last part of our journey through the history of the Italian manufacturer, we face the last part of FIAT history, from the 80s to the present day.
The small cars of the people: the Panda and the Uno
The last stop of the third part of the journey was a rather special car: the 127 Rustica, built in the factories Lamborghini. The base car for that project was the FIAT 127, the subcompact par excellence in the 70s. Below her, there was the 126, heir to the glorious 500 project, of which she took up the mechanical base, engine and Lilliputian dimensions.
In the late 70s, however, both cars were decidedly older, and suffered competition from more modern cars such as the Ford Fiesta, Volkswagen Polo, Citroèn 2CV (which continued to be very successful) and Renault 4 and 5, to name a few. So the FIAT designers, orphans of the recently retired Dante Giacosa, set to work to create what, in hindsight, would become two of the most popular cars in FIAT history: the Panda and the Uno.
The Panda: if it didn't exist, it would have to be invented
The plan of the FIAT management was this: the 126 would remain in its place at the base of the FIAT range, with prices even lower than before. Between 126 and 127, on the other hand, uSpartan car, spacious for 4 people, economical and very practical.
With this commission, therefore, FIAT went to Italdesign, the famous bodywork of Giorgetto Giugiaro and Aldo Mantovani. Giugiaro, designer of the first Volkswagen Golf, designed a very compact, spartan and incredibly 80s car.
Squared, made almost with a ruler rather than freehand, it is an example of how practicality can win against beauty as an end in itself.
Every detail had to be first of all functional. The car was surrounded by a thick layer of raw plastic to withstand the parking bumps. The windows were completely flat, giving the car a "box-like" and very nice appearance, as well as helping to use space and visibility in all directions.
The real revolution, however, was inside. At 3,38 meters, there was room for 4 people, their luggage and an incredibly minimal and functional cockpit.
To begin, the dashboard was not there, replaced by a carry-all pocket.
The dashboard consisted of a speedometer, indispensable warning lights and that was it. All the necessary controls, such as turning on the lights, heating or intermittent wipers, were also placed on a small satellite placed next to the dashboard, leaving only the “pocket” to take the place of the dashboard.
The seats were very simple tubes covered with a thick canvas, comfortable but washable and super thin.
Everything was easily disassembled, washable or repaired: the maximum of practicality, to accompany Italians to work or for everyday life.
The mechanics: the casing is revolutionary, the interior is very traditional
Although revolutionary and different from all the others, the designers have decided to choose an approach that is now classic in FIAT history: using the proven mechanics of the previous 126 and 127.
The Project 141 (this is the Panda's “internal” name) in fact has a completely new chassis, but the two proposed engines are far from unpublished. The Panda 30, in fact, offers a new version of the 126 cm³ and 652 hp air-cooled twin-cylinder 30 engine. The 45, on the other hand, resumes the classic 903 4-cylinder of which we have spoken many times with 45 HP, both combined with a 4-speed manual gearbox.
From the point of view of the exterior and interior, however, the two versions were almost identical. How to distinguish them then?
In the first version, Giugiaro had decided for an asymmetrical style of the front grille, moved to one side. And precisely this detail distinguished the two Pandas: the 30 had the grille moved to the passenger side, while the 45, more powerful, on the driver's side.
And so, it was presented at the beginning of 1980 to the President of the Republic Sandro Pertini: on March 5 of the same year he made his debut at the Geneva Motor Show as a Panda.
The first car in FIAT history after the Ritmo to use an invented name instead of a design code or engine capacity, it was immediately a great success.
To buy one, in fact, the first year of production there was a whole year of waiting!
The toughest of all: the genesis of the Panda 4 × 4
Here we get closer to legend than to history.
It is correct to use the term “legend”, because we are about to introduce one of the most loved cars still today by Italians, and not only, for its incredible and unsuspected capabilities.
We are obviously talking about the Panda 4 × 4.
We are in 1983. FIAT sensed the potential that a small, light and sturdy car like the Panda could have in off-roading. Furthermore, in the many Italian mountain areas, between the Alps and the Apennines, a small car was needed, capable of traveling along the Alpine mule tracks and reaching very inaccessible areas.
There was only one small detail: FIAT did not have the knowledge to design an all-wheel drive. The Turin House, therefore, decided to ask the Austrian Steyr-Puch to develop the four-wheel drive system for the Panda for them.
FIAT and Steyr-Puch had already worked together. The Austrian company, in fact, produced under license the 500 and 600 for the domestic and German markets, which were prohibited in Italy.
Furthermore, Steyr-Puch was not the latest in all-wheel drive: the Geländewagen, or Mercedes G-Class, in fact, was designed in close collaboration by Mercedes and Steyr.
READ ALSO: Mercedes G-Class and Unimog: the Story of the Star, dirty with mud
The ultimate Panda 4 × 4: a true off-roader
The result of the work of Steyr-Puch and FIAT is incredible.
In place of the 903, it is mounted a 965 cm³ engine derived from that of the Autobianchi A112, capable of 48CV.
Traction is front most of the time, e if necessary, rear wheel drive can be activated by operating a lever inside the car.
The gearbox is 5-speed, and it is endowed with the mythical "firstborn", a very short first gear that makes the installation of reduced gears superfluous.
The result is an almost normal Panda on asphalt, but a totally different vehicle as soon as the wheels get dirty with mud.
Despite the low ground clearance (the only Achilles heel of the Pandino 4 × 4), the performances off the asphalt are to leave you speechless.
On the snow it is unbeatable: with narrow tires, very light weight (less than 900 kg, almost 400 kg lighter than a “featherweight” like the Suzuki Jimny), when it encounters the snow it becomes an ibex.
Even today, especially in Italy, but not only in Italy, only she manages to reach the most remote places, where a normal off-road vehicle would be too big and too little agile.
There would still be many things to say about the Panda: the adoption of the Fire, the use in racing, the Panda Diesel, the Panda Elettra, the Gingo, the Panda 100 HP ... But don't worry, very soon there will be a special dedicated to FIAT most beloved modern on the occasion of its 40 years, which will be next spring!
FIAT HISTORY: here's our special
1 -FIAT, the cars that made history: the beginnings
2 - FIAT, the cars that made history: the economic boom
3 - FIAT, the cars that made history: the less known “Turin”
4 - FIAT, the cars that made history: from the 80s to the present day
La Uno: the compact car ready for space
In the total renewal of the FIAT range, even the 127, which continued to be the best-selling car in Italy, had to be replaced by a new, modern and innovative product.
In fact, this is the idea behind the Uno, which however it was not born to be a FIAT, but a Lancia.
The genesis: from Lancia Uno to FIAT Uno
In 1979, in fact, Lancia was planning the replacement for the Autobianchi A112 (the Milanese manufacturer had a close relationship with Lancia: in fact, the Y10, outside Italy, was sold under the Lancia brand), sister of the 127.
In 1979 Gian Mario Rossignolo (a character who made headlines about ten years ago for the De Tomaso affair), in fact, at the time as head of the Lancia management, commissioned Giugiaro to design a modern, young and innovative subcompact.
So Giorgetto designed a prototype, of which we find the unpublished photos published by Quattroruote a few years ago, which is very reminiscent of the future Uno.
In the following months, however, Rossignolo, the proponent of that project, lost his place due to disagreements with Vittorio Ghidella, FIAT president for years and the most influential man of the Group.
His replacement, Umberto Agnelli, took the project to Ghidella, who appreciated it and made it his own for the replacement of the 127, thus giving life to the FIAT Uno.
La Uno: revolutionary in its simplicity
Who among us has never seen a One in our life? Despite the squeeze towards historic cars in some areas of Italy, the small car continues to be a common sight in almost all cities.
This is not a coincidence, why the Uno remains the best-selling FIAT in history to this day, strong of over 9 and a half million copies from 1983 to 2013, numbers that position it in eighth place in the ranking of the best-selling cars in history.
However, today's diffusion is not only due to the huge numbers, but also to the fact that the Uno had truly innovative solutions within it.
To begin, the chassis was completely new, the Type One, name from which the commercial name with which it is known derives. From a mechanical point of view, there are no big surprises: the suspension scheme is the classic McPherson at the front and interconnected wheels at the rear, with front engine and drive.
The dimensions are similar to those of the 127 (3,64 m long by 1,55 m wide), the "box" shape of the body, together with the increase in wheelbase, make the new Uno more spacious, suddenly aging all competitors.
The aesthetics, beautifully square
The line is also modern, typically 80s. Each line is angular, cubic, the tail is truncated and the front is occupied by the new FIAT emblem with 5 inclined bars, a style that we will see a lot on every FIAT of the 80s and 90s. It's available both 3 and 5 doors. The 3-door has a rather dynamic line, with the handles hidden flush with the body, while the 5-door has a more practical aspect, even if both are at the top of the segment in terms of practicality.
The interior was also a revolution compared to previous FIAT cars and more.
In fact, the storage pocket of the Panda, obviously modified and made more "mature", and equipment unthinkable for the small cars of the time are available on request, such as central locking, electric windows, radio, even air conditioning.
The great innovation, however, was at the level of controls.
As we can see, in fact, the only lever present is that of the arrows. All the other controls, in fact, have been moved to two very practical satellites around the instrumentation, which is also very modern. This device allowed to operate most of the most important controls without ever taking your hands off the steering wheel.
Construction and launch: incredible innovations for FIAT history
What is really innovative, however, is the construction.
In fact, in order to cope with the 450 units planned per year, FIAT equips the factories in Rivalta and Mirafiori (both in Turin) with brand new robots for assembly and painting. Even the car is partially designed with the use of computers, and this great expenditure of technology leads FIAT to choose a very particular location for the launch.
On January 19, 1983, in fact, the new FIAT Uno makes its official debut in Cape Canaveral, NASA base, surrounded by space shuttles and space rockets, in one of the first international launches made outside Italy.
It was a real revolution: everyone liked the Uno a lot.
In fact, it won the Car of the Year title in 1984, and set sales records throughout Europe.
The last area in which the Uno was revolutionary was the comunication.
The FIAT marketing department, in fact, asked for help from the famous designer Giorgio Forattini, who with his (splendid in my opinion) drawings gave life to neologisms that defined the Uno, and which today have entered the spoken language, such as "Comfortable", "thrifty" or "swanky".
The Uno Turbo: the first Hot Hatch in FIAT history
The engines, at the beginning of production, were rather classic.
There was, in fact, the Uno 45 at the base of the range, equipped with the classic 903 HP 45 also mounted on the Panda. A step up was the Uno 55, equipped with a 1.1 bhp 56 derived from the Ritmo and the Uno 70, equipped with a 1.3 bhp 65, also derived from the Ritmo.
The Uno D was also present, equipped with the 1.3 diesel 45CV, the same as the 127D.
In 1985, however, the most loved and desired version of the Uno arrived: the Uno Turbo ie, the first Hot Hatch in FIAT history.
FIAT has always made sporty versions of its small cars, such as the 127 Sport, capable of 70 hp. Here, however, the bar goes up a lot.
The rivals, especially the French ones, in fact, had significantly raised the level of competition. The Peugeot 205 GTI and Renault 5 GT Turbo launched shortly before were enjoying great success among young people and enthusiasts.
FIAT does not want to be caught unprepared, and adopts for the first time in FIAT history a Turbo engine on a small car.
More precisely, it is derived from the 1301 of the Uno 70, but, of course, here it is equipped with an IHI VL2 turbine, Bosch LE-Jetronic electronic injection, air-to-air intercooler and modifications to the cylinder head, cylinders and gearbox.
The result is a 105 hp and 147 Nm of torque, capable of firing the scarce 900 kg of the small FIAT from 0 to 100 km / h in less than 8,3 seconds and a maximum speed of 205 km / h.
As a guide, the Uno was not at the level of its French rivals. The little French girls, especially the 205 GTI, had a refined chassis, remarkable steering precision and incredible involvement.
The Uno, on the other hand, was grumpy, not very precise when cornering and with a rear end rather disconnected from the rest of the car. The engine, however, was much smoother in operation, worse, with a turbo lag as large as it is exciting and incredibly more fuel-efficient, making the little Uno unbeatable in a straight line and a beautiful companion in everyday life.
The introduction of the FIRE engine: the engine made by computers
Furthermore, in the same year, 1985, there was the debut of an engine that would have made and still makes FIAT history: the mythical FIRE.
I don't write it in capital letters because I want to give it importance.
The name, in fact, does not represent the fact that it is "as powerful as fire (?)".
FIRE is an acronym, which stands for Fully Integrated Robotized Engine, the first engine designed entirely by computers.
This development has led to various benefits. First of all, infinitely higher precision as regards the calculations for the various dimensions, tolerances, games and the like. In addition, the FIRE has very few moving parts, far fewer than the old 100 Series, making it more reliable, robust, silent and light.
Moreover, with the same displacement, thanks to a particular design of the combustion chamber and cylinder head, it is able to have a “lean” combustion. The petrol injected into the combustion chamber, that is, is less than in other engines, improving fuel consumption, but without excessively limiting power.
The latest “genius” of this engine is the resolution to a very common problem in Italy, namely poor maintenance.
The FIRE engine, in fact, in the event that the timing belt breaks during travel, thanks to a particular positioning of the valves avoids the destruction of these inside the combustion chamber, allowing you to save the engine!
On the Uno it made its debut as a 999 bhp 45 cm³, even if the car with which it debuted is the Autobianchi Y10, the Panda's “good” sister. Through various modifications, updates and technological additions, we can find the FIRE still under the hood of the FIAT Panda and 500 in the 1242 cm³ and 69 HP version or in the Turbo version (the T-Jet) on the Abarth 595, and in other versions (1.4 aspirated , 1.4 Turbo GPL, ...) on other FIAT, Lancia and Alfa Romeo still on the list today, almost 35 after its debut!
Now, a few years from now, it will be replaced by its "son", the FireFly, which takes up the base of the legendary FIRE but further modernizes it. The FIRE, however, remains one of the most loved and long-lived engines in FIAT history.
The restyling and the Italian second life
But let's go back to our One.
After leaving it in 1985, we take it back in 1989.
Five years after its release, it continues to reap successes.
Second best-selling car in Italy, after the Panda, bestseller in its segment throughout Europe.
Furthermore, one of the best-selling engines is the Turbo D. Aesthetically it incorporates some stylistic features of the petrol Turbo such as sports bumpers and a hint of a rear spoiler, but it is among the first turbodiesel cars ever.
In fact, it mounts the 1.3 of the Uno D equipped with a Garrett turbine and capable of 70 HP, a 0-100 in just over 13 seconds and very low fuel consumption, in the order of 22/23 km / l.
In 89, however, a restyling arrives that modernizes it, making it a little more traditional.
The satellites around the steering wheel disappear, the glove compartment and the aesthetics are brought into line with that of the Tipo, released a year earlier. It is, in fact, called by many "Tipino", to recognize it from the first series.
All engines are progressively modernized, brought to Euro 1 standards until 1995, when the Uno leaves the baton to its replacement, the Punto (176) released in 1993, another incredible success in terms of sales and criticism in FIAT history. .
However, his life does not end there. The Uno, in fact, will continue to be sold under the Innocenti brand under the name of Thousand and Thousand Clips up to 1997.
The difference in the two was in the production site. The Mille Clip, in fact, was produced in Poland, while the Mille was the Brazilian version of the Uno, sold since 1986 in Italy as Uno CS.
The third life: the Uno Mille in Brazil
As mentioned, the Uno had a long life in Brazil.
It must be said, however, that it was not really a One. In fact, the chassis and mechanics of the FIAT 147 were almost identical, a version of the 127 derived in turn from the 128. A completely different chassis, with a different rear suspension, slightly different dimensions and a more antiquated engine, a 1.1 HP 58.
In practice, it was about a different car but "dressed" by Uno, recognizable by the "lid" bonnet, which flows into the side bumpers.
This simplified version, however, has a good response in Italy for the really competitive price, while in South America it is a stratospheric success.
After the sale of the Uno from the European markets in 1997, the Uno, renamed the Mille, was updated for the South American markets. Is used a 1.0 FIRE also suitable for E85 ethanol, and is updated in terms of equipment and finishes, managing to sell hundreds of thousands of units per year until 2013.
At the end of this year, in fact, in Brazil it will be forbidden to produce cars without airbags or ABS, making the further update of the Mille uneconomical and meaningless.
Thus was born the Grazie Mille, celebratory version for the end of the model, with specific logos and graphics and produced in a limited number of copies.
The Uno thus ended its industrial life in 2013, after more than 9 million units sold.
Half of these were sold in South America, a continent of which it becomes a motoring symbol.
The Uno / Mille was not the only car "killed" by these regulations. The famous Volkswagen Transporter T2, produced since the 50s, also ceased production in 2013, after more than 60 years of honored career.
The sportiness of the 90s: the barchetta and Coupè
In 1995, FIAT was orphaned of one of its most beloved products, the Uno.
However, its successes, combined with those of the Panda and other successful models such as Tipo, Y10 (Autobianchi) and Alfa Romeo 164, Lancia Thema and FIAT Croma made FIAT the largest European manufacturer at the end of the 80s, surpassing Volkswagen.
In the wake of those successes, in the 90s FIAT returned to producing purely emotional models, in a decade where emotions mattered.
They were born in this climate, in fact, the boat and the coupe, the latest convertible and the latest coupe 100% made in FIAT.
The barchetta: the anti-MX5 spider
As we have seen in previous installments, FIAT has produced successful spider, whose greatest exponent has been la 124 Spider.
The famous discovery was produced by Pininfarina until 1985, but left the FIAT lists much earlier, in 1975.
In 1995, therefore, a true sports spider had not appeared for 20 years.
In the 90s, in addition to the successes of FIAT, the successes of sports cars were to be recorded. Small and large coupes, spiders, sports versions, each manufacturer had its own emotional cars, and FIAT, of course, was no exception.
It was in this climate of falling in love with the car that the idea of making a small sports spider was born, the Italian-style anti-Mazda MX-5.
FIAT, however, had no intention of creating an ad hoc chassis for its little spider, so it thought it best to equip it with shortened, stiffened and improved chassis of the Punto, released in 1993.
The style, on the other hand, was assigned to Andreas Zapatinas, a histrionic Greek designer who has his masterpiece in the boat.
In 1995, therefore, it was ready the boat, strictly to be written in lowercase, as stated on the internal plate.
The mechanics: fun despite the traction "on the wrong side"
FIAT's approach was different from that of rival Mazda. The little boat, in fact, was front-wheel drive and longitudinal engine, a mechanical scheme not particularly exciting and distant from the rear-wheel drive of the MX-5.
The weight distribution was also unbalanced towards the front, 65/35, so being able to make a car that is fun to drive under these conditions was not easy.
The small boat, however, thanks to the short wheelbase and a marked tendency to oversteer in release, it was fun and how, thanks also to the 1.8 Pratola Serra, a 4-cylinder 130 bhp engine with intake phase variator, capable of pushing it from 0 to 100 in 8,3 seconds, pulling up to more than 7000 rpm and giving great driving fun, despite the “wrong” traction.
The aesthetics: very simple, but beautiful
One of the reasons that led to buy the boat was certainly the aesthetic factor.
Although the design is a subjective factor, it is undeniable how the lines of Zapatinas really are harmonious, simple and elegant. The sweet but aggressive nose, the hidden handles and the descending rear make it still today a reference in terms of aesthetics.
Among other things, the style was the subject of a challenge between Chris Bangle and Zapatinas himself.
The two designers, in fact, challenged each other to design the boat, both in their own way, giving the two prototypes the names of two famous pizzas.
Zapatinas "churned out" the Marinara, a version very similar to the definitive barchetta, while Bangle conceived the Diavola, a spider very similar in shape to his Coupe, which we will talk about later.
As is well known, the Marinara was chosen, with Zapatinas promoted to project manager.
The interior: colorful and fun
The interior is also no joke.
The internal body color band makes it joyful and fun, and the retro instrumentation with a font that closely resembles that of the 124 Spider puts the rev counter at the center, with full scale at 9000 rpm, and red line at 7000.
It was also rather spacious and practical, and this gave it a great success: in fact, 53.000 boats were produced, most of which in the first years of production.
In 2002 and 2005, in fact, FIAT introduced two restylings which, in my opinion, weighed down the line, eliminating the sweetness of Zapatinas' designs.
Fun fact: one of the markets in which the boat was most loved was the English one, which has always been a lover of spiders. The problem is that FIAT never produced a right-hand drive version of the boat, even offering it in the UK with a left-hand drive. This, however, did not stop sales, which in the United Kingdom reached excellent shares.
The Coupè: the FIAT that gave Porsche a hard time
In the same climate of love for sports cars, FIAT thought of creating something that had been missing from the price lists for more than 20 years.
The last sports coupe in FIAT history, in fact, was the splendid FIAT Dino, which we talked about in the last episode.
The idea of returning to such a niche market also came from the abundance of powerful engines and chassis capable of withstanding high powers, coming from the Lancia and Alfa Romeo sisters.
In fact, it is used as a basis the Type Two frame, one of the most versatile frames ever.
Designed at the root with an eye to sportiness, it was in fact at ease both on midsize cars such as the Tipo but also on sports sedans such as the Alfa Romeo 155 and coupes such as the Alfa Romeo GTV (916).
FIAT, then, thinks well to take advantage of this excellent platform (which obviously has its limits, it's not perfect!) And to bring a coupe back to its list. Thus was born, in February 1994, a car with a decidedly eloquent name: the Fiat Coupè.
The design: the only work of Chris Bangle in FIAT
The FIAT cars of the last 20 years had one thing in common: they were all pretty, but conservative and classic.
However, a young American designer joins the Group who is anything but conservative: Chris Bangle.
Not everyone knows that the designer, who became famous for the style of all the BMWs of the '00s, started in FIAT, and the Coupè is his only work that reached production in his Italian period.
The lines of the Coupe, as expected from Bangle, are anything but conservative.
Tense, lively, which recall the past in some places, such as in the rear lights and the metal fuel cap, but which amaze and leave you speechless in others.
This is the case of the “cuts” at the height of the wheel arches, a detail that has always divided fans, and the bonnet that completely incorporates every component of the front, including the headlights.
Even the interiors, designed by Pininfarina, were impressive, and are still remembered today as an example of interiors with character and personality inside the greyness of modern cars.
Like it a lot, but it divides just as much. It must be said that, however strange and disturbing it may be, the Coupé line has aged rather well in my opinion, especially in the front, and that such a bold style will remain in the history of a usually conservative brand as FIAT history teaches us.
The mechanics: interesting, pleasant and stable solutions
The reputation of the FIAT Coupè is that of being a vitaminized version of a Uno Turbo: fast on the straight, clumsy on corners.
The reality, however, is different.
The Coupé, in fact, does not have a very rigid frame, millimeter steering and perfect suspension, but it is very capable when it comes to a mixed stretch.
The medium short wheelbase (2500 mm) makes it very agile and manageable, managing to mask the weight of the engines used, which weighs all on the front axle.
The suspensions are of a good standard, McPherson at the front and independent wheels with arms pulled at the rear.
On the more powerful versions there was a particular and unusual Ferguson viscous front differential. This never reached the qualities of an equivalent limited slip differential, but it managed well to limit the understeer due to the great cavalry.
The engines: 4 and 5 cylinders for outstanding performance
In fact, the engines were truly remarkable.
In the first years of production, they were all 4 cylinders: i 2.0 aspirated with 139 HP and 2.0 Turbo with 190, both from Lancia production. The barchetta's 1.8 bhp 130 was added shortly after, but in 1996 the big boys arrived: the 5 cylinders Pratola Serra, an important part of FIAT history.
These engines, both 2.0, were offered in the aspirated version of 147 HP and in the Turbo version of 220 HP, making the Coupè the most powerful FIAT car ever produced.
In the Plus versions, equipped with larger tires and brakes, viscous coupling, and a 6-speed gearbox it could go from 0 to 100 km / h in 6.3 seconds and to exceed the 250 km / h momentum, making it the fastest production car in FIAT history, one of the fastest front-wheel drives of the time, capable of rivaling Porsche and Ferrari on equal terms. All with an exciting, unique sound that only 5 cylinders can give.
Its history ended soon, in 2000 after 72.000 units, due to the impossibility of updating it to the latest safety and emissions regulations.
Since its release, it has had no heirs, who seem increasingly distant on the horizon.
Thus remains the fastest FIAT car ever, the last coupe in FIAT history.
La Multipla: you will be beautiful!
In the same years in which barchetta and Coupè were appreciated all over Europe, in Turin they were preparing the launch of one of the most controversial cars in FIAT history, but also one of the most loved. We are talking, of course, of the FIAT Multipla.
Aesthetics, the most controversial in FIAT history: is it really that bad?
Before talking about his undisputed talents, let's discover the elephant in the room, the aesthetics.
The Multipla is a car that divides between those who love it and those who despise it for an aesthetic that I would define as “difficult”.
Each element is functional, nothing has been placed for pure design.
Its designer is Roberto Giolito, at his first job in FIAT.
Giolito will then be among the most appreciated designers on the international scene for his second product, the 500, recognized as one of the most successful modern cars from an aesthetic point of view.
Unlike the 500, however, the Multipla is still heavily criticized.
One of the least popular parts of the car is the front "step", which physically divides the bodywork from the passenger compartment area. This solution is certainly strange, but it gives the driver a great visibility and spectrum of vision.
Even the very generously sized mirrors, as well as the glass, huge on all sides, have a single purpose. Make the interior airy, bright and as spacious as possible.
The interior: practicality in every corner
Even inside the Multipla it is rather strange: 6 seats in two rows of 3, raised gearbox on the dashboard, storage everywhere. It is a hymn to practicality, but undoubtedly offers decidedly unusual solutions, like the center console ...
As mentioned, the style still divides today, but at its launch it was truly controversial.
Many loved it: the New York MoMA, for example, included it among its works of art for the whole of 1999, it won several awards and even Top Gear awarded it the title of “Car Of The Year” 1998.
Others, however, did not understand it very much: Time in fact included it among the 50 worst cars of the XNUMXth century ...
Of course, it's an interesting, different, original car that doesn't leave you dumbfounded, whether you like it or not.
Exploitation of space: still unbeatable today
But what everyone agrees about the Multipla is its incredible interior space.
Many do not realize it, but the Multipla is less than 4 meters long, and a good 1,87 m wide, more than some sports cars! In this space it is able to offer 6 individual, fully adjustable seats, plenty of leg and head room and a trunk of at least 430 liters.
The side pillars are perfectly straight, allowing for even more space for the outermost passengers, and the floor was completely flat - perfect for moving all the seats and using it even as a small van.
It was not equipped with great options, but it had everything you need. Radio, air conditioning, electric windows, central locking, alloy wheels and sunroof in the richer versions, to get to the gem: a fridge instead of the central front seat, now unavailable. Little, with today's eyes, but the right one, for the eyes of the early 2000s.
Mechanics and driving: surprisingly pleasant (but slow)
Obviously, the Multipla was not born as a sports and emotional car, on the contrary, its purpose was quite another.
This strange mechanical base, so wide and narrow, however, gave it good road behavior.
The frame was created almost ad hoc, it is stiff enough and despite the height of the seat from the ground, the suspension, steering and chassis offer excellent handling on the road.
The engines, however, were all quite weak. The best in terms of versatility was undoubtedly the 1.9 PS 105 JTD turbodiesel (later upgraded to 110 and 116 PS over time).
There was also a petrol, a classic 1.6 bhp 4 103-cylinder, also available in a bipower version with petrol / methane, Gpower petrol / LPG and blupower, powered exclusively by methane, reduced to 95 bhp.
Despite its difficult aesthetic, the Multipla sold a lot, and in 2004 it was replaced by the second series.
This aesthetically conformed to the other FIATs, especially the Idea, losing that unique personality, but remaining unparalleled in the interior spaces.
The sales were also due to the ingenious advertising campaigns of the FIAT marketing department, such as "You will be beautiful" or "You can't please everyone", to justify the ... difficult aesthetics of the Multipla.
La Stilo: avant-garde content, in the wrong period
The last car we will talk about in detail today is a little understood, little loved and often mistreated car in FIAT history, that is the Stylus.
The Stilo arrived in 2001, in a truly crucial period for the Turin-based company, where the hegemony of the 90s was slowly disappearing.
The arrival of the Japanese and Korean manufacturers was undermining the VW-FIAT duopoly, and both needed to raise the bar to stay on top.
Volkswagen produced the Golf IV, one of the most popular Golfs ever for its strength and quality.
The Golf Mk4 was an evolution of the other previous Golfs, and a reinforcement of already existing technologies, such as that of the TDI.
FIAT, on the other hand, did something totally different.
With the Stilo, in fact, he took a risk. It introduced new, innovative and never-before-seen technologies into the segment, attempting to serve as a reference for technology.
As we shall see together, however, not everything went according to plan.
Aesthetics: too German, too little Italian
With the Bravo, FIAT took the usual compliments for the line, sportier and more lively than its rivals, but also the usual label “all aesthetics and no contents”.
With the Stilo, FIAT changed register: it chose a very German, conservative, more serious and rigorous approach.
The Centro Stile created two different Stilos: the 3-door, more sporty and slender, and the 5-door, taller and more spacious.
The height difference between the 3 and 5-door cars was several centimeters, making them two cars almost aesthetically different.
The interiors followed the same trend: less inspiration, more rigor and solidity.
The aesthetic differences inside between 3 and 5 doors were almost non-existent, while in terms of space the difference in favor of the 5 door was definitely marked.
In terms of interior space, the Stilo was rather short (4,18 m), but decidedly more spacious than average: 355 liters of trunk, superior to many rivals.
Technology: incredibly advanced, the most advanced in FIAT history
Where it stood out, however, was in the technological equipment.
It was, in fact, one of the most technological cars in FIAT history, still unmatched in some aspects.
It was, in fact, among the first medium cars to have the electrically assisted steering, with the famous CITY mode to lighten it in the city.
As standard equipment, the Stilo was rather sparse, but there was everything you need: CD radio, air conditioning, front electric windows, central locking.
In the richer set-ups, however, the Stilo really gave something more.
In fact, a very modern navigation system was available with GSM telephone connection, ESP, leather seats, electric and with memories.
It was also available on request the Sky Window roof, it can be opened with very special “shutters”, keyless start, cruise control with radar and, in the 2.4 20v and Abarth versions, a color on-board computer with a high-resolution screen.
The latter, finally, was only available with Selespeed robotic manual gearbox, a very modern gearbox at the time, but which over time proved to be less valid and reliable than expected.
The mechanics: a little subdued
The mechanics of the Stilo, however, lent the side to some criticism.
At the base of the range there was the 1.2 bhp 16 FIRE 80v, undersized for the size of the car.
Above him, we find two 1.6: the first is the same Torque of the 103 HP Multipla, which was then replaced by a 105 HP Ecotec engine of Opel origin.
At the top of the range we find the 1.8 bhp 16 133v of the barchetta and, in the Abarth version, the 2.4 bhp 5 aspirated 170 cylinder engine taken from the Lancia K.
These engines weren't bad at all, but the Stilo was pretty heavy, and so all of these engines were rather sluggish. Also in terms of driveability, steering and suspension were not at the top of the segment, where Ford Focus and Seat Leon stood out, and even the Abarth did not “sting” much, despite a fantastic sound.
The situation on diesel is much better.
There was a single engine, the 1.9 JTD, declined in different powers and then “updated” to the common rail MultiJet technology patented by FIAT.
This engine is remembered as one of the best diesels of the 2000s, and made the Stilo very bright, almost more than the Abarth in the 140 and 150 HP versions.
A great car, arrived at the wrong time
The Stilo, in the first years of production, has sinned of some defects and problems deriving from the completely new technology it was carrying out. These problems were then quickly resolved by FIAT, but there was a problem that the management could not solve.
In fact, the clientele of the 2000s was very different from today.
Today we appreciate the increasing interaction of technology in the car. In those years, however, buyers wanted a concrete and reliable car, with as few frills as possible in addition to those strictly necessary.
In such a market, the Stilo was considerably weakened, as it was a real concentrate of new technologies.
FIAT ran for cover, proposing simpler versions even in the most powerful versions, and thus managed to limit the damage.
This, however, did not completely resolve the situation.
The Stilo, in fact, was replaced in 2007 by the new Bravo, based on the same platform, and the Stilo was still produced until 2010 in Brazil.
The subdued sales (albeit not disastrous) failed to cover the huge investments made, which ended with the loss of more than 2000 euros for each Stilo sold, one of the only times in FIAT's long history.
2004: the risk of closure and the arrival of Sergio Marchionne
The Stilo issue, combined with the lack of sales in those years, brought about the most serious crisis in FIAT history.
Furthermore, in 2003 and 2004, first the lawyer Gianni Agnelli and then Umberto Agnelli died, events that shook the environment even more.
At the beginning of 2004, the situation became very serious, and FIAT risked bankruptcy.
At the very beginning of 2004, however, they arrived at the company Luca Cordero di Montezemolo, Ferrari President since 1993, and the new CEO Sergio Marchionne. The vice-president, on the other hand, is John Elkann, nephew of Avvocato Agnelli.
It was precisely the series of cost saving policies and reorganization of resources implemented by the Italian-Canadian manager that managed to bring FIAT back to budget parity in just a few months.
For Marchionne and the FIAT Group it was a real godsend the success of models we know very well today, such as the 2005 Grande Punto, the new Panda and the most important car for the most recent FIAT history, the new 500, presented on 4 July 2007, 50 years after the famous "grandmother".
Recent FIAT history: the success of the 500 range and the relaunch
What comes next is recent history.
The acquisition of Chrysler and the formation of the group FIAT Chrysler Automobiles, the success of the 500 range and the Jeep models, the attempt to relaunch Alfa Romeo and, lastly, the recent transition to hybrid technologies, ready to take place next year.
In this journey we have made together, we have seen the various and different ups and downs that make up FIAT history.
From the most glorious and well-known stories, to the strangest and least known ones, the first national brand has always been a companion of our days, but many of its sides have been hidden from us.
I hope that this trip has taught us something new and unprecedented, and that it has shown the Turin company in a different way, like a company that has given so much to the automotive world, and which certainly still has a lot to give.
