Marque: Fiat - Company History & Models - Cars By Brand

Fiat’s replacement for the muchloved 500 took the form of the 126, featuring much more angular body styling; the car was introduced in Britain during the summer of 1973. As with the outgoing 500, the newcomer was powered a rear-mounted, air-cooled twin-cylinder engine, but the revised unit had larger cylinder bore dimensions and better breathing (including cylinder head modifications), and was much more powerful.

A sunroof was an optional fitting; opening rear windows and reclining seats were standard equipment on the De Luxe versions.

Running gear improvements were applied in late 1976, and at this time a new ‘De Ville’ variant was introduced, with velour trim, full carpeting and many other refinements.

In 1977 the engine capacity was increased from 594cc to 652cc, improving power and torque and making the latest versions of the little car more pleasant to drive and live with.

The 126 Bis of 1987 had three-door hatchback bodywork, and a revised interior which incorporated folding rear seats. This new variant of the 126 was fitted with a more powerful, water-cooled 704cc engine.

The long-running 126 continued the Fiat tradition of building highly effective and economical to operate small cars. These attractive machines are gaining ground in classic status - slowly.

The boxy128 saloon was launched in Britain in 1969, replacing the previous 1100 series. The newcomer featured a transverse, overhead cam fourcylinder 1.1-litre engine, driving the front wheels and endowing sprightly performance for its time. The mechanical specification incorporated all-round independent suspension and twin circuit front disc/rear drum brakes. The standard spec included many modern safety features we take for granted.

An estate car joined the two and four door saloons in 1971, as well as a twodoor, 1.3-litre Rallye saloon which was a particularly impressive performer (a sort of Escort Mexico). The summer of 1972 saw the arrival of fastback versions of the 128, powered by 1.1 and 1.3-litre engines. These coupés employed a shorter version of the saloon’s floorpan. Early in 1976 a new, attractive model was launched in the U.K. The new 128 3P Berlinetta featured three doors and hatchback versatility, and was powered by uprated versions of the already well-proven, rev happy engines.

The 128 range was revised late in 1976; the cars were still on sale in Britain in the early 1980s. A significant version was the Berlinetta Special Coupé of 1978 (with upmarket trim). The 128s were competent and enjoyable, especially the more powerful versions. The model was made in countries other than Italy, including Yugoslavia (where it was built under the Zastava name). Surviving cars are fairly scarce but often relatively cheap; rust is the issue on neglected examples.

The deliberately lavishly equipped and luxuriously-furnished 130 saloon was introduced to Britain in the spring of 1972 providing effortless performance and relaxing high speed cruising from its sweet V6 lump.

The car featured disc brakes on all wheels, cast aluminium alloy wheels, power-assisted steering, electrically operated windows, cloth upholstery, and a host of other luxury items.

The summer of 1972 saw the arrival in the U.K. of a sleek coupé. Standard equipment included a stereo system and air conditioning. As with the saloon, the specification included three-speed automatic transmission, but the customer could optionally specify a fivespeed manual. A limited slip differential was installed to harness that 163bhp.

Replacing the 125, the new rear-wheel drive upmarket 132 saloon arrived in Britain in January 1972.

Powering the new saloon were twin overhead camshaft engines, of either 1.6 or 1.8-litres capacity. The mechanical specification included disc brakes on all wheels, fully independent coil spring suspension at both front and rear, and transmissions which included (depending on the version) four or five-speed manuals or three-speed autos.

The chintzy interiors were opulently furnished, especially on the rangetopping ‘Special’ models, which featured velvet upholstery and pile carpeting.

The range designations were changed in 1974 to GL (1.6-litre) and GLS (1.6 and 1.8), also the engines and running gear were amended. A marginally smaller engine (1585cc instead of 1592cc) was installed in the 1.6 cars from early in 1976, and at the same time the more popular 1.8 motors were uprated to 109bhp.

In the summer of 1977 a new twolitre GLS version ousted the smaller capacity models. The new car featured electronic ignition, a standard-fit fivespeed gearbox, a higher final drive ratio and many other technical refinements, as well as numerous interior improvements.

Two-litre 132s were sold in Britain until 1982. Good cheap motoring that’s different is your prize now but you try and find one that’s not riddled with rust or been run on a shoestring!

With its rear-mounted, air-cooled twin-cylinder 479cc engine, the ‘new’ (Nuova) Fiat 500 was introduced in Britain in late 1957. This attractive, tiny machine was a four-seater (just about!) and provided good performance, in relation to its engine capacity of under 500cc. Fuel consumption was particularly frugal too, and the car was particularly easy to use and cheap to run for urban driving. An attractive feature was the full-length sunroof.

In 1958 the ‘Standard’ Convertible version was introduced to the UK with winding side windows (earlier cars had quite effective sliding windows). In 1960 a revised 500D, with a slightly larger (499cc) engine made its debut. Saloon, Convertible and Giardiniera estate car versions of the 500 and 500D were imported to Britain. The estates were equipped with a fulllength sun roof, and their rear load floors were above the power unit. In 1965 the revised 500F featured front-hinged doors (they were previously hinged at the rear). Luxury ‘L’ versions of the 500 arrived in Britain in the summer of 1969, and buyers enjoyed full carpeting, reclining front seats, pockets in the doors, new instrumentation (including a fuel gauge!), a centre console, a sun roof, bumper ‘nudge bars’ and other standard-fit features.

The 500 was discontinued for U.K. sales in 1973, but the model has remained much-loved, and has many loyal British devotees. Although rust can be a serious concern, the cars are generally easy to own and to live with, and they still make a great deal of sense for daily running (unless you have a great deal of long distance motoring to do).

Fiat was always adept at producing cars with small engines that delivered excellent performance and fuel consumption. The 850, which made its U.K. debut in 1964, is a case in point.

The car was initially sold as a rearengined two-door, four-seater, powered by a four-cylinder overhead valve engine with a capacity of just 843cc. Fixed-head ‘fastback’ coupé versions followed in 1965, with more power (courtesy of a higher compression ratio and a twin choke carburettor).

A well-equipped, high performance ‘Special’ version of the saloon was introduced in the U.K. in September 1968, together with the new 850 ‘Sport Coupé’. This perky little car was powered by a free-revving 903cc engine.

Variations on the 850 theme included the left-hand drive only Spider (convertible) and a Multipla with the 843cc engine (903cc from 1970).

The 850 was also built in Barcelona (as the Seat 850) for world markets, and from 1973 until 1976 this car was sold in Britain. In the summer of 1975 the Seat 133 was introduced to the U.K., with a combination of the 126 type body shell and the 843cc engine.

Fiat’s thoroughly modern hatchback for the 1980s, the Uno, arrived in the U.K. during the hot the summer of 1983, and these newcomers were practical, economical superminis that put the Metro to shame.

Lively in standard guise, but, for those seeking thrills, the Uno Turbo ie (sold in the U.K. from 1985) was the answer…

The 1300cc turbocharged ‘pocket rocket’ was no shrinking violet when it came to looks; those ‘Turbo’ graphics on the body sides, side skirts, aluminium alloy wheels, rear spoiler saw to that but with a lowered suspension there was no doubting that this Fiat meant business.

Driving didn’t disappoint; this Uno had with passion and along with the Golf GTi and Peugeot 205 GTi it was the pocket rocket to die for. A facelift arrived in ‘90, with a larger (1.4-litre) engine and multi-point fuel injection.

The Uno Turbo was discontinued in 1994, but had already become a classic in its own time. They are fast, fun, and still affordable at the moment.