Fiat 1100 T, the vans in history, one of those vans that has traveled our roads for many years, even after 1971 when they stopped producing it.
Presented by the “Fiat commercial vehicle division” in 1957, it mechanically shared a lot with the Fiat 1100/103, it was initially equipped with a 1089 cc engine.
It immediately became one of the best-selling vans for a good number of reasons, for a certain mechanical and body strength, for its appearance, undoubtedly and aesthetically very pleasing.
His peculiar qualities, in addition to those already indicated, were a good capacity despite the not powerful engines, a robust frame.
Presented by ITALMOTOR
BY ROMANO PISCIOTTI
The Fiat 850 is a small rear-engine, rear-wheel-drive car manufactured and marketed by Italian car manufacturer Fiat from 1964 to 1973.
The one-off prototype based on a FIAT 850 Sport Spider chassis and mechanical components, the special body build by a small carrozerria Guinsella, this was a vision of Roberto Chiappini for a low production small sports car but never comes true except this one example, the interesting designed ultimate rare FIAT still exists today in mid condition as you see in this picture:
The 850 family:
The 850 family included several body styles sharing core technical components:
- Fiat 850 Special — Revised version of the 850 sedan, launched in 1968. It shared the 47 hp (35 kW) engine of 850 Coupé, and offered front disc brakes, sport steering wheel and improved trim. With a 25 percent increase in power, plus disc brakes nestled behind 13″ wheels, it was a “sport sedan” in the vein of the BMW 2002, albeit on a smaller scale.
- Fiat 850 Familiare — The Familiare was a boxier and slightly larger successor to the Fiat 600 Multipla. It featured space for seven passengers in three rows, suitable for groups including children and thin adults, but is too small to accommodate seven typical adults in comfort.
- The 850 Familiare continued in production till 1976 long after the saloon version of the 850 had been replaced by the Fiat 127. In 1976 the Fiat 900T was introduced, retaining most of the body panels of the 850 Familiare, but featuring the 903 cc engine from the Fiat 127 (although, in this application, still mounted behind the rear axle): the 900T benefited from significant enhancements in 1980, being now renamed 900E. At least in the UK the 900 series camper vans were badged as FIAT Amigo. Production stopped in 1985.
- Fiat 850 Coupé
- The Coupé was introduced in 1965 at the Geneva Motor Show and had the original 843 cc (51 cu in) engine producing 47 hp (35 kW). The maximum speed at that time was 135 km/h (84 mph).
- Fiat 850 Spider
- At the same time as the Coupé, Fiat also introduced the convertible sporty two-seater Spider, with the original 843 cc engine tuned to produce 49 hp (37 kW) which allowed it to reach a top speed of 145 km/h (90 mph). The body was designed and built by Bertone in its Grugliasco, Turin plant. The folding fabric roof stowed under a rear metal body panel. The Bertone design featured smooth, simple lines and details, including recessed headlamps equipped with plexiglass covers angled to match the adjacent fenders/wings — and dihedral side panels similar to Bertone’s 1963 Chevrolet Testudo.
Presented by Romano Pisciotti
The Fiat Panda is one of Fiat’s most succesfull cars, and is considered by many to be one of the best citycars of all time.
In the summer of 1976 Fiat gave the then newborn Italdesign, founded by Giorgetto Giugiaro and Aldo Mantoani, the ideation of the car’s design, which was completed in a few weeks with the initial name of “Zero”. Shortly after, the two designers began to collaborate with the FIAT technical office, where the design of the front-wheel drive chassis, signed “Progetto 141”, was launched, which was expected to be particularly complex, given the initial requests to be able to mount the different engines from the 126 and the 127, on 3-door and 5-door car bodies. The 5-door solution was later abandoned.
The Panda’s design was very simple and basic, but also modern for the era, and is considered by Giugiaro himself to be his best work. It was a brave idea. It had to be for everyone, with a 3-door body with two volumes 338 cm long, but above all 146 cm wide and 145 cm high, with proportions built on the essentiality of the overall dimensions, with strictly flat crystals to reduce costs and then futuristic solutions , like the classic handles replaced by a recess in the doors, which was later adopted in 1983 by Fiat’s own 3-door Uno.
Presented by Romano Pisciotti
La Fiat festeggia l’11 luglio i suoi primi 120 anni.
Fiat celebrates its first 120 years on 11 July.
Principale gruppo industriale italiano, ha portato in giro per la penisola milioni e milioni di persone con modelli che, per un verso o per l’altro, sono sempre finiti sotto i riflettori. La Fiat celebra il suo “compleanno” proprio oggi, essendo nata l’11 luglio 1899.
Leading Italian industrial group, it has carried millions and millions of people around the peninsula with models that, in one way or another, have always come under the spotlight. Fiat celebrates its “birthday” today, having been born on 11 July 1899.
Romano Pisciotti: auguri FIAT
Fiat Cento Fiat Centoventi Concept, a concept car that represents the perfect expression of the brand’s vision of electric mass mobility for the near future.
The Centoventi (Italian for ‘one hundred and twenty’) is a bold, democratic vision based on 120 years of history and experience in the field. In keeping with the brand’s tradition, it is destined to distinguish itself from the pack just like the Fiat 500 did in the 1950s.
It sparked an industrial and cultural revolution, going beyond the traditional boundaries in looks, design and engineering to become a masterpiece, unlike anything else in automotive history, and the first real example of mobility affordable to all.
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E’ stato il camion che nella storia del trasporto italiano ha rappresentato l’idea di affidabilità e robustezza.
Il Fiat 682 ribattezzato semplicemente 82, così come accadde in seguito ai fratelli minori 642, 643 e 650, inaugurò dal punto di vista estetico una nuova tipologia di cabina avanzata Fiat, quella cosiddetta coi “baffi”, in pratica due nervature orizzontali che alleggerivano la grande griglia posta sul frontale della cabina.
Concepito per fronteggiare le esigenze del trasporto merci dell’immediato dopoguerra e dell’imminente ricostruzione, per carichi compresi tra 14 e 44 tonnellate.
L’abitacolo era molto spazioso, nonostante il vistoso tunnel motore, con ampie vetrature sui lati e grandi spazi interni; a spingere il pesante della casa torinese un generoso motore Fiat, il 203 dalle caratteristiche record per l’epoca, 6 cilindri in linea con distribuzione a valvole in testa e iniezione diretta, di 10.676 cm³ in grado di erogare 140 CV a 1.800 giri/minuto, per un P.T.T. di 14 tonnellate.
Il propulsore 203 trovò sempre posto nelle versioni successive, sul “fratello maggiore” 690 oltre che su alcune automotrici diesel realizzate per le Ferrovie dello Stato.
Il Fiat 682 sarà contrassegnato da 4 serie, identificate dalla lettera N, con le varianti contrassegnate dalla lettera T per i modelli destinati al traino dei semirimorchi.
La fama del pesante torinese solcò ben presto gli italici confini, spopolando in Europa e soprattutto in Africa, ove si distinse per l’eccezionale adattabilità anche a quel particolare contesto, conquistandosi il titolo di “Re d’Africa”.
articolo di Luca Masaracchio
Translation by Romano Pisciotti
It was the truck that in the history of Italian transport represented the idea of reliability and robustness.
The Fiat 682 simply renamed 82, as happened later to the younger brothers 642, 643 and 650, from an aesthetic point of view inaugurated a new type of advanced Fiat cabin, the so-called with the “mustache”, in practice two horizontal ribs that lightened the large grill on the front of the cabin.
Designed to meet the needs of the immediate post-war goods transport and of the imminent reconstruction, for loads between 14 and 44 tons.
The cabin was very spacious, despite the striking engine tunnel, with large windows on the sides and large interior spaces; to push the heavy of the Turin house a generous Fiat engine, the 203 with record characteristics for the time, 6 cylinders in line with overhead valve distribution and direct injection, of 10.676 cm³ able to deliver 140 HP at 1,800 rpm , for a PTT of 14 tons.
The 203 engine always found a place in the later versions, on the “older brother” 690 as well as on some diesel powered railcars built for the State Railways.
The Fiat 682 will be marked with 4 series, identified by the letter N, with the variants marked with the letter T for the models intended for towing semi-trailers.
The fame of the heavy Turin soon crossed the Italian borders, becoming depopulated in Europe and above all in Africa, where it distinguished itself for its exceptional adaptability even to that particular context, winning the title of “King of Africa”.
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Nella seconda metà degli anni cinquanta la casa di Torino decise di realizzare, utilizzando la meccanica ed il pianale della 1200 Trasformabile, una spider dal gusto più elegante ed Europeo. La raffinata (e molto classica) carrozzeria disegnata da Pininfarina ricopriva una meccanica assolutamente invariata (salvo un lieve incremento di potenza a 59 CV del 4 cilindri di 1221 cm³). Nonostante il nome ufficiale fosse 1200 Cabriolet, la nuova vettura (lanciata nel 1959) era una vera spyder a due posti. Alla fine dello stesso anno la versione con motore da 1,2 litri venne affiancata dalla più potente 1500 S Cabriolet, mossa da un motore bialbero OSCA di 1491 cm³, capace di erogare 80 CV, derivato direttamente dal motore Osca MT4. La 1500 S, riconoscibile per la nuova mascherina che riprendeva quella del 1200, aveva anche freni anteriori a disco.
The Fiat Pininfarina Cabriolet (tipo 118G) was a two-door, two passenger, front engine rear drive convertible manufactured by, and marketed by Fiat across two generations (1959-1963, 1964-1966), superseding the Fiat 1200 Spyder.
The 1200 was not fast enough to be considered a sports car, so Fiat decided to take a short cut to this market by using OSCA’s existing twin cam engine design. Chief engineer Dante Giacosa initiated Fiat’s relationship with OSCA in a July 1957 meeting with Ernesto Maserati. In November 1959 the 1500 Cabriolet appeared with this 1491 cc engine, fitted with twin Weber carburettors and developing 80 CV (59 kW).
Presented by ITALMOTOR, Romano Pisciotti
Building on the success of their 750 Zagato Coupé, Abarth worked on a 500cc version of the car for the 1957 Turin Motor Show. The car was put into limited production for both road and racing clients.
Abarth worked extensively on the two cylinder engine by fitting twin Weber 26IMBs and a new 8.7:1 cylinder head which raised peak power to 23 bhp at 5000 rpm.
Zagato’s body was similar to the 750 GT without the famed double-bubble roof. The smaller engine didn’t require the large scoops on engine lid, however it did retain the unique rear-quarter windows.
The 500 had less impact than 750 GT, but Ovidio Cappelli did become the 500cc Italian Grand Touring champion.
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