FIAT 130

FIAT 130 is a Automobile produced of versions truck (15 093 specimens) and cut (4 491 specimens) by the Italian manufacturer FIAT between 1969 and 1977. Model 130 represented the top of range FIAT.

The 130 Truck was presented and launched in 1969, equipped initially with an engine V6 of 2.866 cm ³ and of a traditional dress “FIAT”, led well and in the line with the productions of the past.

The 130 Half-compartment as for it, was presented and launched in 1971 at the time of the Living room of Geneva, equipped with a rebored engine with 3.235 cm ³ and of a innovating dress which constitutes a rupture with the past. Paolo Martin, draftsman who at the time worked at Pininfarina as a chief of the department style, is the author of the drawing.

History

When FIAT decided to replace its high-end, namely élégantissime FIAT 2300 Truck, the head office of FIAT decided to make the things into large: they laid down at the center of studies the objective to beat directly on their ground German BMW and Mercedes-Benz. This decision surprised many technical managers within FIAT because it was established hitherto, that the natural market segment of FIAT was that of the cars of great series and not that of the trucks of luxury in high-end.

Remarkable fact which clearly show the stakes, Dante Giacosa (technical direction) and Aurelio Lampredi (ex- Ferrari, department engines) started from a white sheet.

Technique

In the beginning we find at FIAT a will to make well, but without this will not being supported by an industrial project. It is a question of making well, but in the short run, with the means of the edge, and without innovating deeply. It acts décomplexer, to show with the rest of the world which the F.I.A.T can do better than the bottom-of-the-range usual one which makes the specificity of the mark since the post-war period, without for that implementing a research and a development as a company would make it logically, if its life were going to depend on the success of this new development.

That which included/understood that is better capable to include/understand the FIAT 130, its qualities and its defects.

Independent propulsion and 4 wheels

One distinguishes a unit from qualities, on paper, in the technical standard of the car.

Suspensions with strong clearance

Dante Giacosa chose the modernism with a train rolling with four independent wheels and of the suspensions with strong clearance.

Torsion bars with before and with the back

Such solution is accompanied by a propensity to take rolling in turn, countered here by torsion bars, one with front, the other with the back.

McPherson with the front one

With front, one finds a diagram of most traditional today, but innovating for the time, the McPherson system with torsion bars instead of the usual helical springs. Dante Giacosa advances that the torsion bars were selected to be able to place large V6, but that is perhaps not the véritavble reason, FIAT Dino being also driven by V6, and being suspended with before by helical springs. Perhaps did Dino suffer from a diameter of too important steering, the wheels not being able to swivel sufficiently? In this case one understands that the choice for torsion bars can be a progress.

Suspended bridge and independent wheels with the back

With the back, one finds a diagram neat which represented a Net progress compared to the independent suspensions that BMW and Mercedes produced already. It should be known that during the Sixties existed a legitimate suspicion compared to the independent aft wheel cars. Indeed, among Germans, the clearance of the aft wheels was accompanied by important variations of set and width of way which made scrape the tire and which ruined the quality of the contact wheel-road, with for result of the dangerous cars on fatty or softened ground. With the FIAT 130, FIAT showed that a back suspension independent of moderate complexity (we are not in the world of F1) could ensure at the same time more comfort and the best handling, via controlled programming of the movement of the wheels in the various plans.

Pont autobloquant

FIAT decided to install in option on the truck and of series on the Half-compartment a autobloquant bridge with discs, drawn in arsenal ZF, which conferred on the car a motricity improved on fatty or softened ground.

A remarkable synthesis, a result in withdrawal

One arrived consequently, on paper, with a remarkable synthesis: less Vibration S perceived via the reduction in the suspended masses (principle of the 4 independent wheels), increased softness (principle of the suspensions with strong clearance), increased motricity (autobloquant bridge), improved handling (diagrams allowing a control in all the plans of the movement of the wheels).

Unfortunately, in reality, the things were definitely less favorable. Indeed, although it was obvious that the FIAT 130 presents a comfort in Net progress on other FIAT (FIAT 2300, FIAT 124, FIAT 132), one could not be prevented that this progress came from the important weight of more than 1.600 kg with vacuum.

With final, the difference was not shouting compared to large allemandes such Mercedes and BMW.

Of course, the FIAT 130, especially the Half-compartment whose center of gravity was slightly lower, descended the Autoroute S to 170 km/h with an disconcerting ease for the time, but that also, allemandes could do it.

And confronted with the Master standard of the time, the Jaguar XJ-6, the FIAT 130 did not hold. All the filtering part remained to be re-examined. The FIAT 130 appeared too rough, too sound, too much “camionesque”. In a word: disappointing.

FIAT, to exceed the best, would have dù to mount these excellent travelling trains on support in faulted areas anchored by means of silent-blocks. Citroen and Audi it included/understood well a few years later, Citroen with the CX and Audi with Audi 100.

Automatic transmission, manual box in option

As already known as higher, FIAT had made an effort on the travelling trains and had completed by equipping the car with a back bridge autobloquant. Curious thing, the FIAT 130 was equipped with an automatic box 3 reports/ratios of series. It was necessary to insist near the dealer to be able to be made deliver a FIAT 130 with manual box 5 speeds.

However, this automatic box appeared little adapted. First series with engine 2.866 cm ³ were delivered with an automatic box Warner-GEAR which appeared too soft. The following ones, with the rebored engine with 3.235 cm ³, were delivered with a Borg-Warner box which had more cold fishing, but which fell down in same hot mollesse. I personally on the occasion to make a way of an about sixty kilometers, in May 1976 as a passenger in one 130 Truck 3.200 cm ³, that of my dealer FIAT (Boeckmans Garage), and during all the way I wondered why the driver, which leading " sec" , escrimait itself to manually pass the reports/ratios i.e. while making pass the box of the position D to position 2. It resulted a “matamoresque” agitation from it, where I expected the serenity of an high-end. Led to this train, the car was to consume its 20 liters to the hundred well.

And that which had had patience to be made deliver one of rare manual, déchantait quickly also, because this 5-speed gearbox, it was the ZF S5-18, well-known not to be a model of civility. First in bottom, rétrogradage 3-2 puffing, step back évanescente. Acceptable in a typified car sport like Dino, but inadequate in the case of a model as the FIAT 130 which claims to guarantee comfort and the effectiveness.

What does not arrange anything, it is that in the driveshaft and the halfshafts of wheels, where German passed to the joints universal to multiple balls protected by bellows, FIAT continuous to use antiques joint Cardan to the free air, supposedly lubricated pilot wheels with life. Thirty thousand kilometers later, grease disappeared, it is contact metal on metal, the plays increase exponentially and the transmission starts to shiver permanently.

Engines

There are two of them. First appeared in 1969 at the time of the model presentation, which makes 2.866 DC. The dimensions of FIAT 2.866 DC are: boring 96 mm and race 66 Misters Rapport 1.45 140 ch DIN power with 5.600 tr/min. Maximum couple of 22 mkg to the moderate mode of 3.200 tr/min

In 1971, the engine of the FIAT 130 passes to 3.235 DC via reboring. The dimensions of FIAT 3.235 DC are: boring 102 mm and race 66 Misters Rapport 1.55 165 ch DIN power with 5.600 tr/min. Maximum couple of 25 mkg to the always moderated mode of 3.300 tr/min

Aurelio Lampredi

Aurelio Lampredi, which had drawn the first engine V6 Dino at Ferrari then which had of it policy-holder various developments at F.I.A.T had been charged to draw the engine of the FIAT 130.

One could consequently suppose a relationship with the line V6 " Dino".

V6 Dino

This line of engines conceived initially at Ferrari had received this name in homage to Dino Ferrari, the son too early deceased of Enzo Ferrari.

The first generation V6 Dino was run out of aluminum and made 2 liters of cubic capacity. The benches of cylinders were opened with 65 degrees, 5 degrees of too compared to the mechanical optimum, but was in order to there as well as possible slip the excellent carburettors Weber 40 DCNF.

The second generation V6 Dino had been increased to 2.4 liters of cubic capacity to lower costs: strongly increased boring what involves finer walls, consequently abandonment of aluminum to the profit of the cast iron, more rigid but heavier. In other words, Dino had already lost its intrinsic performance while passing to the cast iron, and it was clear that with this reboring which made it pass from 2 liters to 2.4 liters, it had arrived at the end of its development.

The dimensions of V6 Dino 2.000 DC are: boring 86 mm and race 57 Misters Rapport 1.51. 160 ch DIN power with 7.200 tr/min. Maximum couple of 17 mkg well too high in the turns, with 5.700 tr/min Powerful but not very pleasant, the cravacher is needed.

The dimensions of V6 Dino 2.400 DC are: boring 93 mm and race 60 Misters Rapport 1.55 Power 180 CV DIN with 6.600 tr/min. Maximum couple in big rise, 22 mkg, which more is, with a mode more civilized. Powerful and pleasant.

In the case of V6 Dino, because of use of 2 camshafts by bench of cylinder, the valves form an angle which makes it possible to give to the combustion chamber an almost hemispherical form, which constitutes an optimum for the thermal efficiency.

And favors it of an engine super-square, it is its low height. One gains not only on the height of the block, but also on the height of the casing because of the less offset pivots.

Usually, an engine which is not super-square has a race of approximately 82 mm for a boring of 82 Misters. A race of 66 mm, is 16 mm in less, is thus balanced by reductions total height, since the bottom of the casing until the mating plane of the cylinder head, the double, therefore 32 mm, which makes it possible to produce cars with the caps appreciably low, which results in a better aerodynamics, a center of gravity lowered, and a more dynamic esthetics. Of course, it is necessary to implement different other measurements not to waste this progress, such as for example establishing the carburettor and its filter with air with low.

It is one of the reasons for which the engines V6 Dino are opened with 65 degrees, and not with 60 degrees, so that the three carburettors twin spool Weber 40 DCNF can be gone up to low without coming to butt against couvre-culasse, very cumbersome in the case of V6 Dino because containing 2 camshafts by benches of cylinders.

It is thus seen that the line V6 Dino combines various advantages which are reinforced: combustion chambers close to the optimum, height of cap reduced, center of gravity lowered, and body with the frayed and dynamic lines.

Miss ambition

The fact that the engines of the FIAT 130, them, neither are opened with 65 degrees, neither provided with a distribution doubles tree, nor supplied with a battery of 3 carburettors Weber twin spool, has as a consequence which one cannot make them return in the line of V6 Dino.

Here, in the case of the engine of the FIAT 130, Aurelio Lampredi chooses an opening of 60 degrees. Does that want to say that one does not wish to evolve to the double tree? Not necessarily. With a boring as large as 102 mm in the case of the 3.235 DC, the block are very broad and perhaps this artifice was not it necessary any more to place with low the battery of 3 carburettors Weber double-body.

One is not astonished, consequently, by raising the cap of a FIAT 130, to certainly find an engine large, but technically disappointing compared to the " Dino". Maximum power with the peaceful mode of 5.600 tr/min in spite of the super-square dimensions, only one camshaft by bench of cylinders, food entrusted to a large carburettor twin spool, correction in advance which does not take account of the pressure with the intake manifold.

What does not arrange anything, it is that we deal with distribution with only one camshaft by bench of cylinders, with valves on line, which do not allow any more that the combustion chamber takes an optimal form for combustion.

Other manufacturers already arrived so that their engines, without having to resort to complexity and with the obstruction of the 2 camshafts, their valves laid out according to an angle, this have by intercalating a small rocking-lever between each valve and the camshaft. Outside, one does not see anything, all is hidden and lubricated in couvre-culasse, but the result is identical to a double tree, at least until a mode of 6.000 tr/min. Admittedly, last this mode, the rocking-levers cause a loss of output because of their oscillating movement. These engines remain reasonably simple, allow an optimized combustion chamber, and breathe of as much better than the easy way of the small basuleurs to increase the lifting of the valves, because these tumblers can be asymmetrical: shorter on the side of the camshaft, and longer on the side of the tail of valve. Aurelio Lampredi which cannot be unaware of this technique, prefers to make the dead end and installs the valves directly on the camshaft. It is a fatal error which will prevent F.I.A.T from returning in the era of at the same time simple, powerful and sober engines.

Here, in the case of the engine of the FIAT 130, one is found with valves colinéaires in the same plan. Their lifting is limited because of direct attack by the Camshaft. To increase their lifting would involve a premature wear of the profile of the camshaft. The Valve S being colinéaires and in the same plan, remains the problem to be able to place them in the combustion chamber, problem which is solved by decreasing their diameter. One comes to quite small valves compared to the cubic capacity, this being fortunately counterbalanced by the super-square dimensions of the engine; thus at this stage, one understands that strong boring somewhat rectifies the situation while making it possible to have valves of almost normal size. In the case of this engine, one notices a zone known as of " squish" whose principle is that when the piston arrives in top, it comes almost in contact with the cylinder head on a considerable surface, which reduces of as much the volume of the combustion chamber. Actually, which Aurelio Lampredi wants, it is that the zone defined by the two joined valves, defines the roof of the combustion chamber, and that all the remainder of boring, does not form any more part of the room of compression. But that wants to say that compression makes not way linear, and that it is in the all last millimetres of the travel of the piston that the pressure of compression is established, brutally. It results from it unfortunately that the heat of compression develops less on the piston, and more on the cylinder head. Worse, just after combustion when the piston goes up to evacuate gases, the piston is hot. And at the point died high, because of the quasi-contact between the piston and the cylinder head on a considerable surface, the piston communicates its heat with the cylinder head, by radiation.

In the field of combustion itself, it is obvious that right before the PMH (compression-lighting) and right after the PMH (first waves of pressure resulting from combustion), one does not put oneself under the conditions which will be able to bring a good progressiveness. Such engine cannot be discrete, it will vibrate and it will bark. It is likely not to behave well when that the diagram of lighting is worked. Then one notices curious a small tank about nylon gasoline under the cap and about the Durit S of gasoline in all the directions. A kind of governor automatically-controlled of gasoline joined to the carburettor. And this carburettor not directly assembled on the intake manifold, but assembled on a cooling base plate. All indicates that the engine, in the configuration which was retained, is sensitive to the phenomenon of fuel vapor-lock.

On paper and with the static examination, one cannot speak about a great success.

With control, nothing exceptional. One identifies a lack of fishing caused by the prohibitory weight of the FIAT 130, which is of more than 1.600 kg. The character of the engine cannot be expressed.

Frustration

There remains that what FIAT could, would have dù to make, it is to design a powerful and civilized engine, not necessarily double tree, with small tumblers, large valves describing an angle and equipped with an important lifting, and of course, hemispherical combustion chambers and a quite progressive compression so that the management of lighting can conveniently influence the character of the engine.

More precisely, which the high-end deserved at the time, it is V6 of 3.6 liters cubic capacity when produced out of aluminum, with possibilities up to 4.2 liters when produced out of cast iron. With dimensions super-square but not too, a boring ratio/race of 1.33 pretense more adapted to the objectives.

Equip with a battery of 3 carburettors Weber double-body, but available in option with gasoline injection.

To know if there were a real market for such engine is another question, but at least the things would have been carried out until the end.

It is what the public claimed for the FIAT 130.

For proof, still today, one meets owners of FIAT 130, collectors and amateurs, who prétentent mordicus that the low-engine of the FIAT 130 is that of V6 Dino.

No the automatic rattapage of the play of the push rods

Being a top-of-the-range engine and cossu, with a stall torque step perched too high, one wonders why F.I.A.T does not equip the engine with the FIAT 130 of an automatic system of correction of the play of the valves, this being done for a certain time among Germans. At the price of a small supplement of complexity, the engine turns rounder without emitting the metal rattling of a badly regulated distribution. The world changes, the owners of cars, especially the high-end, do not tolerate more to have to pass to the garage to repetition to obtain a car well developed.

Dante Giacosa provides a beginning of explanation: “With the end of the year 1967, the tests of the engine encouraged us to give up definitively the automatic resumption of the play of the push rods”.

That in known as length on the tenacity of the various speakers, being project 130.

No gasoline injection

One determined higher than engine 130 remains afflicted with a sensitivity to fuel vapor-lock than only a gasoline high pressure injection can solve.

It is significant that Dante Giacosa, throughout its career, was never implied in a project of gasoline injection. Scorn for the technique, fear of détrôner the Dino sacro-saint, or refusal of steering committee FIAT? Dante Giacosa could not be unaware of this irrefutable fact.

The gasoline injection, as of the exit of the FIAT 130, is already spread and industrialized at the competitors. Esparto-Romeo Montreal is an good example, because it is also Italian. One found already quantity of allemandes thus equipped, BMW, Mercedes, Porsche, of Volkswagen, not only their high-end, and even certain Frenchwomen such Peugeot 404 and Citroen DS.

Two equipment suppliers, Kugelfisher and Bosch, fought then to impose their respective systems.

The most widespread system was D-Jetronic de Bosch, launched since 1967, which calculated in real-time the mass of air swallowed by the engine, and which consequently ordered the opening of the gasoline injectors in the intake manifold to maintain the report/ratio stoechiometric adequate. On paper that appears simple, but it in is not the same in reality. At that time, thirty years before the probe of mass throughput to hot wire, one is tiny room to make estimates based on the measurement of the driving mode, the pressure with the intake manifold, and the temperature of the allowed air. All that is carried out, in 1967, by means of a delicate analogical circuitery with transistors which endures the vibrations, the variations in temperatures, condensation and moisture. Without speaking about the wiring and connector industry, which endure the same conditions. It is included/understood why the car manufacturers hesitate to launch out, preferring to leave the headache (and the market) to Bosch.

For locating the things well, it should be remembered that as of the year 1972, all Mercedes with gasoline call upon the injection D-Jetronic Bosch. With the passing it appears fatal the fact that FIAT, Marelli and Weber scorned this aspect to the paddle of the years 1980.

The directory of the F.I.A.T which had all the elements in hand, which wanted that the F.I.A.T positions on the high-end, could not be unaware of that model FIAT 130 constituted best opportunity to develop super-Dino equipped with a system of gasoline injection.

A thesis is that Dante Giacosa, despite everything qualities which it showed, forever integrated that and consequently, forever required only new human means and techniques are devoted there.

Proof of this thesis, the confession of Dante Giacosa in its entitled book " My forty years at FIAT". He writes " As of the year 1967, I wondered not without concern what it could well have arrived if F.I.A.T being devoted with excess at the FIAT 130, had neglected the cars of great series and, especially, the descent of the FIAT 1100. I discussed the thing with Cordiano and, on agreement with him, decided as much as possible to push the project of the 128 and the 127".

Obviously, Dante Giacosa estimated that FIAT had another thing to make to try to rise on the level of the best.

It made the incredible error not to regard project 130 as a laboratory, a way of hoisting the technique to the top, with positive repercussions, a few years later, for the remainder of the range.

It behaved as if human resources of the F.I.A.T were counted. As if, fault of financial means or human, it were to take all on its shoulders.

No doubt that there remained follower of centralization within the F.I.A.T., wishing to intervene on all, not letting various satellite departments structure and take their autonomy, like aerodynamics and carburation.

The electronic ignition Marelli

F.I.A.T. try to find palliatives such as for example the electronic ignition via Marelli, highlighted in the advertizing catalogs well, but it is not a question of carburation, it acts only of lighting.

It is not a question of high technology. One does nothing but protect the contact point while avoiding to him seeing the current and the tension of the primary education of the reel. One makes use of the contact point like switch low tension (12 Volt) and weak current (a few milliamperes), which in its turn defines the state open and closed of a transistor strapping man, which him, is supposed not to wear.

But at the time, this transistor could not support more than 200 Volt. Whereas it is known that it will be subjected to a short fatal overpressure of 500 Volt or more if the secondary circuit of the reel has suddenly weakened, if the finger of the distributer returns the heart, if the interrupter of mode engages in an inopportune way, or if the spacing of the electrodes of one or several candles is such as the spark cannot be done. Or quite simply, if one forgets to position back the wire of high voltage which goes from the reel to the distributer.

What is disappointing with this electronic ignition Marelli of first generation, it is that the advance remains defined in a purely mechanical way by the Delco, exactly like before, since the Delco itself remains identical and does not change according to whether the car is equipped or name of this option of electronic ignition. Nothing thus changes on the level of the management of the angle in advance, and nothing thus changes on the level of the management of the angle of Dwell.

But see what results from it for the customer who chooses this option. User's manual of FIAT 130 contains paragraph embarrassing which presents breakdown of module of electronic ignition like possibility possible, and which indicates by means of an illustration the rewiring that it is necessary to operate to return from there to a traditional lighting, with the contact point to negative of the reel.

No correction in advance according to the pressure of admission

Italy, they are the highways. The country is the first, after Germany, to obtain highways. Where in France, one has only one strap of a few kilometers in the South of Paris, in Italy, one reaches already the thousand of kilometers, which more of any beauty because is strewn with works of art the such bridges and the tunnels.

A large truck or a large half-compartment such model 130, must impose their supremacy on it. The laws on the speed limit do not exist yet, therefore we speak speeds such 150 km/h with the meter, whereas the average of the traffic evolves/moves to small 120 km/h with the meter.

The goal, the raison d'être of the model 130 is reached when the car, which runs to 120 km/h, which was the speed of the herd, gets more comfort, more serenity, knowing that as soon as the road gets clear, one can accelerate until small 150 km/h meter by keeping same comfort, with a margin of few things. Obviously, if one wants to go until the limits, one will be taken along passed 200 km/h to the meter, but in this case one accepts a clear degradation of comfort like the need for an constant attention to hold the course, the mechanical noise, the wind noise, the noises of bearings, and the possible appearance of vibrations.

The problem with the 130, it is that there is no correction in advance with lighting compared to the depression with the admission.

In the cars provided with a correction on the depression, the device increases the advance with lighting appreciably when the engine works with partial load.

The engine of the FIAT 130 165 ch DIN dès product the year 1971 (versions B and BC). However, taking into account the Cx of the body and the losses in the transmission and the tires, one can estimate that the power necessary to stabilize it to 120 km/h on flat ground, is of 70 approximately CV, that is to say approximately 40% of the maximum power. On the manual version, in fifth, the mode is approximately 3.400 tr/min, that is to say approximately 60% maximum mode. That wants to say that, if one compares the couple as being constant of 3.400 tr/min to 5.600 tr/min, accelerator at bottom, 3.400 tr/min, the engine is able to leave 60% the maximum power, whereas stabilized to 120 km/h and 3.400 tr/min, we need only approximately 40%. Therefore, for describing well the situation of comfort in which one is supposed to be to 120 km/h, not only one exploits only 40% of the maximum power of the engine, but moreover, one keeps under the right foot an instantaneous reserve of 20% of the output engine, without very increasing the mode. In other words, if one rolls calmly to 120 stabilized km/h and that one inserts the accelerator brutally, then one releases 20% of 165 instantaneously CV, that is to say 33 CV, which is far from being negligible. Exact calculation is more complicated because the couple is not constant according to the mode, but this constitutes nevertheless an approximation valid and speaking. Actually, since the couple is almost with its maximum with 3.400 tr/min, they is not 33 CV which one releases, but between 37 CV and 40 CV, the equivalent of the power of a small car of the time. And more the mode starts to climb, plus this power increases, in some limiting however since the couple starts with strongly declining starting from 5.000 tr/min. All this to say that the engine, with the manual box 5 speeds, in fifth and to 120 km/h, works well with partial load, with a reserve of important instantaneous power. But it is necessary that the intendance follows. It is there, precisely, which an advance corrected not only according to the mode, but also according to the pressure with the intake manifold (which is an indirect measurement of the effort that one requests from the engine), would as well as possible have exploited the situation. By increasing the advance with lighting with mode moderated under partial load, combustion is initiated as soon as possible, follows a driving pressure distributed better on the driving cycle and a more complete combustion. Thus even more comfort and more economy.

But these considerations, that the Germans held for paramount, are not seemed to worry the F.I.A.T which stops with the performance on the paper, and which neglects to consider the effectiveness on the ground.

Briefly let us recall that the result even more disappointing with models 130 is provided with the automatic box where there, to 120 km/h, the mode exceeds the 4.000 tr/min, zone where it is not allowed any more to hope for an unspecified benefit by increasing the advance with lighting, limit of knocking becoming too close.

The lack of sophistication of lighting, first defect, was multiplied by the second defect which was to impose of office the automatic transmission.

Imperfect result

The testers were not miserly criticisms with regard to the FIAT 130.

On highway, to 120 km/h in 3rd with the automatic box, the engine rams with more than 4.000 t/m. a punishment because not only the mode is too high because of transmission, but also, all the back part of the car is invaded by a humming sympathetic nerve with the first access, but irritating in the duration. At the time, the journalists did not deprive themselves to criticize that, expecting that FIAT applies a corrective measure quickly. Nothing made there!

The situation improves with the manual box, which draws longer in fifth, so that there, it is in the neighborhoods of 140 km/h that the phenomenon of resonance occurs.

Then, with the wire of the kilometers, the line of exhaust is degraded, in particular the back pot which bore and the joints of " cement" between the median section and the aft section which fissure. So that even with the idle, the exhaust of the car lets escape from the tonalities little developing, like rails and escapes.

It is at that time that is born the controversy " Italiens" horses; against " Allemands" horses;. To Audi, with the Audi 100 truck of the first generation, with an engine of 90 ch DIN well managed and a hull which exceeds little the ton, one arrives almost at the same approval as the FIAT 130 as well downtown as on the highway, which delivers 165 ch DIN. By leaving side problems, at Audi, of an understeering too pronounced and absence of power steering.

Two generations are put in presence and are confronted: on a side, a traditional design raised in weight and power which is naturally presented like high-end (the FIAT 130) and other side, an innovative design based on the concept of effectiveness (Audi 100 first generation). The first design will not find descent and will stop definitively and for always in of 1976. The second design remains the information system strategic plan on which 80% of the cars are currently built.

Evolutions of engine 130

It is known today that FIAT had already programmed evolutions for the block of the FIAT 130, but never in the direction of an increased modernity.

Engine 130 type has

The block starts to be produced in 1969 for the FIAT 130 Truck, with a cubic capacity of 2.866 cm ³ and a power of 140 ch DIN.

Engine 130 type B

In 1971, at the time of the exit of the FIAT 130 Half-compartment to the Living room of Geneva, the block passes to 3.235 cm ³ via reboring.

The 130 Truck and the 130 Half-compartment are provided with engine 130 type B which delivers 165 ch DIN.

Engine 130 Abarth type

There exists a third generation of this block, that which equips the FIAT 131 Abarth, car of rally fitted with body in FIAT 131 which had its hour of glory by gaining some victories. It was about the block of the FIAT 130 raised in cubic capacity and supplied with a battery of 3 Weber carburettors twin spool 40 DCNF giving on a specific intake manifold.

Engine 130 type C, that which forever marketed

The French magazine the Car-Newspaper of May 1970, announces and photographs the Half-compartment 130 which is still at the stage of the gropings. The journalist Henri Bayol who signs the article, writes that this Half-compartment 130 will be motorized by V6 of the 130 Truck, which at the time cube 2.866 DC, which will be carried to 3.200 DC, and which will be equipped with a battery of 3 carburettors twin spool for a power of 200 CV DIN. It is this engine, initially intended for the 130 Half-compartment, provided with the battery of 3 carburettors, which is called 130 type C.

Standard intake manifold C

Today, in 2007, while seeking well, it is possible to find an intake manifold specific for this V6 engine of 3.235 DC, precisely planned for a battery of 3 Weber carburettors 40 DCNF. It seems that the moulds were preserved. Is it about the intake manifold of the 031 Abarth, miraculeusement preserved? Is it about the intake manifold initially envisaged for Half-compartment 130 such announced by the journalist Henri Bayol in May 1970, miraculeusement preserved? Is it about a later artisanal design, validated or not validated by the factory?

Private developments

Some amateurs informed who financially have access to the standard intake manifold C, transformed some of their FIAT 130, Berlines and Cut, by equipping them with the battery of 3 carburettors Weber 40 DFC. The question arises of knowing up to what point it is necessary to modify the diagram of lighting, with correction on the depression, and up to what point it is necessary to choose a specific camshaft and a line of specific exhaust. Although the carburettors Weber 40 DCNF are again produced, remains the question of the development of those: which jets, which tubes with emulsion and which corrections of air? The objective, with the specific intake manifold, the battery of 3 Webers and a specific lighting, sest to bring the engine 3.235cc to 65 ch DIN per liter with 6.000 tr/min, is 210 CV. While changing the camshaft and the exhaust, the objective passes to 75 ch DIN by liter to 6.500 tr/min, that is to say 242 CV. Very endeavouring to keep couple with low mode, 3.235 DC having been appreciated at the time for its good will and its elasticity.

One does not have for the moment reliable data as for the achievements already carried out. Several are in hand, the résultsts will be published.

Retrospectively

The FIAT 130 consumed too much, of the averages of 20 liters to the hundred having been brought back. In was it causes it the excessive weight of the FIAT 130, which exceeded 1.600 kg, therefore not the engine in itself? Was it about the shape in corner of the combustion chamber? Obviously, the volumetric report/ratio limited to 9:1 does not make it possible to reach a good output. Why such choice? Did a volumetric report/ratio higher as for example 9,5:1 generate knocking or auto-ignition? Or, was this excessive consumption due to the absence of correction in advance to lighting according to the air pressure to the intake manifold?

Today, via the analyzers lambda and programmed lightings, it is possible to regulate and optimize such engine.

F.I.A.T. thus the way of super-Dino did not borrow, hypothetical large V6 with 60 degrees, square dimensions, hemispherical rooms and double tree by bench of cylinders.

It is Esparto-Romeo who takes the crenel and leaves Esparto 6 in 1979, with their new aluminum V6, opened with 60 degrees of 2.492 DC of cubic capacity (boring 88 mm, race 68 mm) which develops 160 CV DIN with 5.800 t/m with a compression ratio of 9:1. The car which weighs only 1400 kg, becomes almost dangerous about it, of the opinion of the testers of the time. With few the things close, same power as the 3.235 DC of F.I.A.T., and an approval, an elasticity legendary. A study would be worth the sorrow to be made: to compare and analyze resistance to fuel vapor-lock of the 3.235 DC FIAT compared to the 2.492 DC Esparto-Romeo and the 2.400 DC Dino. The 2.492 DC Esparto-Romeo passes to the injection in 1983.

During more than two decades, one will find beautiful V6 Esparto-Romeo ridden to all sauces: longitudinal and rear-wheel, transverse drive and traction front, 12 valves, 24 valves, carburettors, injection, and even turbo in the GTV between the years 1995 and 2001.

The most recent application is Esparto-Romeo 166.3.0 of the year 2004, with 2.959 DC of cubic capacity, a power of 226 ch DIN with 6.200 tr/min and a couple of 28 mkg with 5.000 tr/min. Boring 93 mm, race 73 mm, volumetric report/ratio of 10:1 and gasoline injection Motronic Bosch.

The first oil crisis thus did not kill the large engines. But it indeed killed the engines inefficients.

Power-assisted steering of series

Very pleasant, fast and specifies, the power-assisted steering of the FIAT 130 is perhaps what succeeded the most. The hydraulic pump and the steering gear box to screw and roller come both from arsenal ZF.

The wheel of origin, agreeably tulip and sportsman in his form, completely out of black hard plastic, seems of an unnecessarily large diameter, justified however by the need for releasing the sight on the dials of the instrument panel which is imposing.

In the case of the Half-compartment 130 which receives a specific wheel, always so large, it is not rare to observe serious cracks on the back of the wheel, surrounding the hub.

The cockpit gains in style if one replaces the wheel of origin by a Nardi wheel, wood or leather according to the tastes.

But then poses the problem of the recall of the flashing indicators, the problem of the ordering of the sound signalling hooter, and the problem of the too great proximity of the control units. Indeed, the Nardi wheels being less tulips that the wheel of origin, the rim of the wheel approaches too much the control units.

Disc brakes, ventilated everywhere with the front one

Impressive for their effectiveness at the time, it goes without saying this equipment appears completely insufficient today compared to modern brake, largely oversize with the anti-locking ABS which optimizes proportioning in the critical situations.

It is necessary to carry out that the absence of ABS obliges to remain very circumspect on softened ground, which many drivers which always knew ABS, have tendency to forget.

30 years old brakes can possibly ensure a honourable deceleration of about 5 m/s2, but where they betray their age, it is within action, time that it is necessary so that after having supported thoroughly, deceleration is effective.

At the speed of 120 km/h, the car traverses more than 30 meters a second. A delay of setting in motion of 3/10 of second represents 10 meters. Ten meters of too, for a car which brakes thoroughly (deceleration of 5 m/s ²), it is a shock to 36 km/h.

One can leave there healthy and except thanks to the progressive zones of deformation and the Airbag today. But which knows what can result from it in a car 30 year old hurdy-gurdy which subjected forever to the crash landing-tests and obviously stripped airbags?

Airco in option

The FIAT 130 seems to be the first deliverable FIAT with Airco. One carries out the qualitative jump there that the mark made. Perhaps this explains why at the beginning of the design, Dante Giacosa feels that it is necessary to leave the most possible place for the peripheral engine and its bodies, and chooses a front suspension with torsion bars.

The adaptation is carried out carefully, the cars thus equipped with Airco are equipped with a slightly modified carburettor which increases the mode of idle slightly when the compressor is put in function. One says however that the first users were confronted with overheatings, the need being consequently made feel to mount a second ventilator of cooling.

Esthetics

On the esthetic level, it is necessary to distinguish the case from the FIAT 130 Truck (15 093 produced specimens) and the case of the FIAT 130 Half-compartment (4.491 produced specimens).

Truck 130

The FIAT 130 Truck was drawn by Boano father and wire of Central Stilo FIAT. What strikes today, with the passing, the modes having been made and defeats, it of the design of the body of the FIAT 130 Truck is the coherence. Identity of mark, massivity, class and elegance. Cheer! To note that the FIAT 130 Truck appears in the credits of the French film the Godfathers of Frederic Forestier left in 2005.

Half-compartment 130

Paolo Martin, designer which at the time worked at Pininfarina as a chief of the department styling, is the author of the drawing. Neither Dante Giacosa nor Pio Manzu worked on the project of the FIAT 130 Half-compartment. The project was managed by Gianni Agnelli in person. Sergio Pininfarina rested on Paolo Martin, with which greatest freedom had been left.

Pio Manzu: the drama

One can wonder what it would be occurred if Pio Manzu, new recruit FIAT in which Dante Giacosa had faith for the future, had lived.

Pio Manzu, of its true name Pio Manzoni, was not other than the son of Giacomo Manzoni, sculptor recognized in Italy that everyone affectionnait to call Giacomo Manzu, professor of sulpture to the Academy of Milan, head of file of the Italian representational art of the years 1930, with various important works carried out for the institutional ones and the world ecclesiatic.

Pio Manzu one was impassioned of car and industrial design. As a student in Germany, in the school of Ulm, he had collaborated with the direction of the press service and publicity F.I.A.T. He had been presented to Dante Giacosa precisely on September 20th, 1960, by Carlo Felice Bona, director of the central Laboratories of research and control to the F.I.A.T.

For one of its studies, Pio Manzu gained with a colleague a price of industrial design, the reward being the possibility of building the model at Pininfarnia. On this occasion, Pio Manzu and Dante Giacosa started to be attended. Dante Giacosa was allured by the ideas that Pio Manzu brought, on the other hand it anticipated at this last a difficulty of being integrated in a company, from its emotive sensitivity and its great timidity.

Dante Giacosa hesitates a long time before proposing a station with Pio Manzu. Gianni Agnelli dealt in person with the engagement of Pio Manzu, Dante Giacosa having finally required that it be engaged in Central Stilo. One placed at the disposal of Pio Manzu a large office, draftsmen, model makers and all the means essential to the construction of the models. Together, Dante Giacosa and Paolo Boano (direction Central Stilo FIAT) left freehand to Pio Manzu to make evolve/move the prototype in sporting matter G.31 for Autobianchi, previously developed with the O.S.I., and of which it takes again the general line and the form.

It followed a nème misadventure, remarkably fluid, with joint of Pare-brise and windshield wipers dissimulated in lower part of the line of the cap, which was exposed on the stand Autobianchi to the living room of Turin in 1968, and which, with the dires of Dante Giacosa, was a revelation. The mechanical establishment envisaged a rear-wheel drive with beautiful the 4 cylinders in lines with double tree, in central and transverse position. Like X1/9 of the years later.

But today one is obliged to note a similarity with the functional prototypes headings FIAT Dino Parigi and FIAT Dino Ginevra that Paolo Martin had put in building site at Pininfarina, since 1967. Retrospectively, one can imagine the stress and uncertainties that the various protagonists were to endure.

On a side, we have Central Stilo FIAT held by Boano father and wire, temporarily rehoused in an antique masonry, with which one promises new installations for soon, but that Dante Giacosa overpowers work in order to obtain the Autobianchi body as soon as possible. Delicious Autobianchi Primula (produced since 1964), A111 follow (produced since 1969) and of course, immortal A112 (produced since 1969). Let us not forget that they are there the dear children of Dante Giacosa, the first front tractions. But they are not FIAT.

Other side, we have Pininfarina, which operates as consultant and who board with repetition for FIAT: various proposals like the FIAT Dino Parigi and Ginevra which will not be produced, and various successes as for example the FIAT 124 Spider which will be produced in series of 1966 to 1985.

Then, as we have just seen it, we have Pio Manzu, in theory under the orders of Boano father and wire, whose Agnelli and Dante Giacosa make great case, which is seen equipped with a large office and for which one affects part of the existing personnel. This in spite of the internal note of July 8th, 1968, which confirms in writing that Central Stilo remains under the exclusive direction of the Boano father.

Force is to note that Autobianchi of Boano father and wire are successful too well, as well on the technical plan as on the esthetic level. Consequently a question arises: which body for future tractions before FIAT which must leave without delay? Rebadgés Autobianchi clones?

Directory FIAT is not of this opinion and wishes an identity of strong mark for new the FIAT front traction.

But time presses and at this beginning of 1969, the FIAT 128 leaves with a sympathetic nerve body 3 volumes which constitutes an intelligent simplification of Autobianchi A111. The FIAT 128 is pretty, but the specialists see in it only one rebadgé clone of Autobianchi A111.

Dante Giacosa presents then Pio Manzu like the new Messiah. No need to ask Boano father and wire of Central Stilo FIAT to invent a new esthetics and a new identity of mark. Pio Manzu on top has already board. Together, Dante Giacosa and Pio Manzu present a series of drafts to the Directory, whose model plasters some in the process of finalization for future the FIAT 127.

The directory requires that the model be finalized before deciding.

Follow of the discussions with the F.I.A.T. : which row and which statute is it advisable to give to Pio Manzu if this esthetic new line is retained? The Directory warns Dante Giacosa that in the affirmative, Pio Manzu would be promoted with the direction of Central Stilo. That this last would thus have under its direction Boano father and wire.

It is joy for Dante Giacosa. On the one hand, it carries out its old dream to insert the F.I.A.T in the era of front traction. In addition, if the Directory votes in favor of the stylistic new line that Pio Manzu created, all the body will be studied by Pio Manzu, his/her young friend and protected of which it revealed and tamed the talent.

The meeting of the Steering committee is programmed for on Monday, May 26, 1969, at 8 o'clock in the morning. Dante Giacosa awaits much of this ceremony, like a kind of sacrament.

In the afternoon of the Friday, May 23, 1969, Dante Giacosa announces in Pio Manzu that it can be trustful, that it is almost certain, it will be promoted with the direction of Central Style. Pio Manzu takes its weekend and will join his/her Giacomo father in Rome to announce to him what prepares. Rather than to return to Turin in the evening of Sunday, Pio Manzu prolongs the weekend in the family home of Bergamo and returns on Turin only in the small hour of Monday.

Is Pio Manzu the subject for a long time of a monitoring, having been located in Ulm, where it made its studies then gained a price? FIAT is not the only car manufacturer. It there with the competition which knew that 1969 were going to be the year of the conquest for group F.I.A.T with the programmed launching of five new models: A111, A112, FIAT 128, FIAT 130 and FIAT Dino 2400. A festival! Did Pio Manzu keep it of the contacts with the press, always avid of information? Do the fights of influences, with the F.I.A.T reach their paroxysm then? The cocktail is explosive.

And it is on the road, in the small hour of this Monday, May 26, 1969, that Pio Manzu dies of an car accident to the wheel of its FIAT 500, on the Turin-Milan highway. One finds it dead in his reversed car which has quity the road. The interrogation remains: faintness, drowsiness, loss of control by operating the sliding roof?

One does not have the report of this meeting of May 26th, 1969. Dante Giacosa speaks about a general abatement, with the plaster model of the FIAT 127 which remained some time where it had been laid out for the presentation at the Committee.

Then, in front of the urgency of work, Boano and Dante Giacosa correct the line of the cap by lowering it of a few centimetres, and the model receives the approval of the top management. The FIAT 127 had just been born.

The continuation will show that quantity of other " applications; Pio Manzu" were in gestation, which was finished and industrialized after its death with more or less of success, the such FIAT 126, FIAT 128 second series, FIAT 133, FIAT Panda and Lada Niva.

For reasons which look at it, Dante Giacosa resigns of its station at FIAT on January 3rd, 1970.

The FIAT 127 is launched and produced during 1971, therefore in the absence of that which created its mechanical architecture (Dante Giacosa, resigner) and in the absence of that which created its esthetic line (Pio Manzu, accidentally deceased).

Pio Manzu had it projects for high-end F.I.A.T. ? Dante Giacosa puts to us on the track in its book " My Forty years at F.I.A.T.". " Pio Manzu communicated sometimes its ideas to me on the car while giving me of the drawings of an extreme limpidity, which were the very simplified synthesis of a long contemplated study. The comments which accompanied them, some words elegantly traced on an almost empty sheet, were reduced to essence. Its drawings were of an extreme, thorough simplicity so far it was hardly if they could still communicate an idea. The sketches were refined always and delicate, as if he had wanted to give them a purity intellectuelle".

At the time, Pio Manzu was monopolized by the FIAT 127, the model plasters some that it was necessary to submit to the Steering committee, and who if accepted, was going to propel Pio Manzu to the head of Central Stilo. One conceives with difficulty priority task for Pio Manzu.

It is generally agreed that Dante Giacosa cannot not have required of Pio Manzu, in illo in time, which it considered like stylistic line for the high-end. A call is launched to the historians, now, so that they gather documentation.

Results and the Assessment

The results are disappointing. The journalists and the critics remain on their hunger. The sales figures are ridiculously low, F.I.A.T producing at the rate/rhythm of hundred thousands of car per annum, whereas here, one does not even manage to run out 3.000 cars per annum, far is necessary oneself some. And it is not even certain that all the FIAT 130 are actually sold, some being put in consignment in the dealers.

One can temporarily conclude that the FIAT 130 comprised various design defects and of realization:

1) V6 " 130" not developed enough, 2) the manual box in option, 3) line of the too sound and not very durable exhaust, 4) hanging devices not uncoupled from the hull (not of support in faulted areas on silent-blocks), 5) true wood in the doors and on the glove compartment, but of Formica in the central console.

The consequences are serious. The assessment a few years later, at the dawn of the years 1980, is the ejection of FIAT of the clan of the top-of-the-range manufacturers. Was this planned?

One can also wonder whether the FIAT 130 could have resisted a long time the competition of Mercedes and of BMW if these 5 major defects had been corrected, this being only one working hypothesis because the decoupling of the hanging devices compared to the hull would have required a new study.

One can advance an answer in form of " non" since Mercedes, BMW and Volkswagen (and Peugeot and Citroen) had taken a determining technological lead via the gasoline injection Kugelfisher or Bosch, which got an operation soft and reliable as of the startup cold, and which limited the petrol consumption on the mixed ways. Two determining factors on the level use.

The first injection Weber-Marelli IAW did not appear that in the middle of the years 1980 with the FIAT (successor of the FIAT 132 Silver plated) and consequently one thus measures that it is a whole generation of cars which FIAT sacrificed under cover of protectionism.

One can advance the idea that it is while wanting to protect prestige from the engine " Dino" that FIAT never found convenient to develop in-house a system of gasoline injection, but this introspective attitude resulted in neglecting a determining technical projection for the use with the daily newspaper and the death-blow was given by the first oil crisis of 1973 (war of Kippour) which revealed another aspect of this technological deficit at FIAT, with cars which consumed notably more than their German competitors, or is, being the cars of bottom and midrange, of the cars too slightly built or under-motorized.

All that is consecutive with the fact that Dante Giacosa and the F.I.A.T never conceived project 130 like a laboratory intended to improve the technique, with positive repercussions for the remainder of the range. They continued a technique of avoidance, giving up the innovation as soon as difficulties of development were felt. In bulk: no injection, not of electronic ignition with contôle of Dwell, not of correction in advance according to the pressure of admission, not of play take-up of the push rods, not of valves in " V" , not of hemispherical combustion chamber, not support in faulted areas on silent-blocks.

Remained nothing any more but the style…

Alternatives of the time

FIAT did not manage to sell its new high-end. First of all, it is obvious that many FIAT 130 Trucks were past through the network itself, as for example the dealers who used them for their own needs. With regard to the FIAT 130 Half-compartment, FIAT granted them its best relations within the framework of various operations of prestige. It is known that FIAT having been sponsor in various sporting disciplines lasting the years 1970, one saw some champions equipped with the FIAT 130 Half-compartment, that they hastened to garage or resell around the 30.000 km, when the transmission and the exhaust started to give signs of weakness. Quite rare are the private individuals, I want to say those which bought these cars with their sums of money, which have a good memory of these cars.

Truck 130

You seek a large truck 4 doors, middle-class woman and powerful. If you have Italian fiber, you will move towards Alfa Romeo… but there is nothing because the 2.600 cm ³ has just finished its career. You move towards Lancia but you are diverted because of traction before and of the lack of power. You fold back yourselves on the Frenchwomen, the reason indicates the Peugeot to you 504 " full options" but this one does not propose yet power-assisted steering at that time. One could choose Peugeot 505 but it comes too late. And in both cases, one speaks about a lower category. Notice while passing, Peugeot 505 which succeeds Peugeot 504 comprises the same blow of gouge that the FIAT 130 Half-compartment out of belt of case (idem the Renault 16 since 1965) what leaves think that for Peugeot 505, PininFarina was satisfied to recycle lines of the FIAT 130 Opera which is not other than the experimental derivative, 4 doors, of the FIAT 130 Half-compartment. Thus for was the purchaser of the time, which thus the best alternative compared to a FIAT 130 Truck in 1972 or 1973? Undoubtedly the BMW 2500/2800 of 1969, which is born the same year as the FIAT 130 Truck, and which kills it in the cradle. FIAT could not realize it and it is probably for that since 1971, they try to register the FIAT 130 in the class higher with the engine rebored than 3.235 cm ³. Waste of time and effort! Admittedly, on the side of Allemandes, there were also Audi 100, first of the type, left in 1968, but it is penalized by the absence of power steering and then, 1900 cm ³ in traction front in a truck cossue, credible? Thus at this stage, you choose BMW BMW 2500/2800 of 1969.

Half-compartment 130

You seek a large half-compartment, middle-class man and powerful. If you have Italian fiber, you will move towards Esparto-Romeo… but there is nothing because the 2.600 cm ³ has just finished its career. You move towards Lancia but you are diverted because of traction before and of the lack of power. You fold back yourselves on the Frenchwomen, the reason indicates Peugeot 504 délicieusement to you Half-compartment of 1969, pretty, Pininfarina also, possibly later selected with injection and power-assisted steering, which renders much better services for infinitely less expensive to the purchase and the use. But it is obviously not the same category. Yes but there are Allemandes… You notice the Half-compartment BMW 2800 CS, left in 1969 and which proves reliable. Admittedly, on the side of Allemandes, there was also Audi 100 Half-compartment S of 1969, bellissime, Italian in its genetics, but it is penalized by the absence of power steering and then, 1900 is cm ³ in front traction for such a pretty half-compartment, quite credible? Therefore, at this stage, you choose BMW 2800 CS. Unless, melted of technique and adventurous nature, you choose the Citroen SM of 1970.

Big families at the others

Thus one has just seen it, the most probable choice, for the Truck, it is BMW 2500/2800, left in 1969, and for the Half-compartment, it is BMW 2800 CS in Half-compartment, left in 1969 also.

Of course, if the budget follows and if you made a fixing on the concept of quality, Mercedes 280 S or 280SE is essential, available in the Truck and Half-compartment since 1966.

More expensive still, in Jaguar it there with the Truck XJ6, car which proved reliable. And if you were patient and that you have a budget even more raised, it there with the Jaguar XJ6 Coupé left in 1975, which although affublée of a defective sealing, proposes a differently delicious cocktail.

Or, if your budget does not follow and that you are not rejected by Ford esthetics of the time, you choose a Granada V6, first generation of 1972, in the Truck or Half-compartment.

Or, few people still remember it, if you like the superlative but which you attach no importance to the technique, you choose Opel Admiral or Diplomat, series B of 1969, similar in their approach with the FIAT 130. Alas, not of half-compartment for Opel Admiral and Diplomat series B, sublimates it and confidential half-compartment series has having been stopped in 1967 and not taken back in series B.

The Folklore

In other words, Little story.

Enzo Ferrari

The legend persists as what Enzo Ferrari itself preferred the FIAT 130 Half-compartment for its displacements. It is reported that it found it softer and more resting that any Ferrari.

Agnelli

It is also reported that Agnelli, the family which governed the destinies of the F.I.A.T hesitated a long time before garaging their FIAT 130 Maremma, single prototype rolling in the form of station-wagon of hunting, based on the FIAT 130 Half-compartment, which they usually used and which PininFarina had prepared to them.

Developments at Pininfarnia

As one saw higher, PininFarina continued to develop the esthetics of the Half-compartment by producing some specimens as prototypes. The prototype FIAT 130 Maremma is most famous, which had been used in a daily way by Agnelli. Prototype FIAT 130 Operated, less known because ever used, 4 doors of the FIAT 130 Half-compartment is the derivative. However, when it is seen the FIAT Operated, one thinks that FIAT (or PininFarina) made false route. Although many panels of body are common with the 130 Half-compartment and the 130 Maremma, the FIAT 130 Opera is folded and tormented. In a not very explainable way, it diffuses an image of senility, of vain effort, all contrary to the FIAT 130 Half-compartment and the FIAT 130 Maremma which instill a feeling of youth, power and vitality.

Gadgets and safety made by FIAT

On the FIAT 130 Half-compartment, in the screen-door, there exists an opening masked by a clip which makes it possible to make function the panes with the hand, via a small crank which should be introduced. That in known as length on confidence that FIAT had in its electric window winders!

On the Cut FIAT and Truck 3.235 cm ³, on the right of the wheel, there exists a lever with hand which one should not especially confuse with the lever on the left, which is used to regulate the wheel. Because this lever of right-hand side unbolts and opens the door passenger. Made that while turning left: you eject your passenger and you strike all that is on what the door, large opened, sweeps. The FIAT 130 Half-compartment, a weapon for the members of Camora?

On the left gear shift lever, on the central console, is the pull knob of accelerator. It is not the pull knob of choke, which it, is on the line. This pull knob of left is an unfolding of the ordering of accelerator. One could have believed that this order acts only on the first millimetres of the travel of the accelerator, like adjusting the idle finely, but not, this pull knob acts on the totality of the travel of the accelerator. They is dangerous: imagine you to have led " with the main" during 50 km on highway having put back your right foot, and then there, with toll, need for slowing down. If you do not remember that it is your hand (or any other object) which holds the pull knob of accelerator, you will not stop.

It higher was seen, obviously, the development surely revealed a sensitivity of the carburation part compared to the phenomenon of vapor-lock, reason for which one finds a gasoline circulation under the cap with regulator joined with the carburettor and small tank with 3 openings off-set on the right-sided. Follow of the meters and the meters of durits with gasoline. Like it air filter hides all the connections subjected to heat, the user is prevented of a defect only to the gasoline odor and the sight of the high-engine bathing in the gasoline, if as well is as a fire was not already declared.

On the FIAT 130 Half-compartment, the balustrades on the panels of door make very pretty. But they disunite panel of door quickly. You do not venture to dismount them because that will disgust you forever to drive the car: these balustrades hide in their structure a malicious sheet whose edge slicing is directed towards your basin. Imagine what occurs if you are made insert a door…

If, being the Half-compartment, you push the investigations, you will find chips, wandering screws and quantity of anti-resonant cement die and die. That indicates a lack of study to the level of the detail, a lack of investments on the level of the tools, and that shows a quite poor robustness with the final one.

In collection

Such an amount of the Truck which the Half-compartment are desirable in collection.

These models are a double indication of the future that F.I.A.T cherished but to which it was not going any more to be able to claim. First of all, with the first first oil crisis of 1973 (the War of Kippour), the big cars are temporarily condemned. Then, although the base of the FIAT 130 was ambitious (one starts from a white sheet), Dante Giacosa did not allow that this one is developed with all the tenacity which would have been appropriate, commander to give up the way of the technical innovation as soon as the difficulties of development emerged.

These models thus represent a kind of double Utopia, external (oil) and intern (mode of development). That confers a certain historical value.

Now let us distinguish the Truck and the Half-compartment.

Truck 130

The FIAT 130 Truck deserves its place in collection because it reveals and expresses without reserve the design which Boano father and wire defended as regards modern and middle-class car. They carry out one without fault there, all is coherent on the esthetic level. The evolutions of style are more interesting and testify to the vitality of Central Stilo FIAT. First series of the Trucks with engine 2.866 cm ³ and instrument panel with linear meter. Second series of the Trucks with engine 3.235 cm ³ and instrument panel with round meters.

Half-compartment 130

The FIAT 130 Half-compartment constitutes a part of choice in collection because not only, it is of high line being badgée Pininfarina, but also, it constitutes a large window open on the situation of the F.I.A.T in the great technical and esthetic turn of the beginning of the year 1970. Why this attachment of the Agnelli family to prototype FIAT 130 Maremma, the derivative station-wagon of hunting, which they make a point of using so a long time with the daily newspaper? Why also, the great consideration of Enzo Ferrari for Half-compartment 130? It remains that the FIAT 130 Half-compartment has this of remarkable: you can be anywhere in Europe, the car will always attract the glances and sympathy, contrary to other noisier marks. Thirty years later, despite everything its defects - but which in doesn't have? - one is forced to note that the FIAT 130 Half-compartment entered the great unconscious collective.

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