Fiat X1/9
The Fiat X1/9 was a small mid-engined two-seater sports car manufactured during the 1970s and 1980s.
Concept car
The X1/9 started life in 1972 as a show concept car, with styling by Bertone under chief designer Marcello Gandini. It was designed around the mechanicals and engine from the front wheel drive Fiat 128, but used these parts in a radical way, moving the entire transverse drive train and suspension assembly from the front of the 128 to the rear of the X1/9, giving a mid-engined layout.
The two-seater featured sharp-edged styling with a wedge shape, pop-up headlights and a removable hard top roof panel (targa top) which could be stowed in the front of the car under the hood. Stylistically, the car looked somewhat like a miniature version of its later stablemate, the Lancia Monte Carlo, which was originally called the Fiat X1/8, then later the X1/20 at the design stage.
The name came from Fiat's internal codename. At the time, the company used the "X1/number" designation for all vehicle designs. The X1/9 is unique in that it retained the codename into production.
Production
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After huge interest was shown in the concept, the X1/9 was rushed into production on an assembly line at Bertone's factory. Initially badged as a Fiat worldwide, later models (from the mid to late 1980s) were badged as the Bertone X1/9 in some markets.
The first models featured a free-revving 75 bhp (56 kW) 1300 cc single overhead cam engine with an aluminium head. In this form, the car had less than dramatic performance, hampered somewhat by the surprisingly heavy body shell. The weight largely stems from the immense strength of the bodyshell, built to give the car the same crash resistance in US crash tests as a sedan. Ironically while the X1/9 passed these tests, many standard US models of the day failed them, and eventually the test criteria were relaxed. However the design was complete by then and so the bodyshell stiffness is considerable for a car of its type, and it also allows power plants of much greater power to be added without the need to beef up the standard shell.
For the U.S. market, additional emission control equipment and large safety bumpers were added, which sapped performance even more — an increase of engine capacity to 1500 cc with 85 bhp (63 kW) partially dealt with this. While the engine itself was widely regarded as a fine design, the fact was that the car was rather heavy, despite its small size and sports car aspirations.
Fiat considered making the X1/9 the basis for their efforts in rallying, but instead opted for the Lancia Stratos, a similar design also designed by Bertone and Gandini.
The last production models were produced as Gran Finales in 1988. They were a dealer modification of the SE variant, with the addition of a rear spoiler and Gran Finale badges. All X1/9s are nowadays quite sought after as cheap classics.
Criticism
The X1/9 was not properly developed for production, and a reputation for problems dogged the model throughout its remarkably long life. The confined space of the engine compartment meant that routine maintenance was often skipped, and it also led to problems with overheating. A cooling fan was added for the carburetor, which otherwise would get so hot fuel would vaporize in the float chamber, leading to fuel starvation. The exhaust system was placed below a vestigial trunk, which would get so hot that it was hazardous to place things here. Early models were also prone to premature rusting to an extent that it endangered the security of the steering rack. There were problems with rapid wear of the transmission and in particular, failure of the reverse gear, even if the driver was careful not to use reverse on even a modest driveway upgrade, rather backing into the driveway to avoid strain. The fuel system would produce extremely fine rust that would pass through the fuel filter and settle in the carburetor bowl, eventually blocking a critical passage that required carburetor removal and flushing - well within the capabilities of the home mechanic, but a nuisance nonetheless.
In contrast to these mundane problems, and the fact that it was often dismissed as a "hairdresser's car" by some, the car was respected by those in the know for its tremendously good handling and dynamic qualities which made it a joy to drive and a real driver's car. One motoring review of the car after a 12,000 mile (19,000 km) test consisted simply of three words: "A baby Ferrari". Enthusiasts of the marque also took the standard lack of power into their own hands, and a popular do-it-yourself conversion was to transplant a 2.0 L Lancia DOHC engine in, boosting performance tremendously. Replacing the solid front brake rotors with vented Lancia parts was another common modification.
The removable hardtop, although not heavy, could be awkward for some people to remove and replace until the proper technique was worked out.