Abarth Family - Scorpion Kings (Part 1)

From modified Fiat 500 road cars to Group 5 racers and rally winners, Ross A. charts the growth of Abarth from behind the wheel

The history of Abarth as a company is a perfect reflection of that of its founder, Carlo Abarth. Both had to reinvent themselves numerous times in order to survive, and then thrive. The man, from Austrian motorcycle racer to engineer in wartime Yugoslavia, and eventual Italian businessman. His firm, from fabricator of custom-built cars to specialist exhaust manufacturer, tuning proponent and, finally, in-house rally expert.

For half a century, every aspect of design, production and performance was attacked with the same effervescenza that would become the cars' trademark. Coachbuilt specials, single-seater racers and record-breakers are a reminder of the company's original bespoke focus, but from 1955 production models provided the basis for the majority of Abarth.

Fiat's derivations of the diminutive 500 and 600 scorched a trail through the racing world, with the word Abarth soon becoming synonymous with performance, modification and success. These pint-sized buzz boxes inspired many enthusiasts to add a little sting to their own car's tail. Whether you simply wanted a red stripe and a twin-pipe exhaust or a full-blown racer built to the most exacting international specification, Abarth could provide.

For all its success, the cessation of 500, 600 and 850 production led to the company's funds running out and Fiat took over in 1971. This could have sounded the death knell for Abarth, yet it provided the launch pad for further success, this time in the rally world – first with the 124 and 131, and later with sister company Lancia's Integrale and 307. Today, the Abarth legacy is one of the automotive world's richest and most successful tapestries. Time to sample it...

750 GT Zagato

The Fiat 600 arrived 1955, and Carlo Abarth immediately identified it as being ripe for modification – a year later came the 'derivation Abarth 750'. The bore and stroke were increased, with capacity rising from the standard 633cc to 747cc. A new camshaft, bigger valves, Weber 32 IMPE carburetor and special exhaust manifolds almost double power from 21.5 to 41.5bhp. Top speed was an impressive 130kph (80mph).

Zagato lines were more aerodynamically efficient

But Abarth wanted more than a tweaked standard car and commissioned Carrozzeria Zagato to design a new body. Chassis were collected direct from Fiat and, once clothed, sent to Abarth for mechanical conversion.

"The resulting coach built GT moved the company away from other turners and into a different market, says Tony Castle-Miller from specialist Middle Barton Garage, "with a line of cars that went on to include the Record Monza, Bialbero and OT series – plus others including the Porsche-Abarth Carrera. All phenomenally successful national and international racers."

In addition to saving 60kg from the factory car's 595kg, that helped to raise the top speed by 20kph

In the metal, the Zagato is even more pintsized than the photos suggest. Its aluminum body is visually stunning – balanced and delicate as well as aerodynamically efficient. In addition to saving 60kg from the factory car's 595kg, that helped to raise the top speed by 20kph. Zagato did such a good job of lowering the car's height that its – now trademark double bubbles on the roof were added to give the inhabitants more room, while the twin humps on the boot lid channeled extra fresh air to the engine.

The cabin is basic yet elegant, with jewel-like Jaeger dials and sports steering wheel offering a real feeling of sophistication. This combination almost fools you into thinking that this is a fragile car. It isn't. Fire it up and that vivacious power plant responds instantly. It pulls lustily and will happily rev skywards. The ultra-low body weight results in wonderfully lights steering and it's easy to drive hard without ever feeling tiring as proved in period at Monza, where a 750GT amassed some 6000 miles in 72 hours. The model's competition highlight, however, came on the 1957 Mille Miglia, when it finished first in class, 63rd overall and averaged 75mph. Not bad for car based on a Fiat 600.

750 GT Zagato Specs

·         Sold/number built: 1957-‘60/n/a

·         Engine: iron-block, alloy-head, ohv 747cc ‘four’, Weber 32IMPE carburetor; 43bhp @ 5800rpm; 40lb ft @ 4000rpm

·         Transmission: four-speed manual, RWD

·         Suspension: front upper trailing arms with lower transverse leaf springs rear semi-trailing upper arms, coil springs; hydraulic dampers f/r

·         Steering: worm and sector

·         Brakes: drums

·         Weight: 1179lb (535kg)

·         0-60mph: 17.3 secs

·         Top speed: 87mph

·         Price new: n/a

·         Now: from $82,500

595SS

If the 600-derived cars started the ball rolling, those based on the 500 brought commercial success. With its crash gearbox and air-cooled engine, the impudent '57 Nuova 500 is the car that Abarth used to make racing affordable for the masses. At first, it fitted a larger carburetor, increased the compression ratio and added a performance exhaust. The 497cc twin-pot then produced an extra 7.5bhp and propelled the tiny car to a grin-including 62mph.

SS was the ultimate incarnation of 595

Fiat ordered 100 modified versions to be sold as Fiat-Abarth 500s but it wasn't until the 'Abarth Derivative' smashed six international records by lapping Monza continuously from 13-20 February 1958 – averaging 108.52kph (67kph) for 18,186km – that Fiat rewarded Abarth with a contract that earned it money for race wins.

That financial impetus enables the firm to start work on the 595 and 695. The SS featured here is a development of the standard 595. Like its sibling, it's based on the 17.5bhp 500D body but has a Solex 34 PBIC carburetor connected to the head by a manifold cast as a single unit with the valve cover. There was a further increase in compression ratio, too – this time from 9.2:1 to 10.5:1. Those modifications contribute an extra hike to 32bhp.

The two-cylinder engine initially feels coarse but it smoothes out as the revs grow, and the steering is incredibly direct

Everything about the SS endears, from that Spartan exterior to the floor-mounted ignition toggle and the myriad Abarth badges. On the move, it's hilarious. The two-cylinder engine initially feels coarse but it smoothest out as the revs grow, and the steering is incredibly direct. It takes an estimated 21 secs to reach 60mph but that's immaterial because anything over 10mph feels as if you're flying. Only the drum brakes are a reminder of the car's lowly beginnings.

Further developments included a 'softer' 695SS – with more power accessible lower down the rev range – plus racing Competizione and Assetto Corsa models. At the end of 1969, Abarth had 12 derivatives of the 500-based cars available, amazing for such a small constructor.

595SS Specs

·         Sold/number built: 1963-‘71/n/a

·         Engine: iron-block, aluminum-head, side-camshaft, air-cooled ohv 504cc twin, Solex 34 PBIC carburetor; 32bhp @ 4900rpm; 32lb ft @ 3500rpm

·         Transmission: four-speed manual, RWD

·         Suspension: independent, at front by trailing arms, transverse leaf springs rear coil springs; hydraulic dampers f/r

·         Steering: worm and sector

·         Brakes: drums

·         Weight: 1036lb (470kg)

·         O-60mph: 21 secs (est)

·         Top speed: 81mph

·         Price new: $557; Now: from $52,500