The Fiat X1/9 is an Italian two-seater mid-engined sports car designed by Bertone and manufactured by Fiat from 1972–1982 and subsequently by Gruppo Bertone from 1982–1989.
65-457: With a transverse engine and gearbox in a mid-mounted, rear-wheel drive configuration , the X1/9 was noted for its balanced handling, retractable headlights, lightweight removable hardtop which could be stowed under the bonnet, front and rear storage compartments — and for being the first Fiat to have been designed from its conception to meet US safety regulations . The X1/9 was developed from
130-405: A mid-engine layout describes the placement of an automobile engine in front of the rear-wheel axles , but behind the front axle. The mid-engine, rear-wheel-drive format can be considered the original layout of automobiles. A 1901 Autocar was the first gasoline-powered automobile to use a drive shaft and placed the engine under the seat. This pioneering vehicle is now in the collection of
195-428: A Weber carburetor, intake manifold or manifold adapter, throttle linkage, air filter, and all of the hardware needed for installation on a vehicle. Weber carburetors are marked with a model code on the mounting flange, the body, or on the cover of the float chamber. This begins with a number which originally indicated the diameter (in millimetres) of the throttle bore, but later lost this significance. If this number has
260-402: A conversion kit for Fiats . Weber pioneered the use of two-stage twin-barrel carburetors, with two venturis of different sizes (the smaller one for low-speed/rpm running and the larger one optimised for high-speed/rpm use). In the 1930s, Weber began producing twin-barrel carburetors for motor racing , where two barrels of the same size were used. These were arranged so that each cylinder of
325-492: A front-engine or rear-engine car. When the engine is in front of the driver, but fully behind the front axle line, the layout is sometimes called a front mid-engine, rear-wheel-drive, or FMR layout instead of the less-specific term front-engine; and can be considered a subset of the latter. In-vehicle layout, FMR is substantially the same as FR, but handling differs as a result of the difference in weight distribution. Some vehicles could be classified as FR or FMR depending on
390-458: A problem in some cars, but this issue seems to have been largely solved in newer designs. For example, the Saleen S7 employs large engine-compartment vents on the sides and rear of the bodywork to help dissipate heat from its very high-output engine. Mid-engined cars are more dangerous than front-engined cars if the driver loses control - although this may be initially harder to provoke due to
455-405: A progressive and controllable manner as the tires lose traction. Super, sport, and race cars frequently have a mid-engined layout, as these vehicles' handling characteristics are more important than other requirements, such as usable space. In dedicated sports cars, a weight distribution of about 50% front and rear is frequently pursued, to optimise the vehicle's driving dynamics – a target that
520-451: A single pair of digits, both chokes are of the same diameter and operate together; if it has two pairs of digits separated by a stroke (e.g. 28/36), there are primary and secondary chokes that are opened one after the other, usually of differing diameter. These numbers are followed by a group of letters, which indicate various features: the DCOE is a sidedraft unit, all others being downdraft;
585-401: A single unit. Together with independent suspension on the driven wheels, this removes the need for the chassis to transfer engine torque reaction. The largest drawback of mid-engine cars is restricted rear or front (in the case of front-mid layouts) passenger space; consequently, most mid-engine vehicles are two-seat vehicles. The engine in effect pushes the rear passenger seats forward towards
650-521: A stretched wheelbase of 2,450 mm (96 in) to accommodate a back seat, usable only by small children. Only one example is known to exist which is currently on display with the Bertone collection in Volandia . In stretching the body, the targa roof also had to be made longer and could no longer be stowed in the front boot of the car (as it had been designed for in the normal X1/9). The third study
715-578: Is a flexible cover that mounts using the original targa top clips along the windshield in front, stretches over and is supported by the new roll bar, and is secured into place in the rear with twist-clips. The Filipinetti X1/9 of Scuderia Filipinetti was presented first at the Geneva Motor Show in March 1973 as the first Fiat X1/9 race car. It was built in cooperation with Fiat by the technician and racer Mike Parkes who later developed and built
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#1732772456059780-494: Is a problem arising from a poorly prepared carb, it is often most noticeable during idle or cruise. Interchangeability works in both directions, as internal parts may also be swapped for original ones. Webcon has some handy downloads to help tell genuine Webers from fake Fake Weber 1 Fake Weber 2 Proper carburetor jetting is based on engine displacement, RPM and engine usage. Either one or more carburetors connected to each other are used. For small engines, even only one half of
845-461: Is also a way to provide additional empty crush space in the front of the automobile between the bumper and the windshield, which can then be designed to absorb more of the impact force in a frontal collision in order to minimize penetration into the passenger compartment of the vehicle. In most automobiles, and in sports cars especially, ideal car handling requires balanced traction between the front and rear wheels when cornering, in order to maximize
910-537: Is an automotive manufacturing company founded in 1923, known for their carburetors . Eduardo Weber began his automotive career working for Fiat, first at their Turin plant (in 1914) and later at a dealership in Bologna. After WWI, with gasoline prices high, he reached a certain success in selling conversion kits for running trucks on kerosene instead. The company was established as Fabbrica Italiana Carburatori Weber in 1923 when Weber produced carburetors as part of
975-476: Is to date the only successful example of a true mid-engined convertible with seating for 4 and sports car/supercar performance. A version of the Lotus Evora with a removable roof panel is anticipated but no definite date is known. Like any layout where the engine is not front-mounted and facing the wind, the traditional "engine-behind-the-passengers" layout makes engine cooling more difficult. This has been
1040-408: Is typically only achievable by placing the engine somewhere between the front and rear axles. Usually, the term "mid-engine" has been primarily applied to cars having the engine located between the driver and the rear drive axles. This layout is referred to as rear mid-engine, rear-wheel drive , (or RMR) layout. The mechanical layout and packaging of an RMR car are substantially different from that of
1105-555: The Lancia Stratos . The Filipinetti had a 1290 cc engine with Lucas mechanical fuel injection and a Colotti five-speed gearbox. The power was about 160 PS (118 kW) at 8600 rpm with a top speed of 210 km/h (130 mph). The Fiat subsidiary Abarth , in 1973, developed the Abarth X1/9 Prototipo to replace the 124 Spider Abarth as Fiat's main rally car. Ultimately, the parallel 131 Abarth project
1170-541: The Smithsonian Institution . Mounting the engine in the middle instead of the front of the vehicle puts more weight over the rear tires, so they have more traction and provide more assistance to the front tires in braking the vehicle, with less chance of rear-wheel lockup and less chance of a skid or spin out. If the mid-engine vehicle is also rear-drive the added weight on the rear tires can also improve acceleration on slippery surfaces, providing much of
1235-541: The 1969 Autobianchi A112 Runabout concept , with styling by Bertone under chief designer Marcello Gandini . Even though the Runabout was named for the Autobianchi A112 , it was powered by a version of the brand new Fiat 128 SOHC engine . The Runabout featured a distinctive wedge shape and took many styling cues from contemporary power-boat design. Though the more extreme features of the Runabout such as
1300-481: The C pillar mounted headlights and the small wind-deflector windscreen were lost for the production car, many aesthetic features of the Autobianchi Runabout are readily identifiable on the X1/9. The long flat bonnet with central indentation, the large front overhang, the wedge shape with prominent C-pillar roll-over hoop and the car-length indented waterline all made the successful transition to
1365-547: The DCD has a piston-type starter valve as opposed to a strangler choke; and so on. After the letters there will be a further number, which may be followed by a letter, e.g. 4B, 13A; these indicate the series, which in turn almost always indicates the original equipment fitment of the product. The full designation might be 40 DCOE 29, 45 DCOE 9, etc. Copies of DCOE, IDF, IDA or DGV carburetors can be found made by other companies, like EMPI, FAJS or REEDMORAL, LOREADA, often at up to half
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#17327724560591430-498: The Fiat 128, specifically from the 128 Coupé 1300. Changes included a new cast aluminium oil sump, complementing the aluminium cylinder head . With a twin-choke Weber 32 DMTR carburettor and an 8.9:1 compression ratio , the engine produced 75 DIN -rated metric horsepower (55 kW; 74 hp) at 6,000 rpm and 97 DIN-rated newton-metres (72 lb⋅ft) of torque at 3,400 rpm. The all-synchronized 4-speed transmission
1495-757: The Gran Finale and sold over the 1989/1990 period. They were a dealer modification of the special edition (commonly abbreviated to SE) of 1988/1989, with the addition of a rear spoiler and "gran finale" badges. Reported numbers vary by source, but about 2/3 of the approximately 160,000 X1/9s produced were sold in the USA. Three generations of X1/9 were sold in the U.S.: 1974 cars, 1975-1978 cars, and 1979-1989 cars. The 1974 U.S. examples aligned closely with worldwide models, including small (but U.S.-specific) bumpers, 63 hp (47 kW) 1290 cc engines, and four-speed transmissions. The 1975-1978 U.S. cars were unique to
1560-540: The Redline name. Other suppliers include Overseas Distributing, Pierce Manifolds & Lynx Weber in Australia. Weber carburetors are sold for both street and off-road use, with the twin-choke sidedraft DCOE ( Doppio Corpo Orizzontale E ; "Double-Body Horizontal E") being the most common one. They are sold in what is referred to as a Weber conversion kit. A Weber conversion kit is a complete upgrade package consisting of
1625-707: The U.S. by M.I.K. Automotive, Inc. in North Hollywood, California, owned by Miro Kefurt, who at that time was the number one Bertone dealer in the U.S. and one of the very few that sold exclusively X1/9s. The last four X1/9s were imported to the U.S. in April 1990 (1989 model year cars, produced in December 1989). Non-A/C cars: 65 AMP Alternator A/C cars: 70 AMP alternator Curb weight with A/C: 2,210 lb. 20 MPG City / 26 MPG Highway / 22 MPG Combined Bertone conducted at least three design and engineering studies with
1690-459: The U.S. market with "ladder-style" impact absorbing bumpers front and rear. To meet U.S. evaporative and exhaust emission standards, X1/9s were fitted with exhaust gas recirculation valves, air pumps and activated charcoal systems. These cars were rated at 61 hp (45 kW). In 1979 U.S. cars received increases in displacement to 1498 cc and five-speed transmissions, with max power up to 67 hp (50 kW). The 1979 U.S. cars retained
1755-475: The UK market. None of these early conversions are believed to remain in existence. In 1982, shortly after the introduction of the 1500 model, complete production was assumed by Bertone with models subsequently badged as the "Bertone" X1/9. Bertone models featured revised footwells redesigned to enhance legroom and sitting comfort for persons taller than the original design's target. The last production models were named
1820-808: The UK, and WorldPac (known as RedlineWeber) in the US. Webcon operates a global distribution chain via a long established network of dealers and specialists, many of whom are located in the EU. In modern times, fuel injection has replaced carburetors in both production cars and most modern motor racing, although Weber carburetors are still used extensively in classic and historic racing. They are also supplied as high-quality replacements for problematic OEM carburetors. Weber fuel system components are distributed by Magneti Marelli, Webcon UK Ltd., and, in North America, by several organizations, including Worldpac, marketing under
1885-600: The X1/9 was chosen by Dallara to enter the World Championship for Makes in the Group 5 Special Production class. The Dallara Icsunonove (the Italian pronunciation of "X1/9") featured a modified X1/9 engine with a custom 16-valve cylinder-head and fundamental suspension and body/monocoque alterations, the most obvious of which are the massively flared wheel-arches and the oversized rear wing. The Faran Car Co. Ltd.
1950-604: The X1/9, giving it a highly distinctive appearance. Designed around the Fiat SOHC engine and transmission from the front wheel drive Fiat 128 , the X1/9 relocated the transverse drive train and suspension assembly from the front of the 128 to the rear of the passenger cabin, directly in front of the rear axle, giving a mid-engined layout. The engine was designed by Aurelio Lampredi , famed Ferrari engine designer before he went to work for FIAT (the parent company, at that time). The fuel tank and spare wheel were located ahead of
2015-613: The X1/9. Along with several standard X1/9s taken from the production line, examples of all three design studies are now on display in the Volandia Museum adjacent to the Malpensa/Milan airport, which is the new home of the majority of the Bertone collection that was sold after the company went through final bankruptcy proceedings. An all-aluminum X1/9 body shell was developed in concert with ALCAN. Five all-aluminum cars, dubbed "Superlight" (not Superleggera ), were built to
Fiat X1/9 - Misplaced Pages Continue
2080-409: The benefit of all-wheel-drive without the added weight and expense of all-wheel-drive components. The mid-engine layout makes ABS brakes and traction control systems work better, by providing them more traction to control. The mid-engine layout may make a vehicle safer since an accident can occur if a vehicle cannot stay in its own lane around a curve or is unable to stop quickly enough. Mid-engine design
2145-454: The carburetor was used, with the other half blinded and partially cut off. The basic carburetor size can be selected by the butterfly valves, for DCO/DCOE the sizes are 38/40/42/45/48/50/55, with 40/45/48/50/55 being more common and available today. Jet size is based on choke size, and choke size is just based on engine displacement, RPM and application. Today you can simplify the calculation work and use an online jetting calculator or go through
2210-546: The cars roof. All the X1/9 Prototipos were raced in the traditional Abarth lime-green/yellow and orange/pink colour scheme. The prototype nature of the X1/9 Prototipo project means that the exact number of cars produced is impossible to define. Components and entire body-shells were routinely swapped and replaced as part of the development process, but it is believed that 5 genuine cars were produced. In 1975
2275-521: The case of the Ferrari FF taking power from both ends of the crankshaft with two separate gearboxes. These cars use a traditional engine layout between driver and rear drive axle. Typically, they're simply called MR; for mid-rear (engined), or mid-engine, rear-wheel-drive layout cars. These cars use mid-ship, four-wheel-drive , with an engine between the axles. These cars are "mid-ship engined" vehicles, but they use front-wheel drive , with
2340-413: The driver's side door jamb. The original 1.3-litre, 4-speed X1/9 can be distinguished from the later 1.5-litre, 5-speed model by its wrap-around steel split bumpers with rubber blocks, and the shallower engine compartment lid. Fiat began marketing a right-hand drive variant in 1976. Prior to this, Radbourne Racing had been converting left-hand drive X1/9s to a right-hand drive configuration for sale in
2405-765: The engine had its own carburetor barrel. These carburetors found use in Maserati and Alfa Romeo racing cars. Twin updraft Weber carburetors fed superchargers on the 1938 Alfa Romeo 8C competition vehicles. Fiat assumed control of the company in 1952 following Weber's disappearance in 1945. In time, Weber carburetors were fitted to standard production cars and factory racing applications from automotive marques such as Abarth , Alfa Romeo , Aston Martin , BMW , Chrysler , Ferrari , Fiat, Ford , IKA , Lamborghini , Lancia , Lotus , Maserati , Morgan , Porsche , Renault , Triumph and Volkswagen . In 1986, Fiat also took control of Weber competitor Solex , and merged
2470-444: The engine in front of the driver. It is still treated as an FF layout, though, due to the engine's placement still being in the front of the car, contrary to the popular belief that the engine is placed in front of the rear axle with power transferred to the front wheels (an RMF layout). In most examples, the engine is longitudinally mounted rather than transversely as is common with FF cars. Weber carburettor Weber Carburetors
2535-413: The engine placed between the driver and the front axle. This layout, similar to the above FMR layout, with the engine between driver and the front axle, adds front-wheel drive to become a four-wheel drive. An engineering challenge with this layout is getting the power to the front wheels past the engine - this would normally involve raising the engine to allow a propshaft to pass under the engine, or in
2600-450: The engine, behind the driver and passenger seats respectively — optimizing the proportion of the car's weight within its wheelbase for more balanced handling and enabling cargo areas front and rear. Once developed for production, the two-seater featured sharp-edged styling with a wedge shape, retractable headlights, an integrated front spoiler and a removable hard top roof panel ( targa top ). The removable hardtop could be stored in
2665-562: The factory-installed engine (I4 vs I6). Historically most classical FR cars such as the Ford Models T and A would qualify as an FMR engine car. Additionally, the distinction between FR and FMR is a fluid one, depending on the degree of engine protrusion in front of the front axle line, as manufacturers mount engines as far back in the chassis as possible. Not all manufacturers use the Front-Mid designation. These cars are RWD cars with
Fiat X1/9 - Misplaced Pages Continue
2730-498: The front axle (if the engine is behind the driver). Exceptions typically involve larger vehicles of unusual length or height in which the passengers can share space between the axles with the engine, which can be between them or below them, as in some vans, large trucks, and buses. The mid-engine layout (with a horizontal engine) was common in single-decker buses in the 1950s and 1960s, e.g. the AEC Reliance . The Ferrari Mondial
2795-461: The front boot ; a second luggage compartment was provided at the rear of the car, accessible through a conventional boot lid. Unlike Fiat's marketing nomenclature at the time which used a numerical system (e.g., 127, 128, 124, 131) denoting relative position in the model range, the X1/9 retained its prototype code as its marketing name. Fiat's prototype coding used X0 for engines, X1 for passenger vehicles and X2 for commercial vehicles. The X1/9
2860-536: The heating and ventilation controls from the center console up to the main dash, relocated the radio to the center dash area, moved the fuse panel from the area above the driver's left knee to the area above the passenger's footwell where the glovebox was, and moved the glovebox to atop the dash. During 1982, Fiat ended its presence in the U.S. Fiat turned over marketing and support of the X1/9 to International Automobile Importers, Inc., headed by Malcolm Bricklin , and turned over full production duties to Bertone. In 1983
2925-437: The heavy mass of the engine is located close to the back of the seats. It makes it easier for the suspension to absorb the force of bumps so the riders feel a smoother ride. But in sports cars, the engine position is once again used to increase performance and the potentially smoother ride is usually more than offset by stiffer shock absorbers . This layout also allows the motor, gearbox, and differential to be bolted together as
2990-457: The larger and pricier 124 Sport Spider whose production continued for much of the X1/9's life. The car's monocoque body was produced at the Bertone factory in Grugliasco (Turin) and then transported to the Fiat's Lingotto factory for final assembly. As mentioned before, the X1/9's type 128 AS 1,290 cc (79 cu in) single overhead cam inline-four engine was derived from
3055-519: The maintenance of the car. While over 100,000 of the approximately 160,000 X1/9s produced by Fiat and Bertone were sold in the USA and Canada, according to the latest available figures (from the Q3 of 2018), 1,034 X1/9s were legally plated for road operation in the USA and 115 were legally plated for road operation in Canada. Mid-engine design#RMR layout – Rear Mid-engine In automotive engineering ,
3120-478: The original SOHC setup. Production of the Faran kits ended following a factory fire. Eurosport (UK) Ltd. is an X1/9 parts specialist that produced two kit variants commonly referred to as the full and bolt-on kits. The full kit was a contender to the Faran version and utilises wide replacement fibreglass moldings for the front and rear wings, together with front and rear integrated bumper sections. Side skirts completed
3185-428: The orphaned X1/9 was sold as the "Bertone X1/9". IAI and Bertone continued to update the X1/9, providing improved rust protection, revised seating to accommodate taller drivers, and a modernized electrical system for 1984 models. U.S. sales of the X1/9 fell in the final few years, and 1987 was the last year that IAI imported X1/9s to the U.S. From mid-1987 to end of the production in 1989, Bertone X1/9s were imported to
3250-406: The possible speed around curves without sliding out. This balance is harder to achieve when the heavy weight of the engine is located far to the front or far to the rear of the vehicle. Some automobile designs strive to balance the fore and aft weight distribution by other means, such as putting the engine in the front and the gearbox and battery in the rear of the vehicle. Another benefit comes when
3315-753: The previous emission controls. Model years 1980 and 1981 saw a transition from carburetion to Bosch L-Jetronic fuel injection, with the changeover coming in 1980 for cars sold in California and a gradual changeover for "federal" cars from late 1980 to 1981 model years. The combination of fuel injection (FI), a catalytic converter and unleaded gasoline allowed these cars to meet California's and later federal emission standards. Fuel injected cars were rated at 75 hp (56 kW). In 1979 U.S. X1/9s also received both exterior and interior revisions including integrated bumpers front and rear, as well as new front grilles and airdams. The instrument panel and dash redesign moved
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#17327724560593380-469: The price of the authentic Spanish Weber versions . Often these are referred to as Knock offs, Clones or 'fakes' by Weber users. Most of these copies are manufactured in China, and being direct copies means that parts are at least meant to be interchangeable. Operation however, usually varies from the original, due to inaccurate drilling and poorly calibrated parts and use of different quality materials. If there
3445-438: The same strength and stiffness of the normal steel cars, and tested for vibration, noise, high load input, and corrosion. The program also tested the specially developed adhesives and techniques used to assemble bodyshell components. Weight savings were 1/3 of the normal steel body. Since a 24-hour Showroom Stock endurance race was expected to reveal a lot about the durability of aluminum cars, one of these aluminum-bodied prototypes
3510-463: The styling which featured Ferrari Testarossa style side air intake mouldings ahead of the rear wheels. The bolt-on kit in contrast featured replacement front and rear integrated bumper sections that were moulded to blend with the standard wings. This allowed the 1500 alloy bumpers to be substituted with ease and offer a more modern appearance. Side sill skirts were also included in the bolt-on kit. Both kits are still available today. The Schult X1/9 kit
3575-412: The superior balance - and the car begins to spin. The moment of inertia about the center of gravity is low due to the concentration of mass between the axles (similar to standing in the middle of a playground roundabout, rather than at the edge) and the spin will occur suddenly, the car will rotate faster and it will be harder to recover from. Conversely, a front-engined car is more likely to break away in
3640-613: The two into a single company ( Raggruppamento Controllo Motore , or the "Engine Management Group"). This was then reorganized as Magneti Marelli Powertrain S.p.A. in 1986. Genuine Weber carburetors were produced in Bologna , Italy, up until 1992, when production was transferred to Madrid, Spain, where they continue to be made today. Weber carburetors are made in a facility owned by LCN Automotive based in Spain. There are only two direct distributors of Spanish Weber carburetors: Webcon based in
3705-549: Was a UK based company that offered their Eliminator kit in both DIY and in-house assembled form. The design featured replacement fibreglass mouldings for the front and rear wings together with front and rear integrated bumper sections. The external modifications were completed by side sill skirts and a rear boot spoiler not dissimilar in style to that found on a De Tomaso Pantera . Faran also offered conversions using Lancia or Fiat Twin Cam engine units, although some owners opted to keep
3770-414: Was a full-convertible top (Spider) version of the X1/9. The fixed rear window and sail panels were deleted, and a more conventional roll bar/hoop was added for rollover protection. A fascia was fabricated to mate with the engine compartment lid to cover the body shoulders where the sails panels used to be. The convertible top is not a structure that emerges from behind the passenger compartment area; rather it
3835-451: Was also carried over from the 128, though with a taller fourth gear ratio to exploit the sports car's better aerodynamics. As a consequence the X1/9 had a top speed of over 170 km/h (106 mph), 10 km/h higher than the similarly engined but 65 kg lighter 128 Coupé 1300. As standard the X1/9 came with 4.5J×13-inch stamped steel wheels fitted with 145 HR 13 tyres, while cast alloy wheels were an extra-cost option. Suspension
3900-403: Was chosen over the X1/9 as the main rally competition platform. The X1/9 Prototipo used an 1840 cc engine (a bored out 1600 cc 124-derived unit ) with a custom 16-valve cylinder head fed by twin 44 mm Weber IDF carburettors. Externally the cars sported flared wheel-arches, a small "duck tail" spoiler and an F1 style air intake designed to feed the carburettors cool air from above
3965-399: Was entered into the 1987 Longest Day of Nelson Ledges race, but a mishap on a test and tune practice lap prevented the car from running the race. The second design study was a 2+1 completed in 1981, dubbed "Passo Lungo." 2 inches (5 cm) of width was added to the entire car, and more than 7 inches (18 cm) of length was added behind the door and ahead of the rear wheels. The spare tire
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#17327724560594030-548: Was fully independent , with MacPherson struts front and rear. The split circuit brake system used equally sized 227 mm (8.9 in) solid discs all around. Steering was rack and pinion . The interior, upholstered in leatherette , featured two bucket seats with integrated headrests and a four-spoke steering wheel (resembling the one fitted to the Lamborghini Marzal ). The engine cover and rear trunk could be opened with (lockable) interior latches located on
4095-634: Was produced in Germany and could again be likened to have taken some inspiration from the Testarossa style, but with more angular lines. Current availability for the Schult conversion is unknown. As of 2022, 237 X1/9s are road legal in the UK. There is, however, an active owners club and with over 1,000 registered SORN there is plenty of scope for this to increase. The club produces a quarterly magazine, attends and organises events, and provides advice on
4160-406: Was relocated to the new space behind the driver's seat, and a third seat was added to the space behind the passenger seat originally used for the spare tire. "Opera" windows were added to the sail panels. The stock 1.5L engine was replaced by the 2.0L DOHC FIAT engine to add more power to compensate for the added weight. The X1/9 "Passo Lungo" was based on a European specification 1500 Fiat X/19 with
4225-685: Was thus the ninth passenger car developed using the nomenclature. Originally slated to debut at the November 1972 Turin Motor Show , the X1/9's launch was delayed until after the show to avoid upstaging the new Fiat 126 city car . Press test drives were held at the end of November 1972, on the Sicilian Madonie roads home to the Targa Florio road race. The car was intended to replace the 850 Spider , another Bertone design, not
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