Felicitations for Fiat as the X1/9 Turns 50

Having recently listed a rather lovely Pininfarina Spidereuropa (also known as the Fiat 124 Spider) on our auctions platform it got us thinking about other sleek, sexy numbers from Italy’s biggest automobile manufacturer. Fiat has a long and rich history of producing handsome cars, not counting the Multipla of course, but each to their own, and while we were perusing its rather tasty back catalogue we suddenly realised that the Fiat X1/9 turns 50 this year. Frankly that’s all the fuel we need for a celebratory feature so join us as we take a look back at the Bertone-penned, mid-engined Italian sports car.

Beginning life in 1972 the X1/9, believe it or not, was the illegitimate child of two wildly different vehicles; a one-of-a-kind concept car and a Fiat 128, but both having a clear influence on the look of the X1/9. Going back a few of years to the late ’60s and just down the road from Fiat HQ, Marcelo Gandini at Bertone had just put the finishing touches to a new, wedge-shaped, mid-engined two-seater called the Autobianchi A112 Runabout. A concept car through and through this speedboat-inspired one off found its way to the office of Gianni Agnelli, Fiat’s head honcho at the time, who immediately green-lit the development of the X1/9 using Gandini’s design as a basis for a new car that would replace the ageing Fiat 850 Spider in the Italian firm’s line-up.

Using a modified version of the 1.3-litre engine from the 128, along with a similar transmission and suspension setup, Fiat binned the rest and jiggled everything about, so to speak. Unlike the 128 the engine for the X1/9 was shifted to the middle of the car and mounted transversely ahead of the transaxle that now drove the rear wheels. This new configuration allowed for a much better use of space whilst also creating a well-balanced car with excellent handling characteristics. The in-line, four-cylinder motor – which was designed by former Ferrari whizz Aurelio Lampredi – was breathed on in the form of a cast aluminium sump, an aluminium head and the addition of twin-choke Weber carbs. The result of which was a peak power output of around 73bhp and a top speed of just over 100mph.

It may not have been the quickest but boy did it look good. It does have pop-up headlights after all. Not only that but its convertible roof could be cleverly stashed under the bonnet without encroaching on precious luggage space making it surprisingly practical for such a small car. We have always subscribed to the old adage that it’s more fun to drive a slow car quickly than it is to drive a fast car slowly and thanks to the X1/9’s engine layout it was, and still is a hoot to drive. It was cheap too which was the icing on the cake for those that wanted an inexpensive way into mid-engined, Italian sports car ownership. The badge on the bonnet may not have been a prancing horse but the driving dynamics were certainly akin to its much pricier compatriots.

As far as the rest of the mechanicals were concerned the X1/9 featured discs all round and fully independent suspension in the form of MacPherson at both ends. A four-speed gearbox was fitted as standard but this would later be upgraded to a five-speed in 1979, along with other improvements and changes in what would be the biggest update since the car’s inception seven years earlier. There were minor changes in the interim years, including various exterior and interior trim amendments but it wasn’t until ’79 that the car received an engine upgrade to a 1.5-litre lump. This increased power to 85bhp and although the myriad other updates, including bigger bumpers due to safety legislation changes meant a slight increase in weight, the X1/9 gained a few extra mph to it’s top speed to around 110.

There were other minor updates to the X1/9 until Fiat pulled the plug in ’82. Bertone, however, had other ideas and weren’t quite ready to let the X1/9 die just yet. The bodies were already being made at its factory in Turin before making their way to Fiat for final assembly so it wasn’t too much of a stretch for Bertone to carry on despite Fiat washing its hands of the car after making 140-odd thousand of the things. And so production carried on, with Bertone producing around 20,000 further cars before they themselves gave up on the little X1/9 in ’89.

The X1/9 did dip its toes into motorsport waters in the early ’70s with Abarth developing a version of the car following its involvement with Fiat’s 124 Spider that had previously taken to the international rally stage. This handful of competition cars, dubbed the X1/9 ‘Prototipo’ featured a 1.8-litre, 16-valve twin-cam engine producing over 150bhp in full-fat rally spec but didn’t make enough of a splash to really justify its own existence. Not only that but Fiat’s decision to concentrate on its Lancia brand for rallying duties, specifically the Stratos, meant that nothing really came of the Prototipo aside from a few race wins in ’74.

The X1/9 today still represents an affordable way into mid-engined Italian sports car ownership. Historically avoided due to their innate ability to rust and for questionable Fix It Again Tomorrow reliability people are beginning to cotton on to the virtues of these cheap Italian classics with impeccable driving dynamics. Vastly more affordable and practical than an MGB whilst also being rarer and more exotic the X1/9 is a great choice for any classic car fan but prices won’t stay where they are forever. For now though the X1/9 still provides Ferrari essence for Fiat money. Champagne lifestyle on a lemonade budget, as they say. Many happy returns.

Fancy one of Fiat’s sleek, sexy numbers? Here’s where to look for a classic Fiat X1/9 for sale.