Mosky’s Musings: Fiat 124: The Polite Sports Car (Part 1 of 2)
My evolution as more of a Car and Driver/ Road and Track guy than a Hot Rod fan should have planted me firmly in the seat of a Fiat 124 Sports Spider. I then preferred the raw acceleration and top end of the Datsun 2000; and my younger self was not deterred by its buckboard stiff suspension which got one through the turns relatively quickly, not like my other favorite, the Lotus Elan, but quickly enough. The contemporary Fiat wasn’t on my radar. I overlooked curvaceous Pininfarina (John Tjaarda) styling, its spacious well laid out interior, its DOHC powerplant, four-wheel disc brakes and a suspension that had already earned plaudits under the 124 saloon. The Fiat had better manners and a tiny rear seat; it was considered more of a grand tourer. But who preferred touring? Many it turns out. The Datsun 2000’s production expired after 3 years. Fiat 124 roadsters enjoyed a twenty year and nearly 200,000 unit production run under the of monikers of 124 Sport Spider, Spider 2000 and finally as the Pininfarina Spider Azura. And though redesigned, the Fiat’s 124 designation and many of its styling cues reemerged on a Mazda Mx-5 platform in 2016.
Both cars occupy a special niche. The original Fiat 124s offer easy entry into the world of collector sports cars. A survey of 124 roadsters offered on the Hemmings website revealed an average ask of $9700. The last 10 sales on the Sports Car Market Platinum Database included commission and averaged $9300. Finding another Italian convertible sports car similarly sized and powered at these prices should be near to impossible.
Official US imports were introduced in 1968; almost every car you find has a five-speed transmission and four-wheel disc brakes. Some very early cars had a torque tube which was quickly abandoned in favor of upper and lower rear trailing arms. Engine size and power grew until 1975 when emissions regulations forced a reduction in carburetor size from a Weber 34DMSA to a32AFDA; in California, 124s were equipped with catalytic converters. At the same time heavier rubber clad bumpers were added and ride heights increased. Engines grew from 1756 cc to 1995 cc in 1979. Displacement and the 1980 addition of Bosch Fuel Injection restored power.
Most would agree that the earliest non smog control flat hood models are near the front of the pack in terms of collectability and the latest most developed 1984–1985 models are among the most enjoyable to use and drive on a day to day basis. The most valuable 124 is the Abarth Rally homologation special produced in 1972 and 1973. Deleted bumpers, twin Weber 44 IDFs, 128 advertised horsepower, independent rear suspension, a matt black fiberglass hood and a fiberglass hardtop are but a few of its features. Expect to pay between fifty and one hundred thousand dollars for one. A full race example with a documented history might cost twice as much.
I repeat the cliché: buy the best example you can find! Watch for door fit and check for rust especially on outer and inner sills, doors, door frames, floorpans, cowl, and exhaust systems. In the seventies, Fiat received surplus, lesser quality Russian steel in exchange for the rights to build the Lada and Zhiguli. Cars from this era bear extra scrutiny. Look for rust beneath the batteries. Early cars had batteries in the engine compartment. Later cars need the bare floor of the trunk exposed. Check for cracks and loose studs near the engine mounts and where the lower control arms connect to the front crossmember. Checking on service records, note the timing belt and tensioner change history. Run it through the gears checking for noise and gear engagement (does it pop out of gear?). Problems with the ring and pinion may be difficult to detect. Listen for a repetitive “clunk“ at low speeds. Drain the rear end and inspect if suspicious.
Electrics require a review. Check gauge function, lights for brightness, and blinkers and wipers for speed. Look for an intact fuse box and be aware of melted wires.
Ronnie Cambria is dealer who specializes in used Corvettes in Mooresville, North Carolina. He has three vintage 124s in his possession and allowed me the use of his best, a yellow 1979 124 Spider, which he’s enjoyed for two years. It had 56200 miles on the odometer and we both agreed it has most likely been repainted, had an interior refurbishment, but has never been separated from its chassis. Website list price was recorded at $12,800.
I was not surprised to find it in his home garage; it’s his wife’s favorite. The Fiat rides on a 90-inch wheelbase similar to that of an MGB and it’s a bit longer than the aforementioned Datsun and Lotus. Comparatively the interior is cavernous. Seating was comfortable and with its stock wood dash, leather refurbishment and Veglia gauges, the 124 interior had a classic look. The top raised and lowered quickly and easily though it had not been used in months.
Though the 1979 model had smog control and a carburetor and was one of the lesser powered motors. I found the car quite responsive and zipped around Lake Norman enjoying upshifts and downshifts. It engendered confidence in low and high speed turns, had little wander, and It seemed quicker than historic 0–60 and quarter mile times of 11.6 seconds and 18.3 seconds would suggest.* The owner was a bit hesitant but I found no difficulty maintaining highway speeds of 65–70mph. Overall the Fiat seems a great Sunday cruiser and a great candidate for legal speed vintage rallies.
*http://www.automobile-catalog.com/car/1979/712070/fiat_spider_2000.html
Next installment: The 124 Reborn
Have you owned a Fiat 124 Spider or one of its later iterations? We welcome your experiences and comments.
About Mark Moskowitz MD
Mark Moskowitz MD is a retired surgeon, racer, and car collector. He is director and curator of The Museum of Automobile History (pvt), manages the estate of renowned automotive artist, Carlo Demand, serves on the Board of Directors of Carolina Motorsports Park and is Vice Chairman of the Board of Directors of The Motorsports Hall of Fame of America. He is a frequent contributor to multiple motoring publications. Dr. Moskowitz is a member of the International Chief Judge Advisory Group and in the past 12 months, has been privileged to judge concours events at Boca Raton, Greenwich, Hershey (the Elegance), Radnor Hunt, Cobble Beach, Hilton Head, Dusseldorf, Monticello Raceway and Delhi, India.
