Fiat 128
Reviewed by Unique Cars and Parts
Our Rating: 4
Introduction
The Fiat 128 was a transverse front-engine, front wheel drive small family car manufactured and marketed by Fiat from 1969 to 1985 in body styles including two and four-door sedan, three and five-door station wagon as well as two and three-door coupe. The 128 running gear and engine, reconfigured for a mid-engined layout, was used in the Fiat X1/9 sports car. Named European Car of the Year in 1970, over three million were manufactured. The 128 was noted for its innovative front-engine, front-drive layout, which enabled an especially large interior volume and ultimately became the predominant front engine/drive layout, worldwide. In 2012, noted automotive journalist Jamie Kitman called the 128 a "pioneer of the small cars we drive today."
Dante Giacosa’s Front-Wheel-Drive System
If you have read even a small number of the articles here on Unique Cars and Parts, you will be well aware that the Front-wheel-drive system had been around long before the Fiat 128 hit the roads. Typically, as even today, it had been used on small, inexpensive cars such as the British Mini. As engineered by Alec Issigonis, the compact arrangement located the transmission and engine sharing a single oil sump - despite disparate lubricating requirements - and had the engine's radiator mounted to the side of the engine, away from the flow of fresh air and drawing heated rather than cool air over the engine. The layout often required the engine be removed to service the clutch.
As engineered by Dante Giacosa, the 128 featured a transverse-mounted engine with unequal length drive shafts and an innovative clutch release mechanism — an arrangement which Fiat had strategically tested on a previous production model for a full five years, the Primula from its less market-critical subsidiary, Autobianchi. The layout enabled the engine and gearbox to be located side by side without sharing lubricating fluid while orienting an electrically controlled cooling fan toward fresh air flow. By using the Primula as a test-bed, Fiat was able to sufficiently resolve the layout's disadvantages, including uneven side-to-side power transmission, uneven tire wear and potential torque steer, the tendency for the power of the engine alone to steer the car under heavy acceleration.
The compact and efficient layout — a transversely-mounted engine with transmission mounted beside the engine driving the front wheels through an offset final-drive and unequal-length driveshafts — subsequently became common with competitors and arguably an industry standard. The layout was sufficiently flexible that Fiat reconfigured the 128 drive-train as a mid-engined layout for the Fiat X1/9.
Aurelio Lampredi’s 1.1 Litre Engine
The all new 1.1 litre Fiat SOHC
engine, engineered by noted engine designer Aurelio Lampredi, featured an iron block mated to an aluminium head along with a belt-driven single overhead camshaft producing 49 hp. The 128 was styled similarly to the 124 and 125 and featured
rack-and-pinion steering, front disc
brakes, independent rear suspension with a transverse leaf spring, and a strut-type front suspension with integral anti-roll bar. Initially, the 128 was available as a two-door or four-door sedan. At the 1970 Turin Motor Show a three-door station wagon model called "Familiare" was added to the line-up. The car was only available with a 1116cc engine on launch, though the two-door-only 128 Rally edition launched in 1971 used a 1290 cc unit. Also in 1971, the Sport Coupe, an all-new coupé body on a shortened 128 platform, was unveiled at the Turin Show. On launch it was available with both existing 128 engines.
The 128 range underwent a facelift in
1972, featuring a revised grille.
1974 saw the launch of the 128 Special, which used the Rally engine in a four-door sedan body. In
1975 the 128 3P (3-door) Berlinetta replaced the Sport Coupé. In
1976, the range received new bumpers, rectangular headlights, tail lights and dashboard as well as modifications to the engines. At this time, the wagon was also renamed the "Panorama". Production of all 128s except that of the base 1100cc powered model ended in
1979 after the introduction of the
Fiat Ritmo/Strada in
1978. In
1980 production of the small three-door station wagon Panorama was dropped from the range and 128 production finally ended in
1985.
British “Motor” Road Test
The British "Motor" magazine tested a Fiat 128 in April 1970, shortly after its UK launch. The car had a top speed of 85.4 mph (137.4 km/h) and accelerated from 0-60 mph (97 km/h) in 15.5 seconds. An "overall" fuel consumption of 27.5 miles per imperial gallon (10.3 L/100 km; 22.9 mpg‑US) was recorded. This put it fractionally behind the contemporary Morris 1300 on maximum speed but usefully ahead on acceleration. The two were closely matched on fuel economy, where both were outrun by the Ford Escort 1300 Super also included in the comparison, here in its four-door version. The Fiat's £876 manufacturer's recommended price was not too far above the Morris 1300's £830 and the Escort's £838. The testers commended the Fiat's interior space and excellent performance. Wind and road noise were low, but engine noise was not.
Fiat 128 Rally
The Fiat 128 Rally was a sporty, 1.3-litre-engined version of the 128 two-door saloon, introduced at the 41st Geneva Motor Show in March 1971 and produced up to 1974. Compared to the regular 128's 1116cc four-cylinder engine, the Rally's type 128 AR engine had been bored out 6mm to 86mm — while keeping the 55.5mm stroke — for a total displacement of 1290cc (79 cu in). There was also twin-choke Weber 32 DMTR carburettor, revised valve timing and a slightly higher 8.9:1 compression ratio. Engine output was now 67 DIN-rated metric horsepower (49 kW; 66 hp) at 6,200 rpm and 88 DIN-rated newton metres (65 lb·ft) of torque at 4,000 rpm. Other mechanical improvements were the addition of a vacuum servo, an engine protection plate, better tyres, new gear ratios for the 4-speed transmission, a higher capacity battery and an alternator in place of the dynamo).
A number of exterior features set the Rally apart from other 128s. At the front there was a black radiator grille, carrying the round Fiat emblem typical of the marque's sports cars; split bumpers joined by a tubular steel bar; and halogen headlamps and bumper-mounted auxiliary lamps. At the rear dual round tail lamps replaced the square ones found on the regular two-door 128. "Rally" badging on the bonnet and booth lid and stripes along the side sills completed the look. The interior was upholstered in black leatherette, and the dashboard housed upgraded instrumentation: a tachometer was standard equipment, and water temperature and oil pressure gauges took the place of the ashtray, relocated to the centre console. Front sports seats with headrests and a two-spoke sports steering wheel replaced the standard items.
In October 1972 Fiat introduced a several updates to the whole 128 saloon and Familiare range, including the 128 Rally. In particular the Rally received new upholstery (leatherette with cloth seat centres) and a black plastic protection to the front bumper tube.
The Fiat 128 Coupé and 3P
At the 53rd Turin Motor Show of November 1971 Fiat introduced the 128 Coupe, also called 128 Sport, a 2-door, 4-seat coupe based on a shortened 128 chassis. It was produced until 1975, when it was replaced by the 3-door 128 3P. The Coupe version was available with two different engines (1100 and 1300) and in two different trim levels (S and SL) for a total of four variants. In its base "S" trim, the coupé had single rectangular front headlamps, and wheels and hubcaps from the saloon. The pricier "SL" (for Sport Lusso) was distinguished by quadruple round headlamps, a specific grille, steel sport wheels without hubcaps, chromed window surround trim, door handles and fuel cap, and black decorative striping along the sills and across the tail panel. Inside it gained a leatherette-wrapped steering wheels, perforated leatherette upholstery, extended four-gauge instrumentation, loop pile carpeting and black headlining.
The two engines were developed from the units found in the 128 saloon and 128 Rally respectively, and both were fitted with twin-choke carburettors and a two-piece exhaust manifold. The 1100 (1,116 cc) produced 64 PS DIN (47 kW; 63 hp) at 6,000 rpm and 81 Nm (60 lb·ft) at 3,800 rpm, while the 1300 (1290 cc) produced 75 PS DIN (55 kW; 74 hp) at 6,600 rpm and 92 Nm (68 lb·ft) at 3,800 rpm. Top speed was over 150 km/h (93 mph) and 160 km/h (99 mph) respectively. Compared with the 128 saloon, the coupé had a 23 cm (9.1 in) shorter wheelbase (at 2,223 mm or 87.5 in), and tracks 20 mm wider at the front and 45 mm narrower at the rear. Suspension was the familiar all-independent 128 layout—save for the front anti-roll bar, which had been replaced by radius rods. The braking system consisted of discs at the front and drums at the rear; it was made more efficient by fitting smaller diameter front discs and the front and the vacuum servo first used on the 128 Rally.
Licensed Production of the Fiat 128
The Fiat 128 formed the basis of the Zastava 128 (four-door sedan) and Zastava 101 (three-door and five-door hatchbacks) ranges of cars manufactured by the "Zastava Automobili" company in Serbia. The 128-based Zastavas were available throughout Europe in the '70s. In Britain, three variants were offered: a three-door hatchback (Zastava Yugo 311/313), four-door saloon (Zastava Yugo 411/413) and a five-door hatchback (Zastava Yugo 511/513). As one of the Serbian automaker's most affordable models, production ended in November 2008. Zastava also produced the 128 in its original, four-door sedan form. Until 2009, CKD kits were manufactured by Egypt's Nasr car company as the Nasr 128.
In Argentina, the 128 was produced from 1971 to 1990 as a four-door sedan or five-door wagon, the Fiat 128 Rural, the latter unique to Argentina. Several trims and versions were available, including the IAVA sport series. In 1983 the car received a facelift with new headlamps, tail lamps and front grille, which was marketed as the Super Europa. In Colombia, the 128 was produced by "Compañía Colombiana Automotriz" in Bogota. In Spain, SEAT manufactured its own version of a 128 coupé, with its own bodywork. It was available with a 1200 or a 1,430 cc Fiat 124 engine and was later replaced by the 3P Berlinetta model (31,893 copies). In Sri Lanka, the Fiat 128 was manufactured by the Upali Motor Company until 1978. For South Africa only, a pickup version was also developed by Fiat in Italy to contest that country's popular "bakkie" category. It entered production in 1978. It could handle a payload of 500 kg (1,100 lb) and was based on the station wagon model. As per dealer demands, the fuel tank was enlarged to 52 L (13.7 US gal).
Fiat 128 Awards
Less than 12 months after the 128 was launched, it had - like Audie Murphy - become most decorated. By 1970 it had taken no less than six “Car of the Year” awards. Outstanding! All these awards had, of course, been awarded in Europe and England, where the 128 sold at a very economical price. In England for instance, the 128 two-door sold for 818 pounds tax paid. In Aussie dollars that worked out to about A$1750, which would put the car smack dab in the middle of the cheap minicar class. The cheapest BL Mini was $1705 in 1970, for instance. But the 128 two-door sold in Australia for $2229, at which level it competed with such worthies as the Colt Galant, Datsun 1600, Mazda 1500, and Toyota Corona. All of these cars — on the surface at least — had more to offer than the Fiat.
It was only when you delved into the 128 innards, and savoured its refinement that its very real quality became apparent. By 1970 standards there was nothing particularly unconventional about the 128 specifications. As mentioned above, it was front wheel drive with the engine mounted transversely at the front of the car. So what really set it apart from the competition? The answer was that it used a single overhead camshaft that was driven by a toothed belt. It had over-square engine dimensions that promoted deep breathing and free revving. It used all-independent strut-type suspension and front disc brakes. It was, in short, a modern but not revolutionary car by the standards of the day. Just about the only thing missing was a crossflow head - and this was ruled out by the transverse disposition of the engine in the bay.
A Free Revving Little Engine
The Dante Giacosa engine ran on a compression ratio of 8.8 to 1, and as the cylinder head was alloy, that figure was a very modest one. With measurements of 80 by 55.5 mm (for 1116 cc), a five-bearing crank and a 32 mm Weber carburettor, that the 128 was a free revving little engine went without saying. Peak power of 55 bhp was reached at 6000 rpm, but the motor could be spun way past this mark without adverse results. Peak torque of 57.1 lb. ft. was attained at 3000 rpm. The engine was outstandingly smooth and quiet at normal operating speeds. Idling, it was barely detectable, and it was not until the little motor was stretched above about 4000 that it became intrusive. Approaching 6000 the motor would take on a hard, mechanical note that would have been pleasing to enthusiasts, and the handful of lucky owners that may still have one in their garage.
The Fiat 128 was suspended at the front - independently of course - by Macpherson struts with lower swinging trailing arms, and an anti-roll bar. Rear suspension was strut-type independent too, also by lower swinging trailing arms, but with a transverse leaf spring, and telescopic dampers. Disc brakes of 8.94 in. diameter were fitted at the front, with 7.3 in. drums at the rear. A rear compensator was built into the system to prevent the drums locking, and sure enough, all these things combined to give the 128 very good stoppers indeed. Steering was rack and pinion, a light arrangement that was also reasonably direct, with 3.5 turns of lock.
On The Inside
When first introduced to Australia our countrymen could only buy the two-door. Access to the rear was reasonably easy as two-doors went; press a lever at the side of the front seat and the whole assembly would swing up of its own accord, revealing a rear bench that had a modicum of shaping to locate occupants against the lateral forces of cornering. The individual front seats were better, having bolsters that did their job quite well in fast cornering situations. Although reclining backrests were offered as an option overseas, they were not available on the Australian 128. Seating was on the firm side, a situation which worked out well for occupants on long journeys.
Considering the compact overall dimensions of the car - it's wheelbase was a whisker over 8ft. and that made it three in. longer than the Morris 1500 — the 128 was very roomy. It's boxy shape may not have been especially attractive to everyone, but there could be no denying that shapes like this made the best possible use of space — with subsequently beneficial results for passengers. The 128 had many niceties — like armrests, ashtrays, and generally an exceedingly high standard of finish inside and out. The paintwork was as good as any comparable small sedan of the era, and even matched that of Mercedes, Volvo, and BMW.
Behind The Wheel
Instrumentation on the 128 was fairly basic — a circular speedo reading to 120 mph (with no trip counter), and a matching bezel that housed temperature and fuel gauges and several warning lights. Owners would claim the warning lights for parkers and high beam were too bright. The main light switch was a piano-key tumbler, while beam selection was entrusted to one of three wands that located on the steering column. The other two operated directionals and two-speed wipers. The wipers had only one continuous speed — and it's too slow. The other setting provided one sweep of the screen every five seconds, which was a great arrangement for the days when the sky couldn’t make up its mind whether to rain or not - so a real benefit for those living in Melbourne.
These days we take intermittent wipers for granted, but in 1970 this was a much appreciated feature not found on many cars. Other controls included a manual choke and a hand throttle, useful for warming up on cold mornings. Being European, the 128 was equipped with a very efficient heating system — simple to operate without reference to the instruction book. There was also a flow-through fresh air system, and like all except a very few, this was not big enough to provide adequate cooling in Australian summers.
On The Road
The 128 was a many-faceted motor car, but the two facets which presented themselves most often were the ultra-smooth, ultra-quiet town car, and the revvy, snarly little Italian raceabout. The 128 was quiet, embarrassingly so when compared to its most obvious rival, the Morris 1500. Unlike the Morris, the 128 gearbox did not live in the engine sump, and this reduction in complexity was no doubt one of the reasons why the Fiat was quieter. The notched belt drive for the camshaft was undoubtedly another. The car had arbitrary maximum gear speeds of 29, 41, and 70 mph - and these were marked on the speedo by appropriately placed red dots. The engine would easily wind way past these marks, so that maximum in gears really depended on the driver.
Like most Italian cars of this era, the gearing was on the low side — top gear for instance giving (final drive ratio 4.077) 15.5 mph/1000 rpm. Soft springing and supple shock absorbers resulted in a very good ride. Early Fiat 128s were troubled apparently by a very "dippy" ride and lots of nose-dive under brakes - but the cars that reached Australia had this sorted. In fact, road testers were unanimous in saying that the 128 handled extremely well, responding instantly to the light, but rather dead-feeling steering and displayed none of the normal front-wheel-drive characteristics in corners — except for steady but always controllable understeer.
Unlike British-Leyland Front-Wheel-Drive cars, the Fiat 128 didnt "duck in" when the throttle was backed in corners. The understeer became a little less pronounced perhaps, but that was about all. Performance was most adequate. In fact, if anyone had suggested as late as 1969 that any 1100cc car would accelerate to 60 as rapidly as the 128, they would have been ridiculed. Only today can we look at the sweetly spinning 899cc Renault TCe engine fitted to the Clio to understand how that was - because a few years back we never would have thought the same of a 3 cylinder engine.
The Fiat 128 may not have broken any new ground, but it did put a polish on ideas already introduced by other makers. In that regard, it can be considered a pace-setter that other manufacturers took quite some time in catching. What a shame that the models that landed in Australia were priced too high.
