When posting about the all-Italian junkyard I found in the Cohort last month, there were two different cars I asked the commentariat to help identify. True to form, they quickly named each of the mangled cars, both two-door versions of the Fiat 124. While looking through the Cohort today, I found pictures of two very well-preserved 124 coupes recently uploaded by DonAndreina. Thanks, Don!
That ivy covered wall is the perfect background for this dark green example. As its model name indicates, this was a companion car of the more familiar 124 sedan and Spider. All three variants look very different but share a majority of their mechanicals; call it very honest platform sharing. If only BMW were able to distinguish its 3-series sedan and 4-series coupe this much.
Despite its simplicity, the side profile is very distinctive. Large quarter glass which suggests a fast-back, but as we can see, this is clearly a three-box design. A real fish bowl, it almost looks as if the windows won’t fully be able to roll down into the doors. There are definite shades of this shape in both the Mk2 and Mk3 Ford Escorts.
The first run of cars, the AC series, had this very ’60s twin-headlamp setup. As both the red and green car share their front fender contours, we can tell neither belong to this series.
The easiest way to tell these are series 2 (BC) cars are the double-stacked rectangular taillights. These chunky, simple units best match the simplicity of the overall design.
The ACs used a horizontal cluster not unlike what Toyota later used on its third-generation US market Corolla sedans. Like many cars of the era, these small units didn’t fully use the real-estate afforded by the large, flat rear panel. Zero nits to pick when it comes to those gorgeous wheels, however.
The heavily revised series 3 received an enlarged trunk opening, necessitating the vertical taillights seen here. I think they do a good job of emphasizing the body’s contours, and the more substantial bumpers were styled with more concern than most, but the black triangle at the rear of the daylight opening is clumsy.
It’s better than what Fiat did to the front of the series 3 (CC), however. The headlights gained black bezels, and the badge was removed from the grille, which now looked like an air register. One thing I love about Fiats is that their straightforward styling disproves the annoying stereotype of the Latin obsession with style. But if anything, the final run of the 124 coupe, always an in-house effort (unlike the Pininfarina designed Spider), proves a bit too well that Italians can also make questionable styling decisions.
On the other hand, the 124 coupe does fulfill another stereotype, with the exclusive fitment of high strung twin-cam engines. Those of you who hate having to replace timing belts have this engine to thank. Timing chains make noise and stretch over time, throwing off timing; Fiat’s pioneering use of a reinforced rubber belt ensured quiet and accurate valve actuation. Paired with a five-speed transmission (early cars had a four-speed), along with four-wheel discs, this car was very up-to-date.
If you’re chomping at the bit for more dirty details of this uber-functional RWD coupe, however, you’ll have to wait. We have a more comprehensive feature on the 124 coupe planned in the near future, but seeing these two good looking examples posted in the Cohort was too tempting an opportunity to pass up. Such delicate machines make an ideal palate cleanser for readers busy gorging themselves on enormous trucks, and at over 40 years of age, these red and green BC series cars–fat tires and all–perfectly illustrate what it means to be a curbside classic.
My dad bought a 1969 (or 70) second generation bright yellow 124 Coupe which we picked up in Italy as a European Delivery car. I can still remember as a five year old that summer in Italy driving around…and me trying the cigarette lighter and dropping it creating a nice little burn mark on the console of the brand new car. Of course, why was a five year old unattended in a car is another story.
I may be partial, but I always thought that the second generation version was the prettiest overall. And I am still surprised that Fiat restyled the car three times during its relatively short live span. Especially considering that most European manufacturers (including Fiat) used a design for over a decade with only the most minor of changes
Stunning looking cars,Fiat’s rustproofing and the UK climate means survivors are a rare breed here,it’s ages since I saw one.
Love the roofline on these, but I always think that cars with bigger rear-passenger windows than front windows look horribly out of balance.
It does look out of balance, but it makes it more appealing to me, as it’s a slightly challenging, odd styling feature on an otherwise gorgeous car.
Fiat obviously agrees with your assessment, hence the black plastic triangle on the CC series’ rear window.
I’ve recently developed a real liking for these things. With a tuned 2.0l Fiat twincam they should prove to be ample competition for the 2000 GTV, 2002Tii and Dolomite Sprint.
The Dolomite Sprint,BL’s finest hour.Sadly another car let down by build quality during the Red Robbo era,a shame as this was the nearest they got to a winner,if only they were better built and came out a few years earlier to take on the Lotus Cortina.Very fast when they were going!
They are kickass little things, but definitely let down by BL-era quality testing. I remember reading about the Broadspeed-run Dolomite Sprints. They found a couple of issues with the synchromesh and devised a solution. However, when they fed that back to BL management they were completely ignored.
Bonkers.
Still, there’s fixes for pretty much everything BL did wrong with their cars these days. You can have your Dolly Sprint/TR6/TR8/SD1/MGB V8/Mini Cooper/XJS-shaped cake and eat it 🙂
Plus, they sound like this: http://www.youtube.com/watch?v=KpTG-rVvtsk
These were very desirable cars back in the late 60’s/early 70’s. Partially because these cars were not only up-to-date, but actually ahead of everybody else in their price class. This was the first car under the price of an Alfa Romeo where you could get DOHC and a 5-speed without breaking the bank.
Of course, in America, the Spyder outsold all the other variants. After all, who buys Italian for a mere sedan? If you’re going to put up with the maintenance requirements, spotty dealership support and rust potential, you want four wheeled sex. For four door sedans, you buy American.
Let’s see. Backseat of a ’57 Chevy 2 dr sedan. Front seat, back seat and while driving on I-80 in Indiana in my ’60 Plymouth 4 dr hardtop. Front seat in a ’62 Ford convertible. Since the seats fully reclined in daddy’s DS-19, I had no need for a van. All these cars handled magnificently.
It’s odd isn’t it that back then a manufacturar like FIAT, a mass producer would bring out a saloon model, a peppy saloon, following coupés and spyders and build an estate car on the same model.
Just stumbled upon a nice 125 FIAT Saloon last week in France, in the wild.
Not rusted away but nicely maintained.
Those 124 Coupés were no big deal in the Netherlands, they were quite affordable and popular actually a bit underestimated compared with alfa’s and the rise of BMW.
I found and shot a 125 T recently no its not an Italian model Fiat but a NZ homologation special for Benson& Hedges racing very quick in their day but Vauxhalls 3.3litre Victor was much faster.
There is something about this era’s sporty car with a big greenhouse that appeals to me, same with the BMW 2002. This is a very attractive car.
I drove one of these when they were being introduced in 1968. Since my brother and my father were with me, the salesman simply waved us off on a test drive. I remember the way the 1438cc twin cam wound and wound, and how my fathers eyes grew wider and wider, until I banged up to the next gear. My God, that Lampredi four loved to scream, and the 5 speed box allowed you to play it like a violin. It was so different from the pretty but sedate 1500 Cabriolet it replaced. Going on a grocery run made you feel like Luigi Musso.
A friend in Tassie had one of these and yep you can bang shift at the redline fine the engine loves it the gearbox in his let go in the end if that hadnt happened it already had terminal rust which if transport saw it they woulda bomb stickered it anyway but while it lasted it was a fun car on Targa roads.
Thanks for updating my brain cells… I have not thought of these in years. A very good second choice compared to the BMW 2002. I’m tempted to google for one.
The first car I ever bought myself was a ’69 124 Sport Coupe… back in ’73. Three months ago I bought another, the exact clone of that car. This one has a 2.0 motor (from a ’79 Spider) with an 1800 head. Really fast. I’m slowly bringing it closer to stock. Can send pictures if anyone wants. I believe my car will be included in the future report. robspo@comcast.net
Marvellous car the 124 coupe. I was lucky enough to own one for a couple of years. The ongoing rust battle finally forced me to sell it. With the best of the twin cams, the 1756cc it was fast enough, a superb close ratio gearbox, well balanced live axle, discs all round
and very pretty. Left Triumphs and MGs in the shade!
…and LJK Setright’s favourite car so I read.
Good choice!
Didn’t know. Cheers.
These things, especially the five-speed were a blast to drive. However, the bottom end of the engine was not completely up to the task. A customer threw a rod out the side of the block on a missed shift. I got him a brand new short block from the dealer and installed it. Much to my surprise, there were several of these engine assemblies in stock. Apparently this was a common failure back then.
Not an expert on these specific cars, as I was a “European” car mechanic at the time, my conclusion is based only on the facts I noted above. The other Fiat’s I serviced were 850’s, not capable of much mischief with such low power, but they looked good.
A perfect candidate for “slow car to drive fast”,
I’m pretty sure all we ever got in the USA was the ’67-69 AC series coupe, with the graceful front end styling of the Spyder. I’d remember seeing these later cars, especially that horrid series 3.
I was in a carpool with one for a year or two back in Boston, between Cambridge/Somerville and Westboro via the Mass Pike. Believe it or not, 6-footer me did just barely fit in the back seat. Not exactly comfortable, but OK, and amazing considering it’s the back of an Italian sports car.
The Fiat sports cars of this era, 124 and 850, were wonderful cars when they were new. Brilliant, exciting cars made of tinfoil and cardboard. Ah, well.
We got the later ones; with horrible bumpers attached. But they didn’t sell well, especially in comparison to the Spider.
Thanks for that, Perry. It is a genuine honour to have my stuff on CC.
Many of your pics are obvious choices.
As regards popularizing the rubber timing belt, you could also thank Pontiac and Glas, both of whom did it first. (I mention Glas because it was something Pontiac looked at closely in the design of the OHC six.) The Pontiac engine was SOHC, not DOHC, however, and had hydraulic lash adjusters so it didn’t require routine valve adjustments. I don’t think Pontiac recommended a specific interval for changing the belt, either, although it was pretty durable.
These cars are pretty sweet. Never seen them before, but its the perfect example of what I think of in a more ‘attainable’ Italian car: clean, stylish 2-door with sharp lines, a serious dose of fun-to-drive and its just as appealing as a daily grinder or a club racer. THIS is what I want the Dart to remind me of, now that Mopar and FIAT are in bed together. Pay attention, Dodge. Shave 2 doors off of it, give it the SRT-4 treatment and start bending metal. This is your inspiration!
+1
I got a chance to drive a 1969 dark green coupe very similar to the first one shown here. It was nearly new at the time, and I thought it was a hoot to drive, with decent acceleration, a smooth-shifting five-speed transmission, and nimble handling.
I remember Fiat quoted 0-60mph around 8 sec., for their European 124 Coupes, which is very good for the era.
The 124 Coupes did not sell as well as the Spider because they were competing against BMW’s 1600/2002, and the Datsun 240Z. My first new car was a ’69 124 Spider purchased in September 1969. I never entertained the thought of buying the Coupe as it was much too sensible for a 20 year old and if I wanted sensible there were plenty of other cars from which to choose.
The “gorgeous” wheels on the white car appear to be Cromodoras…..also found on Peugeots…..and Ferraris…!! Among others, no doubt…
Very cool.
Beauty! I loved the earlier models and have a memory of a few weeks in the Summer of ’76, when I was working on a telephone line crew on Jamboree Blvd in Newport Beach, Ca., when – every morning at approximately 7:30AM, I would see a ’75 124 Coupe white paint/red wine interior, stopping for a few too short moments in the left turn lane… I loved that car.
Any reader below 30?? Love to hear from them about the styling of these 124 coupes. Do they appreciate the simple lines? Off bit proportions. Big greenhouse?
I feel most current sports car or performance coupe all tried to look like bulldog or pit bulls, muscular and aggressive. This fiat or the Ferrari etc of the era took different approach. More like greyhounds?
So younger generation, what’d your take on the looks of these fiats
As mentioned on here before, I’ve owned two Fiat Spyders (’72, ’79) and am a Fiat aficionado. Also had the chance to drive a 124 Coupe or two while delivering parts for an Alfa dealership during a (fairly long) period between high school and college. The Alfa (now Subaru) dealership was owned by Italian immigrant brothers who loved the cars of their country, with a Service Dept full of malfunctioning Alfas, Fiats, Lancias, plus the occasional Porsche or Citroen. The dealership’s “delivery van” was whatever semi-functioning older (and usually Italian) car happened to be on the lot at that moment. For a while it was a 124 Coupe which — despite how a rattle-can respray of robin’s egg blue had marred its good looks — was always a minor joy to pilot for an “emergency” delivery that “required” me to exceed posted speed limits, to complete in the bare minimum of elapsed time. As one of the brothers said to me, “Alex, that 124, she don’t-a look so nice, but she drives-a nice, huh?”
Performance wise, the only significant difference between the Coupe and my Spyders was the additional kick you get from an open top (which of course makes you feel like you’re going faster than you really are). The slick five-speed, adequately grabby disks, superb visibility, and sporting-but-not-punishing suspension/ride/handling made the 124 a fun and sprightly (as opposed to Sprite-ly) little performer. And because of Fiat’s less-than-sterling reliability rep, you used to be able to pick one of these things up used for a sum in the high three figures.
A model that should’ve been a much bigger hit in N. America than it was; and which should be remembered as fondly as its similarly glassy contemporary the BMW 2002, or for that matter the somewhat comparable Alfa-Romeo 2000 GT Veloce coupe of the same period. And for my money, the Fiat is the prettiest of the three.