I fear I’m treading on Paul’s territory with this one, since he was fortunate enough to be obsessed with cars while these were rolling off the assembly line in Turin. But perhaps my envious perspective might prove refreshing, because the diversity among new car offerings when I was in my early twenties simply couldn’t compare to the variety of the early ’70s.
A lot of young people were still able to get their hands on muscle cars at the time, so this Fiat might not be the best representative of the market as a whole, but it’s fun to imagine a time where something this simple and exotic was affordable. In 2003, the double wishbone era at Honda was over, GTIs weighed 3,000 pounds (of which 500 consisted of sound insulation), and Mini Coopers had electric power steering. There were still some excellent choices, but a cheap, 1,500 pound, rear-engined convertible wasn’t one of them.
Now, there’s no sense in ignoring the fact that I’ve grown up and learned to drive during the Miata era, but as a more refined, sophisticated proposition, gaining inspiration from the Lotus Elan, it was never within the reach of the typical high-school graduate.
The 850 Spider was in production from 1965 until 1973, putting it squarely in the heyday of the baby boomer cultural imaginary. Our appropriately bright yellow example appears to be a late ’60s model; later versions had rectangular side marker lights. At $2,100 in 1968, it was equivalent of $11,000 in 2003, and $14,000 today.
We’re happy the Mitsu Mirage is just about that affordable, and it’s worth remembering that as a three-cylinder throwback, there’s more appeal (to some of us) in that tiny five-door than in your typical economy car of 2014. Imagine, for a moment, if Mitsubishi gave us a convertible version of that car with a rear mounted engine. Or better yet, imagine if the Smart Fortwo weren’t such a frumpy proposition.
Yes, yes, I can hear some of you now, under the impression that I’m unaware that these cars rusted in a hurry and offered no protection in a wreck. To such killjoys, I say enjoy your monthly payment and I hope the optional sunroof is within your budget.
Like many Fiats, the original bodystyle (with faired in headlights) looked best; here was a car that was cheap, spirited, mechanically up-to-date (in many ways) and fashionable to boot. What lay beneath that thoroughly modern bodywork? A coil-sprung semi trailing arm suspension, a four-speed gearbox and a tranverse-leaf spring acting on control arms locating the front wheels. Europeans were given access to a twin-cam, 982cc Abarth model with 61-horsepower, but horsepower was in the fifties in later 903cc versions (earlier versions had a 817cc version of the OHV four-cylinder).
If a color scheme more in the British roadster mold suits you more, these were available in dark green, but the bright color of our featured car (uploaded by Eric Clem) is more appropriate to its hyper, Latinate character. You can head to your local Fiat and find a 500 Abarth with a folding roof tuned to sound like one of these cars, an effort which must be applauded now that engine noise has to be piped into the interiors of many hot hatches. But like the Citroen Roger shared with us this morning, sensational cars like this only come around when conditions are extremely favorable and there’s no shame in feeling envy for those who got to experience them when new.
Related reading: Cohort Sighting: Fiat 850 Coupe–Love Italian Style, On The Cheap
I remember these, and the hardtop “Racer” version. I checked out the entire 850 line at the Detroit auto show. The Spider and Racer had the virtue of the front wheels being far enough forward that there was actually room for my feet to work the pedals.
The 850 sedan was useless. The wheelwells intruded so much in the front footwells, that my size 10s barely fit side by side between the wheelwell and the tunnel. It would have been impossible to press only one pedal at a time.
Steve, that’s how ‘heel and toe’ originated! 🙂
Nice take in an exceptional little car. I did fall in live with these as a kid, as perhaps the cheapest way to get a genuine Italian tailored car at a budget price. These were quite common here at the time, as a low-end roadster that looked decades more modern than a Sprite or Spitfire.
Of course, its splendid looks were a bit deceiving, as its chassis essentially dated back to the 1955 Fiat 600. And its little engine was of course better suited to Europe’s old-school two-lane roads than America’s freeways.
An interesting factoid: the 1968 model for the US used a reduced displacement engine of only 817cc, in order to circumvent the US smog regulations, which only applied to engines with 50 cubic inches displacement or more. Clever trick! The pre-’68 and Euro versions had 902cc.
Of course the 1967 and earlier models with the faired in headlights was nicer, just as with the XK-E. I really resented those rules that eliminated faired lights like that.
There’s a red 850 in town owned by a guy I know who works on them professionally; he uses it as his daily driver. I’ve shot it, but it has the fiberglass hardtop, and I’ve been waiting to catch him with the top off to do a CC on it. One of these days…
I wasn’t driving when these were new, but by the time I got my license there were still some around. Enough that they were on my radar when I went shopping for a used sports car… which turned out to be a Fiat 124 Spyder (1600cc). Later followed by a Spyder 2000. These 850s were nice looking little things, but too tiny, too slow, and too dangerous even for a reckless daredevil like the younger me. I drove some foolish cars back then, but I wouldn’t drive something at risk of being crushed by a moped.
Plus, I’ve always been of the belief that any engine below 1.0 litre belongs on a motorcycle, not a car.
From a sales standpoint, Fiat making TWO two-seater, four-cylinder convertibles makes no more sense than MG doing the same, when they sold (or tried to) both the (very small) MGB and the (ridiculously small) Midget. There are only so many people who will even consider a two-seater car, so both these companies were essentially competing with themselves: if somebody was ready to roll the dice on a European barchetta, and they looked at both Fiats, they invariably would (and did) choose the 124, not the 850. If they looked at both MGs, they would (and did) choose the B, not the Midget. Hence, there was no point in making either the 850 or the Midget.
Some might say this is also true of Triumph in those years, as they also “doubled up” with both the Spitfire and the TR6. But at least those Triumphs offered a choice between a four-banger and a six.
In 1968, the 124 Spider cost 50% more ($3181) than the 850 Spider ($2085). The Midget cost 10% more then the 850, which was the cheapest little roadster at the time, as well as the prettiest. The 850 was only $300 more than a ’68 Beetle. Which explains why it sold fairly well in its day.
I’d venture to guess (but don’t have the facts) that the 850 Spider may well have outsold the 124 Spider during some of its years on the market. But the 124 had staying power, and was built almost forever. And it was much more of a “keeper”, which makes it so much more common now.
The CC effect was at work. I saw a red Fiat 124 Spider today.
It made sense at home: in Italy, engine displacement was (and still is) heavily taxed.
And at the time Fiat had 3 convertibles in it’s lineup : 850, 124 (which was a 2+2) and Dino.
Fun fact : the 850 Spider’s headlights were also used by the Lamborghini Miura.
calling the 124 a 2+2 is pretty funny. the back seat was a tight fit for one sitting sideways. don’t get me wrong it was by far the best car my father ever owned. at eighteen, i used to run it through the mountain ess curves that had a 25mph speed limit at close to 60mph. if i had been driving a camaro, i wouldn’t be here to write about it…
The 124 Spider was indeed a sweet-handling car, and with its 5-spd transmission was a viable long-distance tourer as well. I once put my mom in the ‘back seat’ for an hour’s drive, but I didn’t like her much anyway.
2+1 then!
It made sense of the times, as the demographic was extremely stratified. And they didn’t cross-shop, hence no cannibalizations between the groups.
Lowest on the ladder you had your Fiat 850, MG Midget, or Triumph Spitfire.
Then your Triumph TR3 or MGA or MGB or Fiat 124 Spyder.
Above that your Austin-Healey 3000 or Triumph TR6 or Alfa Romeo GTV.
Above that your Porsche 911 or Fiat Dino or Mercedes 230 SL.
Above that you’re into Ferrari and Maserati and Aston Martin.
It’s no more different than today, with six or seven different price/sized groups of SUV:s, where even Mercedes and BMW have four or more in different sizes. As long as there’s a market big enough, there will be a stratification within the market.
“There are only so many people who will even consider a two-seater car, so both these companies were essentially competing with themselves: if somebody was ready to roll the dice on a European barchetta, and they looked at both Fiats, they invariably would (and did) choose the 124, not the 850.”
I was not of driving age either but that’s how I remembered these cars in the US — if you wanted a Fiat 2-seater (and few did) the 124 Spyder was the one to get. The 850 had a poor reputation and was really tiny. I will never forget the exhaust note which was “small” and foreign sounding. The X1/9 was a big improvement and a rare case where the 70’s car was better than the 60’s.
Count me in on the X1/9, its the poor crazy mans 308 and I want one….
A faculty or staff member at my university had one in my late student/early employee days, around the 2002-2005 timeframe. Yellow (much more a lemon shade than this one’s cheddar, though faded), with deleted bumpers, a roll hoop, appropriately small slot mags, and (if memory serves) an SCCA sticker. Certainly looked like it had seen the track a time or two. Never did figure out who drove it so i could never ask if the engine had been warmed up. It was a really appealing little car, one that looked like it would be impossible to drive without a smile on your face.
A couple of my friends (guys and gals) had these in the late 1970’s/early 1980’s .
As I had a Fiat 124 convertible I was nursing along; they prevailed on me to “adjust something” on their 850’s.
My weekends were predictable. I always spent Sunday trying to repair my 124 and/or a friend’s 850.
Between the 124 and their 850’s I swore off Italian sports cars in order to retain my sanity.
Swearin’ ta Gawd, I could hear those cars rusting away in my parent’s garage, in the middle of the night!
My Father kept after me to sell my “back up car”, a huge, boat tail, ’71 Buick Rivera. My usual reply was something like “when the Fiat stays together and doesn’t break for a whole month; I’ll sell the Riv”.
Never happened.
The boat tail Riv outlasted ALL the Fiats.
Well yeah, the worst American car ever made was more durable than a FIAT from that era.
One of my favorite customer’s cars was one of these, in the same color. She was a young college professor, and looked good in the car.
It kept coming to my shop with mysterious electrical gremlins. When it finally needed a clutch and I pulled the engine and transaxle apart, there was the answer. Fine Italian workmanship, they were bolted together originally with a wiring harness stuck in there causing Intermittent shorts.
Sheet metal was so thin, it could be dented by leaning against a fender. My stock 53hp VW easily outran it on hills. Still, it was a charming little car.
“Fine Italian workmanship, they were bolted together originally with a wiring harness stuck in there causing Intermittent shorts.”
I am speechless.
The old saw about Rolls-Royce: “The Triumph of Craftsmanship Over Design” could readily be inverted and applied to virtually any Italian car …
Neat little cars. Very clean Bertone lines, and a simple top design. The North American cars actually came in 3 engine variations; the 1967 843cc, the 1968-69 817cc, and 1970-73 903cc. Fiat claimed the same 52 hp and 45.6 lb-ft for the smaller two, but the later 1970+ cars were rated at 58 hp and 47.7 lb-ft at the same rpms. It’s hard to imagine in modern context that these cars were still only capable of 0-60 in 18-20 seconds, regardless of their light weight.
Sounds bad, but at the same time, what could be more fun than a car you have to rev the snot out of all the time?
One that doesn’t.
Perry, what you are looking for is spelled G-O-G-G-O-M-O-B-I-L.
“It’s more fun to go fast in a slow car, than it is to go slow in a fast car.” automobile division.
in 1970, the year this sports car obsessed baby-boomer graduated from high school, the three closest competitors in the entry level sports car category according to a a three way test in Road & Track were the MG Midget/Austin Healey Sprite, the Triumph Spitfire and this Fiat 850 Spider. at the time if I could have afforded a new car (ha, as if) I would have happily driven off the lot in either a Spitfire or a Spridget but the Fiat would not have been on my list……today I think I might find one of these irresistible, despite the fact that the other two are still much better cars
Fiat had quite a presence in NZ in the 60s I remember many 850 coupes running around the streets plenty of 124/125 sedans but not many of the ragtops prices being quite high for those and the wettish climate of lower Northland not really convertible suited, Fiat even built a NZ only sedan for production racing the 125T but it wasnt as fast as the 3.3 Vauxhall Victors so it failed one survives Ive seen it and shot it for the cohort more may be out there.
..maritime salt air inspired rust was the killer of all NZ based Fiats ..even the lovely brand new Mirafiori’s on the wharf in Auckland had the beginnings of rust stains visible on the white-painted ones ..nice looking vehicles in the day !
There were a lot of Fiats in Australia too back then, but I don’t know that we ever got the Spiders.
A mate’s girlfriend had an orange-red 850 coupe. That was a nice car. He drove me home in it one night while he had it to work on. George was into amateur motorsport. He missed my house (deliberately, I suspect) and did the quickest U-turn I’ve ever experienced (to provoke oversteer, of course!), caught the tail as it tried to step out then drove to my house as if nothing had happened. How rear engine cars ought to handle!
I had a neighbor who fell in lust with one of these. In 1972 he bought a used one, 1968 or so. This was a guy with a wife and two kids, so it was used mostly as a work car for him. Almost immediately the tin worm appeared, plus the exhaust system failed completely. No money available for replacement, so we used to hear him coming home from the 3-11 shift at a great distance. One of the most uncomfortable cars I have ever ridden in.
I had an amusing incident involving one of these at the local Pick-A-Part. There was a horribly rusted green example sitting in the row. Just for the hell of it, I TRIED to shoehorn my 6’4″, 230 lb. frame and size 13 workboots into it. No freaking way. I couldn’t even get IN the thing, much less behind the wheel.
An older Hispanic dude nearby was laughing his ass off watching me trying to fold myself into it.
That must have been funnier than Edd China from Wheeler Dealer entering a Fiat 500!
Jeremy Clarkson was never able to fit into an original Ford GT40 from the 1960s (height: 40″) but he can sort of… just about… cram his lanky frame into a Ford GT from the 2000s (height: 43″):
https://www.youtube.com/watch?v=0UAnlMNvK8Y
Before one can enjoy a car, one must first be able to fit behind the wheel.
my brothers and i really wanted an 850 but after buzzy hellring died in vw accident, rear wheel drive cars were forbidden by my parents.
Love it.
Odd.
I had the 850, the 850Special, the Coupé and the Autobianchi A112.
But never an 850 spider.
I Always believed they were girlie cars, a sports car to me was the then out of reach MGB.
Which came, many of them years later.
The most fun were the 850Special, with its crome bodystripe, drilled rims because of the front disc brakes, 4-in-one exhaust manifold.
But number one was the A112 Autobianchi.
FIAT 850 Coupé engine with 903 cc’s and studying workshop manuals I was able to make an Abarth out of the engine by using an 850 Spider carburettor and other parts
The A 112 Abarth was so expensive used, but there was one in the scrapyard, powertrain removed of course !
That A 112 went as fast as a buddy’s Camaro straight Six when accelerating.
He was rich, sold his Camaro and bought a Porsha.
Oh by the way, Autobianchi were bought by FIAT in the earlys sixties and made cars with standard running gear but with front wheel drive, so FIAT could get used to FWD technology.
Later they were brought under the Lancia flag. as the posh sister of similar FIAT models.
No one who owned or drove one of these absurd creations has good memories of that experience. This would make Mitsu ownership seem akin to driving a Bentley. Do not fall into the trap of judging this car by its looks. My best friend had one and we pushed it as far as we drove it.
not true. i bought a yellow 1970 850 in 1972 from a used car lot in idaho falls idaho, druing my three gap years from college. it was my ski car, my kayaking car, my driving with the top down on moonlit nights with the heater on car. i absolutely loved this car. it caught everyone’s attention, especially in idaho, and the sound it made on acceleration was pure music. i learned to tune it from the mechanic who first made it hum, and never forgot what he taught me. still dream of owning one again someday.
I test drove a spanking new red 850 Spyder and fell absolutely in love with it. Couldn’t possibly afford it and bought a used 124 sport coupe instead. But I’ve always jonesed for the 850; what a cool car!