Fiat Ritmo Strada 1st Generation

Manufacturer	FIAT
Class	Motor Car
versions	Sedan Cabriolet
Production	from 1978 to 1982
Length	4015 mm
Width	1650 mm
Height	1405 mm
Step	2445 mm
Mass	from 850 to 955 k g
assembling	Italy  Spain (Seat Ritmo)
Styled	Walter de Silva  Sergio Sartorelli for Fiat  Bertone Style Centre (Cabrio)

The Fiat Ritmo (Strada) first generation is a car model produced by the Italian car manufacturer FIAT between 1978 and 1982.

The car has been produced since 1978 in two different series, the second of which was made in 1982.

History 

Project 138, destined for the development of an heir for the 128, was started in 1972. The goal was to give the FIAT media a more modern look, in order to keep pace with the protagonists of the segment outside national borders, in particular Volkswagen Golf and Renault 14.

The marketing for the first time in the history of Fiat, took on a decisive role in defining the design of the car, "forcing" the realization of a car in 2 volumes with tailgate, interior space for five persons, functional interiors and "strong recognizable with respect to the competition ". This solution ten years earlier had been discarded for the 128 produced in Italy, but used for the Yugoslav version.

The Fiat Style Centre, led by Gianpaolo Boano, built a small-sized sedan (less than 4 meters long), with wrap-around plastic bumpers (also incorporating lights) and a strong contrast between circular elements (headlights, door handles) and tense lines (side and tail). To contain production costs, a particular production process was developed for the production of expensive synthetic bumpers. It was the first Italian car (in France the Renault 5he had them since 1972) to have the bumpers integrated into the body of the car (and not protruding in their own right as it was until then); this initially caused some difficulties on the part of the public to accept the car that at that time seemed to have no bumper.

Even the interiors, with the dashboard and door panels, completely in plastic, printed in one piece were characterized by maximum functionality and habitability. Another touch of "modernity" to the model was the automated assembly (through the use of robots) of most of the car. The mechanical setting, however, was the same as the 128: front-wheel drive, suspensions with independent wheels MacPherson front, transverse at the rear and braking system of a mixed type. The manual gearbox could be 4 or 5 speed.

In 1979 the recognition of cars of the year was missing by a whisker, ranking second.

La Ritmo, this is the name chosen for the new model, debuted at the 1978 Turin Motor Show. In the English-speaking markets, the name was changed to "Strada". The rumour circulated that this was done because the word "rhythm" or "rhythm" indicated the menstrual cycle in English. In reality this interpretation is to be considered an urban legend, as this word is not commonly used with this meaning in Anglo-Saxon countries, and it is more likely that the choice was made for reasons of pronunciation.

At the time of the presentation, two bodies were available (3 and 5 doors), two trim levels (L and CL) and three engines, evolutions of those of the 128. At the base there was the 60 version, initially driven by two engines of 1050 and 1116 cm³of narrow derivation 127 and 128 but both enhanced to 60 CV, then there was the 65 version with an unprecedented 1301 cm³ (evolution of 1290 cm³ of the 128) of 65 HP and finally the Ritmo 75, with high displacement at 1498 cm³ (75 hp) and also available with a three-speed automatic transmission.

The CL, more equipped, could also mount the 5-speed gearbox on request (not available on the L). The 75, designed above all for foreign markets (and in Italy only available in automatic version), had little success in Italy also due to the relative low power that little justified the costs for the stamp (which at the time was paid based on the tax horses and therefore the displacement) and insurance. The car, although well received both in Italy and in Germany, was criticized for the poor quality of the plastics used and for the door panels completely devoid of the minimum fabric insert, as well as for the numerous flaws in assembly. No criticism for the mechanical part, by now already widely tested and always modern.

The Turin-based company has been working to repair since 1979, gradually introducing new versions and numerous detailed modifications distributed throughout the life of the model. In September of that year the special Targa Oro version was introduced, characterized by metallic mink colour varnish with golden thread along the entire side, dark bumpers, specific rims (with gold-coloured parts), Carello fog lights with masks and gold body, and more refined interior finishes (seats and door panels in velvet precious and plastics of specific and combined colour). The Gold Plaques, available both with 3-door and 5-door bodies, were based on the 65 for the domestic market and 75 for foreign markets. Note that the 3-door versions were available in pastel black. Also, in '79 the range was supplemented version 65 5p CL Automatic, always equipped with the automatic transmission junction Volkswagen. In the same period, in order to contain production costs, the 60 L was equipped with the 1049 cm³ single-shaft engine taken from the 127 second series and built in Brazil in Belo Horizonte, boosted to 60 hp from the original 50 to cope with the greater weight of the car: this engine, at that time very new and very modern, gave the Ritmo L similar performance to the CL although with slightly higher overall consumption due to the slightly more pointed delivery .

The ambitions of the Ritmo were clear when Gianni Agnelli presented it, with the name of "Strada" and the modifications of the case (absorption bumpers, 1500 injection engine equipped with anti-pollution devices and standard automatic transmission), to the US sellers. The operation, which ended 3 years later, was not very successful.

In 1980 the Ritmo D (only 5 doors) was introduced, equipped with a brand new 4-cylinder diesel engine designed by Ing. Lampredi, of 1714 cm³ of 55 HP obtained from the Monoblock of the 132 1800, equipping it with head, pistons and specific accessories. To compensate for the greater weight of the engine, the trim was revised by replacing the front struts with a sturdy torsion bar and the reduction of the steering box was also modified to lighten the steering wheel (as there is still no power steering for medium-sized cars, with this variant, four turns of the steering wheel were required for complete steering). The Dwas available in the stands and CL. Also, during the 1980s, plastic stone mouldings were added in front of the rear wheel arches, various modifications were introduced to the ventilation system, and above all the front doors were redone: the false triangular deflector disappeared to make way for a single glass, the characteristic rear-view mirror. trapezoidal (which was not even foldable) was replaced by a mirror more normal and prepared for the regulation of the interior, and the housing for the loudspeaker was moved downwards. In addition, the infamous one-piece interior panels were replaced by others less bulky and with a more sophisticated design. Also noteworthy is the modification of the rear window wiper which sees the rest position go from horizontal to vertical and the brush grow in length. Vacuum brake booster instead of the so-called mechanical mini-servo.

In 1981 the Targa Oro versions were replaced by the upgraded Super 75 and Super 85, with, respectively, engine of 1301 cm³ of 75 bhp and 1498 cm³ of 85 bhp both equipped with double body carburettor and camshaft with more thrust timing. The set-up was decidedly rich: black bumpers with chrome piping on the rear grille and license plate holder, chrome door handles, chrome trim around the windscreen, rear window and at the base of the windows, different air intake on the bonnet, and finally new 165 / 65 on specific 14-inch wheels, the same ones previously mounted on the Lancia Beta but with a specific hub cap. The interiors were totally redesigned: the dashboard in particular had a more imposing appearance and was built in foamed material similar to that of the Lancia Delta, the instrumentation was totally different and included a tachometer, a digital clock and a check-panel produced by the Veglia Borletti that, in a silhouette of the car, reported all the malfunctioning lights that were usually scattered around the instrumentation. The rear-view mirrors were adjustable from the inside and the seats more padded and fitted as standard with head restraints adjustable in height and inclination. The front electric windows and central locking were finally available on request. The Super cars were only available with a 5-door body, and they were very successful.

The same year the sports version Ritmo 105 TC and the Ritmo Cabrio also debuted (the latter already presented as a prototype at the Frankfurt Motor Show 1979).

The first, only with a 3-door body, was externally characterized above all by the specific black front bumper with integrated spoiler and fog lights, black tailpieces, black threads along the sides and 14 "wheels of the Super with black wheel covers (on request alloy wheels specific blacks.) The gritty look was justified by the 105 HP delivered by the 1585 cm³ double shaft carburettor engine that pushed it up to 180 km / h with an acceleration from 0 to 100 in about 10 seconds. three-spoke sports and many other details in tone. The trim was adequate with more braked shock absorbers and a front stabilizer bar that assisted the reaction struts. Bertone was built on the body of the 3-door but inherited mechanics and equipment for the 85 Super, and it met with immediate and lasting success. Characteristic is the striking central roll bar with car-coloured uprights and the rear "tailgate", obtained (with the hood closed) by tilting the rear window upwards and downwards the lid of the luggage compartment.

In 1982 the Ritmo received other detailed modifications of which the most striking was certainly the disappearance of the characteristic "tail" at the end of the roof, which had proved to be counter-productive from an aerodynamic point of view, creating vortices which, among other things, sucked up the dust and the water raised by the rear wheels, dirtying the rear window. Although the first series had been on the market for 4 years now and started up at the end of production, in that year FIAT introduced another version: the 125 TC Abarth. The version edited by Abarth was moved by a double-body double-shaft carburettor of 1995 cm³ with 125 HP at 6000 rpm.it had a very sporty body (only 3 doors) based on the 105 TC, with Pirelli production specific alloy wheels with 185/60-R14 P6 tires, Abarth 2000 side adhesive strip, rubber rear wing at the rear window base, chrome muffler terminal, sports seats and racing steering wheel.

Of course, the scorpion-branded labels are a must. In addition, the spare wheel, too large to remain in the engine compartment, was moved into the trunk and "wrapped" in a special imitation leather case. In addition to the powerful engine, this version was equipped with a sturdy sports gearbox produced by the German ZF, front brakes with ventilated discs with increased power brakes, and a whole series of modifications to the set-up which included several Abarth- marked front spindles that gave a different geometry to the 'front end. The Ritmo 125 Abarth, with its 190 km / h and a 0-100 in less than 9 seconds, aroused much interest in the Italian and foreign press. The Ritmo 125 Abarth was also used in rallies at the end of the 1970s, participating in the Montecarlo Rally in 1979 with Attilio Bettega at the helm .