Cairo, Egypt (Nasr)(AAV)
|Designer||Sergio Sartorelli at Centro Stile Fiat Bertone (Cabrio)|
|Body and chassis|
|Class||Small family car|
1,049 cc Brazil I4|
1,116 cc I4
1,301 cc I4
1,498 cc I4
1,585 cc 138 AR.000 twin cam I4
1,995 cc twin cam I4
1,714 cc diesel I4
1,929 cc turbodiesel I4
3-speed automatic (VW)
Script error: No such module "convert". MkI|
Script error: No such module "convert". MkII
Script error: No such module "convert". (125 & 130TC)
|Length||Script error: No such module "convert".|
Script error: No such module "convert".|
Script error: No such module "convert". (Sport/Abarth)
|Height||Script error: No such module "convert".|
|Curb weight||850-995 kg (1873-2193 lb)|
The Fiat Ritmo is an automobile by Italian manufacturer Fiat, launched in 1978 at the Turin Motorshow. It was a small family car with an avantgarde design by Sergio Sartorelli who headed the Future Studies department at the Centro Stile Fiat. The export version for English-speaking markets was badged Fiat Strada. In 1979, SEAT Ritmo production started in Spain and was replaced by a facelifted version in 1982, the SEAT Ronda. During the Ritmo's production, which ran from 1978 to 1988, a total of 1,790,000 units were made. It was replaced by the Fiat Tipo.
Fiat started work on the Ritmo hatchback — as a replacement for the 128 sedan — in 1972. Prior to its launch, the press speculated that the project codename 138 would be the final production name, however, Fiat resolved to follow the precedent set by the Fiat Mirafiori by giving its new car the Ritmo name, rather than another three digit number. In Italian, the name translates to "rhythm", whereas the export Strada name used for most English-speaking markets (i.e. Great Britain, United States and Canada. Sold as Ritmo in Ireland) translats into "road".
Technologically, the biggest innovation of the Ritmo was not the car itself (since it was mechanically based on its predecessor, the Fiat 128) but the way in which it was manufactured at the Cassino plant. Fiat, already an industry pioneer in automated assembly at the time, took the ambitious step of almost completely building the Ritmo with robots, earning the car the advertising slogan "Handbuilt by robots". The avantgarde nature of its design is represented by large plastic bumper bars (which absorped small impacts without damage, relative to the then separate metal bar bumpers of other cars), the manner in which these intersected the front round headlights and incorporated the rear tailights plus licence plates, and how round shapes (such as the headlights, door handles and the rear edge of the roof ending in an upward sweep) were combined within overall sharp lines (e.g. from those of the sloping rear hatch and slanted rear window corners to the badges and shape of the side indicators and rear view mirrors). Its aerodynamic design resulted in an excellent — for its era — drag coefficient of Cd=0.38,
The initial 4-cylinder engine range included 1.1 -Litre (Script error: No such module "convert".), 1.3 -Litre (Script error: No such module "convert".) and 1.5 -Litre (Script error: No such module "convert".) petrol engines, which were reasonably refined and economical. Suspension was independent all-round, the braking system comprised front discs and rear drums and the wheels measured 13-inch in diameter. Gearboxes ranged from a standard 4-speed manual (5-speed optional on CL models) and an optional 3-speed Volkswagen-derived automatic. Its boot capacity ranged from 330 to 1100 Litres.
First series (1978)
The Ritmo finished second in the European Car of the Year awards, behind the Simca-Chrysler Horizon. The initial range in Italy included the following models, whose designations reflected their respective engine horsepower (PS):
- 60 L (3 and 5-door, priced ₤4,407,000 to 4,608,000)
- 60 CL (3 and 5-door, priced ₤4,4679,000 to 4,879,000)
- 65 L (5-door, priced ₤4,726,000)
- 65 CL (3 and 5-door, priced ₤4,797,000 to 4,997,000)
- 75 CL Automatica (5-door, priced ₤5,611,000).
The CL range was the better-equipped model (with the 60 CL comprising 80% of total initial sales in Italy) and the whole range also distinguished itself by having numerous accessories unseen in past Fiat cars, available as optional. These included: larger tyres; a rev counter; stereo system; safety seatbelts and headrests; passenger-side rear view mirror; split-fold rear seat; tinted windows; rear window wiper; rear window defroster; metallic paint; sunroof (the most expensive at ₤259,600). The instrumentation was incorporated in a rectangular pod with modular slots that could house various gauges and switches, either standard depending on the model or optional (e.g. digital clock and switches for hazard lights or adjustable-speed ventilation fan).
The colour of the interiors was determined by the external paint, as follows:
- beige interior: Azzurro Rodi (light blue), Rosso Cina (red), Verde Kent (green) and metallic Verde medio (medium green);
- blue interior: Bianco yacht (white), Blu lord (royal blue) and metallic Azzurro (light blue) and Alluminio (silver);
- brown interior: Arancio Messico (orange), Grigio jet (grey) and metallic Rosso rame (copper).
Whilst well received in the key Italian and German markets, the first series of the Ritmo was criticized for its basic interior trim (e.g. no fabric on door panels) and other assembly shortfalls. As a consequence, Fiat quickly responded in 1979 with various revisions and the introduction of the Targa Oro ("Gold plate") range. The latter was based on the Ritmo 65 (or 75 for export markets) and was distinguished by, among other things: a mink paint (or black for the 3-door version), gold striping plus accents in the alloy wheels, foglights, dark bumper bars and velour trim interiors. That same year, the 65 CL range could also be had with a VW-derived automatic transmission, and a 1.05 -Litre petrol engine built by Fiat of Brazil that had the same power and torque figures as those of the 128-derived 1.1-Litre engine, was also introduced to power the "60 L" models available in some markets.
At the 1980 Geneva Motor Show, a 5-door only diesel version — marketed as the Ritmo D and available in both L and CL trim — was introduced with a 1,714 cc engine (Script error: No such module "convert".). To accommodate this considerably heavier engine, the steering rack was slowed down (from 3.5 to 4 turns) and the suspension adjusted. Nonetheless, a 65.5% forward weight distribution was hard to mask and both handling and braking suffered when compared to petrol-powered Ritmos.
In 1981, the Targa Oro and 75 models were replaced by the 5-door only Ritmo Super (or Superstrada in some export markets). They brought higher specification and fittings (from chrome trimmings to a more complete instrumentation and optional central locking), larger 14-inch wheels and, most significantly, revised engines with Script error: No such module "convert". (1300) and Script error: No such module "convert". (1500). This extra power was gained through slight alterations to the camshaft profile, a twin carburettor, and a twin exhaust system. Other differences included lower profile tyres (Pirelli P8) and a close-ratio 5-speed manual gearbox. The steering was also somewhat faster. By this time, the Ritmo range in Italy also included 3- and 5-door manual versions of the 75 CL and 3-door 75 CL Automatica, with the price of the popular 60CL now ranging from ₤6,868,000 to 7,180,000 for the 3- and 4-door versions, respectively.
In May 1981, the first sports version, the Ritmo 105TC, was launched. Available only as a 3-door, it was powered by a Script error: No such module "convert". Fiat DOHC engine with a displacement of 1,585 cc, which was derived from that used in the 131 and 132 models. This car had the same Script error: No such module "convert". wheels as the Ritmo Super, but with black centre hubcaps. British and Irish models had black and silver Cromodora alloy wheels (5.5 x 14) as standard. Other distinguishing features relative to the normal range included: front fog lights integrated into the front bumper; integrated front spoiler combined with wheel arch extensions; black lower door paint; black mesh air intake; rear spoiler at the base of the rear window. That same year, Fiat also launched the Ritmo Cabrio.
In September 1981, Fiat displayed the Ritmo 125TC Abarth at the Frankfurt Motorshow. This model was not available for right-hand export markets because the position of the exhaust downpipe did not allow for a relocated steering column and system. The 125TC was a modified and revised 105TC with a 1,995 cc DOHC four with Script error: No such module "convert"., ventilated front discs, a new 5-speed ZF manual gearbox, revised suspension settings and strengthened components. Outwardly, the 125TC differed only slightly from the 105TC - it gained the chunky four-spoke 14 in alloys later seen on the Bertone Cabrio models, featured a joint "Fiat / Abarth" blue and red badge on the rear hatch, and the side badges featured the Abarth "Scorpion". The 125TC version had a top speed of Script error: No such module "convert". and it could accelerate from 0 to Script error: No such module "convert". in 8.7 seconds. These cars were the last ones assembled on a separate Abarth production line, following the Fiat buyout in 1971.
Second series (1982)
In October 1982, the Ritmo was re-engineered and restyled. The whole chassis was lighter by 70kg and benefitted from better Noise, Vibration and Harshness (NVH) control. Suspension mounts were altered and the spare tyre was finally moved from the engine bay to the boot, along with a relocation of the fuel tank now ahead of the rear axle (resulting in the fuel cap moving on the right side and under a lid instead of remaining exposed). The facelift saw the Ritmo become more restrained with more conventional re-designed front and rear ends. For example, the round headlights no longer intersected the bumper bar but were now part of a separate vertical grille, and the tailights were similarly part of a vertical appliqué instead of integrated in the rear bumper bar. In addition, all models now featured the Fiat's new corporate five-bar emblem at the centre of the grille, with base models featuring single round headlamps and all other, double round headlights (in Britain, all models of this generation featured twin headlamps). The bonnet too no longer had an air scoop and the roof was now completely flat (with the upward sweep of the first series found to cause vortexes and contribute to dust and water over the rear window). The 1.05 litre "Brazil" engine was discountinued.
The 105TC was relaunched with revised interior trim, a dashboard mirroring that of the earlier Ritmo Super, and an upper hatchback spoiler in place of the lower one. In Britain, 7-spoke alloy wheels replaced the earlier Speedline ones. Although in British advertising the car was named "Strada II", it remained badged as the Strada. The North American version was unchanged but was finally discontinued at the end of the 1982 model year (at which time the Fiat range included only the X1/9 and the 124 Spider).
In 1983, Fiat completed the range with the Ritmo ES ("Energy Saving") models and the hot hatch, Ritmo 130TC Abarth. The latter was based on the 125TC but was powered by a 1,995 cc engine with power output increased to Script error: No such module "convert".. This was achieved by replacing the single Weber carb used in the 125TC with twin Solex/Weber carbs on a side-draught manifold, and via improved cam profiles. The 130TC had a top speed of Script error: No such module "convert". and accelerated from 0 toScript error: No such module "convert". in 7.8 seconds. It was fitted with Recaro bucket seats as standard in Britan (optional in Europe) and it remained the only 1980s European hot hatch to continue utilise carburettors instead of fuel injection, coming with either twin Solex ADDHE or Weber DCOE40 carburetors. Ignition timing was controlled electronically. Although appearing outwardly similar to the restyled 105TC with its lower door & wheelarch trims, the 130TC could be distinguished by its polished four-spoke alloy wheels (continued from the earlier 125TC), aerodynamic perspex front door wind deflectors, and lower hatchback spoiler. The powerful twin-cam was mated to a close ratio 5-speed ZF manual gearbox and had superior performance to its contemporary rivals, which included the Volkswagen Golf GTi, Ford Escort XR3i, Vauxhall Astra GTE and the MG Maestro.
There was a minor change in the spring of 1984, mainly consisting of a new range hierarchy. Aside from the 3-door, four-speed "L" versions ("60" and "Diesel"), all non-sporting Ritmos now had 5-speed manual gearboxes and 5-door bodywork. The upper-class 85 Super version was dropped in Italy, where smaller-engined versions ruled the marketplace. The 1.1 litre 60 Super models were new to the lineup.
Third series (1985)
1985 saw a minor facelift to the Ritmo range, featuring new rectangular door handles on 5-door versions (the 3-door retained circular door handles), shared with the Regata — the Ritmo-derived sedan. Other changes included restyled front & rear bumpers, and lower plastic panels on the doors (again, taken from the Regata). The 5-door's rear bumper now housed the number plate at low level, whilst the space between the rear lights was filled with a plastic panel. The 1,714 cc diesel engine was replaced with a 1,697 cc unit from the Uno 60D, developing Script error: No such module "convert".. The 3-door 105TC model was replaced by the 3-door Ritmo 100S (also fitted with a 1,585 cc DOHC engine). The 130TC Abarth benefitted from the same external changes as the other models, in addition to new wheels and interior trim. In 1986, a new diesel version was launched with a 1,929 cc intercooled turbodiesel (Script error: No such module "convert".), and was badged as the Ritmo Turbo DS (as a 5-door only). While marketed across continental Europe, the 100S and the Turbo DS were not sold in Great Britain or Ireland, nor were any of the fuel injected models. The latter included the 75 i.e. and 90 i.e., which had lower ouputs due to their catalytic converters fitted to meet tougher export markets' emission regulations.
To spur more sales, in 1986 Fiat launched two limited editions:
- the Ritmo Team (with 60 and D engines and based on a 5-door CL) in May; and
- the Ritmo Super Team (with 60, 70 and 100 engines fitted with central locking, power windows and adjustable steering wheel).
In 1988, the production of the Ritmo ended. In its place, as the new contender in the European C-segment, Fiat launched the similarly avantgarde, Tipo.
Other models or variants
The Fiat Ritmo Cabrio was originally displayed as a concept at the 1979 Frankfurt Motorshow but went on sale in 1981. It was assembled by Bertone and, coinciding with the 1982 facelift, was badged as a Bertone instead of a Fiat. It was cheaper than, and competed against, the Volkswagen Golf Cabriolet but was not up to Volkswagen standards in terms of quality or ability, despite the fact that the German rival was not built in-house, but by Karmann.
The Bertone Cabriolet was sold in various European markets in petrol-engined form only (75S, 85S, 100S; some with fuel injection) until 1988. There were various special editions including the Ritmo Cabrio Chrono and Ritmo Cabrio Bianco (all white).
A sedan version, the Regata, was launched in 1983 with limited success outside of taly despite being sold more globally, including in Australia. Mechanically similar to the Ritmo, the sedan was offered with 1.3, 1.5 and 1.6-Litre petrol engines, and diesel 1.7 and 1.9-Litre or 1.9-Litre Turbo diesel engines. A station wagon version—badged the Regata Weekend—was launched in 1984 and a unique design feature was represented by its folding rear bumper section, which created a level loading bay. The Regata received a minor facelift in 1986 (bumpers, doors and interior) as well as fuel injection fitted for some engines — most notably the 1,585 cc "100S i.e.".
In North America, the Fiat Strada was introduced for the 1979 model year to replace the 128. It used the same 1.5 SOHC engine as the X1/9 coupe' (generating Script error: No such module "convert".) and featured a standard 5-speed manual gearbox. In spite of a roomy interior, the Strada failed to convince enough buyers to forget reliability issues from previous Fiat models and was withdrawn from North America in 1982. Strict North American collision standards resulted in this Strava featuring extended plastic bumper bars.
Anecdotally, the reason for the name change in the North America is rumoured to have been an associationwith the menstrual cycle – either because of its "rhythm" translation or "Ritmo" branded sanitary napkins.
Spanish car maker SEAT began their history as a Fiat licensee from 1948, manufacturing clones of the Italian cars. From 1979 to 1982, a Spanish version of the Ritmo, the SEAT Ritmo, was produced in Spain near Barcelona. The original SEAT Ritmo was equipped with license-built pushrod engines from the old Fiat 124. The end of the above partnership began in 1982, coinciding with a new SEAT logo and the launch of the "System Porsche"-engined SEAT Ronda, which remained in production until 1986. An intellectual property dispute arose and was ultimately resolved by the Arbitration Chamber of Paris in 1983, which found that the Ronda was sufficiently different from the Ritmo (much to the angst of Fiat due to rumours that its restyle was very close to that of the Ronda). As part of this dispute, SEAT changed just enough components and showed to the press a black Ronda with all the in-house developed components painted in bright yellow, in order to highlight key differences between the two products.
In 1982, SEAT entered into a new licensing agreement, this time with Volkswagen. In 1984, SEAT manufactured the new Giugiaro-designed and "System Porsche"-engined Ibiza, which still had Ritmo underpinnings. Moreover, mirroring the Regata, in 1985 SEAT also developed and launched the 4-door Málaga sedan. All ties with Fiat underpinnings were finally severed when Volkswagen took majority ownership of SEAT in 1986 and began producing cars in Spain based on German-developed platforms.
Revival of the Ritmo name
The Ritmo name was revived by the Australian Fiat importer, Ateco Automotive, with the marketing of the new Fiat Bravo as the Fiat Ritmo upon its launch in October 2007. This was due to the fact that, in Australia, Japanese car maker Mazda already used the name Bravo for its B Series pickup. Pre-launch indication were that the Ritmo name was to appear on New Zealand bound cars, but this never eventuated, where the name Bravo is instead used.
- "Arab American Vehicles Co". Aav.com.eg. Retrieved 2010-03-25.
- "L`ASI AL 31° AUTOMOTORETRÒ". www.asifed.it. ASI AUTOMOTOCLUB STORICO ITALIANO. Retrieved 11 September 2014.
- "Fiat Ritmo / Strada". carsfromitaly.net. Retrieved 2007-09-04.
- "Sergio Sartorelli, 1500 VW Karmann Ghia". www.kaeferblog.com. Beetle Blog. Retrieved 11 September 2014.
- "Der neue Jahrgang: Neue Automodelle für 1977 und 1978". Auto Motor u. Sport. Heft. 10 1977: Seite 84–103. 11 May 1977.
- "Fiat Strada Handbuilt By Robots Commercial". HudsonFilmLtd. youtube.com. Retrieved 15 August 2013.
- "Prove su Strada - FIAT Ritmo 60 CL". Quattroruote: 84. September 1978.
- "Prove su Strada - FIAT Ritmo 60 CL / Ford Escort 1.1 GL". Quattroruote: 120. February 1981.
- Büschi, Hans-Ulrich, ed. (March 3, 1982). "Automobil Revue '82" (in German and French) 77. Berne, Switzerland: Hallwag, AG. p. 289. ISBN 3-444-06062-9.
- Costa, André & Georges-Michel Fraichard, ed. (September 1981). Salon 1981: Toutes les Voitures du Monde. l'Auto Journal (in french) (Paris: Homme N°1) (14 & 15): 90. Missing or empty
- Salon 1981, p. 91
- "Prove su Strada - Bertone Cabrio". Quattroruote. June 1982.
- "Fiat Ritmo Abarth 125TC / 130TC". 125tc (in Deutsch). Retrieved 2007-10-03.
- Mazzocchi, Gianni, ed. (April 1984). ""Ritmo": Si veste meglio" [Ritmo: Better dressed]. Quattroruote (in Italian) (Milan, Italy: Editoriale Domus) 29 (342): 78.
- "Birmingham Motorshow". Glasgow Herald. 1978. Retrieved 2011-09-19.
- "Fiat Tipo Review Covering 1988 - 1995". GB: CompuCars. Retrieved 2011-08-07.
- Mazzocchi, Gianni, ed. (September 1984). "Prove su strada: Seat "Ronda 1.2 GL"" [Road Test: SEAT Ronda 1.2 GL]. Quattroruote (in Italian) (Milan, Italy: Editoriale Domus) 29 (347): 168.
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|« previous — Fiat Automobiles S.p.A. car timeline, European market, 1980s–present|
|City car||126||Cinquecento||Seicento / 600|
|Panda I||Panda II||Panda III|
|Supermini||Hatch||127||Uno||Punto I||Punto II|
|Palio||Grande Punto||Punto Evo||Punto|
|Small family car||Hatch||Ritmo||Tipo||Bravo I / Brava||Stilo||Bravo II|
|Large family car||132||Argenta||Croma I||Croma II|
|Cabriolet||Ritmo Cabrio||Punto Cabrio||500C|
|LCV/LAV||Fiorino I||Fiorino II||Fiorino III / Qubo|
|Doblò I||Doblò II|
|Large MPV||Ulysse I||Ulysse II||Freemont|
|Van||Daily||Scudo I||Scudo II|
|Ducato I||Ducato II||Ducato III|
|« previous — Fiat Automobiles S.p.A. car timeline, European market, 1960s–1980s — next »|
|Small family car||1100||128||Ritmo||Tipo|
|Large family car||1500||125||132||Argenta||Croma I|
|128 Coupé||128 Berlinetta|
|1200 / 1500 / 1600 Coupé||124 Sport Coupé|
|2300 Coupé||130 Coupé|
|1200 / 1500 / 1600 Cabriolet||124 Sport Spider||Spidereuropa|
|Panel van||Fiorino I||Fiorino II|
|Compact MPV||600 Multipla|
|1100 BLR / ELR / I / T||238|
|Off-road||Campagnola (1101)||Campagnola (1107)|