FIAT 1300

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Performance

model max speed standing km
126 Personal (1977) 110 km/h 46.1 sec
126 bis (1987) 118 km/h 45.6 sec

Tuning

One of the more popular and simpler modifications is to use the cylinder head and carburettor from the Panda 34. The basic engine was the same, but the breathing was considerably improved through a complete redesign of the internal passageways in the head. Other normal modifications such as air-filters and exhausts will always help. If any increase in performance is being carried out it is also necessary to improve the brakes, the standard 'all-drum' setup not being the most potent. Front disc brake conversions are available.
Giannini produced various versions of the Fiat 126 with increased power which can be looked to for ideas. It is also possible (in Italy) to purchase kits which increase the capacity of the engine, complete with pistons, camshaft, gaskets and other parts.

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Fiat 127

Introduced in April 1971 to replace the 850, the 127 was awarded the higest European press accolade, 'Car of the Year', in the same year. A significant change from its rear-engined predecessor, it adopted the 'new' front-wheel drive layout as used in the 128. Indeed most of the mechanical components and layout were based on the latter car, with a similar braking (front discs, rear drums) and suspension (front MacPherson, rear independent with transverse leaf spring) setup. The only powerplant available at launch was a 903cc engine derived from that of the 850 Sport.
Initially launched in 2 door form only, a 3 door variant (the boot becoming a hatch, and the rear seat becoming a folding piece) arrived the following year. These first series cars were built from 1971 to 1977 and were only available with the one engine (903cc) and two trim levels (excluding special editions).
The new 127 was one of the first of the now commonly known 'Supermini' cars, and was praised for its space utilisation (80% of the floor space was available for passengers and luggage) and its safety, with a deformable structure designed to minimise the effect of an accident, a collapsible steering column and other design features. The modern design, relatively good performance (for its segment) and excellent roadholding made it the best selling car in Europe for several years.
In 1977 the new series II car was introduced, which had a redesigned front end, lights, grille, bumpers, etc.... It also introduced a new 1049cc engine, produced in Brazil, which was sold alongside the older 903cc engine. Three levels of trim became available, the 'L', 'C' and 'CL'. A new 127 Sport joined the range in 1978 with the 1049cc engine tuned to give 70bhp (modified valves, manifolds, carburettor), improved brakes, a larger anti-roll bar and a variety of modifications to the trim, both outside (bumpers, grille, mirror) and inside (seats). 1979 saw the arrival of the 'Top' which was a three door 1050cc car with a full length canvas sunroof and wider tyres as standard. The same year saw the arrival of the 'Rustica'. Developed from the Brazilian 147, this had a strengthened shell with a variety of modifications for 'rough road' work including stronger suspension, modified brakes, different gearbox ratios etc. Only available in beige, the interior was much simplified, side rubbing strips came as standard and wire mesh headlight guards were fitted.
A five door 127, the 'C' arrived in 1980 powered by the 903cc engine (originally developed by SEAT in Spain as a four door) and shortly afterwards, in November 1980, the 'Panorama' was released. This was an estate variant based again on the Brazilian 147, with a raft of mechanical modifications including the cooling system, brakes, transmission and fuel tank. The following year the 127 diesel was released, powered by a 1301cc diesel engine, derived from the 1050cc unit, with 45bhp. The same engine was also available in the Panorama.
In March 1981 the whole range received a variety of small changes, and the trim levels were revised and renamed 'Super', 'Special' and 'Sport'. November of the same year ,1981, saw the final, series III, facelift which brought again new lights and grille as well as new bumpers. A new engine also appeared in the 'Sport', now a 1301cc unit with 75bhp. The final update appeared in 1983 when the diesel saloon and Panorama versions received an external facelift plus a variety of small technical improvements. Production ceased in 1987.

The following summarises the models produced :
Series I, from 1971 : 2dr, 3dr 903cc (47bhp)
Special 903cc (45bhp)
Series II, from 1977 : 2dr, 3dr, Top, Rustica, Panorama, Super 1049cc (50bhp)
Sport 1049cc (70bhp)
'C' 5dr 903cc (45bhp)
Diesel 1301cc (45bhp)
Series III, from1981 : Special 903cc
Super 1050cc
Sport 1301cc (75bhp)
Diesel 1301cc (45bhp)

Italian production totalled 3 779 086 examples (in Spain (SEAT) 238 166)
For details of the Fiat 147, the 127 built in South America. A total of 169,312 of this version was produced

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Technical Details

Driveline-transverse engine at front with front wheel drive
Engines-903cc (65x68mm) ohv 4 cyl with 47bhp @ 6,200rpm from 1974 with 45bhp @ 5,600rpm (reduction due to improved emissions) 1049cc (76x57.8mm) ohc 4 cyl with 50bhp @ 5,600rpm with 70bhp @ 6,500rpm in the 'Sport' from 1978 1301cc diesel (76.1x71.5mm) sohc 4 cyl with 45bhp @ 5,000rpm 1301cc (76.1x71.5mm) sohc 4 cyl with 75bhp @ 5,750rpm in the 'Sport' from 1981
Suspension-front : MacPherson strut with telescopic dampers and coil springs plus anti-roll bar rear : independent with telescopic dampers and single, transverse leaf spring wheelbase : 2225mm track (front/rear) : 1280mm/1295mm (Sport : 1288mm/1303mm)(Diesel ; 1270mm/1300mm)
Brakes-front : discs. diameter 227mm rear : drums, diameter 185mm front calliper piston diameter : 48mm rear wheel cylinder bore : 19.05mm handbrake operating on the rear via a cable
Gearbox-4 and 5 speed manual cable operated clutch disc diameter : 160mm, later 170mm
Steering-Rack and pinion 3.5 turns lock to lock
Kerb weight-series I (2 door) : 705kg series II (3 door) : 730kg; Panorama : 830kg series III : 710 to 730kg Diesel 835kg

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Performance

model max speed 0-100 km/h standing km Braking (from 100km/h)
127 Sport (1978) 155 km/h 12.9 sec 34.5 sec
127 Sport (1982) 164 km/h 10.0 sec 32.5 sec 46.5 m
127 Diesel 130 km/h 23.5 sec 41.3 sec
127 900 (1982) 133 km/h 15.8 sec 37.9 sec
127 1050 (1982) 139 km/h 14.8 sec 37.1 sec

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Tuning

There are three main areas to concentrate on, the engine (and transmission), the brakes and the suspension and then various other details. These three should be done together since they complement each other, not all of one and none of another !

1. The engine.

Before modifying the engine it is worthwhile filling it with a good quality synthetic oil and fitting new spark plugs. An engine oil additive may also be used.
The first improvements are relatively simple. The air filter can be replaced for an aftermarket item which will help the engine breathe more freely, the type which completely replace the original airbox are best, and the exhaust can be replaced for one which will restrict the exit of the gases less.
The main modification (outside of taking the engine apart) is to fit a better carburettor. Either a unit from a larger engined model, or you can buy a special inlet manifold to allow the fitment of other units. A camshaft will also provide a noticeable gain, especially if fitted in conjuction with the carburettor.
Other things to do should include fitting a cold air intake, a large diameter pipe (minimum 5cm) to provide air from outside the engine bay to the air filter. The exhaust manifold can also be lagged with thermal cloth or tape to keep the exhaust gases hotter (and thus reduce back pressure) and also to keep the underbonnet (and hence intake and fuel) temperatures lower.
The high tension leads can also be replaced with performance ones.
Further modifications require the machining of the cylinder headand/or cylinder block (which will not be dealt with here since it is not normally a DIY job) after which it may be worth fitting an oil cooler. If overheating is a problem due to the increased power output then a small hole can also be drilled through the plate in the thermostat.
Regarding the transmission the main requirement is to uprate the clutch to handle the increase in power and torque achieved though the engine modifications. Friction plates can be purchased with improved materials and heavier duty pressure plates are also available. Whilst doing this it is worthwhile lightening the flywheel.

2. The brakes.

Initially it is relatively easy to replace the brake discs with drilled and grooved items, and the pads for a harder compound. The latter should not be too hard (ie no race pads on the road) or they will not function effectively at the normal 'road' operating temperatures. Stainless steel braided flexible hoses will improve the pedal feel and reduce the chance of damage whilst DoT5 fluid (not silicon) will increase the temperature at which it can operate effectively. If the brakes are getting too hot the dustguards can be removed and/or ducts fitted, taking air from behind the front bumper.
If more serious braking is required the next modification would be to increase the disc size. It is possible to use larger discs with a bracket allowing use of the production callipers, or alloy four pot callipers can be fitted.
In order to improve the balance of the car under braking it is desireable to be able to adjust the balance of braking from front to rear (and vice versa). This can be accomplished by fitting a bias valve in the line to the rear brakes, usually in a position so that it can be reached from the drivers seat.

3. The suspension.

The easiest improvement,and the one which will probably bring the single most noticeable change, is to replace the dampers and springs. At the front, everything can be replaced, at the rear the suspension can be lowered by clamping the leaf spring. Top adjustable dampers are compromised, but are good for road and track day cars since it allows the suspension to be adjusted between these two, rather different, requirements. Coil over units add more adjustability and can be purchased outright, or can be made from standard dampers by welding a threaded sleeve to the standard tube.
There are then two other main suspension aims; to reduce the flexiblity in the suspension and to increase the stiffness of the car, both of which aim at more accurate control of the wheel movement. To reduce the flexibility it is possible to fit nylon bushes instead of the normal production rubber items, or if perfection is desired the suspension can be fitted with metallic bearings (rose joints / rod ends). Spherical bearing top mounts can also be used. To stiffen the car it is most popular to fit strut braces. These can be fitted to the front and rear. For more extreme cases a rollcage can be fitted.....
Into this category also fall the choice of wheels and tyres. With an increase in power it can be necessary to fit larger tyres (thus requiring larger wheels) but the temptation to fit the biggest possible should be resisted. Consideration should be given to fitting a wider tyre on the front (since they provide traction and steering) but keeping the standard, or a wider but not as wide as the front, tyre at the rear. This will improve the balance of the car.

4. other things.

Other modifications worth considering include fitment of a shift light and rev limiter, higher power bulbs in the headlights (if you are going to go faster you need to see further) and installation of a quicker steering rack.

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Maintenance

The following data refers to the 1974 903cc model :
Scheduled maintenance :
Replace air filter : every 10 000km
Check tappet clearances : every 10 000km
Engine oil & filter change : every 10 000km or 12 months
Transmission oil change : every 30 000km
recommended engine oil : for min temp below -15°C SAE 10W, for min temp below 0°C SAE 20W, for min temp above 0°C SAE 30 and for max temp above 30°C SAE40.
Alternatively 10W/30 for cold (min below 0°C) and 20W/40 for hot climates
All the above oils should be "Low ash content detergent oil meeting the relevant European specification"
recommended transmission oil : SAE 90 non-EP
engine oil capacity (sump & filter) : 3.9 litres
transmission oil capacity : 2.40 litres
Spark plugs : Champion N7Y or Bosch 215T30, gap 0.5mm to 0.7mm
Tyre pressures (2-door & 3-door version) front/rear : 1.7bar / 1.9bar

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This car, prepared according to the regulations for Group 2, was used in the 1980 Italian rally championship, prepared by Piero Lavazza of Turin. The 1049cc engine used different pistons, camshaft, valves, carburettors (44 DCNFs) and produced 109bhp (instead of the standard 50bhp !). The suspension featured widened tracks, strengthening, rose-joints throughout and special dampers and springs. The brakes retained the fundamental layout of the road car but with twin master-cylinders and different pads, fluid and hoses. An oil cooler and a limited-slip differential were also fitted.

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