My Fiat X1/9: The Agony and The Ecstasy
Regular readers will know that UMPH has a sometimes strained relationship with his Exxie. He adores it when it's going, the only problem being that, more often than not over the past year, it's been gathering dust in the tenebrous back corner of the local Italian specialist's workshop. (Please see https://www.blogger.com/blogger.g?blogID=7165367970551834236#editor/target=post;postID=377536526271448757;onPublishedMenu=allposts;onClosedMenu=allposts;postNum=44;src=postname.)
Then there are the electrics. Even UMPH's regular auto-electrician baulked at sorting the spaghetti-like fuse and relay box, the equally labyrinthine mess behind the centre console, the defunct central locking and the non-functioning headlight motors, before relenting and taking the project on. However, handicapped by a lack of wiring diagrams that at least vaguely resembled the chaos before him, he still couldn't get the headlight motors operating reliably.
Fortunately, help was available in the form of X1/9 aficionado Pat, owner of two very nice examples, who was able to get the lights raising and lowering properly again. So, with the wiring functional and tidy, and the head gasket and associated cooling issues behind him, UMPH finds himself in love with his little Italian all over again.
So, like anyone in amore, UMPH feels the need to trumpet his blissful state to anyone who'll listen (or read). He hopes you'll enjoy the following pictorial and text as much as he's currently loving his Fiat!
UMPH's X1/9 is an Australia-only 1980 "Series 1.5", by which he does and doesn't mean that it's got a 1500 cc motor. Confused? It does have a 1500 donk. However, the car was originally a 1300 four speed but featuring the impact-absorbing bumpers, raised engine cover and interior that were fitted to the 1500 five speeds available to the rest of the world. Rumour has it that the Aussie versions were a way of using up surplus engines and gearboxes from the previous model - hence the unofficial Series 1.5 moniker.
The sound of the Webers at full-noise is a joy, sitting as they are less than a metre from the occupants' heads. Their music is so sweet that they render the car's stereo pretty much redundant!
Performance isn't what you'd call exactly wild. However, the car revs willingly and, if you keep it in the 5,500 - 6,500 rpm range, it's actually pretty nippy around Tasmania's tightly winding country roads.
The interior is finished with black leather seats, door-trims and rear bulkhead. The carpet is a rich red and was sourced from the same manufacturer that supplies Jaguar. A Momo Indy and matching gear knob complete the interior. It's rather tasteful, even if UMPH does say so himself! He'd like to take credit for it, but he can't; the vision - and dollars spent - were all the previous owner's.
Recently the pipes that run from the radiator to the engine and back again were replaced with stainless steel versions, manufactured by a Hobart exhaust shop. As most of the cost was in dismantling, custom building and refitting the pipes, the extra cash spent on the upgrade to stainless wasn't as much as might be imagined. The radiator was refurbished at the same time. There's also a manual over-ride switch that kicks the radiator fans and engine bay blower into action, which can be handy when pushing the car hard through the twisty bits.
The body is straight and original. There was, however, the usual Italian rust problem, in this case most noticeable in the lower passenger's side window frame, which as since been cut out and repaired. Most pundits blame low-quality Russian steel for the corrosion issues but UMPH knows a mechanic who used to work for a Tasmanian Fiat dealer and says that many examples were shipped here as deck cargo - hardly an ideal start to life! UMPH has his own theory; he reckons a few well-placed drainage holes might have gone some way to sorting the problem.
Is the car finally finished? Probably not. But that's part of the charm of a classic, isn't it?
U M P H.
(uppermiddlepetrolhead.blogspot.com.au).
Then there are the electrics. Even UMPH's regular auto-electrician baulked at sorting the spaghetti-like fuse and relay box, the equally labyrinthine mess behind the centre console, the defunct central locking and the non-functioning headlight motors, before relenting and taking the project on. However, handicapped by a lack of wiring diagrams that at least vaguely resembled the chaos before him, he still couldn't get the headlight motors operating reliably.
Fortunately, help was available in the form of X1/9 aficionado Pat, owner of two very nice examples, who was able to get the lights raising and lowering properly again. So, with the wiring functional and tidy, and the head gasket and associated cooling issues behind him, UMPH finds himself in love with his little Italian all over again.
So, like anyone in amore, UMPH feels the need to trumpet his blissful state to anyone who'll listen (or read). He hopes you'll enjoy the following pictorial and text as much as he's currently loving his Fiat!
 |
| The UMPH X1/9 with Mt Wellington / Kunyani in the background |
 |
| A view south towards the mouth of the River Derwent |
 |
| A "Series 1.5." Note the big bumpers and the raised engine cover |
UMPH's X1/9 is an Australia-only 1980 "Series 1.5", by which he does and doesn't mean that it's got a 1500 cc motor. Confused? It does have a 1500 donk. However, the car was originally a 1300 four speed but featuring the impact-absorbing bumpers, raised engine cover and interior that were fitted to the 1500 five speeds available to the rest of the world. Rumour has it that the Aussie versions were a way of using up surplus engines and gearboxes from the previous model - hence the unofficial Series 1.5 moniker.
The 1500 in UMPH's example runs twin 40mm Weber IDFs with Unifilter oiled air-cleaners, a mild cam, Mallory electronic ignition and a four-into-two exhaust manifold. The head and flywheel are standard. At this stage, it's still coupled to the original four speed 'box.
The sound of the Webers at full-noise is a joy, sitting as they are less than a metre from the occupants' heads. Their music is so sweet that they render the car's stereo pretty much redundant!
Performance isn't what you'd call exactly wild. However, the car revs willingly and, if you keep it in the 5,500 - 6,500 rpm range, it's actually pretty nippy around Tasmania's tightly winding country roads.
Keeping it firmly stuck to the tarmac are a set of 15 x 195 x 50 series Hankook Ventus tyres on Stilauto alloys. It also features coil-over suspension all round, ensuring that it corners like a go-kart. Brakes are standard discs but, given the excellent ventilation the five spoke wheels provide, they rarely get too hot.
The interior is finished with black leather seats, door-trims and rear bulkhead. The carpet is a rich red and was sourced from the same manufacturer that supplies Jaguar. A Momo Indy and matching gear knob complete the interior. It's rather tasteful, even if UMPH does say so himself! He'd like to take credit for it, but he can't; the vision - and dollars spent - were all the previous owner's.
 |
| This embossed X19 logo is located on the spare wheel cover, behind the driver's seat |
Recently the pipes that run from the radiator to the engine and back again were replaced with stainless steel versions, manufactured by a Hobart exhaust shop. As most of the cost was in dismantling, custom building and refitting the pipes, the extra cash spent on the upgrade to stainless wasn't as much as might be imagined. The radiator was refurbished at the same time. There's also a manual over-ride switch that kicks the radiator fans and engine bay blower into action, which can be handy when pushing the car hard through the twisty bits.
The body is straight and original. There was, however, the usual Italian rust problem, in this case most noticeable in the lower passenger's side window frame, which as since been cut out and repaired. Most pundits blame low-quality Russian steel for the corrosion issues but UMPH knows a mechanic who used to work for a Tasmanian Fiat dealer and says that many examples were shipped here as deck cargo - hardly an ideal start to life! UMPH has his own theory; he reckons a few well-placed drainage holes might have gone some way to sorting the problem.
Is the car finally finished? Probably not. But that's part of the charm of a classic, isn't it?
U M P H.
(uppermiddlepetrolhead.blogspot.com.au).
Comments
Post a Comment