The Find
Here’s something I didn’t expect to come across at all. Not that I was entirely sure as to what exactly I was staring at when I saw it from a distance. Can you blame me? Is not like there’s a whole lot on this one left. And in the San Salvador of my youth, Fiats of the seventies were the norm, not these from the 1960s. So, apologies for not figuring out the car’s identity right away.
Still, I remembered the shape as I had seen it somewhere once or twice. Recessed memories from my youth that I didn’t recall? Nope. Online mental references most likely. At first glance, it seemed like an Italian… or an early Japanese with Italian cues. Nope, Italian! You Fiat lovers are shouting. So yeap, an Italian, barely hanging in there. Like a lost and battered Roman soldier, left behind after a failed invasion effort in African lands (I was going to use Germany, but this being the tropics, it seemed all wrong. Better stick closer to the equator!).
The What
So what we likely have here is a Fiat 1300/1500 Familiare. A line of vehicles built from 1961 to 1967, and of which the Familiare was the wagon version. Under the hood, options of a 1.3L or 1.5L were found, which denoted model name. There was also the matter of the wheelbase stretch, which happened in 1964 and lengthened the vehicle from 158.7″ to 163″. Those being known from then on as 1500 C.
Not knowing what’s under the hood, and with no measuring tape in my hands, hard to tell if this is a 1300 or a 1500. Still, from what I read, seems like the 1500 line was the one sent to South American nations. So, a 1500?
The 1300/1500 was one of Fiat’s entries into Europe’s D segment. A compact to American eyes, a large family car in the European continent. As with many Fiats, the 1300/1500 offered space efficient interiors and good accommodations for an affluent family; either in Europe, or here in Latin America, where today’s find was first sold.
Hard to tell from its current limited geographic footprint, but back then, Fiat was a worldwide powerhouse. Their presence was felt all over, and not long before the 1300/1500 appeared, Fiat was expanding in South America, with a factory opening in Argentina in 1960. The 1300/1500 being among the first to be assembled down there, even offering a unique coupe body offered nowhere else.
Now, as Paul has told before, the 1500’s styling was heavily influenced by the Corvair. And as the illustration shows, with a well sorted airy cabin for the passengers. In those days of nimbler and leaner people, that was two upfront, and three in the back. Comfortably. You could push it, of course, and I lived in Latin America. I know many families did. (Uncle José and his five children won’t mind riding in the back seat. It’s preferable to the bus!)
Mechanically, the model’s layout was the then traditional front engine setup powering the rear, but well-engineered. Being a Fiat, performance was perky. As Paul summed up, “It was ambitious technically as well as stylistically. Under the hood was a new four with an alloy hemi head operated by pushrods. The 1300 (1295 cc) made 60 hp, and the 1500 (1481 cc) upped that to 73 hp, keeping the tradition of brisk Fiat sedans that almost invariably outran their German competition.”
Then novel discs were found upfront, and a 4-speed manual provided the shifting.
And as for the interior, it’s clean and functional, in the best of Fiat’s tradition. Here’s a shot, as seen in Paul’s previous post.
Of course, the Familiare’s station wagon body deviated from the Corvair. The jaunty slanted rear owed little to the Corvair wagon and carried more of an Italian feel. In person, it’s a very distinctive design element.
In Argentina, the wagon body was built alongside the sedans and launched as the 1500 Familiar in 1965. A pricey car in that market, it sold as a luxury vehicle in that nation’s C segment.
Not that I’m sure that today’s find is from Argentina. Central America was, understandably, a small market, and the cars sent here came from any source local dealers could get their hands on. Often, from the nation with the most production capacity, which makes me think this one is likely Italian. Most of Argentina’s production was destined for that market, after all.
While Fiat remains a relevant brand in South America, its presence in Central America has been spotty at best in the last 40 years. Spare parts for a car like today’s are basically non existent. Good thing this is Central America, where owners (and local mechanics) will go out of their way to keep a car on the road.
Keeping It Running
So, how has this owner, whoever it is, kept this old Fiat going against all odds?
Well, we can only speculate. But if you’re curious, here are a few tips (with a heavy dose of guesswork):
First, and foremost, move to a nation with loose transit laws. Or poorly implemented. I know many of you may not be able or willing to do such a thing, but if not, maybe you can think of some pal with a large ranch where the vehicle could run indefinitely on non public roads? Remember, the point is to keep the car running. That above all else.
Factory stock is overrated. You planning on a concours event? Not likely! Originality is not the point of this exercise. Functionality, on the other hand, is the ultimate goal. So take hold of whatever you can and get to work.
On this one, I see –I think– Datsun taillights, and some other bits that I can’t tell where they come from. Also, in case you doubt the car’s electric system condition, reflective 3M tape helps a great deal at night.
Clearly, lots of stuff for the old 1300/1500 line is no longer available. And if it is, foreign providers are nothing if not costly. Missing rubber seals? A good deal of silicon can take care of those issues. However, be patient. It usually takes lots of tries to make silicon sealant work around windows –and don’t expect perfection, in the end. But, functionality. –Ok!
Important note: It’s pointless to do sealing work in the rainy season (don’t ask me how I know).
Also, use some of the car’s original dual systems to your advantage. Why worry about two wipers when one can do most of the work? I know the passenger’s view will be lousy in a downpour, but do passengers still look down the road? They’ll likely be looking at their cell phone screens, anyway.
Same with the headlights; one is more than enough. And BTW, the wiring on this Fiat looks like post 1960 material. But as I said, originality is overrated.
No idea where that radiator came from, but it certainly doesn’t look like it’s Fiat spec. And what could be behind it? The original engine? An Italian still running in this land? A close friend of mine who is part of the local classic car community trembles at the idea of finding a local mechanic who can tune Italian carburetors; a feeling that seems prevalent among local collectors. Then again, for all I know, that could be a Datsun engine in there (the local’s default powerplant). And well, if it still has the original engine and it’s poorly tuned? Big deal. Driveability is so overrated, too.
When possible, keeping some original stuff can be called for. Those Fiat handles look like they’re barely doing their intended job, but five decades later, they’re still there.
Let’s not forget this find’s most relevant tool for its existence: Bondo. I know the automotive cognoscenti scorn and frown at the idea of its use, but it not only solves… err, rust issues. It can also be a tool for creative expression. Fared flenders? Sure!
And keep it consistent; what’s done on one side, must be done on the other. Don’t skimp out on the details.
One thing, there are limits to how far you want to push a car’s bondo-fication. Yes, it helps to keep the bodywork alive, and it can be a source for self-expression. However, you need at least a little bit of metal down there to keep two panels stuck together. I understand the point of stretching a material to its utmost potential, but such results, if they fail, do give a shoddy finish to the whole.
But most of all, no matter what you do, keep the car’s most relevant styling feature identifiable. Like the Familiare’s neat back end. Despite this survivor’s long suffering, it still makes its presence felt.
Yes, regardless of all its scars, blemishes and alterations, I still find this angle nice to look at in this barely-there survivor.
So Long, Farewell…
Ok, no one at CC may be able to do all this to any of their cars, and I wouldn’t really recommend it. And it’s somewhat painful to see a car so battered. But it’s a wide world, and somehow, I like the idea of places where ruined old timers have second/third/fourth lives. Barely serviceable, barely there. But cars that, if one could learn their full stories, I’m sure would be stuffed with endless anecdotes of interest.
Related CC reading:
Curbside Classic (For Sale): 1964 Fiat 1500 – Corvair Styling Arrives In Italy
I feel much better about some of my VW Fox repairs now. After all, keeping it on the road is the main goal.
I don’t remember if this 1500 was sold in the US in the 60s and 70s, along with the 124 and 128, which were seen quite a bit in America, especially on the coasts.
In my experience you can span the bigger rusty gaps using cut up red Red Bull cans as a sort of bondo bridge [we call bondo “cataloy” in the UK].
Here’s a wheel arch I [re]created
had a 63 galaxie as my2nd car. first one also being a 63 galaxie. the 2nd one would be my winter rat. and was already well on the way. holes in the rear fender metal threw water up at the underside of the rear seat. sub-optimal. pop rivets, fiberglass,bondo, galv hardware cloth and brass screen all pitched in to seal off the interior rear seat & floor from the rear wheels. my work was only _slightly_ less ugly than this car. my dad implored me to make the patch job v. solid. saying did not want to drive my freshly patched winter car over some icy crust of snow /hardpack& curb only to have my repair break off under the impact pressure.
Hi Rich,
I have a few not-too-reliable cues to believe this car came from Italy. The 1500 SW built in Argentina was from the second series cars, which had larger taillights and front blinkers than the first series, besides other items like length. Even with the Datsun taillights, the space left in this car looks like the first series. Same for what’s left of the front blinkers.
There’s something weird in the catalog picture you provide of the second series, as it shows a typical Argentinian car but with a steering column gearchange, when those models came already with floor shift. This might perfectly be an Italian-built car imported to other market, and using a brochure according to that model, totally bypassing Argentine factories. Who knows. Then again, I may be absolutely wrong on all counts.
What I do remember is that first series 1500 sedans came in quite large numbers to Uruguay, only to be left at the harbour because of some court problem between customs and the importer. Those cars were titled eventually in 63/64/65, but they were ’62, that were slowly sold in auctios. I even remember a 0 kilometers car that was sold around 1977, after being all its life in front of salty waters. I wouldn’t say that was a great buy.
Sometimes I relate to the vehicle in the story. Sometimes it is the story itself that is very familiar. In this case it ‘s the bondo that strikes a very familiar cord. My guess is it also has muffler patch putty also.
In former Yugoslavia, Fiat / Zastava 1300 was used mostly as a police car (or “peoples militia” as the police was called then), although it was also possible to buy it as private buyer. Kind’a like Crown Vic in USA.
Wow, those cars were sold in NZ as Fiat Crusader 1500s, did the smaller engine come here, I dont know but the Crusaders got a good rep, but are very rare now, 6 monthly inspections will have taken a lot out,
pretty much a standard spec 4 banger car in that era disc brakes were becoming standard equipment by then on most cars from Europe/Britain, 4 speed yeah youll need that, Fiats went around corners better than some brands and the OHV engines were easy to keep alive, the pictured car has issues beyond the scope of body filler the guy needs to borrow a welder, good effort though
The Fiat 1500 Wagon and also the 1500 Sedan were really one of the best reputation’s cars sold in Argentina through the ‘ 60s . They were and still are very iconic cars for the collectible’s target .
Strong bodyworks at least here in Argentina plus a true reliable engine , very fast accelerating for that era , infact 0_60 mph acceleration’s quite faster than a bigger Chrysler Valiant 273 or an annoying
Ford Falcon 221
Amazing survivor .
Nice to see whomever has it, likes it as the glass is all nice and clean unlike the Centro – American beaters I remember in the 1970’s .
-Nate
Fantastic find; one of the all time greats for a genuine curbside classic.
It never fails to impress me how owners of such ancient and obscure cars keep them going in Latin America and Cuba. My hat is off to them.
I doubt that the FIAT’s shape really was influenced by the Corvair. Of course, there were similarities. But the Corvair came onto the market in 1959, the FIAT in 1961. Considering the much longer development times in the past, this would mean that the FIAT’s body design would have been redesigned “at the last minute” to adapt it to Corvair style. Rather unlikely.
It seems much more likely to me that similar stylistic solutions were developed independently. Each influenced by the needs and trends of the time.
No less than Dante Giacosa said, “The final approved plaster model for the 1300-1500 drew strongly on the styling of the Chevrolet Corvair (and in turn probably influenced the NSU Prinz).” Giacosa’s book, Forty Years of Design with Fiat, has photos of the styling mockups, which originally did not have the distinctive crease; that was added quite late — the model has a plaque reading “25-1-1960.”)
Well, if it is documented by contemporary witnesses with direct access to the scene, then I withdraw my objection…
Here are the early design mockups, photographed in 1959 …
… and here is the final approved version in January 1960. Dante Giacosa was the lead design engineer on these cars (he headed the Design Department), so I think we may trust that he knew what he was talking about.