Guide: Giro Monster #1 - a Historical & Technical Appraisal of the Abarth SE 030
Background
When Fiat decided to build a mid-engine sports car, they invited proposals from Bertone and Pininfarina. The less expensive Bertone X1/9 was selected for production while Pininfarina’s bigger X1/8 was mothballed.
However, a couple of years later, Fiat decided they did want a slightly larger mid-engined model after all.
The X1/8 was reconfigured as the X1/20 and would become the first car to be wholly developed and built by Pininfarina.
The Turin Motor Show in late October 1974 was scheduled as a release date for the production version of the X1/20 but, before it was publicly unveiled, Fiat wanted a competition variant for assessment as a potential Abarth 124 replacement.
Fiat had acquired Abarth in 1971 and commissioned the Corse Marche firm to collaborate with Pininfarina on a suitably uprated X1/20 prototype for the Giro d’Italia which would take place between October 15th and 20th.
The project would be handled by technical director, Mario Collucci, and overseen by Abarth manager, Aurelio Lampredi.
As the new car would contest the Group 5 class for road legal prototypes, Abarth were not terribly constrained by regulations but Fiat did want them to make use of as many existing parts as possible.
Chassis
With little time to spare, Pininfarina delivered two steel X1/20 bodyshells to Abarth where they were stripped of their exterior panels then lightened and strengthened. At this point, the transformation to Abarth SE 030 configuration really began.
The MacPherson strut suspension was beefed up and equipped with fully adjustable coil spring / damper units. Anti-roll bars were installed at either end and bigger discs brakes were fitted to each corner.
New 13-inch diameter wheels measured 9-inches wide at the front and 12-inches wide at the rear. Track was increased accordingly (by 104mm at the front and 141mm at the back).
Engine & Gearbox
An inline four cylinder engine of two-litres would be used for the production X1/20, but Abarth wanted something more potent for the SE 030. They opted for the Fiat 130 engine; a 3.2-litre overhead camshaft 60° V6 with a cast iron block and light alloy two-valve heads. The crankshaft, con rods and camshafts were uprated and big valve heads installed. The engine was also dry-sumped and fitted with three twin-choke Weber 48 IDF downdraught carburettors.
In standard configuration, the 130 engine displaced 3235cc thanks to a bore and stroke of 102mm and 66mm respectively. Abarth stroked the SE 030 motor to 71mm for an extra 246cc. Capacity was now 3481cc with a peak output of 285bhp at 6000rpm. For comparison, the standard motor put out 163bhp at 5600rpm.
Abarth mounted the engine transversely in the chassis as per the forthcoming production car. It was hooked up to a synchronised five-speed ZF 5DS-25 gearbox with limited-slip differential.
Bodywork
Visually the SE 030 was given a radical overhaul. Aside from the cockpit profile and doors, everything else was thoroughly reworked. Overhangs were shortened and flared fenders installed. All the exterior panels were formed in lightweight glass-reinforced-plastic (GRP). Side and rear windows were switched to Plexiglas.
At the front, two spot lights were installed either side of an enormous opening for the radiator. Conventional headlights similar to the type used by the production version were retained, but the central portion of the front lid was lowered considerably.
At the top of one front fender was a fuel filler cap. A large NACA duct was cut from the opposing side.
More cooling solutions were found down the flanks and the SE 030’s signature airbox was mounted on the engine cover. All four wheelarches were dramatically flared and the tail fascia was opened up for additional cooling. Two megaphone exhausts poked out from the rear apron.
Interior
The cockpit was completely stripped. Abarth fitted a roll cage, racing seats and harnesses, a competition dash and three-spoke steering wheel.
Weight / Performance
Weight was a quoted 910kg and top speed was said to be 170mph.
Production
Two cars were built; the chassis numbers of which were 300 and 301. One was entered for the Giro and the other was retained as a development mule.
1974 Giro d’Italia
Like the Tour de France, the Giro d’Italia was a mix of circuit races and hillclimbs linked by regularity road sections. Against a stellar field of entries, no-one expected much of the strange little Abarth. It was entered for Giorgio Pianta and navigator Cristine Becker. The works team also ran one of their souped-up X1/9 Prototypes for Clay Regazzoni and Gino Macaluso. Both cars were finished in Abarth’s familiar red and yellow striped livery.
Pre-event favourites were Jean-Claude Andruet / Michele Petit and Arturo Merzario / Cicca Lurani, both of whom were in works Lancia Stratos (a turbo in Andruet’s case). Also predicted to do well were Ennio Bonomelli / Pino Pica and Giorgio Schon / Giovanni Borri in their privateer Porsche 911 3.0 Carrera RSRs. The semi-works De Tomaso Panteras Gr.4s of Odoardi Govoni / Vincenzo Angelelli, Mario Casoni / “Ramok” and Gabriele Gottifredi / Renzo Zorzi could not be discounted; such a car had won outright in 1973.
Proceedings kicked off on October 15th with five days of gruelling competition. The itinerary included eight circuit races, four hillclimbs and 2015km of public road sections.
Day one comprised 575km of driving between Turin and Imola split by the Cesana-Sestriere hillclimb and a race at Casale. Andruet (Stratos) won the mountain climb from Bonomelli and Schon (both in 911 RSRs). Pianta brought the SE 030 home seventh with Regazzoni tenth in the works X1/9.
The subsequent race at Casale claimed Regazzoni (X1/9) and Merzario (Stratos). Both were forced out of the event with engine trouble. Andruet’s Stratos won again from the RSRs of Bonomelli and Schon.
At the end of day one Andruet led on aggregate from Bonomelli and Schon with Pianta fourth in the SE 030.
Day two featured races at Imola and Mugello with 248km of road sections that would take the participants to Misano. Pianta finished the Imola race sixth in the Abarth. Victory went to Andruet followed by Schon’s RSR and the Pantera of Govoni. Andruet then won again at Mugello from Schon and Bonomelli. This time Pianta was seventh.
Aggregate positions were unchanged at the end of day two: Andruet was first, Bonomelli second, Schon third and Pianta fourth.
On day three there were races at Misano and Magione split by the Pieve Santo Stefano hillclimb and 353km of road sections. Aggregate third place man Bonomelli crashed his 911 RSR in the Misano race and played no further part. There was also a new winner at Misano where the Pantera of Casoni took victory from Andruet and Schon. Pianta was close behind in fourth.
The timed hillclimb run then claimed second placed overall Schon’s 911 RSR; it went out with a broken radiator. Pianta had his best result yet in the Abarth, he took second behind Andruet with Casoni’s Pantera third.
At Magione, Casoni won his second race of the day. Andruet was second, Govoni third and Pianta fourth in the Abarth.
By the end of day three, both the fancied 911 RSRs were out. Pianta had moved up to second in the overall standings behind Andruet and third spot was now occupied by Govoni’s Pantera.
A race at Vallelunga got proceedings underway on day four. Casoni took another win from Andruet and Pianta placed third.
From here, the train of cars travelled 505km to Parma with hillclimbs at Castellana and Chianti en route. Andruet won both events in the turbo Stratos with Gottifredi’s Pantera second and Pianta third at Castellana. The second mountain climb saw the Fiat 124 Abarth of Raffaele Pinto finish behind Andruet followed by Casoni’s Pantera. Pianta was eighth in the SE 030.
Overall standings at the end of the penultimate day were unchanged; Andruet’s turbo Stratos was way out in front, Pianta’s Abarth was second and Govoni’s Pantera third.
The final day comprised a race at Varano and a 334km round trip to Monza. Govoni was the winner at Varano followed by Andruet and Pianta. The Varano race claimed the Pantera of Casoni who lost oil pressure while lying second.
Fittingly, the Monza finale was won by Andruet who finished ahead of the Gottifredi and Govoni Panteras. Pianta placed fourth in the Abarth.
The final aggregate standings were unchanged from day four with Andruet / Biche taking outright victory in the works Lancia Stratos Turbo. Giorgio Pianta and Cristine Becker were a fine second overall in the Abarth and Odoardo Govoni / Vincenzo Angelelli finished third in their Jolly Club Pantera.
Post Giro d’Italia History
A week later, the SE 030 used on the Giro was displayed by Fiat at the Turin Motor Show. It was not raced again.
The anticipated Turin debut of the X1/20 was missed.
It subsequently appeared at Geneva in March 1975 as the Lancia Montecarlo. Fiat had acquired Lancia in 1969 and felt this mid-range model would sell better as a Lancia than a Fiat.
In addition to the Abarth SE 030, the Lancia Montercarlo would provide the basis for the 1979 Group 5 Montecarlo Turbo and the 1982 Group B Lancia 037. For marketing reasons, Fiat decided to use their 131 for rallying from 1975 instead of the Montecarlo.
The SE 030 used on the Giro was later sold to American Abarth importer, Alfredo Cosentino.
Text copyright: Supercar Nostalgia
Photo copyright: Pininfarina - https://pininfarina.it
