Fiat 1954

1400 / 1900 - end of prod.
8V - end of prod.
1400A / 1900A - Turin
Turbina - prototype (Turin)

1400 A i 1900 A stanowią modernizację dotychczasowych 1400 i 1900. Zostały zaprezentowane w Turynie. 1400 - powst. 77.000 szt. 1400 Diesel - powst. 13.500 szt.
Prototyp napędzany turbiną gazową został oficjalnie zaprezentowany jesienią na Salonie w Turynie. Niezwykle opływowe nadwozie z tworzyw sztucznych ma niewiarygodnie niski współczynnik Cx=0,14! Silnik rozwija moc 300 KM przy 22.000 obr/min i pozwala rozpędzić samochód do 250 km/h. Prace konstrukcyjne trwały już od 1948 roku. Turbina była gotowa w styczniu 1953 a pierwsze jazdy próbne odbyły się 1 kwietnia.
Powstał 8V z nadwoziem z tworzyw sztucznych. Silnik tej wersji rozwija 127 KM pozwalają osiągnąć prędkość do 210 km/godz.
Do oferty 1100 dołączyły wersje użytkowe 1100 N Industriale. Bazują one jednak na przedłużonej, ramowej konstrukcji starych modeli 1100E.

Umowa z Zastavą.

Turbina is the first car manufactured in Europe to be propelled by a gas turbine. The project took a long period of planning, studies began in 1948 and ended with a track test in April 1954 on the track of the Lingotto. The engine have two compressor stages, one turbine stage, power turbine have single stage with a geared reduction. The power output is 300 bhp at 22.000 rpm, and Fiat claiming top speed at approximately 250 km/h (155 mph).

Pride of place on the Fiat stand is given to the 1100 Familiale or estate wagon, which made its debut at Geneva in March, but improved and more powerful editions of the well-established 1400 and 1900 are the 1400A and 1900A. The 1400A engine has a new cylinder head, higher compression ratio, new inlet manifold and twin-choke carburettor, all of which combine to give an increase of over 10 per cent in output to 50 b.h.p. Similarly, for the 1900A, with the same modifications and a new camshaft, a 15 per cent increase in power is claimed. Body alterations common to both cars include a new radiator grille, restyled rear wings, a larger rear window, more comfortable seating and improved finish.
The recently introduced 1100 T.V. has met with an enthusiastic reception and in addition to the standard model there are many special versions exhibited by coachbuilders.

(Turin report)



500C (R4 cyl, 569 ccm, 16,5 KM; 2000 mm)
 Berlina - end of prod.
 Furgoncino - end of prod.

500C Berlina

500C Belvedere

500C Furgoncino



1100/103 (1089 ccm, 36 KM; 2340 mm)
1100/103 TV (1089 ccm, 50 KM; 2340 mm)


1100 TV

1100N Industriale


1100/103 Familiare


1400 and 1900

1400 (R4 cyl, 1395 ccm, 44 KM; 2650 mm) - end of prod.
1400 diesel (R4 cyl, 1901 ccm, 40 KM) - end of prod.
1900 (R4 cyl, 1901 ccm, 58 KM; 2650 mm) - end of prod.
 Granluce Coupé

1400 Cabriolet

1900 Granluce



8V (V8 cyl, 1996 ccm, 115 KM)

Zagato Fiat 8V berlinetta

Fiat 8V with a plastic body is purely experimental, and is the first step in a study of the possibilities of the material. An inner steel skeleton forms the stressed body structure and is clad with an outer shell which is thus relieved of stresses. The shell is of woven glass fibre impregnated with polyester resins, there being two layers of glass fibre with a layer of glass felt between them; the thickness is a uniform 3 mm. The weight of the plastic body is 106¾ lb.



1101 (4 cyl, 1901 ccm, 53 KM; 2300 mm)
1102 (R cyl, diesel, 1901 ccm, 40 KM; 2300 mm)
AR51(R4 cyl, 1901 cc, 53 KM; 2300 mm)


1400A and 1900A

1400A (R4 cyl, 1395 ccm, 44 KM; 2650 mm) - new model
1400A Diesel (R4 cyl, 1901 ccm, 40 KM) - new model
1900A (R4 cyl, 1901 ccm, 58 KM; 2650 mm) - new model


1900 A "Granluce"



(300 KM) - prototype

Fiat Turbina (Motor '54/50-8,9)(Dzieje Samochodu-382,383)

Fiat turbine car is purely experimental and had been on the road only for a few days. A two-stage centrifugal turbine is coupled to a two-stage centrifugal compressor, while the driving unit is a single-stage turbine from which power is taken through reduction gears, nearly 200 b.h.p. being developed at 22,000 r.p.m. The temperature of the gases entering the two-stage turbine is about 800 degrees C. No heat exchanger is as yet fitted. The power unit is at the rear of the car: air enters an aperture at the front and passes through a duct or tunnel to the compressor. Exhaust is through a large diameter conduit at the rear. A tubular chassis frame combines stiffness with lightness and the four wheels are independently sprung by coil springs in oil-filled light alloy casings and with wishbone links. The two-seater Coupé body is the result of wind tunnel tests to obtain the lowest possible drag coefficient, and the rear part, which encloses the power plant, is detachable. In a demonstration of the car's capabilities a speed of 215 k.p.h. (135 m.p.h.) was attained, but a speed of 250 k.p.h. (157 m.p.h.) is expected when the car is au point. The characteristic turbine whine was obvious.