The history of the Fiat 8V
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Source: Auto
Italia April 2020 issue - text (excerpt) Gaetano Derosa/Ruoteclassiche - photos © Massimiliano Serra
At the end of the 1940s, the Italian automotive industry picked up speed again. Vittorio Valletta, the CEO of Fiat, was encouraged by Prime Minister Alcide De Gasperi to produce a prestigious Fiat flagship for the US market. Valletta commissioned his chief engineer Dante Giacosa to realise the project.
The original order for the so-called Tipo 104 actually envisaged a large three-volume saloon with a modern V8 engine.
After successful test runs with the newly designed V8 engine, it was decided to build a chassis derived from the 1400 and to extend the wheelbase to 2850 mm. Pinin Farina was commissioned to produce an initial study of the bodywork. But the car was too large and heavy for an engine of only 2.0 litres, albeit with eight cylinders. In the end, it was deemed unsuitable for Fiat production. In the meantime, work was devoted to perfecting the engine in anticipation of the approval of the proposal to build a sports car (Tipo 106).
In order not to overload the test workshop, it was decided to entrust the construction of the chassis and the assembly of the mechanical parts to Siata, which later launched its own version, albeit with a Gilco tubular frame. Siata was an Ambrosini company that specialised in converting Fiat production cars into sports cars. The brilliant design came from the pen of engineer Fabio Luigi Rapi. However, Giacosa had the last word on the final definition of the shape. The Ottovu produced by Carozzerie Speciali are therefore usually referred to today as the Rapi-Fiat 8V.
The new Fiat 8V was presented at the Geneva Motor Show in 1952, with the name "Ottovu" alluding to its V8 engine. Several well-known designers also created their own body versions.
Only 114 examples were produced in the following three years. Most of them were built by Fiat's Carozzerie Speciali department.
Fabio Luigi Rapi said a few years later: "
Giacosa and I were in complete agreement that the 106 project could only fulfil propaganda purposes, without any commercial perspective. Despite this, we put our heart and soul into the 8V, even when it became clear after the first series that production would remain very limited".
The second series of the 8V made its debut at the Turin Motor Show, which took place from 21 April to 2 May 1954. However, a few examples had already been produced in November of the previous year. The front end was given a new look, especially the twin headlights, which were embedded in special oval sections, while the redesigned radiator grille was now much less ornate. The rear end was also changed, with slightly raised tail lights identical to those of the Lancia Aurelia 824, giving the car a sportier and more modern look.
Despite the undoubted charm and exclusivity of Fiat's Grand Tourer, the company decided to discontinue the 8V in 1954, although the official announcement was not made until early the following year. Around 20 examples - some of them in bare chassis form - remained in Lingotto. Elio Zagato was very interested in them and reached an agreement with the Turin management to purchase the remaining stock, which was delivered on four car transporters that were packed to the brim. The built-up 8V Berlinettas were converted into Elaborata-Zagato cars, while the bare chassis were given a new and improved Zagato body, which brought a considerable weight advantage thanks to the use of aluminium for the bodywork.
Chassis 008 is the second 8V to be produced after six pre-production cars. It left the factory on 5 March 1953 and was delivered to Emanuele Filiberto Nasi, the grandson of Giovanni Agnelli, the founder of Fiat. This 8V was ordered with numerous special features, in particular a special fabric interior and the owner's name in the door panels. Baron Nasi took part in the Sassi-Superga races and finished seventh in the International Tourist Class (up to 2.0 litres). In August 1956, the car was sold to Benedetto Testa, who gave it to the Sardinian sprinter Antonio Siddi (who had won bronze in the 4x100m relay at the 1948 Olympic Games in London) so that he could take part in the 1957 Mille Miglia. Siddi drove alone and did not finish, but he bought the car in July 1957.
The engine (CS042) was later replaced by the engine from the Siata 208 Bertone Coupé (CS068). In the 1980s, it was given a new nose with aerodynamically hinged Plexiglas headlights, different tail lights, no bumpers and a red paint job. It was then restored, with the original radiator grille restored and repainted in its original blue colour. It then became part of Paolo Saporetti's collection.
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In 1953, Carozzerie Speciali began experimenting with plastic bodywork. I do not know how many 8Vs received one of these bodies.
Chassis 101 has such a body and was sent to the Madrid Motor Show on 19 May 1954 and returned to Turin on 25 July of the same year and has been part of the Fiat collection ever since. Among the many original details and special features of this example, the Nardi steering wheel with a Fiat button in the centre, which was adopted from the contemporary Fiat 500C, is worthy of note.
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Chassis 105 was released for sale on 16 July 1954 and delivered to the German Fiat headquarters in Heilbronn. It later travelled to the USA. During its stay there, it was restored and participated in several prestigious concours competitions, such as the Concorso Italiano in 1995 and Pebble Beach in 1999. In 2000, it took part in the Mille Miglia commemorative race. In 2017, Giustino De Sanctis bought it and brought it back to Europe.
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