A few of the questions that are often asked on the X1/9 mailing list are, “Is the X1/9 a good car,” “How are they to work on,” and “What’s it like to run one?” This article will attempt to answer these questions and add some insight into why Fiat owners are said to be addicted to them.
It’s not too surprising that the X1/9 was one of Road and Track’s 1975 cars of the year. Very well balanced, surprisingly roomy, and a real hoot to drive, this is one of the niftiest classics on the road. Yet, since they remain an unpopular classic the price is still quite low. This combined with acceptable reliability for a vintage car and daily driveability makes the X1/9 a terrific starter classic or even an addition to a collection.
You may have heard the Exxy referred to as a “Baby Ferrari,” but that’s not quite accurate. Really, it’s a baby Lancia, and in some ways a Baby Lamborghini. The family resemblance to the Lancia Stratos, the real big brother, is striking. From the traditional Marcello Gandini touches of gently flared fenders to the slightly curved swage line, the X1/9 is both simple and striking. The wedge profile has held up extremely well over time, and according to some teenager at my local mall is a “fly ride.” Finally, you gotta love a car that has parts in common with the Lamborghini Countach.
But all of this means nothing if the car isn’t worth driving. Fortunately, the X1/9 is not all flash and no substance. According to published tests, the little mid-engined Latin is capable of pulling .797g on the skidpada figure that beats some Porsches and Ferraris of the same era. Nowadays many cars beat that rating, but inexpensive modifications to the suspension can increase the handling ability of this car to a point that only other small classics can keep up through the bendies.
Unfortunately, this is not a rocket by any means. Well, maybe an Estes model rocket, but the closest you’re going to get to a V-2 Schneider is listening to Bowie’s Heroes. Originally offered with a 1.3L I-4, it was already anemic, at best. The 1.5L upgrade in 1979 helped, but was so choked by emissions controls that performance didn’t really increase. With the addition of fuel injection in 1981 the power increased marginally. But, we are now offered a wealth of performance options for these engines, and many of them are reasonably priced. For $50USD one can find a used 32DMTR carburetor to replace the crummy DATRA. This will increase top-end pull significantly while flattening the torque curve. At the least, without modifications this car gets nearly 30mpg.
On the upside, the engine is a great unit. Mechanically strong and untaxed, the 1.3 and 1.5 liter 4-cylinders are very reliable and last for high mileage. Though, there had been cylinder head gasket problems early on; most have probably been fixed by now. Revving to a redline of 6800 rpm, the engine develops a very addictive induction note sounding not dissimilar to Atari’s Pole Position. It’s happy to rev above four grand all day, which will keep you shifting gears: Easily done with the well built and sturdy transaxle. Though, a lot of the older ‘boxes are losing their synchros and are getting a bit balky.
Working on the X1/9 varies from being a cinch to being one of the biggest nightmares you’ll ever encounter. Most everything is surprisingly accessible for a mid-engined car, and the inclusion of access panels in 1975-on cars is a real blessing. Work on the engine is uncomplicated and generally easy, especially compared to any modern car. The water pump can be a bit of a hassle, but that’s about the only thing that could truly be considered difficult. The alternator is removed with ease, work on the distributor is simple, and replacing the starter (something to be done on a weekly basis it seems) is not too difficult. On the other hand, pretty much anything involving the driver’s compartment is horrendous. Get lots of pain relievers and aspirin if you’re going to do a clutch master cylinder replacement.
The good news is that finding master cylinders and the like is easy and inexpensive. Even in America where Fiat hasn’t been for over 20 years, it is still quite easy to find parts from excellent sources like Vick Autosports and Chris Obert. Many parts are even available from local parts stores due to interchangeability with the Yugo. For a classic the prices are remarkably reasonablepractically on par with the MGB, if not a bit cheaper. The only expensive parts are those that are specific to the X1/9 such as the rear lower control arms at over $250 each. However, these can be refurbished for significantly less instead of replaced.
The Fiat community is growing fairly quickly, and with the increased interest in the X there is a wealth of information online and from fellow owners. Most folks will have experienced the problems you might have, and there are plenty of pre-emptive fixes out there that solve the most common problems. Secondly, a lot of tricks have been developed for the more difficult repairs that aren’t explained well in the manuals.
I ran a 1980 1500 X1/9 for two years as my daily driver. The only other car I had at the time was a 1983 Toyota Land Cruiser FJ-60 (which I still drive), and quite surprisingly the Fiat was the more reliable of the two. Admittedly, I had to mess around with the carb a lot, but after replacing the DATRA with the dead reliable DMTR my problems went away.
Rust is a problem. Rust is a big problem. When looking to buy an X1/9 one must really look into the rust situation. They can literally fall apart before your eyes if you get a bad example.
But, assuming the body is sound, you treat it well, and learn a bit about how they work, the X1/9 will reward you with great handling, a very willing if underpowered engine, and enough room to carry two in comfort. Get one! Join us! Join us.