Q:
How do I take off the seats on my Fiat Bertone X1/9?
I dont know how to take off the seats on my
Fiat Bertone, and im wondering how I can put on bucket seats?
(asked by Dukenukem on August 26, 2008)
A: There should be 4 bolts under each seat going thru the floor that holds your seat. (answered by grey square on August 26, 2008)
Q:
Where can I get a gas tank for a fiat bertone x 1/9?
I'm not sure of the year of the car, but price is no object.
(asked by dragn on October 04, 2008)
A: You must have the only one that hasn't rusted to pieces. Your best bet is the scrap yard. (answered by Henry on October 06, 2008)
Q:
A Car Question, Fiat Bertone X19?
Alright, Can one of you give me the ups and downs for...a
Fiat Bertone X19 :::::::: Personally, I Like it it has a sexy curve Look to it and the
headlights are foldable, along with a engine in the back with a Take down top...
Well I need the Ups and Downs to it its a 1982, and its Computerized, on parts.
I personally, Like it for its lights, Top roof, and look. but I need to know, if possible, Ups And Downs to it.
(asked by Neithen on February 09, 107)
A: Well....entire transverse drive train and suspension assembly from the front of the 128 to the rear of the passenger cabin, directly in front of the rear axle with the manifolds on the rear face, giving a mid-engined layout . The fuel tank and spare wheel were mounted side by side ahead of the engine directly behind the seats, thus maximising the proportion of the car's weight falling within the wheelbase.
The prototype car featured a distinctive wedge shape and took many styling cues from contemporary power-boat design. Though the more extreme features of the Runabout such as the C pillar mounted headlights and the small wind-deflector windscreen were lost for the production car, many aesthetic features of the Autobianchi Runabout are readily identifiable on the X1/9. The long flat bonnet ( hood ) with central indentation, the large front overhang, the wedge shape with prominent C pillar roll-over hoop and the car-length indented plimsoll-line all made the successful transition to the X1/9, giving it a highly distinctive appearance.
Once developed for production, the two-seater featured sharp-edged styling with a wedge shape, pop-up headlights and a removable hard top roof panel ( targa top ) which could be stowed in the front boot.
The X1/9 name stands out amongst the contemporary FIAT automobile names for not conforming to the standard (at the time) numerical designations. FIATs of the time were named using a basic numerical system (127, 128, 124, 131 etc) denoting their relative position in the current model line-up, with the X1/9 being the lone exception to this rule.
The name stems from the codenames employed by FIAT for their new development projects during the late 1960s and early 1970s. The 'X' projects were subcategorised as X0 (for engines), X1 (for passenger vehicles) and X2 (for commercial vehicles). The first passenger-vehicle developed with this code (X1/1) was released as the FIAT 128 in 1969; other known vehicle-codes are shown in the table below. Though originally envisioned as the '128 Spider ', the X1/9 uniquely retained its prototype code through to production.
The first models featured a 75 bhp (56 kW) 1290 cc single overhead cam engine with an aluminium head . In this form, the car had less than dramatic performance, hampered somewhat by the surprisingly heavy body shell. The weight largely stems from the immense strength of the bodyshell, built to give the car the same crash resistance in US crash tests as a sedan . Ironically while the X1/9 passed these tests, many standard US models of the day failed them, and eventually the test criteria were relaxed. However, the design was complete by then and so the bodyshell stiffness is considerable for a car of its type, and it also allows power plants of much greater power to be fitted without modification of the standard shell.
Due to its racing engine layout, and associated handling advantages, the X1/9 was naturally predisposed to development as a competition vehicle; though this potential was never fully realised.
The X1/9 Prototipo used an 1840 cc engine (a bored 1600 cc 124 derived unit) with a custom 16v cylinder head fed by twin 44 mm Weber IDF carburettors. Externally the cars sported flared wheel-arches, a small "duck tail" spoiler and an F1 style air intake designed to feed the carburettors cool air from above the cars roof. All the X1/9 Prototipos were raced in the traditional Abarth lime-green/yellow and orange/pink colour scheme.
X1/9 Interior, roof off.
The X1/9 was not properly developed for production, and a reputation for problems dogged the model throughout its remarkably long life. The confined space of the engine compartment meant that routine maintenance was often skipped, and it also led to problems with overheating. A cooling fan was added for the carburetor , which otherwise would get so hot fuel would vaporize in the float chamber , leading to fuel starvation. Early models were also prone to premature rusting to an extent that it endangered the security of the steering rack. There were problems with rapid wear of the transmission , and, in particular, failure of the reverse gear.
Despite its mid-engined configuration, weight distribution was not perfect; the normally excellent handling soon worsened with wet or slippery conditions as the front wheels could struggle to gain grip under the relatively light front end of the car.
X1/9 1500 engine bay.
In contrast to these mundane problems, the car was respected by those in the know for its tremendously good handling and dynamic qualities which made it a joy to drive and a real driver's car. One motoring review of the car after a 12,000 mile (19,000 km) test consisted simply of three words: "A baby Ferrari ". Enthusiasts of the marque also took the standard lack of power into their own hands, and a popular do-it-yourself conversion was to transplant a 2.0 L Lancia DOHC engine, boosting the car's performance tr (answered by Don't Trip Homie on February 09, 1376)
The Bertone-styled 308 was 
300 also jives with reports that 
It was in February 1968 that the designer founded his company, Italdesign Giugiaro, after years of professional experience at 
Александр says:
David Kornrumpf II says:
