As I trail off the brakes and squeeze down the throttle coming through Tum 6 at Road Atlanta, a fairly sharp right-hander after a decent downhill straight, I exuberantly shout–nay, shriek maniacally: "Damn, this thing does handle!"
Fiat X1/9
Introduced to Europe in 1972 and to this country as a 1974 model, the Fiat X1/9 offered a nicely engineered, parts-bin-sourced, low-buck, mid-engined car. Originally equipped with the 1300cc engine and four-speed transmission from the Fill 128, the X1/9 was greatly improved in 1980 a switch to the 1500cc engine from the new Rimm along with a slick five-speed transmission.
For 1981, things got even better with the subsititution of Bosch L Jetronic fuel injection instead of the Weber two-barrel carb. In 1982, Fiat turned the reins over to Bertone (which had been building the cars for Fiat) and the car was marketed as the Bertone X1/9 for several more years here in the States.
X1/9 enthusiasts either prefer the very early 1974 cars with their svelte bumpers and lighter weight, or they favor the 1981-and-up cars with their fuel injection and larger engine.
John Montgomery of Buford, Ga., has owned his pristine red 1986 Bertone X1/9 for three years; he purchased the car at 22,000 miles for just $2100. John says he loves the fact that this later car, with its electronic ignition and fuel injection, has been completely reliable. As president of the Atlanta Fiat Lancia Unlimited club he autocrosses his X1/9 about three times a year.
John has made several minor modifications to the car: a Faza 35/75 camshaft has been added along with a K&N air filter to boost engine power to 85 dyno tested horsepower. The car has been lowered nearly two inches with the help of aftermarket springs, and Cromadora 13x5.5-inch wheels with Falken 185/60-13 tires round out the handling mods.
Porsche 914
Introduced in 1970, the 914 got off to a rough start amid questions of whether the car was really a Volkswagen or a Porsche. It had Porsche nameplates (at least in this country), Porsche engineering, Porsche handling and Porsche brakes.
The problem was that it had the soul (engine) of a Type IV Volkswagen. Although slightly modified, the 914's engine was essentially that of a VW Bus! The critics complained. Porsche responded in 1973 by introducing a 2.0-liter version to replace the original anemic 1.7. At the same time, a major fix was administered to the transaxle: the balky rear-located shifter was shortened to work out of the side of the transmission.
This made for a much improved car, but it was perhaps too late. The car couldn't escape its controversial reputation. Love-it-or-hate-it styling did little to heal the wounds, and even today the 914 is a car that Porsche fails to remember when touting the great idea of its mid-engined Boxster.
The 914 is worth remembering, for a lot of reasons. As we found out, the chassis is fantastic, the engine is torquey if not high winding, and the brakes were the best of the bunch at our test day.
The particular car we drove was a 1974 914 2.0-litter owned by Peter Uher of Marietta, Ga. Peter recently rebuilt the engine to stock specs, with the only modifications being a careful balance and blueprint job. The suspension has been tweaked for safety and reliability more than performance. Porsche 930 Turbo tie rods are used as well as Yokohama 032R race tires on the original Fuchs alloy wheels. Brakes are stock with the addition of Cool Carbon pads, stainless steel lines and Ate blue fluid.
Peter's Porsche is also fitted with a Konig Sport seat, Stable Energies harness bar and Deist five-point harness. The reason for this additional safety gear is that besides being a daily driver, the car is run half a dozen times a year at Porsche club track events.
Toyota MR2
Introduced in 1985, the Toyota MR2 set the sports car world on its ear with its incredible twin-cam, 1.6-liter engine, silky-smooth five-speed transmission and taut chassis. Although the styling was always viewed as somewhat controversial, one drive in the MR2, and all qualms about the car's looks were forgotten.
Like the Fiat, parts for the MR2 came from the company's existing parts bin. The engine was the 4AGE introduced the previous year in the rear-wheel-drive Corolla, while the front-wheel-drive version of Toyota's Corolla supplied most of the suspension and brake pieces.
In 1986 a body kit, automatic transmission and T-tops were introduced as options. In 1988, a supercharged version debuted. By 1991, an all-new MR2 was introduced and the original design was no more.
We tested a 1985 MR2 owned by our very own John Swain, GRM's regular photographer for these sorts of events. John has owned the car for seven years and uses it as his daily driver, although he regularly autocrosses a highly modified Bugeye Sprite.
John's car is essentially stock with the addition of a TRD header and supertrapp muffler. An Accusump pre-oiler helps the highwinding twin-cam live a long life, while a K&N filter helps it breathe better. Michelin tires ride on stock wheels, while a Tilton brake bias valve helps Swain keep the brakes adjusted the way he likes them.
Pontiac Fiero
Introduced in 1984, the Pontiac Fiero caused quite a sensation with its Enduraflex plastic body panels and dramatic styling. Unfortunately, underneath this
breathtaking new look was the same corporate parts-bin-type-design found on so many cars of this era. The engine was the familiar 2.5-liter Iron Duke four-cylinder, much of the rear end was taken from the then-current X-cars, and the front suspension was all Chevy Chevette.
Purists cried for more power, and their prayers were answered in 1986 when the 2.8-liter V6 was added to the options list. Later that year, the GT received a more fastback-styled roof line.
The final Fiero was the much-revised 1988. This was a greatly improved car, thanks to a completely redesigned suspension. Unfortunately for the Fiero, this was too little too late, and the car was killed off after the 1988 model year by GM brass.
The car we tested was a 1986 GT model owned by Richard Wood of Norcross, Ga. An '88 model would doubtless have performed better, but these are extremely hard to find; we selected Richard's car as an average representation of what's out there. Richard says he bought the car three years ago because he liked the styling and the fact the car was American-made. He has become quite active in the Fiero Club of America and plans to modify this now bone-stock car further and get more into competitive events.
Lotus Europa
The Lotus Europa is as different from the rest of these cars as any one Lotus is from any other. (For those of you who don't know Lotus, this means it's very different.)
Introduced in late 1966 in Europe, the Europa was Lotus' first mid-engined production car. Originally the car was equipped with a Renault 1470cc, all alloy four-cylinder and a Renault four-speed transaxle. By 1968, an improved Series II was introduced to U.S. buyers with a larger 1565cc Renault powerplant. Electric windows, a body that was bolted (not bonded) to the chassis, and improved engine cover hinges were also part of the improvements.
The Series II was introduced late in 1971 with the same 105-horsepower twin-cam Ford engine that powered the Elan. This was followed a year later by the big-valve, 126-horsepower, twin-cam engine and a (still Renault) new five-speed transaxle.
Avid autocrossers may recognize the particular example we tested. With former owner Dick Rasmussen at the wheel, this 1974 "big-valve" five-speed car took the 1986 A Street Prepared Solo II national championship. To this day, modifications to the trophy-winner are limited to a carefully rebuilt engine with baffled oil pan and K&N air filter. The engine has also been de-smogged. Chassis modifications include stiffer springs and Koni shocks up front with Spax adjustable units in the rear. New owner Dale Carpenter, a machinist from Riverdale, Ga., loves the car and plans to play around with it at club events.
Driving The Cars
We drove each of these cars under autocross and track conditions. While the autocrossing was done in earnest, there were no roll cages present (and no check book to buy the cars should something happen), so we took it pretty easy out on the track. We were more interested in the general feel and track manners of each car rather than absolute lap times anyway, so no track times will be noted here.
Once the testing was concluded and the cars were all returned (sometimes reluctantly) to their rightful owners, the prevailing attitude among the drivers was one of amazement at how competent all these cars were. The mid-engined layout truly makes for a very nice performing car.
The 914 did take some getting used to. All the drivers found the shifting awkward at best, but nobody had trouble getting used to the way the car handled or how well the brakes worked. For example, X1/9 owner and autocrosser John Montgomery exclaimed "great stick" upon exiting the car. Lotus owner Dale Carpenter added that the 914 "handles like it is on rails."
The Xl/9 surprised everybody, as it did everything right. Fiero owner Richard Wood felt the X1/9 was like a "Fiero Lite." Lotus owner Dale Carpenter added that toe Xl/9 felt like a "fun, safe, little sports car."
The Fiero was the heaviest of the bunch; it was also the only car with a six-cylinder engine. Everybody made note of these two factors. John Montgomery thought the car "was softly sprung and good riding, but the steering is not real tight." Dale Carpenter added that "the Fiero is not confidence inspiring on the track."
The Lotus amazed everyone. Here was a pure race car at a street car party. Nervous and high-strung are adjectives that come to mind. Porsche 914 owner Peter Uher described the Lotus as "150 percent of a 914" when it came to track manners. He also loved the "wonderful direct steering and fabulous engine."
The MR2 did it all. It had the power (except way down low), it was controllable, comfortable and very easy to drive. Dale Carpenter said "I could own one of these." He also added that the" brakes and shifting were good," and said that the car was "roomy and comfortable."
Decisions, Decisions...
So which would we pick? First, these are all really neat cars, and except for the Fierowhich was let down by its bone stock condition and the fact that it wasn't the much mor·e desirable 1988 model-we could easily see forking over the cash for any of them. But if push comes to shove and we can only have one, here's the order in which we'd go shopping, rating the cars from least favorite to best:
5. The Fiero, as one tester explained, "felt like the family sedan of the bunch." This is not necessarily all bad, especially if most of your driving consists of commuting back and forth to work. For our more sporting tastes, however, we preferred the other cars. Again, the 1988 Fiero had a greatly revised chassis, and the experiences we have had with the later car were considerably more positive. Unfortunately, the 1988 GTs are extremely rare, with less than 7000 produced.
4. If we were looking only for a toy and not a car, the Lotus Europa Twin-Cam would be about as cool as it could get. The car was a joy on the autocross course, and gobs of power made it a favorite on the track, too. Unfortunately, its high price (more than double that of the other cars) and its impractical shape and creature comforts (no air conditioning) would make this a terrible daily driver.
3. The Bertone (Fiat) was amazing. The handling and feel were more formula-car than any fendered car we have driven in a long time. The particular car we drove was also in incredible condition and was a blast to autocross. It felt good on the track as well. The one vital thing that let this car down was its engine. It had the smallest engine in the group–and felt like it. Put a two-liter in the X1/9 and it would be the winner here, hands down.
2. The MR2 was probably the best car. It had great power ("very strong for a 1.6-liter," as one tester put it), the cabin was cozy and practical and the air conditioning worked well. On the track, the MR2's manners were impeccable. The engine, gearbox and chassis were very much in harmony. Where the MR2 was lacking was in soul. Mechanically it was almost too perfect, but styling and excitement-wise it was rather bland. When other manufacturers went to the more rounded styling in 1985, Toyota oddly went with very traditional, quirky Japanese squared-off design. The interior looked very dated as well, with its angular fascia and console. While incredibly competent and an imminently practical dual-purpose car, the Toyota MR2 fails to excite our car lust. Perhaps this is why it has not achieved the cult status that its specifications would seem to dictate.
1. This leaves us with the Porsche 914 2.0-liter. The 914 has the build quality of a Porsche combined with the best-handling stock class autocross car we have ever experienced. We also like the styling. In this day and age of "me too" aero looks, the 914 is nothing if not distinctive. As with the Xl/9, we love the way the roof panel can be removed to make a nifty convertible. We also love the vast array of Porsche aftermarket and club support that helps make owning a 914 more fun.
Bottom line: If we could have only one car, we would take the MR2 for its ability to combine work and play. If we were shopping for a second car to be used for autocross and other club events, we would take the 914.
Thanks
Special thanks to the owners of the cars we tested, as well as some of the people that helped us locate them: Hayes Harris of Wire Wheel Classic Sports Cars (phone 561-595- 3000), Todd Spruell at Paul Spruell Inc. (phone 800-552-2532), Jason Sneed at Automobile Atlanta (phone 770-427-2844) and the crew of The Fiero Store (phone 800-343-7648). Also thanks to Road Atlanta (phone 770-967-6143), the Atlanta chapter of Fiat Lancia Unlimited (phooe 770-932-2380) and Atlanta chapter of the Fiero Owners Club of America (http://www.joes.clllli home/hotlantafieros/ or phone their home office at 714-978-3132).
