FIAT COUPÉ

Fiat’s stunning four-seater set new class standards and is now a sought-after modern classic

Fiat wanted to make a statement with the Coupé – and did so. The radical styling is brilliant, from the side slashes to the chunky fuel cap. Itʼs shorter than most rivals yet has more space inside, with up to 150mph performance to back up its looks. Built by Pininfarina, the Coupé was styled at Fiatʼs Centro Stile by American Chris Bangle (who went on to be chief of design at BMW from 1992 to 2009); Pininfarinaʼs rival proposal eventually became the Peugeot 406 Coupé. Paradoxically, the Fiat Coupéʼs interior was designed by Pininfarina, with a striking, bodycolour steel flash across the dash and standard cloth or optional black leather trim (tan leather was also offered on the 20v). Black Recaros were the ultimate, with red stitching on the Plus and red inserts on LE models.

The Coupé launched with the 2.0 16v injected and Turbo engines from the Lancia Delta Integrale, and was based on the Tipo platform – as was the contemporary Alfa Romeo GTV, with both cars earning praise for their handling. The Fiats had a thirst for fuel, especially the brutal and laggy Turbo: early models are more for special occasions than commuting. That all changed in 1996 with the new five-cylinder, 20-valve engine, which was throaty, smooth, much more economical and, in turbocharged form, very fast indeed.

ʻSay hello to the new Cossieʼ was Autocarʼs headline to its 20v Turbo test in 1996. It was the quickest front-wheel-drive production car yet, as Colin Goodwin wrote: ʻIʼm hugely impressed that Fiat has had the balls to build this car.ʼ The Coupé was not only phenomenally quick, but also ironed out many of the disadvantages of the previous Turbo, with vastly better fuel consumption, better handling on the limit and turbo lag almost eliminated. It proved to be a much more sensible all-rounder, and many have clocked up substantial mileages; in the UK at least, the 20v Turbo greatly outnumbers all other models, and the final six-speed LE and Plus are the most sought-after.

Rust is now becoming a serious issue on some Coupés because it can be tricky and costly to repair. If youʼre in doubt, remove the wheelarch liners to check, because holes can develop unseen. So far, rust areas tend to be small, but they are expensive to fix because so much has to be stripped out for safe access.

Fiat chose Chris Bangle’s slashed-arch styling over Pininfarina’s offering. Dramatic and handsome, the Coupé is also very effective, with a low Cd figure in a compact, practical package

Engines do use oil: check it’s up to level because it gives a good indication of general maintenance, especially important on Turbos. Official cambelt change points were higher, but it’s wise to replace at 30,000 miles/three years on 16v cars, 50,000 miles/five years on others. Many will have been left for longer

Handling was always impressive on the Coupé and tightened up even more for the 20v turbo, with a quick rack from the Alfa GTV and revised suspension to cope better with the huge power going through the front wheels: it works. The Fiat’s cabin is a very accommodating place to be, with a ‘junior Ferrari’ feeling

Headlights were never very effective and only worsen as the plastic oxidises. They can be polished clean, but may need regular attention afterwards

Rust is now the Fiat’s biggest enemy. Be sure to check this ‘Eiffel Tower’ section on each side under the bonnet, and all around the front (structural) slam panel

All gearboxes were five- or six-speed manuals and reliable; check clutch bite and synchros, and listen for a whine in third. Sticky dash plastic can be sorted

Check rear subframe and its mountings for rot, rear brakes for seizing and the wheels (these were unique to the 20v Turbo) for corrosion and damage

Rust is enemy number one so check carefully, but regular maintenance from an attentive owner is also crucial. Care and condition matter more than mileage