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Fiat 131
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Fiat 131
Fiat 131 (Series 1)
Overview
ManufacturerFiat
Also called
  • Fiat Mirafiori
  • Fiat Supermirafiori
  • Fiat Brava
  • Fiat SuperBrava
  • Polski Fiat 131p
  • SEAT 131
  • Tofaş Murat 131
Production1974–1984
1977–2010 (Tofaş)
Assembly
Body and chassis
ClassFamily car
Body style
LayoutFront-engine, rear-wheel-drive
Related
Powertrain
Engine
Transmission
Dimensions
Wheelbase2,490 mm (98.0 in)[6]
Length4,230 to 4,264 mm (166.5 to 167.9 in)[6]
Width1,644 to 1,651 mm (64.7 to 65.0 in)
Height1,381 to 1,411 mm (54.4 to 55.6 in)
Kerb weight950 to 1,145 kg (2,094 to 2,524 lb)
Chronology
PredecessorFiat 124
SuccessorFiat Regata

The Fiat 131 is a mid-size family car manufactured and marketed by Fiat from 1974 to 1984 after its debut at the 1974 Turin Motor Show. Available as a two-door and four-door saloon and 5-door estate across a single generation, the 131 succeeded the Fiat 124.

The 131 was also marketed as the Fiat Mirafiori, after the Turin district where the cars were manufactured. Initially, the 131 was offered with 1.3 L and 1.6 L overhead valve engines and the range received revisions in 1978 and 1981. Production reached 1,513,800.[5]

Specifications

[edit]

The Fiat 131 used steel monocoque bodywork for its three-box design and used a front engine, rear-wheel drive layout, where the engine is longitudinally front-mounted. The gearbox is directly behind the engine, and a tubular propeller shaft, under the transmission "tunnel", transmits the drive to a solid live rear axle.

The engines were all inline-four types, derived from those used in the outgoing 124 range, with a cast iron cylinder block and aluminium alloy cylinder head. Initially the 131 was offered only with pushrod valve gear, which offered the innovation of being the worldwide first engine with OHV valve gear and a belt driven camshaft. Only later in the model's life came the well known double overhead camshaft (DOHC) engines which used a toothed timing belt. Fuel supply was via a single Weber ADF twin-choke carburettor, fed from a trunk mounted steel fuel tank. Traditional contact breaker ignition systems were used, usually with Marelli distributors.

The suspension system utilised fully independent front suspension, with MacPherson struts, track control arms and anti-roll bar. The rear suspension was quite advanced (when using a solid live rear axle), in that the rear axle was controlled by double unequal length trailing arms and a panhard rod, with coil springs and direct acting dampers. This design proved far superior to many of its contemporaries, especially with respect to vehicle stability and handling.

The braking system was also typical; the front brakes were disc brakes, using a solid iron disc and a single-piston sliding caliper. The rears were drum brakes (a technological backwards step from the 124, which used discs all round), utilising leading and trailing shoe design operated by a dual piston fixed slave cylinder. They were operated hydraulically, with a tandem master cylinder assisted by a vacuum servo using two separate circuits. A rear-mounted load sensing valve varied the bias of effort applied to the rear brakes, dependent on the load being carried (and also the pitch dynamics caused by braking effort and road levels). A centrally located floor mounted handbrake operated on the rear axle using bowden cables.

The car's interior had its secondary dashboard switches illuminated by a central bulb with fibre optic distribution to the switches.

Series 1 (1974–1978)

[edit]

The Fiat 131 Mirafiori was introduced at the 55th Turin Motor Show in late October 1974.[7] The 131 came with a choice of a 1,297 cc (1.3 L) or 1,585 cc (1.6 L) OHV inline-four engines, both from the engine family first introduced on the Fiat 124. Both engines were fitted with a single twin-choke Weber 32 ADF downdraught carburettor. A 4-speed manual transmission was standard, with a 5-speed manual and a 3-speed torque converter automatic optional on the 1600 engine only.

The initial range comprised eleven different models.[7] There were three body styles, all available from the start: 2-door saloon, 4-door saloon and Familiare station wagon (Estate on the British market).[8] Trim levels were two; the entry-level 131 Mirafiori (also known as "Normale" or "Standard") had single square headlamps, wheels and dished hubcap from the 124, and simplified interior furnishings. Next was the better appointed 131 Mirafiori Special (or simply "S"), which could be distinguished from the base model by its quadruple circular headlamps, specific grille, side rubbing strips, chrome window surrounds, and rubber bumper inserts.[7] Inside it added different instrumentation with triple square dials, a padded adjustable steering wheel, cloth upholstery, and reclining seats.[7] Additionally the more sophisticated options — such as air conditioning, tachometer, limited slip differential and vinyl roof — were exclusive to the Special. Each body style could be combined with either of the engines and trim levels, save for the Special estate which only came with the larger engine.

Initial sales were disappointing, since the car was launched at the height of the oil crisis and at a time of strikes and hyperinflation at home. Adding to manufacturers' woes, the cost of parts and materials all increased, while sales went down. Gradually, however, sales built up and the car also sold well in export markets. In 1975, the 131 went on sale in the United States as well. US market versions had a SOHC 1.8 litre inline-four, carried over from the earlier 124 but now with more emissions control equipment, and were available with a GM three-speed automatic transmission.[9]

Salvatore Diomante's Autocostruzioni S.D., located near Turin, offered a nearly 5-metre long "131 Diplomatic" limousine conversion.[10]

Model Engine code Engine type Displacement
bore × stroke		 Carburetor Power
Mirafiori 1300N 131A6.000[11] OHV I4 1,297 cc (1.3 L)
75.0 × 71.5 mm		 single twin-choke
Solex C32 TD1		 55 PS DIN (40 kW; 54 hp) at 5000 rpm
(Germany-only version for low octane fuel use)
Familiare 1300N
Mirafiori 1300 131A.000[12] single twin-choke
Weber 32 ADF		 65 PS DIN (48 kW; 64 hp) at 5400 rpm
Mirafiori Special 1300
Familiare 1300
Mirafiori 1600 131A1.000[12] 1,585 cc (1.6 L)
84.0 × 71.5 mm		 75 PS DIN (55 kW; 74 hp) at 5400 rpm
Mirafiori Special 1600
Familiare 1600
Familiare Special 1600
Abarth Rally[13] 131AR.000 DOHC 16-valve I4 1,995 cc (2.0 L)
84.0 × 90.0 mm		 single twin-choke
Weber 34 ADF		 140 PS DIN (103 kW; 138 hp) at 6400 rpm
US version 131A1.040 SOHC I4 1,756 cc (1.8 L) single twin-choke
Weber 		86 hp SAE net (64 kW; 87 PS)[9]
CA: 83 hp SAE net (62 kW; 84 PS) at 5800 rpm[14]
  • Fiat 131 Mirafiori Special
    Fiat 131 Mirafiori Special
  • The T-shaped tail lamps are characteristic of first series cars.
    The T-shaped tail lamps are characteristic of first series cars.
  • Series 1 dashboard, here a Mirafiori Special's
    Series 1 dashboard, here a Mirafiori Special's
  • SEAT 131 Estate
    SEAT 131 Estate
  • US-spec 1976 Fiat 131 four-door, showing the larger bumpers used to meet strict federal safety standards.
    US-spec 1976 Fiat 131 four-door, showing the larger bumpers used to meet strict federal safety standards.

Fiat 131 Abarth Rally

[edit]

In 1976, 400 examples of the Fiat 131 Abarth Rally were built for homologation purposes.[15] These cars were built in a cooperation between Fiat, Bertone and Abarth. Abarth and Bertone had the strict order to stay as close as possible to the base model, both in parts choice and in physical appearance.[16] Bertone took part-completed two door standard bodyshells from the production line in Mirafiori, fitted plastic mudguards front and rear, a plastic bonnet and bootlid and modified the metal structure to accept the rear independent suspension. The cars were fully painted and trimmed and then delivered back to the Fiat special Rivalta plant where they received the Abarth mechanicals.

The street version of the car used a DOHC 4 valves per cylinder derivative of the standard twin cam inline-four engine, equipped with a double downdraught 34 ADF Weber carburetors producing 140 PS (138 bhp; 103 kW) at 6400 rpm and 172 N⋅m (127 lb⋅ft; 17.5 kg⋅m) of torque[17] at 3600 rpm. The street cars used the standard gearbox with no synchromesh (Rally type regulations required the use of the same type of synchromesh on the competition cars as on the street versions) and stock front brake discs, which performed better because the redesigned Bertone front and hood allowed for more air to cool them. The rear wheels had brake discs instead of the stock drums.[18] Competition cars used dry sump lubrication and eventually Kugelfischer mechanical fuel injection. In race specifications, the engine produced up to 240 PS (237 bhp; 177 kW) in 1980, being driven to World Championship status by Walter Röhrl.

  • Fiat Abarth 131 Rally
    Fiat Abarth 131 Rally
  • Fiat 131 Abarth Rally Stradale; rear view
    Fiat 131 Abarth Rally Stradale; rear view
  • Fiat 131 Abarth Rally Stradale interior
    Fiat 131 Abarth Rally Stradale interior
  • Walter Röhrl's Fiat 131 Abarth (Sponsor Alitalia)
    Walter Röhrl's Fiat 131 Abarth (Sponsor Alitalia)

Series 2 (1978–1981)

[edit]

The 131 got a minor facelift in 1978. New DOHC, or "Twin Cam" (TC) engines arrived, and these models were badged as Supermirafiori. Mechanically, the steering geometry was changed which resulted in less understeer and lighter steering at low speeds.[19] The biggest changes exterior-wise for the Series 2 were larger rectangular shaped front lights (quad round headlights in the US), new bumpers (for the Supermirafiori), new bigger rear lights, while a new interior (CL, Supermirafiori) included the dashboard and a chunky, single-spoke steering wheel.

Also in 1978, the 2-door sporting version Racing (Mirafiori Sport in the UK) with 115 PS (85 kW) twin cam engine, was launched. This car had four round headlights (the inner headlights being smaller than the outer ones, unlike any other Mirafiori model produced), different grille, spoilers and extended wheel arches, and a short-throw 5 speed gearbox. The Racing had top speed of 180 km/h (110 mph). An important introduction for the Italian and many other continental European markets was the new diesel engined versions, built in Sofim's brand-new factory in Foggia.[20] The diesel had been previewed and tested in competition already, with three diesel-engined cars prepared by Abarth for the 1977 London–Sydney Marathon rally.[20] As introduced on the Series 2, 131 Diesels received four, equally sized round headlights and a noticeable (and characteristic) bump in the hood to accommodate the taller engine. The Familiare (estate) was renamed Panorama.

In Venezuela, the 131 Series 2 was kept in production after the Series 3 had been introduced in Europe. They were only available with the four-door sedan bodywork, as the Mirafiori L and the Mirafiori CL, and were fitted with the Panorama's OHV 1.6-liter engine with 75 PS (55 kW; 74 hp). An additional version was the sporting "131 Corsa 95", which used the 131 Racing's front spoiler, grille, rear spoiler, and other parts (still with four doors) along with the twin cam Supermirafiori engine and a sizable bonnet scoop. In Venezuela, this engine produced a claimed 95 PS (70 kW; 94 hp) at 6000 rpm.[21]

Brava (USA)

[edit]

The Series 2 was marketed in the United States as the Fiat Brava (two-door only) and Super Brava from mid-year 1978 with the same 1.8 litre four as had been used in the US-market 131, but before the year was over this was replaced by the somewhat more powerful and much torquier 2 litre twin-cam four also seen in the Spider.[22] Initially, the better equipped models were sold as Super Bravas, but the base model and "Super" tag were dropped for 1979. The interim Brava version also retained the 131's interior.[23] Importantly, the air conditioning system was also upgraded to cope with the demands of US drivers. For 1980 a more powerful fuel-injected version was added (102 hp or 76 kW) while the Estate version was dropped. For 1981 the EFI engine became standard equipment and the headlamps were changed for single rectangular units, but this was to be the last year for the Brava/131 in the US.[24] The January 1991, edition of Popular Mechanics in the United States listed the 1979 Fiat 131 in the "Overall Worst" category as the most "trouble prone" car ever recorded in their Owner Report histories.[25]

Displacement Engine type Power
Mirafiori 1297/1301 cc I4 ohv 65 PS (48 kW; 64 hp)
Supermirafiori 1297/1301 cc I4 dohc 78 PS (57 kW; 77 hp)
Supermirafiori 1585 cc I4 dohc 96 PS (71 kW; 95 hp)
Panorama 1297/1301 cc I4 ohv 65 PS (48 kW; 64 hp)
Panorama 1585 cc I4 ohv 75 PS (55 kW; 74 hp)
Diesel 1995 cc I4 60 PS (44 kW; 59 hp)
Diesel 2445 cc I4 72 PS (53 kW; 71 hp)
Racing 1995 cc I4 dohc 115 PS (85 kW; 113 hp)
Brava 1756 cc I4 dohc 83 hp (62 kW; 84 PS)[26]
Brava 1995 cc I4 dohc 86 hp (64 kW; 87 PS)
CA: 80 hp (60 kW; 81 PS)[27]
Brava EFI 1995 cc I4 dohc 103 PS (76 kW; 102 hp)[24]
  • Fiat 131 Supermirafiori
    Fiat 131 Supermirafiori
  • Series 2 dashboard
    Series 2 dashboard
  • Fiat 131 Racing
    Fiat 131 Racing
  • Fiat 131 Marengo, a three-door van version of the 131 Panorama estate
    Fiat 131 Marengo, a three-door van version of the 131 Panorama estate

131 Hybrid

[edit]

In 1979, Fiat presented the 131 Ibrida,[28] an experimental prototype featuring the small 903 cc engine from the Fiat 127, de-tuned to 33 hp (24 kW), and mated to a 24 kW DC electric motor. Power is also provided by regeneration via the braking system. The 250 amp batteries are located in the boot, adding 175 kg (386 lb) to the weight.[29]

Series 3 (1981–1984)

[edit]

The 131 was updated again in March 1981.[30] By this time, the car was no longer offered in the USA. Production of the Racing/Sport versions ceased, although these were sold well into 1982. The same 2.0 TC (twin cam) engine went to the Supermirafiori. Also the normal 2-door versions were no longer produced.[31] The car was renamed 131 Super Brava in Australia. The car received a slightly updated interior (instruments, single-piece glovebox lid), and thanks to changes to the furniture and headliner, the passengers had a little more room.[31] Outside, lower rubbing strips found their way onto all models up to CL specification. The Supermirafiori received larger lower door cladding. Mechanically, Mirafiori versions now received overhead cam engines rather than pushrod versions; a new 1.4 litre engine and a revised 1.6 litre. Also new were the clutch and gearboxes, a tweaked suspension was also introduced and the gas tank increased in size by three litres, for a total 53 L (14.0 US gal; 11.7 imp gal) capacity.

In June 1981, a new sport version, the Volumetrico Abarth, was introduced to some markets, with a supercharged version of the familiar 2-litre twin-cam. This car, also known as the 2000 TC Compressore, was built in a small series (about 200 units[32]) and could reach 190 km/h (118 mph).[33]

In 1983, the production of the saloon version was discontinued, but the estate, now named 131 Maratea, remained in production with two engine choices (115 PS 2.0 TC and 72 PS 2.5 D) until 1984, when they were replaced with the Ritmo-based Regata Weekend. These last versions featured four round headlights and the by-now familiar five-bar grille.

In Australia the saloon was also updated for a final time for the 1984 model year. It also received the 4 round headlight and five bar grille. Other subtle revisions were also made to the vehicles wiring with the central locking button removed and integrated into central locking motors. Wheels were upgraded to a 14-inch size with unique offset . Driveshaft universal joint size was increased . Steering rack ends and tie rod ends were sizing was also changed. Brake master cylinder bore size was increased to 20mm and brake fittings changed to a metric fine thread size.

Model Displacement Engine type Power
Mirafiori 1,367 cc SOHC I4 70 PS (51 kW; 69 hp)
Mirafiori CL 1,585 cc SOHC I4 85 PS (63 kW; 84 hp)
Supermirafiori 1,367 cc DOHC I4 75 PS (55 kW; 74 hp)
Supermirafiori 1,585 cc DOHC I4 98 PS (72 kW; 97 hp)
Supermirafiori 1,995 cc DOHC I4 115 PS (85 kW; 113 hp)
Volumetrico Abarth 1,995 cc DOHC I4 140 PS (103 kW; 138 hp)
Panorama 1,301 cc OHV I4 65 PS (48 kW; 64 hp)
Panorama 1,585 cc SOHC I4 85 PS (63 kW; 84 hp)
Mirafiori 2000 Diesel 1,995 cc I4 60 PS (44 kW; 59 hp)
Mirafiori 2500 Diesel 2,445 cc I4 72 PS (53 kW; 71 hp)
Supermirafiori 2500 Diesel
  • Profile of a 131 Supermirafiori Diesel 2500
    Profile of a 131 Supermirafiori Diesel 2500
  • Fiat 131 Supermirafiori, series 3
    Fiat 131 Supermirafiori, series 3
  • Fiat 131 Volumetrico Abarth
    Fiat 131 Volumetrico Abarth

Motorsport

[edit]

The 131 as a rally car

[edit]

Fiat 131 Rally's precursor the 3.5-litre Group 5 Abarth SE 031 won 1975 Giro d'Italia automobilistico. The Fiat 131 Abarth was a very successful group 4 rally car, winning the manufacturers' World Rally Championship three times: in 1977, 1978, and in 1980. With this car Markku Alen won the 1978 FIA Cup for Drivers and Walter Röhrl won the 1980 drivers' World Rally Championship.[34] Between 1976 and 1981 the Fiat 131 won 20 WRC events; other notable drivers were Sandro Munari, Timo Salonen, Attilio Bettega and Michèle Mouton.

Between 1975 and 1977 the official "works" cars carried the Olio Fiat blue and yellow livery, then during 1978 and 1979 seasons they were sponsored by Italian airline Alitalia and bore their distinctive red, white and green livery.

Prior to the introduction of the 131 Diesel, Fiat had Abarth prepare three diesel-engined cars with two-door, Series 1 bodyshells for the 1977 London–Sydney Marathon rally to promote its reliability and robustness.[20] Entered by the French Esso Aseptogyl team, two cars finished, in 15th and 23rd place. The engines were largely unmodified, while the cars were fitted with 5-speed gearboxes and 90-litre (20 imp gal) fuel tanks.[20]

  • 1975 "031", Fiat Abarth 131's pre-series racing prototype.
    1975 "031", Fiat Abarth 131's pre-series racing prototype.
  • Giorgio Pianta's Fiat Abarth 031, in action at the Imola stage of 1975 Giro d'Italia.
    Giorgio Pianta's Fiat Abarth 031, in action at the Imola stage of 1975 Giro d'Italia.
  • Fiat Abarth 131 rally car with "Olio Fiat" livery
    Fiat Abarth 131 rally car with "Olio Fiat" livery
  • Fiat Abarth 131 rally car with "Alitalia" livery
    Fiat Abarth 131 rally car with "Alitalia" livery
  • Fiat Abarth 131 rally car with "Wreath Fiat" livery
    Fiat Abarth 131 rally car with "Wreath Fiat" livery

World Rally Championship event victories

[edit]

Fiat Abarth 131s recorded victories in the following World Rally Championship events:

No. Event Season Driver Co-driver
1 Finland 26th 1000 Lakes Rally 1976 Finland Markku Alén Finland Ilkka Kivimäki
2 Portugal 10o Rallye de Portugal Vinho do Porto 1977 Finland Markku Alén Finland Ilkka Kivimäki
3 New Zealand 8th South Pacific Rally 1977 Italy Fulvio Bacchelli Italy Francesco Rossetti
4 Canada 5ème Critérium Molson du Québec 1977 Finland Timo Salonen Finland Seppo Harjanne
5 Italy 19o Rallye Sanremo 1977 France Jean-Claude Andruet France Christian Delferrier
6 France 21ème Tour de Corse 1977 France Bernard Darniche France Alain Mahé
7 Portugal 11º Rallye de Portugal Vinho do Porto 1978 Finland Markku Alén Finland Ilkka Kivimäki
8 Greece 25th Acropolis Rally 1978 Germany Walter Röhrl Germany Christian Geistdörfer
9 Poland 38 Rajd Polski 1978 Spain Antonio Zanini Spain Juan Petisco
10 Finland 28th 1000 Lakes Rally 1978 Finland Markku Alén Finland Ilkka Kivimäki
11 Canada 6ème Critérium Molson du Québec 1978 Germany Walter Röhrl Germany Christian Geistdörfer
12 France 37ème Tour de France Automobile 1978 France Michèle Mouton France Françoise Conconi
13 France 22ème Tour de Corse 1978 France Bernard Darniche France Alain Mahé
14 Finland 29th 1000 Lakes Rally 1979 Finland Markku Alén Finland Ilkka Kivimäki
15 Monaco 48ème Rallye Automobile de Monte-Carlo 1980 Germany Walter Röhrl Germany Christian Geistdörfer
16 Portugal 14o Rallye de Portugal Vinho do Porto 1980 Germany Walter Röhrl Germany Christian Geistdörfer
17 Argentina 2o Rally Codasur 1980 Germany Walter Röhrl Germany Christian Geistdörfer
18 Finland 30th 1000 Lakes Rally 1980 Finland Markku Alén Finland Ilkka Kivimäki
19 Italy 22o Rallye Sanremo 1980 Germany Walter Röhrl Germany Christian Geistdörfer
20 Portugal 15º Rallye de Portugal Vinho do Porto 1981 Finland Markku Alén Finland Ilkka Kivimäki

Other motorsports

[edit]

In 1978, American actor James Brolin campaigned a Fiat 131 Abarth on a limited schedule in the GTU category of the IMSA GT Championship. The car carried sponsorship from Anheuser-Busch Natural Light beer, which had been introduced the previous year.

Non-Italian 131 variations

[edit]

SEAT 131

[edit]
Main article: SEAT 131
1980 SEAT 131, Salamanca, Spain

The SEAT 131 started its production in early 1975 in Barcelona with two versions initially offered: SEAT 131 L, featuring rectangular front lamps, 1,438 cc OHC engine and 4 speed gearbox and SEAT 131 E featuring four round headlamps, 1,592 cc DOHC engine and 5 speed gearbox. The range grew up in 1976 with the SEAT 131 Familiar, estate version offered with both engines. In 1977 the 131 Automatico (Automatic gearbox) was released and the following year a very short production of the SEAT 131 CLX 1800 was offered.

In 1978, the SEAT 131 evolved into the SEAT 131 Mirafiori/Supermirafiori (Panorama for the estate versions), with the same changes as seen on its Italian cousin. The engines remained largely the same, but a 1.8 litre Diesel Perkins 4.108 engine was available in 1979.

A further CLX special edition was launched in 1980. Available only in metallic silver or metallic bronze colours, this 131 CLX had a 1,919 cc engine, developing 114 PS (84 kW) at 5,800 rpm.[35]

In 1981, the Diesel version was developed with a new Sofim engine. This 2,500 cc engine was much more powerful than the Perkins version (72 hp against only 49 hp) and was one of the most successful taxis in early '80s Spain.

In 1982, the SEAT 131 changed again, gathering all the body changes seen on the Fiat 131 series 3. The 131 was now available in CL, Supermirafiori and Diplomatic versions. The Diplomatic was the top of the range, with a 1,995 cc engine and features such as power steering, power windows or air conditioning. The Panorama versions were the cars chosen by the "Cuerpo Nacional de Policia" (Spanish Police force) as patrol cars.

In 1984, the SEAT 131 range was discontinued, without a direct substitute and the Fiat Ritmo-based SEAT Málaga took its place in 1985.

Murat 131

[edit]
Main article: Tofaş Şahin
Murat 131 Şahin

Turkish Automotive Factories Incorporated (Tofaş) in Turkey started the production of Fiat 131s in Bursa, built under Fiat license, with the Murat 131 (Turkish: Desire) nameplate. The Murat 131 was then joined by three veriants with bird names: Şahin ("Hawk"), the better equipped Doğan ("Falcon), and an estate version called the Kartal ("Eagle"). These vehicles enjoyed a very long production run including one major facelift (1977–2002 in Turkey, 1991–2009 in Egypt, 2006–2010 in Ethiopia).

Polski Fiat 131p

[edit]

Assembly of the 131 sedan was also undertaken in Poland by Fabryka Samochodów Osobowych (FSO) in the years 1975 to 1981, and 3102 were assembled in total.[36] They were often used by state institutions and communist party officials.[36] First series cars were available only in Special trim and were called Polski Fiat 131p Mirafiori. Cars of second series were known under the name Fiat 131p Mirafiori and were offered in L and CL trim levels.

Other producers

[edit]

The Fiat 131 was also produced at Helwan, in Egypt, by El Nasr since at least 1982,[37] on the basis of complete knockdown (CKD) kits. This was followed by CKD assembly of the Tofaş Murat 131 between 1991 and 2009. The Tofaş Murat 131 has also been assembled in Ethiopia by Holland Car between 2006 and 2010.

Other CKD production of the Fiat 131 has taken place in the following countries:[37]

References

[edit]
[edit]

See also

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Fiat 131

View on Grokipedia
from Grokipedia
The Fiat 131 is a compact family car manufactured by the Italian automaker Fiat from 1974 to 1984, succeeding the Fiat 124 and serving as a staple of the company's lineup during that period. Featuring a rear-wheel-drive configuration with a longitudinally mounted inline-four engine and a steel monocoque body in a three-box design, it was offered in four-door sedan, two-door saloon, and five-door estate variants, with a total production of 1,513,800 units in Italy. Initial powertrains included 1.3-liter and 1.6-liter overhead-valve engines producing 67 to 85 horsepower, later supplemented by double-overhead-camshaft options up to 2.0 liters in performance models. The model underwent two major facelifts—in 1978, which introduced rectangular headlights, revised bumpers, and a five-speed manual gearbox as standard, and in 1981, adding more aerodynamic elements and interior updates—while also spawning licensed productions in Spain by SEAT and in Turkey by Tofaş until 2002. Notably, the Fiat 131 gained enduring fame through its rally-prepared Abarth variants, which dominated international competition and helped define Fiat's motorsport legacy. Debuting at the 1974 Turin Motor Show and named after Fiat's Mirafiori assembly plant near Turin, the 131 was designed by Fiat's Centro Studi as a modern, practical successor to the 124, emphasizing reliability, space efficiency, and affordability for European families. Production began in late 1974 at the Mirafiori factory, with the four-door sedan launching first, followed by the two-door version in 1975 and the estate (Mirafiori Familiare) in the same year; the U.S. market received it as the Fiat 131 from 1975, renamed the Brava in 1978, with sales continuing until 1981, adapted with emissions-compliant 1.8-liter and 2.0-liter engines. The car's suspension utilized MacPherson struts at the front and a trailing-arm setup with a Panhard rod at the rear, paired with front disc and rear drum brakes, contributing to its balanced handling and longevity in daily use. By the end of its run in December 1984, the 131 had been succeeded by the front-wheel-drive Fiat Regata, but its straightforward engineering and versatility ensured a strong aftermarket following for restorations and modifications. Engine options evolved across three series to meet changing regulations and demands: the first series (1974–1978) relied on carbureted OHV units of 1,297 cc (67 hp) and 1,585 cc (75–85 hp), with a four-speed manual transmission standard and a three-speed automatic optional. The second series (1978–1981) introduced DOHC engines, including a 1,585 cc version at 96 hp and a supercharged 2.0-liter DOHC engine producing 140 hp in the Volumetrico variant, alongside a Perkins 1.8-liter diesel engine producing 49 hp introduced in 1979 for economy-focused buyers. The third series (1981–1984) standardized the five-speed gearbox, added electronic ignition, and introduced the 2.5-liter Sofim diesel engine producing 72 hp, with top speeds reaching around 170 km/h (106 mph) in base models and fuel efficiency of 8–10 L/100 km. Special editions like the 131 Racing (with a 1.6-liter DOHC engine) and the supermirafiori trim enhanced its appeal, featuring sportier styling, alloy wheels, and upgraded interiors. The Fiat 131's most celebrated aspect was its transformation into a rally icon via collaboration with Abarth, Fiat's performance subsidiary acquired in 1971, beginning with the Group 4-homologated 131 Abarth Rally in 1976. Designed with input from Bertone for wider arches, a low-slung fiberglass hood, and reinforced chassis, exactly 400 road-legal units were built between 1976 and 1978 to satisfy FIA requirements, powered by a 1,995 cc DOHC engine tuned to 140–215 hp in street form and up to 235 hp in competition spec. Piloted by drivers like Markku Alén and Walter Röhrl, the 131 Abarth Rally secured three consecutive World Rally Championship manufacturers' titles for Fiat in 1977, 1978, and 1980, amassing 18 outright victories across events like the Monte Carlo Rally, 1000 Lakes Rally, and RAC Rally, with a lightweight 950–1,020 kg curb weight enabling top speeds over 190 km/h. This success not only elevated the 131's profile but also showcased Fiat's engineering prowess in adapting a humble sedan into a durable, versatile race car that influenced subsequent rally designs.

Development and Production

Origins and Design Process

In the mid-1970s, Fiat initiated the development of the 131 as a direct successor to the Fiat 124, aiming to create a more modern compact family saloon suited to the economic pressures of the 1973 oil crisis, which prioritized fuel-efficient and cost-effective vehicles over larger, thirstier models. The project responded to intensifying European market competition from front-wheel-drive rivals like the Volkswagen Golf and Ford Escort, positioning the 131 as an affordable, practical alternative in the C-segment. The design process was overseen by Fiat's Centro Stile under director Gian Paolo Boano, who shaped the car's conventional three-box silhouette and retained the rear-wheel-drive layout characteristic of Fiat's engineering philosophy at the time, drawing on input from the company's research facilities to balance simplicity, durability, and everyday usability. Development of the 131 began in the early 1970s, with initial prototypes ready for testing by late 1973, ahead of its public unveiling at the Turin Motor Show in October 1974; this timeline reflected Fiat's emphasis on front disc brakes for improved stopping performance. Initial production targets for the 131 centered on high-volume output at the Mirafiori plant in Turin, Fiat's largest facility, with ambitions to achieve substantial annual figures to support the model's role as a core family car in the lineup, though exact goals were adjusted amid economic volatility.

Manufacturing and Global Production

The Fiat 131 was primarily manufactured at Fiat's Mirafiori plant in Turin, Italy, the company's largest production facility at the time, which handled the bulk of assembly for the sedan, wagon, and coupe variants. Additional production occurred at the Rivalta plant near Turin, where specialized finishing work, including for performance-oriented models, took place, and at the Cassino plant south of Rome, which contributed to overall output during the model's lifecycle. From its launch in 1974 until the end of Italian production in 1984, Fiat produced 1,513,800 units of the 131 domestically, achieving peak volumes in the mid-1970s before a gradual decline driven by evolving consumer preferences and increased competition in the compact family car segment. Output fell as Fiat shifted focus toward newer platforms like the Ritmo. Export strategies emphasized broad market penetration, with the 131 adapted for various international destinations including Europe, South America, and select Asian regions through localized modifications to meet regulatory and climatic requirements. Around 40% of Italian production was directed overseas, supporting Fiat's global expansion amid the 1970s oil crises and demand for efficient sedans. Production in Italy ceased in 1984, but licensed assembly persisted abroad, notably by SEAT in Spain until the mid-1980s and by Tofaş in Turkey as the Murat 131, with builds continuing under derivative names like Şahin and Doğan into 1990 and beyond to meet local demand.

Technical Specifications

Chassis and Body Design

The Fiat 131 featured a steel monocoque chassis construction, which provided structural integrity while keeping weight manageable. The front suspension employed independent MacPherson struts with coil springs and an anti-roll bar, while the rear utilized a live axle with trailing arms, coil springs, and a Panhard rod for simplicity and cost-effectiveness in a family sedan. This setup contributed to balanced handling characteristics suitable for everyday driving. The wheelbase measured 2,495 mm, overall length was approximately 4,265 mm, and curb weights ranged from 900 to 1,100 kg depending on engine and trim, allowing for agile maneuverability without compromising stability. Body styles centered on a standard four-door saloon, which debuted in 1974 as the core offering for family use. Later variants expanded options to include a five-door estate known as the Mirafiori Sportwagon (or Familiare in some markets), introduced in 1975 for greater cargo versatility, and a two-door saloon added in subsequent years for a sportier appeal. These configurations shared the same platform, enabling shared production efficiencies while catering to diverse customer needs. The exterior adopted a boxy, angular styling typical of 1970s European sedans, emphasizing practicality over flair with clean lines and a compact footprint. Impact-absorbing bumpers were standard in export markets to meet regulatory requirements, particularly the larger versions on North American models for enhanced low-speed collision protection. An optional panoramic sunroof was available on higher trims, enhancing cabin openness. The design achieved an aerodynamic coefficient (Cd) of 0.40, reasonable for the era and aiding fuel efficiency at highway speeds. Safety considerations included a rigid passenger cell formed by the monocoque structure, which helped absorb and distribute impact forces during crashes. These elements reflected evolving standards in the mid-1970s automotive industry.

Engines and Drivetrain

The Fiat 131 was equipped with a variety of inline-four petrol engines, ranging from overhead valve (OHV) designs for entry-level models to double overhead camshaft (DOHC) units developed by Aurelio Lampredi for higher performance variants. The base engine was a 1,585 cc OHV unit producing 75 hp, offering reliable everyday performance suitable for family use. Higher trims featured OHV engines of 1,297 cc with 67 hp, scaling up to a 2,000 cc DOHC version delivering 112 hp in carbureted form. A diesel option was added in the second series, a 1,995 cc inline-four producing 60 hp. In later production years, particularly from the late 1970s onward, select 2.0-liter DOHC models adopted electronic fuel injection systems, such as Bosch L-Jetronic, boosting output to 115 hp while improving throttle response and efficiency.
Engine VariantDisplacementConfigurationPower OutputFuel System
Base OHV1,585 ccOHV Inline-475 hpCarburetor
1.3 OHV1,297 ccOHV Inline-467 hpCarburetor
2.0 DOHC1,995 ccDOHC Inline-4112 hpCarburetor
2.0 Injected1,995 ccDOHC Inline-4115 hpFuel Injection
2.0 Diesel1,995 ccOHV Inline-460 hpDiesel Injection
These engines complied with early European emissions standards through single- or twin-carburetor setups in base models and rudimentary electronic injection in later iterations, equivalent to pre-Euro norms focused on basic hydrocarbon and CO reduction. Fuel economy for base models typically ranged from 8 to 10 L/100 km in combined driving, varying with load and conditions, while injected variants achieved slight improvements due to better fuel atomization. The drivetrain employed a rear-wheel-drive layout, with the engine mounted longitudinally ahead of a four- or five-speed manual transmission, connected via a tubular propeller shaft to a solid rear axle. Five-speed units became standard on higher-output models from 1978, providing closer ratios for improved highway cruising. Automatic transmissions were rare, limited to a small run of three-speed units paired with the 2.0-liter engine in select 1980s estate variants like the Panorama. Performance varied by engine choice, with base 1.3- and 1.6-liter models accelerating from 0 to 100 km/h in 13 to 16 seconds and reaching top speeds of 150 to 160 km/h. The 2.0-liter variants quickened this to 11 seconds or less for 0-100 km/h, with top speeds approaching 180 km/h, balancing everyday usability with spirited driving.

Model Generations

First Generation (1974–1978)

The Fiat 131 debuted at the 55th Turin Motor Show in October 1974 as the Fiat 131 Mirafiori, positioned as a mid-size family sedan to replace the outgoing Fiat 124 after its production of over 4 million units. It was offered in three initial trim levels: the base model with essential features, the mid-range Super with enhanced upholstery and instrumentation, and the top-spec Sport featuring a more powerful engine and sportier aesthetics. The lineup emphasized practicality and value, targeting European family buyers with its conventional three-box design and rear-wheel-drive layout. Power came from inline-four overhead-valve engines carried over from the Fiat 132, including a 1,297 cc unit producing 65 hp and a 1,585 cc variant delivering 75 hp. Optional equipment included power steering for improved handling, alloy wheels for better aesthetics and performance, air conditioning, and a three-speed automatic transmission sourced from General Motors for the 1.6L models. These features contributed to the car's reputation for straightforward engineering and everyday usability. The first-generation 131 achieved commercial success, with the overall model reaching a total production of 1,513,800 units across its lifespan, reflecting strong demand in Italy and export markets. It was widely praised for its mechanical reliability and low maintenance costs, making it a dependable choice for budget-conscious owners, though critics often noted its conservative styling as dated compared to more flamboyant contemporaries like the Volkswagen Passat. This update helped sustain interest without major mechanical changes, while the platform's robustness paved the way for later rally variants that elevated the 131's sporting legacy.

Second Generation (1978–1981)

The second generation of the Fiat 131, produced from 1978 to 1981, represented a mid-cycle refresh aimed at modernizing the model's appearance and mechanical offerings while maintaining its core rear-wheel-drive platform. This series introduced subtle exterior updates, including larger rectangular headlights replacing the previous round units, revised bumpers with integrated fog lights on higher trims, and enlarged rear light clusters for improved visibility. These changes gave the car a more contemporary look without altering its overall proportions, helping it compete against emerging rivals in the European mid-size sedan segment. Mechanically, the facelift brought expanded engine options, notably the introduction of a 2.0-liter DOHC inline-four engine producing 113 horsepower in standard form, available with either a five-speed manual or three-speed automatic transmission. This unit, paired with the existing 1.3-liter and 1.6-liter options, offered buyers greater performance flexibility, with the 2.0-liter variant emphasizing smoother power delivery for highway cruising. A 1,995 cc diesel engine producing 60 hp was also introduced for economy-focused buyers. Interior enhancements included a revised dashboard in upscale Supermirafiori trims, featuring a rectangular instrument cluster with analog gauges for speed, tachometer, and fuel, alongside an optional analog clock for better readability. Noise, vibration, and harshness (NVH) levels were refined through updated suspension bushings and sound insulation, contributing to a more composed cabin experience during daily driving. The estate wagon variant, renamed Panorama for this series, saw expanded availability with the new engine lineup, providing families with practical cargo space—up to 1,170 liters with seats folded—while retaining the sedan's mechanical reliability. For efficiency-focused buyers, smaller-displacement engines like the 1.4-liter achieved combined fuel economy of around 26.7 mpg under NEDC testing, supporting Fiat's push toward better resource utilization amid rising fuel costs. Market-specific adaptations included enhanced rustproofing treatments, such as galvanized underbody panels, particularly for export models destined for humid climates, addressing earlier corrosion concerns. Air conditioning became a standard or readily available option in warmer regions like southern Europe and North America, integrated with the updated climate controls for improved comfort. Overall production for the Fiat 131 across all series exceeded 1.5 million units in Italy, with the second generation contributing substantially during its three-year run as a transitional update that bridged to the more angular styling of the third series in 1981.

Third Generation (1981–1984)

The third generation of the Fiat 131, spanning 1981 to 1984, represented the final evolution of the model with updates focused on refinement and efficiency as Fiat prepared to transition to newer platforms. Key exterior modifications included an angular front fascia featuring revised rectangular headlights and a more geometric grille design, alongside wraparound bumpers for a modernized appearance. Inside, the dashboard was updated with padding for enhanced occupant safety, while the 2.0-liter DOHC engine in higher trims adopted Bosch L-Jetronic electronic fuel injection, delivering a peak output of 130 hp for improved performance and emissions compliance. Trim options expanded with the introduction of the Supermirafiori level, which offered velour upholstery, upgraded instrumentation, and additional comfort features to appeal to buyers seeking a step up from base models. Despite these enhancements, sales declined as consumer preferences shifted toward more fuel-efficient and front-wheel-drive alternatives in the European market. To address efficiency demands amid rising fuel costs, the five-speed manual gearbox became standard equipment across the lineup, aiding better highway cruising and economy. General refinements contributed to marginally improved handling and acceleration without compromising structural integrity. By 1984, the Fiat 131 was phased out in Europe, supplanted by the front-wheel-drive Fiat Regata sedan, though it retained a reputation for superior roadholding derived from its rear-wheel-drive layout—despite the platform's increasingly dated engineering in a market dominated by transverse-engine designs. This generation's design cues and mechanical reliability influenced the longevity of licensed variants produced abroad.

Special and Market-Specific Variants

Rally and Performance Models

The Fiat 131's performance lineage was elevated through collaborations with Abarth & C., which developed high-output variants to meet FIA Group 4 homologation requirements for motorsport. The flagship Fiat 131 Abarth Rally, introduced in 1976, featured a heavily modified 1,995 cc inline-four engine with double overhead camshaft (DOHC) and 16 valves, producing 140 horsepower in its road-legal configuration using a Weber carburetor. In Group 4 racing trim, the engine delivered 225–245 horsepower via Kugelfischer mechanical fuel injection, enabling competitive performance in rally events. To achieve homologation, Fiat produced exactly 400 street-legal units between October 1975 and April 1976, each incorporating lightweight fiberglass and aluminum body panels crafted by Bertone, including the bonnet, wings, and doors, which reduced the curb weight to approximately 980 kg. The Abarth Rally's chassis was reinforced with a roll cage and tubular steel subframes for enhanced rigidity, while the body received a wide-body kit with flared wheel arches, a prominent front spoiler, and dynamic air intakes to accommodate wider tires and improve aerodynamics. Suspension upgrades included independent MacPherson struts at both ends with anti-roll bars and semi-trailing arms at the rear, replacing the standard live axle for better handling. Braking was upgraded to ventilated disc brakes all around, measuring 227 mm at the front, ensuring superior stopping power for both road and track use. Road-legal performance emphasized agility, with acceleration from 0 to 100 km/h in about 7.7 seconds and a top speed of 192 km/h, making it a potent grand tourer despite its saloon roots. Complementing the Abarth Rally, the Fiat 131 Mirafiori Sport (known as the Racing in some markets) offered a more accessible performance option starting in 1978, equipped with a 1,995 cc DOHC twin-cam engine tuned to 115 horsepower and paired with a sport-oriented suspension featuring stiffer springs, larger anti-roll bars, and adjustable dampers for sharper cornering. This variant retained the standard body's lines but added alloy wheels and subtle aerodynamic aids, prioritizing everyday drivability with improved handling over outright power. For circuit applications, the Fiat 131 Abarth Rally Corsa evolved as a dedicated racing derivative, stripping non-essential weight and boosting the 2.0-liter engine to around 215–230 horsepower with dry-sump lubrication and optimized gearing, while maintaining the reinforced chassis and all-disc braking system from the Stradale. These models collectively showcased Abarth's expertise in transforming the unassuming 131 into a versatile platform for both road enthusiasts and competitive racing.

North American Brava Version

The Fiat 131 was adapted for the North American market and rebranded as the Brava starting with the 1978 model year to comply with stringent U.S. Environmental Protection Agency (EPA) emissions standards and federal safety regulations. This version retained the rear-wheel-drive layout and unibody construction of its European counterpart but incorporated modifications such as larger 5 mph impact bumpers and catalytic converters to meet crash and emissions requirements. Production occurred at Fiat's Mirafiori plant in Turin, Italy, with vehicles featuring U.S.-specific interiors designed for comfort and compliance, including spacious cabins with logical controls and a distinctive dual-sliding glove box. Engine options for the Brava included a 1.8-liter (1,756 cc) twin-cam inline-four and a 2.0-liter (1,995 cc) twin-cam inline-four, both detuned for EPA compliance to produce 86 horsepower in base form, with the 2.0-liter fuel-injected variant offering 102 horsepower by 1981. In California, additional smog equipment further reduced output to around 80 horsepower on the 1.8-liter engine. Transmission choices encompassed a standard five-speed manual or an optional GM-sourced TH180 three-speed automatic, with other features like optional air conditioning and a vinyl roof available to appeal to American buyers seeking European styling with practical amenities. Sales of the Brava totaled approximately 30,000 units from 1978 to 1981, with around 14,000 sold in 1979 alone, though it struggled against reliable Japanese competitors like the Honda Accord and Datsun 810. By 1981, Fiat's overall U.S. market presence had dwindled, with total brand sales dropping to about 15,000 units across all models in 1982. The model's import ended after the 1981 model year due to persistent rust problems—particularly in wheel arches and underbody panels exacerbated by road salt—and declining demand amid perceptions of poor quality control and inadequate dealer support. No third-generation Fiat 131 variant was imported to North America, marking Fiat's effective exit from the passenger car segment in the U.S. until 2011.

Experimental Hybrid

In 1979, Fiat developed the 131 Ibrido, an experimental parallel hybrid prototype based on the second-generation Fiat 131 platform, as an early effort to integrate electric propulsion with conventional internal combustion technology. Created by the Fiat Research Center (CRF), the prototype debuted at the Detroit Auto Show to demonstrate hybrid potential amid growing concerns over fuel scarcity following the second oil crisis triggered by the Iranian Revolution. The Ibrido combined a detuned petrol engine with an electric motor to assist in low-speed and high-torque situations, primarily targeting improved urban efficiency through reduced reliance on the gasoline powerplant during stop-start driving. The hybrid system featured a 903 cc four-cylinder petrol engine derived from the Fiat 127 but detuned to 32–33 bhp for better compatibility with the electric component, paired with a 26 bhp (24 kW) DC electric motor that provided torque boost. Power was delivered through a conventional transmission, with the electric motor engaging during acceleration demands while the petrol engine ran continuously; the setup included a trunk-mounted battery pack—reported as either lead-acid or nickel-cadmium with approximately 9–24 kWh capacity—and regenerative braking to recover energy during deceleration, extending the limited electric range. This configuration achieved a top speed of 120 km/h (75 mph) and acceleration from 0–100 km/h in about 27 seconds, with overall fuel consumption measured at 22.8 mpg (10.3 l/100 km), though specific urban cycle improvements were not publicly detailed beyond conceptual aims for 20% savings in city conditions. Only a single prototype was constructed and tested, with no series production planned. Despite its innovative approach, the 131 Ibrido was shelved due to high development costs, battery technology limitations, and insufficient performance gains relative to contemporary petrol-only models, reflecting the broader challenges of hybrid adoption in the late 1970s. The project nonetheless contributed to Fiat's long-term hybrid research, influencing naming conventions seen in later models like the mild-hybrid Fiat 500 Ibrido introduced in the 2020s, and highlighting early experiments in regenerative systems and multi-powertrain integration that paved the way for modern electrified vehicles. The prototype remains preserved as a historical exhibit, underscoring Fiat's forward-thinking response to energy crises.

Motorsport History

Rally Evolution and Group 4 Homologation

The Fiat 131's entry into rallying began in 1975 as a replacement for the retiring Lancia Stratos, with Fiat leveraging its recent acquisitions of Lancia in 1969 and Abarth in 1971 to develop a competitive saloon-based machine. The standard 131, launched as a rear-wheel-drive family car in 1974, was selected for its robust platform, allowing Abarth engineers to adapt it for motorsport under the oversight of the Lancia-Fiat partnership. Initial modifications focused on enhancing structural integrity and handling, including the installation of a full roll cage for safety and chassis rigidity, along with adjustable dampers and anti-roll bars to improve cornering stability on varied rally surfaces. To comply with FIA Group 4 regulations, which required the production of at least 400 road-legal homologation specials, Fiat built exactly that number between 1976 and 1978, assembled by Bertone with modified bodywork featuring fiberglass panels, widened fender flares, and aerodynamic spoilers for better downforce and airflow management. These "Stradale" versions retained much of the competition specification, including lightweight aluminum doors and Plexiglas side windows to reduce weight, while the front end evolved to incorporate "lampodi"—distinctive light pods housing auxiliary rally lamps for improved night visibility. Homologation was granted on April 2, 1976, under FIA form number 647, enabling the Abarth 131 Rally to compete officially in international events. Technical development emphasized a balance of power and reliability, starting with a 1,995 cc inline-four engine derived from Aurelio Lampredi's design, featuring a double overhead camshaft and 16 valves for high-revving performance. In rally trim, it incorporated Kugelfischer mechanical fuel injection and dry-sump lubrication, boosting output to around 225-240 hp while maintaining durability under extreme conditions. Later evolutions under Group 4 rules allowed for displacement increases, with some variants reaching 2,347 cc through extended stroke and bore modifications, further enhancing torque for longer rallies, though the core 1,995 cc unit remained the homologation standard. Suspension upgrades included independent rear multi-link setup with MacPherson struts and semi-trailing arms, paired with 227 mm ventilated disc brakes and 15-inch Cromodora alloys shod in high-grip tires. The rally program was directed by Cesare Fiorio, Lancia's competition manager who coordinated the joint Lancia-Fiat effort, drawing on expertise from both brands to integrate Abarth's tuning prowess. Key drivers included French aces Jean-Claude Andruet and Bernard Darniche, whose testing feedback refined the car's setup for diverse terrains, from gravel to tarmac, ensuring the Abarth 131 Rally's evolution from a production saloon to a Group 4 contender. This structured development, emphasizing regulatory compliance and iterative upgrades, positioned the Fiat 131 as a formidable presence in international rallying by late 1976.

World Rally Championship Successes

The Fiat 131 Abarth enjoyed a remarkable run in the World Rally Championship from 1977 to 1981, amassing 18 event victories and establishing itself as one of the era's most dominant rear-wheel-drive rally cars. The model's success began in 1977, when it secured Fiat's first manufacturers' championship with five wins across the 11-round season, including the Rallye Sanremo driven by Jean-Claude Andruet and the 1000 Lakes Rally won by Markku Alén. Key drivers such as Waldegård, Alén, and Sandro Munari contributed to this title, narrowly edging out Ford by leveraging the 131's balanced handling on diverse surfaces from gravel to tarmac. The 1978 season built on this momentum, delivering a second consecutive manufacturers' title alongside the FIA Cup for Rally Drivers for Markku Alén, with the Fiat 131 Abarth claiming another five victories, such as the Tour de Corse won by Bernard Darniche. The car's prowess was evident in its adaptability, particularly on the fast, technical stages of events like the 1000 Lakes Rally, where it repeatedly demonstrated superior speed and reliability. In 1980, the Fiat 131 Abarth clinched its third manufacturers' championship with five more wins from 12 rounds, highlighted by victories including the Rallye Sanremo secured by Walter Röhrl, who also captured the full WRC drivers' title that year. These results contributed to the model's overall tally of 18 WRC event wins, underscoring its competitive edge before the introduction of four-wheel-drive rivals. However, by 1981, the Fiat 131 Abarth faced challenges against the Audi Quattro's all-wheel-drive system, resulting in losses that signaled the end of its dominance and Fiat's withdrawal from rallying at the conclusion of the season.

Other Competitive Applications

The Fiat 131 participated in the European Touring Car Championship during the late 1970s, where 2.0-liter versions secured class victories in 1976, 1977, and 1978, demonstrating the model's competitiveness in touring car racing. These successes highlighted the 131's robust chassis and engine tuning potential in production-based categories. Limited further entries occurred in ETCC events, such as the 1979 Zandvoort round, where a Fiat 131 Racing from the East Belgian Racing Team competed in Division 3. In Italian motorsport, Abarth-tuned Fiat 131 models excelled in hillclimbs and events like the Targa Florio, with power outputs reaching up to 300 hp in highly modified configurations. The Fiat 131 Abarth Rally claimed overall victory at the 1979 Targa Florio Rally, driven by Adartico Vudafieri and Mario Mannucci, underscoring its prowess on Sicily's demanding roads. Similar tuned variants performed strongly in regional Italian hillclimb competitions, leveraging the model's lightweight design and enhanced suspension for steep, winding courses. Circuit racing applications remained niche, including occasional endurance outings like the Spa 24 Hours, while in the United States, enthusiasts adapted the Fiat 131 for drag racing, modifying its rear-wheel-drive layout for straight-line acceleration. Following its World Rally Championship campaigns, privateer teams continued deploying the Fiat 131 in European regional rallies through the mid-1980s, achieving national titles such as the 1980 Italian Rally Championship win with Adartico Vudafieri. This extended use capitalized on the car's rally heritage for grassroots events.

Licensed Productions and Derivatives

SEAT 131 in Spain

In 1975, SEAT obtained a license from Fiat to produce the 131 model at its Zona Franca plant in Barcelona, continuing the long-standing collaboration established in 1948 that allowed SEAT to manufacture Fiat designs with technical assistance. Production of the SEAT 131 began that year and continued until 1984, with a total of 412,948 units assembled, making it a key model in SEAT's lineup during a period of growing independence following the company's autonomy in 1980. The SEAT 131 was offered in saloon and estate body styles, with engine options including a locally developed 1,438 cc inline-four derived from the earlier SEAT 124, alongside Fiat-sourced 1,592 cc and 1,995 cc units in the 131 E trim, providing outputs from around 75 hp to 111 hp depending on the variant. A Perkins-sourced 1,760 cc diesel engine was also available from 1979, particularly suited for the estate version, which gained popularity among Spanish taxi operators due to its durability and spaciousness. A facelift in 1980 introduced updated Spanish badging, revised front and rear styling, and interior enhancements to align with local market preferences, helping sustain sales amid economic challenges. Production wound down by mid-1984 as SEAT shifted focus to independent models like the Ibiza, though some units were exported to Latin American markets to clear inventory.

Tofaş Murat 131 in Turkey

The Tofaş Murat 131 was the Turkish adaptation and licensed production of the Fiat 131, manufactured by Tofaş Türk Otomobil Fabrikası A.Ş. at its Bursa plant. Established in 1968 as a joint venture between Koç Holding and Fiat, Tofaş began vehicle production in 1971 with the Murat 124, transitioning to the Murat 131 in 1977 to meet local demand for a reliable mid-size sedan. This model played a foundational role in expanding Turkey's automotive sector, leveraging Fiat's engineering while incorporating local assembly to foster industry growth and employment. To better suit Turkey's diverse road conditions, the Murat 131 received modifications including a reinforced chassis for enhanced durability on rough terrain. A diesel engine option was introduced in 1985 with a 1.9 L displacement from Fiat/Lancia, providing 73 PS and improved fuel efficiency for commercial and rural use. Facelifts in 1981 and 1990 updated the exterior styling, interior features, and mechanical refinements, extending the model's appeal amid evolving market preferences. The 1981 facelift introduced distinct sub-variants under new names: the Şahin as the entry-level sedan, the Doğan as a more luxurious version with upgraded trim and options, and the Kartal as an estate wagon with pickup conversions for utility purposes. These changes marked a shift from the original Murat branding, allowing Tofaş to differentiate offerings while maintaining the core Fiat 131 platform. The series achieved the longest production run among all Fiat 131 derivatives, continuing until 2002 and surpassing 1 million units by 2000, with total output exceeding 1.3 million—solidifying its status as a cornerstone of Turkish automotive manufacturing and economic development.

Polski Fiat 131p in Poland

The Polski Fiat 131p was assembled in Poland through a collaboration between Fiat and Fabryka Samochodów Osobowych (FSO) at the Żerań plant in Warsaw, beginning in 1975 as part of Fiat's licensing agreements to support Eastern Bloc automotive production. The "p" designation denoted "Polski," indicating the Polish adaptation of the Fiat 131 Mirafiori model, which was built exclusively in the higher Special trim level as a four-door sedan. Initial units arrived fully assembled from Italy, but subsequent production involved CKD (completely knocked down) kits imported from Fiat, where FSO workers performed final assembly by adding components such as wipers, batteries, wheels, and badging; homologation testing by the Instytut Transportu Samochodowego confirmed compliance with local standards between January and May 1976. Equipped with Fiat's overhead-valve inline-four engines—either the 1,297 cc unit producing 65 hp or the 1,585 cc version delivering 75 hp at 5,600 rpm—the Polski Fiat 131p featured rear-wheel drive, MacPherson strut front suspension, and a rear setup with coil springs and a Panhard rod for improved handling over predecessors like the Polski Fiat 125p. Performance included a top speed of 160 km/h and 0-100 km/h acceleration in 13.8 seconds for the 1.6-liter variant, with praised braking (discs at the front, drums at the rear) and interior comfort, including effective heating; however, it lacked underbody protection against water and corrosion, had an unreliable automatic choke, and an exposed fuel cap prone to contamination. Available only through special channels like Pewex stores, it was sold for hard Western currencies such as U.S. dollars, which were scarce and non-convertible in everyday Polish transactions, limiting accessibility to elites and institutions. Production totaled 3,102 units through 1981, with the peak year of 1976 seeing 1,182 assembled, reflecting state-driven priorities to introduce modern Western engineering while generating foreign exchange through sales to officials and select private buyers. This small-scale output positioned the Polski Fiat 131p as a prestige vehicle in the Polish People's Republic, often allocated to government fleets and communist party functionaries, contributing modestly to the economy by bolstering hard currency reserves amid broader Fiat-FSO partnerships that emphasized models like the 125p for mass production. Its cultural footprint appeared in Polish media, including the popular crime series "07 zgłoś się," symbolizing aspirational mobility in a planned economy.

Additional International Builds

In South Africa, the Fiat 131 was assembled starting in 1975 by local firms including the National Motor Company, though specific production volumes are not well-documented and were likely limited compared to imported units, with some market-specific trims adapted for local preferences. Limited complete knockdown (CKD) assembly of the Fiat 131 occurred in Egypt by El Nasr Automotive Manufacturing Company starting in 1983, with production continuing until 2009. Later models from the 1990s used kits from Turkish licensee Tofaş, including the Şahin and Doğan sedans and Kartal estate, featuring mid-1990s facelifts with styling cues from the Fiat Regatta and upgraded 1.4 L (78 hp) or 1.6 L (96 hp) engines derived from Fiat Tipo/Tempra components. Elsewhere, brief CKD kit assemblies of the Fiat 131 were undertaken in Venezuela by FIAT de Venezuela C.A. in Caracas and in Argentina by FIAT Córdoba, contributing to global totals under 10,000 units combined, often with minor adaptations for regional preferences but without large-scale local production. These efforts complemented major licensed programs like those in Spain (SEAT 131) and Turkey (Tofaş Murat 131), focusing on affordable family sedans in emerging markets. Minor assemblies also took place in other countries such as Morocco and Taiwan, but on a very small scale.

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  27. https://www.auto-data.net/en/fiat-131-1.3-mirafiori-65hp-7090
  28. https://www.oldtimer-shop.eu/fiat-dohc-lampredi-engines/
  29. https://www.autoevolution.com/cars/fiat-131-supermirafiori-4-doors-1978.html
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  32. https://www.carfolio.com/fiat-131-panorama-super-2000-tc-automatic-673079
  33. https://www.automobile-catalog.com/performance/1977/712265/fiat_131_mirafiori_1600_special_5-speed.html
  34. https://www.fastestlaps.com/models/fiat-131-sport
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  36. https://www.conceptcarz.com/z25495/fiat-131.aspx
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