The 1970 BS was an in-between car. While it retained the 1438cc engine of the preceding models, it received the larger taillamps, electric radiator fan, black gauge bezels and mesh grille of the 1608 cars that would follow. 1970 models in the entire Fiat range are easy to spot, thanks to the two piece lens/reflector of the side marker lamp assembly. The front emblem moved from the hood to the grille and the reverse lamps were now integrated into the taillamps. The accelerator pedal now hung from the firewall instead of pivoting on the floor. The pictured car is my personal 124 spider number 26637. The wheels are Fiat-Roosevelt, a USA market option that is a copy of, but not the same as, the American Racing Libre wheel. These can be found at swap meets on occasion but it should be cautioned that they require an unusual shank diameter lug bolt as well as a unique center cap.
In 1971 the car changed mostly under the hood, with the arrival of the 1608cc engine. Probably one of the best engine choices, it lasted until 1973 at which time the 1592cc engine appeared. While the size is very similiar, the two engines are different 'families'. The 1438/1608 is the 124 block, where the 1592 and 1756 that followed were based on the 132 block, from the 132 sedan (not sold in North America). While the engines are interchangeable, many of the individual pieces are not. There seems to be some question as to when the change occurred in 1973, as both engines seem to have been available. Externally, the rear end got a '1600' badge, the side markers became rectangular but the engine hood remained flat.
The 1973 sales brochure shows the 'small bubble' hood on a yellow car, but that car also is shown with 1974 model bumpers??? As we will see, Fiat was not consistent on changes occurring across the board for a new model year.
1974 CS1
In 1974, Fiat introduced the 1756, or '1800' engine to provide adequate power with the tighter emission control laws of the USA. The engine received a smog pump driven off the exhaust cam, which had a habit of seizing it's bearings and causing the timing belt to jump with disastorous results. The grill became a black stamped metal piece, the bumpers were mounted to rubber blocks to help absorb impacts (it didn't work), the rear emblem changed to a 'block' type and said '1800', and the interior began to receive a ceaselessly rotating bunch of emissions/safety controls and warning lights in the center of the dash. This was the last of the small bumper cars, and should be considered a model unto itself as it really shares parts from the BS and the CS cars that followed. The example above has an optional Cromodora alloy wheel with a large stainless steel lug cap which were available as an extra cost option for a brief period. This was the last 'official' alloy wheel from Fiat until the Spider 2000 arrived in 1979. (Jon Ranney image)
One oddity that came out of the 1974 model year was the CA/MD bumpers. These big blocks of rubber took the place of the chrome uprights and required unique bumper bars. The odd part is, they were only attached to cars sold in California and Maryland!
You can see the rear emblem treatment on this CA car, as well as the popular Amco luggage rack, which was a dealer installed option and not a genuine Fiat part. (www.fiatspider.de image)
124 Rally (Abarth)
In the early to mid 1970s, Fiat's factory rally program used the 124 spider as a rally car. Fiat had purchased Abarth and were using the company as its race preparation division. These cars were essentially hand-built, and were modestly successful before Fiat turned its attention to newly acquired Lancia and the Stratos project. Fiat would later have great success in the World Rally Championship with the 131 Abarth.
For Americans, the 124 Rally is merely a footnote in a fine history, as the car was never sold here, though a few did race at World Rally events held in this country. The street versions were homologation specials, meaning Fiat made just enough road cars to satisfy the production requirements in the FIA rule book. The Rally is far removed from the standard production 124, most notably in its full independent rear suspension, spartan interior with race buckets, Cromadora 'Abarth' wheels, no bumpers, matte black body parts and factory hardtop. The VIN designation is CSA, and about 1013 were built between September 1972 and September 1974. A stunningly brutish looking car, it is possible to duplicate the look with little trouble. They are much sought after and very expensive.
As of 1975, the 124 spider would be exclusively available to North America. No cars were sold in any other market until about 1981, when it was again sold in Europe.
1975-1978 CS1
1975 saw the arrival of the much-maligned 'tube' bumpers. Designed to withstand a 5mph impact without causing damage to the body (they didn't), these heavy chrome bumpers would curse the performance, handling and appearance of the car until it's demise.
The example pictured above really is a 1978. It has been fitted with a hood and 13" alloy wheels from a Spider 2000, but the old-style door handles give away the true vintage. With the bumper change, the license plate lights moved to the rear body panel, the front emblem moved back to the hood but not much else changed. This series of car is still reasonably plentiful and can be the basis for a nice car. With the smog equipment removed and a 4-2-1 factory exhaust, the car is easily livened up. Removing the bumpers is popular, though many state laws prohibit it. (Thad Kirk image)
In 1978, with the impending change to the Spider 2000 (CS2) model, Fiat began to substitute parts as stocks were depleted. The 1978 cars can be found with CS2 door handles and rear differentials, among other pieces. The hood should be of the small bump variety regardless, but with many hoods being damaged, the replacement piece was often that of the large bump CS2 (CS1 hoods were unavailable for many years). The serial number will always divulge the true type of car.
