The Fiat Ritmo is small, front-engine, front-wheel drive family car manufactured and marketed by Fiat, launched in April 1978 at the Turin Motor show and offered in 3- and 5-door hatchback and cabriolet body styles — from 1978–1988 with two facelifts.
Styled by Sergio Sartorelli at Fiat's Centro Stile in Turin, export versions for most English-speaking markets were marketed as the Strada. In 1979, SEAT Ritmo production began in Spain, with a facelift in 1982, the SEAT Ronda.
The name Ritmo derives from the Italian for "rhythm", and Strada derives from the Italian for "road." Production reached a total of 1,790,000 and ended in early 1988 it was replaced by the Fiat Tipo.
Fiat began designing the Ritmo hatchback — as a replacement for the 128 sedan — in 1972, following the body style of its 127 supermini as European manufacturers began launching small family hatchbacks, notably the Volkswagen Golf in 1974.
Prior to its launch, the press speculated that the project codename 138 would be the final production name, however, Fiat instead gave its new car the Ritmo name, rather than another three digit number.
The Ritmo was manufactured at the Cassino plant using a system developed by its subsidiary Comau, the "Robogate" system — which automated the bodyshell assembly and welding process using robots, giving rise to its advertising slogan "Handbuilt by robots", immortalised in a television advertising campaign showing the robots assembling the Ritmo bodyshells to the strains of Rossini's The Barber of Seville. The exterior has plastic bumper fascias integrated into the styling which combined strong round shapes with overall sharp lines, achieving a drag coefficient of Cd=0.38,
The initial four-cylinder engine range included 1.1-litre (60 PS or 44 kW or 59 bhp), 1.3-litre (65 PS or 48 kW or 64 bhp) and 1.5-litre (75 PS or 55 kW or 74 bhp) petrol engines, which were reasonably refined and economical. Suspension was independent all-round, the braking system comprised front discs and rear drums and the wheels measured 13-inch in diameter. Gearboxes ranged from a standard four-speed manual (five-speed optional on CL models) and an optional three-speed Volkswagen-derived automatic. Its boot capacity ranged from 330 to 1,100 litres.
The Ritmo finished second in the European Car of the Year awards, finishing narrowly behind the winning car, the Simca-Chrysler Horizon - which was similar in concept. The initial range in Italy was designated by their respective engine horsepower (PS):
The CL range were the better-equipped models (with the 60 CL comprising 80% of total initial sales in Italy) and the whole range also distinguished itself by having numerous optional accessories unseen in past Fiat cars. These included: larger tyres; a rev counter; stereo system; safety seatbelts and headrests; passenger-side rear view mirror; split-fold rear seat; tinted windows; rear window wiper; rear window defroster; metallic paint; sunroof (the most expensive at ₤259,60). The instrumentation was incorporated in a rectangular pod with modular slots that could house various gauges and switches, either standard depending on the model or optional (e.g. digital clock and switches for hazard lights or adjustable-speed ventilation fan). Export markets also received the 1.5-litre 75 CL with a five-speed manual, a model which was initially unavailable in the domestic Italian market.
The colour of the interiors was determined by the external paint, as follows:
The Ritmo was criticized for its basic interior trim (e.g. no fabric on door panels). Fiat responded in 1979 with various revisions and the introduction of the Targa Oro ("gold plate") range. The latter was based on the Ritmo 65 (or 75 for export markets) and was distinguished by mink or black paint with gold striping and accents in the alloy wheels, foglights, dark bumper bars and velour trim interiors. From February 1979, the 75 CL range had an optional VW-derived automatic transmission - the Automatica was the only 1.5-engined version marketed in Italy. At the same time, the 60 L models for Italy and some export markets had its 1.1-litre 128-derived engine replaced by a 1049 cc petrol engine built by Fiat of Brazil. Through the use of a new carburetor and altered timing, power and torque figures were kept the same as those of the 1.1, up by ten horsepower over what the engine produced when installed in the 127. The 60 CL (the fastest-selling Ritmo in the Italian market at the time) continued to use the comparable 1116 cc engine.
At the 1980 Geneva Motor Show, a five-door only diesel version — marketed as the Ritmo D and available in both L and CL trim — was introduced with a 1,714 cc engine (55 PS or 40 kW or 54 bhp). To accommodate this considerably heavier engine, the steering rack was slowed down (from 3.5 to 4 turns) and the suspension adjusted. Nonetheless, a 65.5% forward weight distribution was hard to mask and both handling and braking suffered when compared to petrol-powered Ritmos.
In 1981, the Targa Oro and 75 models were replaced by the five-door only Ritmo Super (or Superstrada in some export markets). They brought higher specification and fittings (from chrome trimmings to a more complete instrumentation and optional central locking), larger, 14-inch, wheels and, most significantly, revised engines with 75 PS (55 kW; 74 bhp) (1300) and 85 PS (63 kW; 84 bhp) (1500). This extra power was gained through slight alterations to the camshaft profile, a twin carburettor, and a twin exhaust system. Other differences included lower profile tyres (Pirelli P8) and a close-ratio five-speed manual gearbox. The steering was also somewhat faster. By this time, the Ritmo range in Italy also included three- and five-door manual versions of the 75 CL and three-door 75 CL Automatica, with the price of the popular 60CL now ranging from ₤6,868,000 to 7,180,000 for the three- and five-door versions, respectively.
In May 1981, the first sports version, the Ritmo 105 TC, was launched. Available only as a three-door, it was powered by a 105 PS (77 kW; 104 bhp) Fiat DOHC engine with a displacement of 1,585 cc, which was derived from that used in the 131 and 132 models. This car had the same 14-inch (360 mm) wheels as the Ritmo Super, but with black centre hubcaps. British and Irish models had black and silver Speedline alloy wheels (5.5 x 14) as standard. Other distinguishing features relative to the normal range included: front fog lights integrated into the front bumper; integrated front spoiler combined with wheel arch extensions; black lower door paint; black mesh air intake; and a rear spoiler at the base of the rear window. That same year, Fiat also launched the Ritmo Cabrio.
In September 1981, Fiat displayed the Ritmo Abarth 125 TC at the Frankfurt Motor Show. This model was not available for right-hand export markets because the position of the exhaust downpipe did not allow for a relocated steering column and system. The 125 TC was a modified and revised 105 TC with a 1,995 cc DOHC four with 125 PS (92 kW; 123 bhp), ventilated front discs, a new five-speed ZF manual gearbox, revised suspension settings and strengthened components. Outwardly, the 125 TC differed only slightly from the 105 TC - it gained the chunky four-spoke 14 in alloys later seen on the Bertone Cabrio models, featured an "Abarth" red and black badge on the rear hatch, and the side badges featured the Abarth "Scorpion". The 125 TC version had a top speed of 190 km/h (118 mph) and it could accelerate from 0 to 100 km/h (62 mph) in 8.7 seconds. These cars were the last ones assembled on a separate Abarth production line, following the Fiat buyout in 1971.
In October 1982, the Ritmo was reengineered and restyled to improve its competitiveness against rivals, which included the MK3 Ford Escort and the first front-wheel drive Opel Kadett (Vauxhall Astra in the UK). The chassis was lighter by 70 kg (154 lb) and benefitted from better noise, vibration and harshness (NVH) control. Suspension mounts were altered and the spare tyre was moved from the engine bay to the boot, along with a relocation of the fuel tank to ahead of the rear axle. The fuel tank move resulted in the fuel cap being moved to the right side and under a lid instead of remaining exposed. The facelift saw the Ritmo acquire a more conventional look. For example, the round headlights no longer intersected the bumper bar but were now integrated in a separate grille, and the tail lights were similarly integrated into the body instead of inset in the rear bumper. In addition, all models now featured Fiat's new corporate five-bar emblem at the centre of the grille, with base models featuring single round headlamps and all other, double round headlights (in Britain, all models of this generation featured twin headlamps). The bonnet no longer had an air scoop and the roof was now completely flat (with the upward sweep of the first series found to cause vortices and contribute to dust and water over the rear window). The 1,049 cc "Brazil" engine was discontinued.
The 105 TC was relaunched with revised interior trim, a dashboard similar to that of the earlier Ritmo Super and an upper hatchback spoiler in place of the lower one. In Britain, seven-spoke alloy wheels replaced the earlier Speedline ones. In British advertising the car was named Strada II, but it was badged as the Strada. The North American version was unchanged but was finally discontinued at the end of the 1982 model year (at which time the Fiat range included only the X1/9 and the 124 Spider).
In 1983, Fiat completed the range with the Ritmo ES ("energy saving") models and the hot hatch, Ritmo Abarth 130 TC. The latter was based on the 125 TC but was powered by a 1,995 cc engine with power output increased to 130 PS (96 kW; 128 bhp). This was achieved by replacing the single Weber carb used in the 125 TC with twin Solex/Weber carburettors on a side-draught manifold, and via improved cam profiles. The 130 TC had a top speed of 195 km/h (121 mph) and accelerated from 0 to 100 km/h (62 mph) in 7.8 seconds. It was fitted with Recaro bucket seats in Britain (optional in Europe) and it remained the only 1980s European hot hatch to continue utilise carburettors instead of fuel injection. Ignition timing was controlled electronically. Although appearing outwardly similar to the restyled 105 TC with its lower door and wheelarch trims, the 130 TC could be distinguished by its polished four-spoke alloy wheels (continued from the earlier 125 TC), aerodynamic perspex front door wind deflectors, and lower hatchback spoiler. The powerful twin-cam was mated to a close ratio five-speed ZF manual gearbox and had superior performance to its contemporary rivals, which included the Volkswagen Golf GTI, Ford Escort XR3i, Vauxhall Astra GTE and the MG Maestro.
There was a minor change in the spring of 1984, mainly consisting of a new range hierarchy. Aside from the three-door, four-speed "L" versions ("60" and "diesel"), all non-sporting Ritmos now had five-speed manual gearboxes and five-door bodywork. The upper-class 85 Super version was dropped in Italy, where smaller-engined versions ruled the marketplace. The 1.1 litre 60 Super models were new to the lineup.
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