More Than a Pretty Face

But don’t be fooled by the elegant bodywork. The Spider wasn’t a show pony. Under the hood was technology that was advanced for this market segment. Many sports cars in 1966 still relied on pre-war engineering: live rear axles and drum brakes were the norm.

Fiat did things differently. The Spider stood out with advanced engineering. The vast majority of models featured disc brakes all round (a safety revolution at the time, when competitors often still fitted drums). Fiat also offered a five-speed gearbox early on—something that became virtually standard on the later BS and CS series, while drivers of English roadsters often had to pay extra for an ‘overdrive’ on their four-speed. The result was a car that wasn’t just beautiful to look at, but one that could truly hold its own technically.

The Beating Heart: The Lampredi Twin-Cam (Fiat 124 Spider)

At Tonny’s Classic Drive we often hear it from guests handing back the keys: "That engine... it really goes, doesn’t it?" That’s putting it mildly. That distinctive sound and eagerness are the signature of one man: Aurelio Lampredi.

Lampredi wasn’t an ordinary engineer. Before he joined Fiat, he designed the V12 engines with which Ferrari won its first Formula 1 world championships. When he made the switch to Fiat, he brought that racing philosophy to the production line.

For the 124 Spider (and the Coupé) he developed a four-cylinder engine with double overhead camshafts (DOHC). Today that’s standard, but in the 1960s a ‘Twin Cam’ was usually reserved for exotica like Alfa Romeo and Jaguar.

Why is this engine legendary?

The Lampredi engine is regarded by enthusiasts as one of the most influential four-cylinders in history. Innovative maintenance: Lampredi devised a brilliant system that allowed the valves to be adjusted via shims above the tappets, without removing the camshafts. This made the engine not only powerful, but also more maintenance-friendly than many contemporaries.

Character: It’s a ‘square’ engine (bore and stroke are almost equal), which delivers a crisp throttle response. It loves to rev and invites you to keep it on the boil.

The Legacy: The architecture of this engine proved so robust that it became the basis for the engines of fast Fiats and Lancias well into the 1990s. It’s this same basic design—the ‘Lampredi bloodline’—that was ultimately further developed into the power unit of the Lancia Delta Integrale, the car that dominated the rally world for years.

So when you tour through the Groningen landscape in the Spider, you’re effectively driving with engineering that helped give birth to a rally dynasty. You feel that every time you press the throttle.

The Evolution of a Survivor: Fiat 124 Spider (1966 – 1985)

The Fiat 124 Spider had an incredibly long life. For nearly twenty years it rolled off the production line, with a total of almost 200,000 examples built. It survived oil crises, changing safety regulations, and the whims of fashion.

For the enthusiast, it’s crucial to know the differences, because a Spider from 1968 drives fundamentally differently from one from 1982.

The Original Spider (AS Series: 1966-1969)

The purest form. Equipped with a 1438cc engine (90 hp) and, in the very first models, a driveshaft in a tube (torque tube). They’re recognizable by the small rear lights, thin bumpers, and the absence of ‘bulges’ on the hood. By now they’re rare, delicate, and loved for their simplicity.

The Powerhouses (BS and CS Series: 1970-1978)

In the 1970s the market demanded more power. Fiat introduced the 1608cc and later the 1800cc engines. Identification: The hood gained the distinctive ‘power domes’ (bulges). This wasn’t an aesthetic choice, but a necessity: the larger engine was simply taller.

Abarth Rally (CSA): In 1972 the holy grail appeared: the Abarth version for homologation in rallying. With independent rear suspension, lightweight panels, and more horsepower. Although the standard Spider kept its live rear axle, the image benefited enormously from the rally successes Abarth achieved. The golden middle ground: For many, the models from the early 1970s (BS1 and early CS) are the perfect mix: classic looks (chrome!), but with the more powerful engines and often improved suspension.

The Spider 2000 & The American Exile (1979-1982)

Success in America was so great that Fiat made a drastic decision in the late 1970s: the Spider’s focus shifted entirely to export. Production largely went to the US. These later models, the ‘Spider 2000’, received a 2.0-liter engine, often fitted with fuel injection from 1980 to meet strict emissions requirements.

The downside: US legislation demanded heavy, thick bumpers and a higher ride height. This slightly detracted from Tjaarda’s pure lines.

The upside: The injected engines start more reliably and idle beautifully, something that older carbureted versions can require careful tuning to achieve.

The Return: Pininfarina Spider Europa (1982-1985)

When Fiat withdrew from the US in the early 1980s, it seemed like the end of the story. But Pininfarina refused to let the car die and took production into its own hands. The car returned to the European market under the name "Pininfarina Spider Europa" (and Azzurra in the US).

This was the swan song: luxuriously trimmed, better rustproofed, and in the very last series (excluding the rare Volumex) often even fitted with rack-and-pinion steering for a more modern steering feel.

The Driving Experience of the Fiat 124 Spider: Earning your miles

Enough about years and numbers. What does it feel like to drive this machine on Groningen roads? Why would you choose a car without modern aids at Tonny’s Classic Drive?

The answer is simple: sensation. Imagine: you sink into the seat. The seating position is typically Italian: the steering wheel is a bit farther away, the pedals a bit closer (the famous “monkey posture,” though in the Spider it’s not nearly as extreme as in some contemporaries). You look out over the hood with its beautiful contours. The dashboard with real wood veneer and the Veglia gauges radiates a warmth no digital display can replicate.

Analog in a digital world

You start the engine. The gear lever—on most models linked directly to the gearbox—vibrates lightly in your hand. Steering: At a standstill it’s heavy, because classic models have no power steering. You need muscle to pull out of a parking spot. But once the wheels are rolling, the steering becomes lively and communicative. Through the wheel you can feel exactly whether you’re on asphalt or cobblestones. Shifting: The 5-speed (found in many Spiders) shifts with a mechanical 'click-clack'. It demands patience, no rush. The oil needs to be warm. The lack of a rev limiter means you have to listen to the engine yourself. Braking: Thanks to four disc brakes the Spider stops excellently. But be aware that especially early models have no brake booster, and even later types that do still have a firm pedal feel. You have to work the pedal; you’re in charge, not the computer.

The miracle of the roof

The convertible top of the 124 Spider deserves a mention of its own. While with English roadsters of the era you sometimes needed a course in construction engineering to get the roof open (and it would still leak), the Spider’s top is a marvel of ingenuity. You release two latches at the windshield and toss the roof back with one hand. Done. Within three seconds the sun is in the cockpit. That ease of use is exactly why Americans fell for the Fiat in droves.

The Perfect Match with Groningen: Driving the Fiat 124 Spider

Why does this Italian firebrand fit so well with our no-nonsense North? The contrast amplifies the experience. The expressive lines of the Spider look fantastic against the clean, wide horizon of the Groningen landscape.

At Tonny’s Classic Drive we know every bend and every bump in the province. That’s why we know the Spider feels perfectly at home here:

Comfort on cobblestones: The Spider’s suspension (with coil springs instead of the leaf springs popular in England) is remarkably supple. Where an MGB bounces and rattles on a Drenthe cobbled road, the Fiat smooths out the imperfections. The car stays stable, even when the surface doesn’t. The Borgen Route: Driving our route past Groningen’s borgen? The Spider feels at home on the driveways of the Menkemaborg or the Fraeylemaborg. The car has that same aristocratic, slightly arrogant presence as the manor houses. Wierden and dikes: The Spider is narrow and agile. On the tight roads around the wierden, where you ease off for oncoming traffic and then quickly pull away again in second gear, the car is in its element.

Comparing the Fiat 124 Spider: Fiat 124 Spider vs. MGB, Beetle Cabriolet and Mazda MX-5

At Tonny's Classic Drive we love variety. Maybe you’re unsure. Why the Fiat and not, for example, an MGB, a Beetle Cabriolet, or a modern Mazda MX-5? Let’s compare honestly.

The verdict: The Fiat is the Grand Tourer among small classics. It offers more space and comfort than the MGB, is sportier than the Beetle, and has more soul than any modern car. It’s not the fastest, but it is the most complete.

Practical Tips for Driving a Classic Fiat 124 Spider

Heading out with a classic from Tonny’s? Then we ask you to leave your modern driving style at home. This isn’t a lease car you rush to an appointment in.

Respect the Engineering: The Lampredi engine contains a lot of oil and aluminum. Give it the first 10 to 15 minutes gently. Let the fluids come up to temperature before pressing the throttle deeper. Pushing a cold classic hard is a mortal sin.

Working the wheel: As mentioned, steering while stationary is heavy and bad for the steering system. Always let the car roll slightly while turning. Anticipation: You drive without ABS, without traction control, and without lane assist. You are the only safety feature. Keep distance. Look far ahead. It brakes well, but you want to avoid locked wheels on wet cobblestones. Electronics: It’s still an Italian from the ’70s/’80s. Does a dynamo light flicker or does the fuel gauge move enthusiastically in a corner? Don’t panic. Often it’s “character” or a little ground point. If in doubt, of course just call our team; we know the quirks of our cars.

Fiat 124 Spider Buying Advice: Why Renting Is Often Smarter Than Buying

Maybe after a day of renting from Tonny’s you’ll fall so in love that you want one yourself. A perfectly understandable emotion! Anton understands that like no other. But be warned: owning an Italian classic is a marriage with highs and lows.

What should you watch out for if you start looking yourself?

• The rust devil: Italians from the ’70s were notorious. Check the sills, wheel arches, floor, and especially the suspension mounting points (the front shock towers). Cars from California are often solid; original Dutch cars have often been restored before (or need it).
• The timing belt: This is crucial. On the 124 Spider (especially the 1600 and 2000 engines) the engine is interference. That means: belt snaps = engine damage (valves meet pistons). If you don’t know when it was replaced: don’t drive it—replace it first.
• The 'Guibo': The rubber flex disc in the driveshaft shows age-related wear. If it fails while driving, the damage can be significant.
• Costs: A good example is no longer cheap (€15,000 - €25,000+), and a “bargain” for 8k often becomes a bottomless pit.

Our honest opinion? Many people buy a dream car only to find they don’t drive it enough, while storage and maintenance costs keep running. At Tonny’s Classic Drive you get the pleasures, not the burdens. You step into a car that’s been mechanically checked, shines, and is ready to go. No black fingernails—just the smile.

Drive the Past, Create Timeless Memories with the Fiat 124 Spider

The Fiat 124 Spider isn’t just a car. It’s an antidote to a hurried society. It forces you to be in the moment. You listen to the engine, you feel the road, you smell the surroundings. At Tonny’s Classic Drive in Groningen we don’t facilitate “car rental”. We facilitate memories. Whether it’s a corporate outing where colleagues truly get to know each other, a stylish wedding, or a day out with father and daughter to bring old stories back to life. We make sure the car is ready, the tank is full, and the most beautiful routes across the Hogeland are mapped out. All you have to do is pull the choke, start, and drive. Are you ready for your Italian adventure in the polder?

Check our availability or contact Anton and the team to reserve your date. Because memories... you have to make them yourself.