FIAT UNO 1.0 JUBILEE REPORT
By Faisal Shah. 2001
1999 was Fiat’s 100 year anniversary as a car maker. It commemorated the
milestone by launching the new Fiat Punto at a gala event in Italy (which was
attended by Mr Editor Mel). That new model will take some time coming here,
though, as we are still feeling the effects of an economic downturn.
Throughout its history, Fiat has been renowned as a maker of small cars that were
cheap to buy but fun to drive. The list of classic small cars is impressive with models
like the 600, Ritmo, Panda and Cinquecento all part of the heritage.
In Malaysia, the Fiat marque was only re-introduced in the first half of this decade
after it disappeared from our shores in the 1980’s, due to a poor reliability record
and a tendency to disintegrate after only a few years, which meant that many
Malaysians were wary of buying Fiats. Things are far better now and the sight of
modern Fiats like the Bravo, Brava and the outrageous Coupe on Malaysian roads
is proof that we are slowly regaining our confidence in the company’s products.
This car, the Uno is intended to be Torino Motors’ entry in the “city-car” class. Its
rivals would be cars like the Hyundai Atos, Ford Ka, Rover Mini and, my favourite
punching bag, the Perodua Kancil. Taking into account Fiat’s expertise at building
small cars, and the relatively cheap price of the Uno (RM38,500 each), it should
have no trouble at all seeing off the competition. That, however, was not the thought
that struck me when I saw the Uno for the first time.
From a distance the Uno looks aesthetically pleasing. It has a much more balanced
shape compared to the Atos and Ka and its chunky detailing makes it stand out
against a sea of Kancils. Come within five feet though, and the illusion falls apart.
The panel fit of the Uno is very poor. You can actually see the door hinges in
between the panels. Detail design is also bad with mirrors that adjust manually from
the outside, cheap-looking door handles, and 1970’s patterned wheel covers. The
car also looks unbalanced front to rear as a modern looking front end is mated to a
rear end that seems to have come from the Fiat Panda, circa 1984.
“Cast your biases aside and take it for a drive” said Mel. “It may surprise you” he
continued. Well, the car did surprise me.
Stepping into the Uno is like going through a time warp. Sitting on the upright and
thin seat, you are faced by a wide two-spoke steering wheel that is made of hard-
textured plastic and seems to have come from the Datsun 120Y that you took your
driving test in. The main instruments are located in a square binnacle with the
speedo-meter as the main gauge and fuel and temperature meters as secondary
gauges. There is no rev-counter and in a car like this, you don’t really need it. Other
“retro” features are the square and hard-edged dashboard, sliding controls for the
air-conditioning and ventilation and uncovered metal panels as an interior design
feature.
There is, however, ample space for a driver to get comfortable behind the wheel,
though the window winder can foul up precious thigh space.
The car is not as comfortable as the Atos. Rear seat passengers do, however, have
more leg room than they would in the Uno’s rivals (though I still would never be able
to fit into the rear of any city car). The seat material used is hard wearing and
comfortable enough for hour-long stretches behind the wheel.
The first thing that you’d notice when you drive the Uno is that the steering does
without power assistance. Add to this its low gearing, and you have steering that
requires energetic twirling and biceps-building strength when performing parking
manoeuvres. Gather speed and the weighting gets lighter, though there never is
much feel or accuracy.
Motive power is provided by a 1.0-litre four-cylinder engine which is also a piece of
retro engineering. Forget multiple valves, variable length induction tracts and twin
overhead cams. The engine is as basic as can be, with two valves per tiny cylinder,
a single overhead cam and a single carburettor to feed it fuel. It is connected to a 5-
speed manual gearbox and drive is through the front wheels.
It has been a long time indeed since I drove a car that required you to pull a choke
lever when starting up a cold engine.
Sufficiently warmed up, the Uno will accelerate with a modest turn of speed. It never
really has any problems in keeping up with highway traffic. Do not, however, expect
a rev-hungry engine as that found in the Atos. The Uno picks up revs slowly and
gradually gets louder and more laboured as you approach the redline. There is no
apparent step up in power as you rev the engine higher so shifting up early is a
good idea if you want to save your ear-drums.
You would not expect the Uno, as a city car, to offer much in terms of dynamic
entertainment. But, remember, a small Fiat should always be a riot to drive, and the
Uno is no exception. Ride comfort is excellent as the soft springs are extremely
adept at absorbing road imperfections. Taking corners at medium speeds does not
tax the chassis too much. Yes, there is a fair amount of roll but nothing to get too
worried about. Increase the pace though and the Fiat’s talents shine through.
Inert steering aside, the Fiat possesses the ability to move fluidly from corner to
corner, once you get into a steady rhythm. There is ample grip from the tyres and
although body roll can get a little disconcerting, there is never any danger. It is fun
and there is a certain satisfaction in trying to squeeze as much performance as
possible from such a limited package.
A pity then that this open road ability does not translate to agility while driving
through inner city streets. The heavy steering, slow revving engine and poor
rearward visibility do not allow the Uno to take advantage of gaps in traffic. If
anything, stop-and-go traffic is one of the least pleasant environments in which to
drive the Uno. For that this car would have to pick a few pointers from the Kancil.
That perhaps summarises the problem facing the Fiat Uno. On paper, it is supposed
to offer cheap motoring with a dash of Italian flair. The reality is, it falls short on both
counts. The Hyundai Atos is a much better packaged car and offers a better drive-
train too. The Rover Mini costs twice as much as the Uno but is a classic that has a
large following of enthusiasts in Malaysia. The Uno’s low price is not low enough as it
is nearly equivalent to the price of two Kancils. To pay such an amount for a car that
is well past its sell-by date does not make sense. I sincerely hope that Torino Motors
will bring in the Cinquecento in the near future to replace the Uno. As far as I am
concerned, that day cannot come soon enough.
ENGINE: Front, transverse, inline-4, OHC, 8 valves.70/64.9mm. 999cc. Fuel feed:
Single downdraught carburettor. Electronic ignition. 45bhp/5500rpm, 70.6
Nm/3500rpm.
TRANSMISSION: Driving wheels - front. Gearbox: 5-speed manual.
DIMENSIONS & WEIGHT: L/W/H: 3760/1620/1445mm. Wheelbase: 2540mm. Tracks
- front/rear: 1426/1415mm.Turning circle: 9.4m. Kerb weight: 790kg.
BODY: Steel monocoque, 2-box, 5-door hatchback. 5-seater.
CHASSIS: Suspension front: Independent, MacPherson strut-type with track control
arms connected to cross member. Rear: Torsional axle with longitudinal tubular arm
anchored to auxiliary cross member. Brakes - front/rear: Discs/Drums. Wheels:
Steel. 4.5Jx13. Tyres: 155/70 R13.
STEERING: Rack and pinion.
PERFORMANCE: Power-weight ratio: 56.9bhp/tonne, 17.6kg/bhp. Top speed:
130km/h. 0-100km/h: 15.2s. Average fuel consumption: 8.3L/100km.
Imported by Torino Motor Industries.
By Faisal Shah. 2001
1999 was Fiat’s 100 year anniversary as a car maker. It commemorated the
milestone by launching the new Fiat Punto at a gala event in Italy (which was
attended by Mr Editor Mel). That new model will take some time coming here,
though, as we are still feeling the effects of an economic downturn.
Throughout its history, Fiat has been renowned as a maker of small cars that were
cheap to buy but fun to drive. The list of classic small cars is impressive with models
like the 600, Ritmo, Panda and Cinquecento all part of the heritage.
In Malaysia, the Fiat marque was only re-introduced in the first half of this decade
after it disappeared from our shores in the 1980’s, due to a poor reliability record
and a tendency to disintegrate after only a few years, which meant that many
Malaysians were wary of buying Fiats. Things are far better now and the sight of
modern Fiats like the Bravo, Brava and the outrageous Coupe on Malaysian roads
is proof that we are slowly regaining our confidence in the company’s products.
This car, the Uno is intended to be Torino Motors’ entry in the “city-car” class. Its
rivals would be cars like the Hyundai Atos, Ford Ka, Rover Mini and, my favourite
punching bag, the Perodua Kancil. Taking into account Fiat’s expertise at building
small cars, and the relatively cheap price of the Uno (RM38,500 each), it should
have no trouble at all seeing off the competition. That, however, was not the thought
that struck me when I saw the Uno for the first time.
From a distance the Uno looks aesthetically pleasing. It has a much more balanced
shape compared to the Atos and Ka and its chunky detailing makes it stand out
against a sea of Kancils. Come within five feet though, and the illusion falls apart.
The panel fit of the Uno is very poor. You can actually see the door hinges in
between the panels. Detail design is also bad with mirrors that adjust manually from
the outside, cheap-looking door handles, and 1970’s patterned wheel covers. The
car also looks unbalanced front to rear as a modern looking front end is mated to a
rear end that seems to have come from the Fiat Panda, circa 1984.
“Cast your biases aside and take it for a drive” said Mel. “It may surprise you” he
continued. Well, the car did surprise me.
Stepping into the Uno is like going through a time warp. Sitting on the upright and
thin seat, you are faced by a wide two-spoke steering wheel that is made of hard-
textured plastic and seems to have come from the Datsun 120Y that you took your
driving test in. The main instruments are located in a square binnacle with the
speedo-meter as the main gauge and fuel and temperature meters as secondary
gauges. There is no rev-counter and in a car like this, you don’t really need it. Other
“retro” features are the square and hard-edged dashboard, sliding controls for the
air-conditioning and ventilation and uncovered metal panels as an interior design
feature.
There is, however, ample space for a driver to get comfortable behind the wheel,
though the window winder can foul up precious thigh space.
The car is not as comfortable as the Atos. Rear seat passengers do, however, have
more leg room than they would in the Uno’s rivals (though I still would never be able
to fit into the rear of any city car). The seat material used is hard wearing and
comfortable enough for hour-long stretches behind the wheel.
The first thing that you’d notice when you drive the Uno is that the steering does
without power assistance. Add to this its low gearing, and you have steering that
requires energetic twirling and biceps-building strength when performing parking
manoeuvres. Gather speed and the weighting gets lighter, though there never is
much feel or accuracy.
Motive power is provided by a 1.0-litre four-cylinder engine which is also a piece of
retro engineering. Forget multiple valves, variable length induction tracts and twin
overhead cams. The engine is as basic as can be, with two valves per tiny cylinder,
a single overhead cam and a single carburettor to feed it fuel. It is connected to a 5-
speed manual gearbox and drive is through the front wheels.
It has been a long time indeed since I drove a car that required you to pull a choke
lever when starting up a cold engine.
Sufficiently warmed up, the Uno will accelerate with a modest turn of speed. It never
really has any problems in keeping up with highway traffic. Do not, however, expect
a rev-hungry engine as that found in the Atos. The Uno picks up revs slowly and
gradually gets louder and more laboured as you approach the redline. There is no
apparent step up in power as you rev the engine higher so shifting up early is a
good idea if you want to save your ear-drums.
You would not expect the Uno, as a city car, to offer much in terms of dynamic
entertainment. But, remember, a small Fiat should always be a riot to drive, and the
Uno is no exception. Ride comfort is excellent as the soft springs are extremely
adept at absorbing road imperfections. Taking corners at medium speeds does not
tax the chassis too much. Yes, there is a fair amount of roll but nothing to get too
worried about. Increase the pace though and the Fiat’s talents shine through.
Inert steering aside, the Fiat possesses the ability to move fluidly from corner to
corner, once you get into a steady rhythm. There is ample grip from the tyres and
although body roll can get a little disconcerting, there is never any danger. It is fun
and there is a certain satisfaction in trying to squeeze as much performance as
possible from such a limited package.
A pity then that this open road ability does not translate to agility while driving
through inner city streets. The heavy steering, slow revving engine and poor
rearward visibility do not allow the Uno to take advantage of gaps in traffic. If
anything, stop-and-go traffic is one of the least pleasant environments in which to
drive the Uno. For that this car would have to pick a few pointers from the Kancil.
That perhaps summarises the problem facing the Fiat Uno. On paper, it is supposed
to offer cheap motoring with a dash of Italian flair. The reality is, it falls short on both
counts. The Hyundai Atos is a much better packaged car and offers a better drive-
train too. The Rover Mini costs twice as much as the Uno but is a classic that has a
large following of enthusiasts in Malaysia. The Uno’s low price is not low enough as it
is nearly equivalent to the price of two Kancils. To pay such an amount for a car that
is well past its sell-by date does not make sense. I sincerely hope that Torino Motors
will bring in the Cinquecento in the near future to replace the Uno. As far as I am
concerned, that day cannot come soon enough.
ENGINE: Front, transverse, inline-4, OHC, 8 valves.70/64.9mm. 999cc. Fuel feed:
Single downdraught carburettor. Electronic ignition. 45bhp/5500rpm, 70.6
Nm/3500rpm.
TRANSMISSION: Driving wheels - front. Gearbox: 5-speed manual.
DIMENSIONS & WEIGHT: L/W/H: 3760/1620/1445mm. Wheelbase: 2540mm. Tracks
- front/rear: 1426/1415mm.Turning circle: 9.4m. Kerb weight: 790kg.
BODY: Steel monocoque, 2-box, 5-door hatchback. 5-seater.
CHASSIS: Suspension front: Independent, MacPherson strut-type with track control
arms connected to cross member. Rear: Torsional axle with longitudinal tubular arm
anchored to auxiliary cross member. Brakes - front/rear: Discs/Drums. Wheels:
Steel. 4.5Jx13. Tyres: 155/70 R13.
STEERING: Rack and pinion.
PERFORMANCE: Power-weight ratio: 56.9bhp/tonne, 17.6kg/bhp. Top speed:
130km/h. 0-100km/h: 15.2s. Average fuel consumption: 8.3L/100km.
Imported by Torino Motor Industries.
MEL LEE's 2 sens worth
Third World countries will always face the problem of acceptance for their
products, particularly when it comes to cars. Malaysia is no exception;
Proton is way down many buyers’ list in countries like Britain, Australia
and even Singapore, further down than those of cars from Korea. While
the build-quality of the cars may not be that far off, the perception of an
inferior product remains. To many people, Malaysia as a car-producing
nation just does not compute. Likewise for India, which has an even
greater problem of image, from the years of producing vehicles like the
Hindustan and Royal Enfield.
Great strides have been made in the Indian motor industry but virtually
everyone outside of the country has this unshakeable image of a nation
full of brand-new 50s-type cars and motorcycles. The Fiat Uno, as the
most recent export, may be some 30 years ahead of those vehicles but it
does not really impress because it reminds people of the Fiats built in the
previous Eastern Bloc countries: the Polski and Lada cars.
The Indian built Fiats are a reminder of just how global this Italian car-
maker has been all these years. Fiat has, arguably, the most widespread
presence of all the automobile manufacturers, and it is a culture that has
been around for almost a 100 years. Yes, since the birth of cars. The
China connection, for example, began in the turn of the 20th Century.
Most of the joint-ventures, however, produced vehicle models that were
out-of-synch with those of developed nations, including Fiat’s own. It was
a solid strategy of giving the local markets the products that suited their
economic levels, but it did little for the image of Fiat as a global leader.
Likewise the Uno Project in India. The newer Siena model will be
produced soon but as Fiat has already introduced the new Punto to such
great fanfare, such projects will always be playing ‘catch up’, with no
chance of really achieving the goal.
Face-to-Face
The first thing that will strike those interested in the Uno is its price
(RM38,500). The next truth is that the car does indeed look cheap! While
not as bad in build-quality as the early versions of the Proton Tiara, the
Uno, nevertheless, is a far cry from the run of cars in town. The gaps
between the panels are too obvious to ignore, especially when the
hinges can be seen in them! However, if you were to look beyond this,
the rest of the car isn’t all that bad. The trick is to tune your mind to the
reality of this car, which is: What else can you get for the money?
The Uno has been priced just above the low-end National-type vehicles –
the whole range of Perodua Kancils and lesser Rusa vans, as well as the
Proton Tiara and Saga/Iswara. Strategically, it seems like a good thing,
presenting a viable alternative to those who want something different.
But, can the Indian-made Fiat Uno from Torino Motor be considered a
viable alternative?
While any Fiat on offer cannot hope to tap the mainstream, due to the
fully-imported status of the cars, a model like this Uno has to titillate the
buyers in this category. Unlike the Coupe Fiat, Bravo/Brava, or even the
old-style Punto models, there is none of the status nor desirable traits
with the Uno; it is a bare-basic economy offering with its resale value a
big unknown. The target audience comprises no-nonsense bargain-
hunters spoilt for choices, including used vehicles. To these buyers, all
these factors about the Uno stack up against it. It would take a real
maverick to give this car a chance. I would reckon that, even among
these few individuals, the choice would be for the Tiara, or the many
choices of used vehicles available at this price range.
On The Go
Like all European cars, even one this size and vintage, the Uno rides like
no Japanese, Korean or Malaysian car can, even one as large as a
Perdana GLi. The Tiara shares the same ‘big-car’ feel, giving a lot of
confidence on straight open roads. It is this solidness that will endear the
Uno to those who feel that cars like the Kancil, Saga and even Wira are
too flimsy to offer much protection.
The ‘weightiness’ comes from the steering geometry, as well as that of
the suspension layout, and also the relative rigidity of the body. This
‘solidness’ comes with a price: the car is more of an effort to drive as
compared to those ‘flimsy’ cars. The steering effort is greater, the pedals
are heavier in feel, the gearshifts have more resistance, and the engine
response has more of the heavy-flywheel effect. The latter is great for
cruising but results in more inertia to be overcome from standstill.
In a face-off with the Kancil, and even the Saga, the Uno feels sluggish at
acceleration but it hustles quite well at speed. When you are not sure if
the two others cars have their wheels firmly on the ground, the Uno feels
securely in place and offers positive feedback. The Uno is just more laid
back and matured. It is a different type of motoring. However,
unfortunately for the Uno, it is the same type offered by the Tiara.
We Malaysians are truly spoilt for choices. Presented with something like
this, which seems so practical and economical, especially in the midst of
a downturn, hardly anyone is interested, not enough to bite, anyway. But
who is to blame for such apathy towards a car like this Uno? When you
really look at the economics of buying a car at this price level, there are
just too many unknowns with the Uno. mel
Third World countries will always face the problem of acceptance for their
products, particularly when it comes to cars. Malaysia is no exception;
Proton is way down many buyers’ list in countries like Britain, Australia
and even Singapore, further down than those of cars from Korea. While
the build-quality of the cars may not be that far off, the perception of an
inferior product remains. To many people, Malaysia as a car-producing
nation just does not compute. Likewise for India, which has an even
greater problem of image, from the years of producing vehicles like the
Hindustan and Royal Enfield.
Great strides have been made in the Indian motor industry but virtually
everyone outside of the country has this unshakeable image of a nation
full of brand-new 50s-type cars and motorcycles. The Fiat Uno, as the
most recent export, may be some 30 years ahead of those vehicles but it
does not really impress because it reminds people of the Fiats built in the
previous Eastern Bloc countries: the Polski and Lada cars.
The Indian built Fiats are a reminder of just how global this Italian car-
maker has been all these years. Fiat has, arguably, the most widespread
presence of all the automobile manufacturers, and it is a culture that has
been around for almost a 100 years. Yes, since the birth of cars. The
China connection, for example, began in the turn of the 20th Century.
Most of the joint-ventures, however, produced vehicle models that were
out-of-synch with those of developed nations, including Fiat’s own. It was
a solid strategy of giving the local markets the products that suited their
economic levels, but it did little for the image of Fiat as a global leader.
Likewise the Uno Project in India. The newer Siena model will be
produced soon but as Fiat has already introduced the new Punto to such
great fanfare, such projects will always be playing ‘catch up’, with no
chance of really achieving the goal.
Face-to-Face
The first thing that will strike those interested in the Uno is its price
(RM38,500). The next truth is that the car does indeed look cheap! While
not as bad in build-quality as the early versions of the Proton Tiara, the
Uno, nevertheless, is a far cry from the run of cars in town. The gaps
between the panels are too obvious to ignore, especially when the
hinges can be seen in them! However, if you were to look beyond this,
the rest of the car isn’t all that bad. The trick is to tune your mind to the
reality of this car, which is: What else can you get for the money?
The Uno has been priced just above the low-end National-type vehicles –
the whole range of Perodua Kancils and lesser Rusa vans, as well as the
Proton Tiara and Saga/Iswara. Strategically, it seems like a good thing,
presenting a viable alternative to those who want something different.
But, can the Indian-made Fiat Uno from Torino Motor be considered a
viable alternative?
While any Fiat on offer cannot hope to tap the mainstream, due to the
fully-imported status of the cars, a model like this Uno has to titillate the
buyers in this category. Unlike the Coupe Fiat, Bravo/Brava, or even the
old-style Punto models, there is none of the status nor desirable traits
with the Uno; it is a bare-basic economy offering with its resale value a
big unknown. The target audience comprises no-nonsense bargain-
hunters spoilt for choices, including used vehicles. To these buyers, all
these factors about the Uno stack up against it. It would take a real
maverick to give this car a chance. I would reckon that, even among
these few individuals, the choice would be for the Tiara, or the many
choices of used vehicles available at this price range.
On The Go
Like all European cars, even one this size and vintage, the Uno rides like
no Japanese, Korean or Malaysian car can, even one as large as a
Perdana GLi. The Tiara shares the same ‘big-car’ feel, giving a lot of
confidence on straight open roads. It is this solidness that will endear the
Uno to those who feel that cars like the Kancil, Saga and even Wira are
too flimsy to offer much protection.
The ‘weightiness’ comes from the steering geometry, as well as that of
the suspension layout, and also the relative rigidity of the body. This
‘solidness’ comes with a price: the car is more of an effort to drive as
compared to those ‘flimsy’ cars. The steering effort is greater, the pedals
are heavier in feel, the gearshifts have more resistance, and the engine
response has more of the heavy-flywheel effect. The latter is great for
cruising but results in more inertia to be overcome from standstill.
In a face-off with the Kancil, and even the Saga, the Uno feels sluggish at
acceleration but it hustles quite well at speed. When you are not sure if
the two others cars have their wheels firmly on the ground, the Uno feels
securely in place and offers positive feedback. The Uno is just more laid
back and matured. It is a different type of motoring. However,
unfortunately for the Uno, it is the same type offered by the Tiara.
We Malaysians are truly spoilt for choices. Presented with something like
this, which seems so practical and economical, especially in the midst of
a downturn, hardly anyone is interested, not enough to bite, anyway. But
who is to blame for such apathy towards a car like this Uno? When you
really look at the economics of buying a car at this price level, there are
just too many unknowns with the Uno. mel