Fiat Uno

First series (1983–1989)

The Uno (Type 146) was launched in January 1983 to replace the ageing Fiat 127, which itself had revolutionized the supermini market on its launch more than 10 years earlier. Designed by Giorgetto Giugiaro's ItalDesign company, its tall, square body utilising a Kamm tail achieved a low drag coefficient of 0.34 won it much praise for interior space and fuel economy as well as its excellent ride and handling. It incorporated many packaging lessons learnt from Giugiaro's 1978 Lancia Megagamma concept car (the first modern people carrier / MPV / mini-van) but miniaturised. Its tall car / high seating packaging is imitated by every small car today. It reversed the trend for lower and lower built cars. It showed that not just low sleek cars could be aerodynamic, but small, roomy, boxy well packaged cars could be too.

It was launched a month before the Peugeot 205 - another small European car which became the benchmark for this market sector, enjoying a long production life and strong sales. It also went on sale just after General Motors launched its new Opel Corsa supermini (which was sold as the Vauxhall Nova on the British market), and within a few months of its launch it had gained two new major competitors in the shape of the restyled Ford Fiesta and Nissan's new Micra.

United Kingdom sales began in June 1983, with more than 20,000 being sold in its first full year on sale and peaking at more than 40,000 sales in 1988, making it one of the most popular imported cars on the market.

In 1984 it was voted European Car of the Year.

Initially, the Uno was offered with the 0.9 litre (903 cc) 100-series OHV, 1.1 litre (1116 cc) and 1.3 litre (1301 cc) 128-series SOHC petrol engines and transmissions carried over from the 127. The Uno's badging was not by the commonly used measurement of engine size but by metric horsepower: 45, 55, 60, 70, or 75. The Uno was available as either a three- or five-door hatchback. It also featured ergonomic "pod" switchgear clusters each side of the main instrument binnacle, (that could be operated without removing the driver's hands from the steering wheel), although indicators remained on a stalk; an unusual arrangement similar to that used by Citroën.

The Uno had MacPherson strut independent front suspension and twist-beam rear suspension with telescopic dampers and coil springs.

From 1985, the 1.0 litre (999 cc) SOHC Fully Integrated Robotised Engine (FIRE) powerplant was offered, replacing the 0.9 litre unit. This was a lighter engine, built with fewer parts, and gave improved performance and economy. The most luxurious version, the single-point injected 75 SX i.e., had remote door locks, integrated front foglamps, and the oval exhaust tip also used on the Turbo.

Turbo i.e.

In April 1985 the hot hatch version of the first series Uno – the Uno Turbo i.e. – was launched as a three-door only derivative. Despite marketing claims that it was fitted with an engine "specifically developed for turbocharging" the Turbo i.e. model actually used a Ritmo/Strada-derived 1.3 128-series engine with Bosch multi-point fuel injection, Magneti Marelli electronic ignition and a water-cooled IHI turbocharger with an intercooler to reduce intake air temperatures. The resultant power plant was highly regarded and considered as more technologically advanced than many of its contemporaries. Engine capacity was initially stated as 1299 cc but this was revised early on in production to 1301 cc. This change was a result of Italy's highway system allowing a higher speed limit to cars of more than 1300 cc. In both forms the engine offered 106 PS (78 kW; 105 hp) but owners report that the 1301 cc version was notably more responsive and had greater torque than the earlier 1299 cc unit. Cars built from 1985 to late 1987 were fitted with a Ritmo/Strada-derived five-speed gearbox. This was then replaced by a newly developed 'C510' five-speed gearbox, often referred to by owners as the 'Tipo style' gearbox, featuring a more durable differential and improved gearchange linkage. Ratios were unchanged between the two units.

The Turbo i.e. offered significant performance improvement over standard Uno models and was capable of reaching 200 km/h (124 mph), thanks in part to the car's low 845 kg (1,863 lb) weight. Reliability was improved due to the reduction in maximum turbo boost pressure for mass-production from 1.0 to 0.6 bar but conversely, it allowed tuners to modify the engine relatively easily to run 1.0 bar boost pressure for even greater performance without significantly compromising reliability.

Externally, the Turbo i.e. model sported black plastic sill trims and arch extensions (similar to that of the 70SX model), plus a revised front bumper with foglamps and inlets/scoops to direct air to the oil cooler and intercooler. Decals were added along the side of the car, initially as "T U R B O" in large outline letters but then later in stripe form with "Turbo i.e." cut into the rear-quarter section and complimentary stripes across the tailgate. This also deviated from the pressed steel tailgate fitted on non-turbo models as it was manufactured from fibreglass and incorporated a high-level spoiler to improve looks and aerodynamic performance. All body glass benefited from a very light green tint.

Suspension was lowered and uprated, 13" alloy wheels with Pirelli P6 tyres were fitted and the brakes upgraded to vented discs on the front and solid discs on the rear to replace the drum units of the non-turbo models.

Interior equipment was upgraded in the Turbo i.e. model with 'sports' seats, plush red carpet and an extended centre-console. Later models had red seatbelts in place of earlier black versions.

Options on the Turbo i.e. model included polished Cromodora wheels, electric windows, manual sunroof and a 'digital' instrument panel, which used bar-graphs in place of dial gauges for fuel level, coolant temperature, boost pressure, etc., and a numerical display of speed that, in the UK market, could be switched between mph and kph at the press of a button. Such units were rare.

An option on later first series Turbo i.e. models was called 'Anti-Skid' – a simple form of ABS that only operated on the front wheels and only once per ignition cycle meaning that if it was triggered during a journey it would not do so a second time until the ignition had been turned off and on again. Whilst it was an admirable attempt on Fiat's part at improving driver safety and reducing accidents, the 'Anti-Skid' system was largely regarded as ineffective and unreliable.

Diesel and Selecta Models In mid-1983 the 1.3-litre diesel which had already been seen in the Fiorino and the 147 was installed in the Uno as well, originally only for the Italian market. The Brazilian-built engine was derived from 124-series engines, and was never sold in the United Kingdom. It was added to other European markets beginning in early 1984. Daily production in mid-1983 was 280 cars, out of a daily total of 2000. It was sold as the Uno D (three doors) or the Uno DS ("Super", five doors). This badging was the only external giveaway, while in the interior an oil pressure gauge was added. It also received extra sound insulation under the hood and along the firewall. The engine has 45 PS (33 kW), as did the smallest 903 cc petrol unit, but with considerably higher torque. The weight penalty was negligible, 121 kg (267 lb) rather than 79 kg (174 lb) for the 903. Additional accessories and sound deadening measures accounted for the remainder of the 100 kg (220 lb) weight difference, almost all of it over the front wheels.

In 1987, a 1.7 litre diesel engined 60DS version was launched together with the Uno Selecta continuously variable transmission (CVT) automatic. The CVT transmission was a co-development with Dutch Van Doorne and Ford, (Fiat owned 24% stake of Van Doorne at that time).

Uno CS

The Uno was also produced in Brazil, called Uno CS, and imported in some European countries. But it was a totally different car: it was riding on a Fiat 147-derived platform, with 4-wheel MacPherson suspension (with transverse leaf spring at the rear). Visual differences from the European Uno were the fuel cap, placed on the left, and the hood, with a different design and hinged at the front. It had also his own engines, part of the "Brazil" engine series.

Second series (1989–1995)

First shown at the Frankfurt Motor Show in September 1989, the Uno received a thorough facelift to keep it competitive with newer designs like the new Ford Fiesta and Citroen AX, and Renault's forthcoming new Clio. The bodywork at the nose was updated and a different tailgate was fitted, improving the drag coefficient to Cd 0.30, and matching the corporate look of the then new Fiat Tipo. The interior was also revised. The pod switchgear was replaced by stalks and an effort was made to stop the dashboard rattles of the Mark I. At this time, the old 1.1 litre engine was replaced by a new FIRE version, and a new Fiat Tipo-derived 1.4 litre (1,372 cc) engine replaced the Ritmo/Strada-derived 1.3 litre in both naturally aspirated and turbo versions. A 1.4 litre Uno Turbo could reach a claimed 204 km/h (127 mph), while the 1.0 version only managed 140–145 km/h (87–90 mph) depending on which transmission was fitted. The Uno Turbo i.e. variant was also restyled, upgraded with a Garret T2 turbine, Bosch LH Jetronic fuel injection and better aerodynamics.

Uno production ceased in Italy in 1995, with sales throughout Western Europe stopping at the same time - nearly two years after the launch of its replacement, the Punto. A total of 6,032,911 units were built in Fiat's Italian factories. From 1994 to 2002, Uno was produced in Poland for Fiat Auto Poland; at first in Bielsko-Biała, and then from 2000 to 2002 in Tychy. Engines available were three petrol units (all naturally aspirated and fuel injected) – 0.9 litre from Seicento (years 1999–2002 only), 1.0 fire, 1.4 and one naturally aspirated diesel unit of 1.7 litres.

Continuing global production (1995–2013)

After Western European production and sales ceased, the Uno continued to be manufactured and sold in many other regions.

Argentina

In Argentina, the 3-door Fiat Uno was produced by Sevel Argentina S.A. from March 1989 to 2000, 179,767 units were built. Engines Motor Tipo ranged from a 1,049 cc 52 PS (38 kW) petrol four to a 1.6-litre, 87 PS (64 kW) SCV/SCR version on top, with a 1.3-litre 45 PS (33 kW) diesel engine also available. A specific saloon version with four doors was also produced from 1988 to 2000. Called Duna or Elba, 257,259 units of this version were built in Fiat's Córdoba plant. In addition to 1.3, 1.4, 1.5, and 1.6-litre petrol versions, the 1.3 diesel was also available.

Brazil

The car was made in Brazil until December 2013 in three versions: Mille Economy, Uno Furgão (panel van) and Fiorino Furgão . A total of 3.6 million Unos and Milles were built in Brazil during its 30-year production run.

In the second half of the 1980s and the first half of the 1990s, the Uno was also available as a sedan, a pick-up, and in a wagon version. These are called Prêmio, Fiorino Pick-Up, and Elba respectively.

The Brazilian Uno featured an independent, transverse leaf spring suspension at the rear, based on the tried and tested Brazilian Fiat 147 (similar to the Italian Fiat 127). The clamshell design of the hood was also unique, since the Brazilian Uno kept the spare tire located in the engine bay, like the old Fiat 147, thus saving extra space for the luggage in the trunk. Originally sold with 1.05, 1.3 or 1.5 litre petrol engines (also in versions made to run on ethanol), and a 1.6 litre was added to the lineup in 1989. The now redundant 1.5 was cancelled, but another 1.5 was introduced in 1991, this one derived from the 1.3.

The Fiat Uno family, in Brazil, had a turbocharged 1.4 litre four inline sports version, the Uno Turbo i.e., available between 1994 and 1996. This car was sold as a normal production vehicle with 1,801 units produced.

From 1990 to 2013, a 1.0 litre version was sold as the Fiat Mille, as a budget entry-level model, and received its most recent facelift for the 2004 model year. A Fire engine was used since 2001. The 2005 Brazilian range has received a Flex Fuel system, enabling the car to use ethanol or gasoline as fuel, both pure or in any proportion mixture; also, there is a version fitted for unpaved roads called Mille Way, which includes a more resilient suspension, larger wheels and side cladding.

Despite the launch of the new Brazilian-built Uno in 2010, production of the Mille Economy and Mille Way continued until December 2013, only with a 1.0 litre engine. The Uno Furgao van (based on the series Uno) and the Fiorino Furgão were available with a 1.25 litre Fire engine.

Engines

Petrol

India

After an abortive launch in 1996 when its CKD joint partner PAL delivered only 617 cars of the 30,000 ordered, Fiat started its venture as a 50-50 Industrial Joint Venture between Fiat Group Automobiles S.p.A. (Fiat) and Tata Motors Limited in January 1997. At present the company employs about 600 employees in its Ranjangaon facility in the Pune District of Maharashtra. The Uno was initially a success in India, but then it faded badly due to poor dealer support.

Morocco

The Fiat Uno was also assembled in Morocco until 2003 by SOMACA (Société Marocaine des Constructions Automobiles), and remains a popular choice of car for "petit-taxi" use.

South Africa

In South Africa, the Uno was assembled under licence by Nissan from 1990 until 1998 and then by Fiat from 1998 up until 2006. Unos manufactured by Nissan had the word "licence" underneath the Fiat badge on the rear end and models included the 1,108 cc FIRE,1,372 cc PACER, PACER SX and 1,372 cc TURBO. Later on there were also a number of special editions produced which included the Beat (1,372 cc), the Rio (1,108 cc) and for a short period the Cento (999 cc). After Fiat re-entered the South African market in 1998 Unos were rebadged as either the (1,108 cc) Mia or (1,372 cc) Tempo. They also featured the Fiat centenary badge from that point on. By the time initial production of the Uno ended in 2006 only the (1,108 cc) Mia was available for sale. 110,000 units were produced between 1990 and 2002.

In 2007, the Fiat Uno was redesigned and it re-entered the South African new car market. The car was now marketed and distributed by Fiat themselves. The model line-up includes the Uno Way, which has a higher suspension than the regular Uno and colour-coded bumpers. It is based on the 1983–1990 design, and is powered by a 1.2 litre 4-cylinder petrol engine.

Philippines

Local manufacturer Francisco Motors, primarily known as a manufacturer of the Jeepney, partnered with Fiat to create a joint venture called Italcar Pilipinas Inc. in 1990. They assembled the Fiat Uno from 1992–2000 under the People's Car Program, which was an incentive by the government of President Corazon Aquino to stimulate car production in the Philippines. The joint venture hoped to compete with the Toyota Corolla and Nissan Sentra with the Uno in the taxicab market, which accounted for many sales. The Uno was not popular and production decreased yearly until the venture was terminated in 2000.

Poland

Production in Fiat's factory in Poland ran until 2002. 173,382 units were built from June 1995 to October 2002.

Pakistan

The Fiat Uno is also assembled from complete knock down (CKD) kits in Pakistan by Raja Motor Company. Production started in 2001 and continued until 2004 when the manufacturing plant had to be closed down. Only the diesel variant of the car was made available under the 1.7D model. Although large scale manufacturing of the car has ceased, stocks of CKD are still being assembled and sold at present.

United Kingdom

Around 300,000 examples of the Uno were sold in Britain between 1983 and 1995, with the MK1 proving more popular than the MK2. It was one of the most popular imported cars in Britain during the 1980s, peaking at more than 40,000 sales in 1988. However, by February 2016 there were just 440 examples of either generation still in use.

New Zealand

The Uno was a surprise hit for Fiat in New Zealand, where a combination of low prices and well received styling saw over 1,000 Unos a year being imported from Italy right up until the late 1980s, with the 3,000th New Zealand Uno being celebrated in December 1988. Generally sold in 3 and 5-door hatchback form, a limited number of Fiorino panelvans and 3-door station wagons – badged as Fiat Penny – were also sold. A number of Unos sold in New Zealand were built to British specifications, which included a mile-per-hour speedometer.

2010-2016

The Fiat Uno name was resurrected for project Type 327, the Brazilian-built "Novo Uno" (New Uno). The new Uno is engineered at Brazil and co-designed with Turin's Fiat Centro Stile, and is basically a more urban interpretation of the Fiat Panda style on a Fiat Palio. It is larger and roomier than the first, but smaller and cheaper than the second platform. The car has two options of engines: the 1.0 Fire Evo (74 hp) and the 1.4 Fire Evo (87 hp), both able to use ethanol, gasoline or a mix of both fuels.

It is being sold in several South American countries as well as Brazil, but it has yet to be confirmed whether this Uno will be sold in Europe.

In December 2013, Fiat launched the new Uno-based Fiorino panel van (project Type 327), successor of the old Fiorino.

In September 2014, Fiat unveiled a facelift for the Uno (as a 2015 model) and introduced the Start&Stop system in the 1.4 Fire engine.

Safety

A Brazilian Fiat Uno was tested by Latin NCAP in 2011 and has been rated as highly unsafe , scoring only one star for adult occupants and two stars for children. Unfortunately, this is the safety standard of low-cost Brazilian cars.