Miguel Sánchez
If automobile production has advanced in one direction, it has been that of standardization. A logical horizon from the perspective of the reduction in expenses, thus achieving not only faster production processes but also much more global products, with a large number of parts shared by different options on the market.
Thus, from those artisanal beginnings dating back to the end of the 19th century, progress was quickly made to mass assembly thanks to industrial paradigm generated in Ford. A reference that Fiat took note of, which copied the system “to the european"leaving behind everything related to less technologically advanced production chains such as those of spear or Alfa Romeo.
That said, the expansion of consumption after the Second World War further encouraged this trend, also seeing how the automobile demand grew exponentially in line with the new urban classes. A process linked to the progressive opening of markets and therefore also to a greater circulation of capital and patents in order to create large international consortia.
Precisely those who dominate the automotive offer today, where most brands actually belong to very few industrial conglomerates. Precisely one of the reasons to understand why there are more and more fewer differences between some vehicles and others beyond the style, the finishes or certain issues relating to the equipment. In short, a path of cost savings and homogenisation of the ranges where the Progetto Tipo 4 wrote a truly representative chapter.
1968, THE KEY YEAR FOR SALOON CARS IN EUROPE
Although today it may be a body type that has been pushed to the side by the dominance of SUVs, the truth is that the three-box saloon has been one of the most prolific for decades. A long history in which 1968 plays a role in the European panorama. a reference as a temporal milestone Well, it was not in vain that it was during that year that tariff barriers between the partners of the European Economic Community were eliminated.
As a result, the German brands - BMW and Mercedes-Benz, since Audi was still in the process of resurrection under the aegis of Volkswagen - were free to conquer the European market In relation to saloon cars, this was relatively easy for them, since, beyond the inherent quality of their three-box offering, the truth is that neither France nor Italy were able to present alternatives at the same level.
Moreover, if from France the Project H -interesting "j» between Peugeot and Renault - it came to nothing, from Italy the Fiat 130 could barely hold its own against their German rivals even presenting interesting variants such as its coupé version by Aldo Brovarone.
SEVENTEENTH'S, THE RESPONSE IN THE FORM OF PROGETTO TYPE 4
Harassed mercilessly by German manufacturers, the rest of the European brands interested in mid-range or upper-mid-range sedans seemed to be unable to create alternatives at the technological level of what was presented by BMW, Mercedes-Benz and already in the seventies also Audi.
Which, in addition, formed more than a cannibalistic competition between themselves, an effective trio where the first gave the most dynamic point -BMW interpreted a magnificent track record in races from which almost its entire range benefited-, the second covered the most stately section -cultivating its serious image and social prestige together with considerable progress in passive and active safety- and the third was finally able to join in with such an important differential fact as quattro drive.
In short, a panorama against which it was really difficult to compete. However, at Fiat - perhaps we will never fully appreciate it - the capital influence of this - on the global scene - the decision was made to create a common base with other brands to reduce costs in the expensive task of developing a saloon from scratch. This was the starting point in 1978 for the so-called Progetto Tipo 4.
FIAT, LANCIA, SAAB AND BREAKING NEWS ALFA ROMEO
The importance of Fiat cannot only be measured by its long history or production, but also by its role as a leader and umbrella for the entire Italian motor industry. Proof of this is how it put under its command in 1969 Ferrari and Lancia, which were in serious financial danger on the verge of falling under foreign capital ownership.
What's more, when Alfa Romeo went through the same situation in the mid-eighties - with a clear interest in its purchase by Ford - the Turin company again made the same operation that in 1969, this time buying the brand from the Italian state itself.
With all this, it is not difficult to understand how Fiat wove threads in order to add brands to the Progetto 4; firstly because while Lancia was already theirs, Alfa Romeo ended up being theirs shortly after and, also, because the relations with Saab -the fourth in question in all this- were excellent since in the seventies it marketed the Progetto XNUMX in Sweden. A112 by Autobianchi.
In fact, in 1981 the Swedish manufacturer launched its own local version of the Lancia Delta under the name Saab 600. A perfect context to create a single platform - along with doors, roof and windshield - intended for the production of up to four sedans capable of moving in the mid-high range segment.
SAAB 9000, THE MOST DIFFERENTIATED OF THE FOUR TYPE 4 PROJECTS
Once they got to work, the Fiat technicians - which was ultimately responsible for the most basic issues at least - had the platform for the Fiat ready by the beginning of the 1980s. Project Type 4 in order to adapt it to the bodywork provided for each brand.
Thus, the idea of a single base for several cars that, despite differing in equipment, style and engines, basically came to compete in the same market segment using a large number of models, was finally realized. shared components.
However, in this sense Saab was the one that gave a more marked personality to its sedan - the 9000 - because it not only carried out an interesting exercise in fluid and aerodynamic design but also imposed a high level in Passive security adding a series of reinforcements and elements for impact absorption responsible for increasing the weight of the whole by almost 200 kilos compared to that of a Fiat Croma or Lancia Thema.
Likewise, while the Fiat, Lancia and Alfa Romeo models - Croma, Thema and 164 respectively - presented the same front and rear suspension The Saab one extensively modified the rear, thus adding more reasons for the difference.
In any case, the reasons for the union were more than satisfactory, with the 9000 and Thema appearing first in 1984, followed by the Croma the following year, and then the 1987 in 164. A lesson on how to save costs and sharing technology which at least for a time seemed to give some answer to the German manufacturers when we take into account the most powerful versions of the Saab and the Alfa Romeo.
