The FSM Story
FSM - Fabryka Samochodów Małolitrażowych
P
oland, the true home of the 126. At a time when affluence in Western Europe meant that cars like the Fiat 500 and 126 had a limited future, Poland was crying out for a small, basic and above all, cheap means of transport. FSM were already making the 125p under licence from Fiat, but waiting lists were long and the car was still too expensive. FSM signed an agreement with Fiat on 29th October 1971 to produce the 126p under licence the following year, at the same time that Fiat put the car into production themselves. Fiat announced the 126 at the Turin Motor Show in October 1972 and FSM unveiled the 126p just one month later in Warsaw.
A new factory was built at Bielsko-Biala, a small town in southern Poland, and production of the 126p started on 6th June 1973, initially using parts shipped in from Italy. 1500 cars were produced that year, and 10,000 units the following year. In September 1975 a second factory was opened at Tychach.
As with the Fiat branded car the first significant change to specification was in 1977 when the engine was increased in capacity to 652cc, the brakes were increased to 185mm diameter, the dynamo was replaced by an alternator and the car gained plastic bumpers. At this time 4 versions of the car were available, the 650 standard, 650 Special, 650 Lux and 650 Comfort. Differences in specification were trivial and consisted of things such as heated rear window, seat coverings and sun strip.
FSM then undertook a program aimed at improving the fuel consumption of this already frugal little car. Extensively modified prototypes were created but they proved too expensive to put into production. In November 1982 the 650E was announced and this received a new exhaust, modified combustion chambers, and revised ignition settings. This resulted in an improvement in fuel economy of 7%. Further changes were made to this model in June 1983 which included a compression ratio of 8.0:1 (up from 7.5:1) and revised valve timing. This gave another 5% improvement in fuel consumption.
In 1984 the car received a facelift and a number of changes that were required to comply with European safety legislation. This included smoother edges both inside and outside the car, more rounded bumpers, rear fog light and a host of interior trim changes.
The next big change, and the most radical in the development of this car, was the introduction of the 126 bis. This model had an entirely new engine designed by Lancia. It was a watercooled twin of 704cc and was laid on its side. The new engine had a bore of 80mm and a stroke of 77mm. Compression ratio was 8.6:1. The radiator was located alongside the engine and it relied entirely on an electric fan for airflow through this radiator. The new engine was the most powerful unit to be fitted to a Fiat 126 making 26bhp at 4500rpm and 36ftlbs of torque at 2000rpm. In order to cope with the increased power the clutch was increased in size from 155mm to 160mm. The final drive was raised from 4.875:1 to 4.333:1, the gearbox ratios being left as before. This new layout permitted a flat boot floor and a hatchback. With the rear seats folded down this little car had a prodigious load carrying capability for a vehicle so small. This car was produced at the Tychach factory until 1991 at which time the factory started to produce the new Cinqecento for Fiat and no more bis models were made.
The aircooled 126p was still in production. This received electronic ignition, improved ventilation and halogen headlamps in 1994 and was called the 126p el. In 1996 the car received its final round of revisions which included fuel cut-off on the overrun and a catalytic convertor in order to comply with tighter European regulations on emissions. This was designated the 126p elx. The 126, which had been the number one selling car in Poland for over 20 years, was now starting to wane in popularity. The final 126 rolled off the production line on 22nd September 2000. The last 100 cars were a special edition called 'Happy End'. By this time a total of 3,318,674 cars had been produced in Poland, 1,152,325 by the Bielsko-Biala factory and 2,166,349 at Tychach. Italian production of 1,352,912 contributed to a total of 4,671,586 baby Fiats.
from here
P
oland, the true home of the 126. At a time when affluence in Western Europe meant that cars like the Fiat 500 and 126 had a limited future, Poland was crying out for a small, basic and above all, cheap means of transport. FSM were already making the 125p under licence from Fiat, but waiting lists were long and the car was still too expensive. FSM signed an agreement with Fiat on 29th October 1971 to produce the 126p under licence the following year, at the same time that Fiat put the car into production themselves. Fiat announced the 126 at the Turin Motor Show in October 1972 and FSM unveiled the 126p just one month later in Warsaw.
A new factory was built at Bielsko-Biala, a small town in southern Poland, and production of the 126p started on 6th June 1973, initially using parts shipped in from Italy. 1500 cars were produced that year, and 10,000 units the following year. In September 1975 a second factory was opened at Tychach.
As with the Fiat branded car the first significant change to specification was in 1977 when the engine was increased in capacity to 652cc, the brakes were increased to 185mm diameter, the dynamo was replaced by an alternator and the car gained plastic bumpers. At this time 4 versions of the car were available, the 650 standard, 650 Special, 650 Lux and 650 Comfort. Differences in specification were trivial and consisted of things such as heated rear window, seat coverings and sun strip.
FSM then undertook a program aimed at improving the fuel consumption of this already frugal little car. Extensively modified prototypes were created but they proved too expensive to put into production. In November 1982 the 650E was announced and this received a new exhaust, modified combustion chambers, and revised ignition settings. This resulted in an improvement in fuel economy of 7%. Further changes were made to this model in June 1983 which included a compression ratio of 8.0:1 (up from 7.5:1) and revised valve timing. This gave another 5% improvement in fuel consumption.
In 1984 the car received a facelift and a number of changes that were required to comply with European safety legislation. This included smoother edges both inside and outside the car, more rounded bumpers, rear fog light and a host of interior trim changes.
The next big change, and the most radical in the development of this car, was the introduction of the 126 bis. This model had an entirely new engine designed by Lancia. It was a watercooled twin of 704cc and was laid on its side. The new engine had a bore of 80mm and a stroke of 77mm. Compression ratio was 8.6:1. The radiator was located alongside the engine and it relied entirely on an electric fan for airflow through this radiator. The new engine was the most powerful unit to be fitted to a Fiat 126 making 26bhp at 4500rpm and 36ftlbs of torque at 2000rpm. In order to cope with the increased power the clutch was increased in size from 155mm to 160mm. The final drive was raised from 4.875:1 to 4.333:1, the gearbox ratios being left as before. This new layout permitted a flat boot floor and a hatchback. With the rear seats folded down this little car had a prodigious load carrying capability for a vehicle so small. This car was produced at the Tychach factory until 1991 at which time the factory started to produce the new Cinqecento for Fiat and no more bis models were made.
The aircooled 126p was still in production. This received electronic ignition, improved ventilation and halogen headlamps in 1994 and was called the 126p el. In 1996 the car received its final round of revisions which included fuel cut-off on the overrun and a catalytic convertor in order to comply with tighter European regulations on emissions. This was designated the 126p elx. The 126, which had been the number one selling car in Poland for over 20 years, was now starting to wane in popularity. The final 126 rolled off the production line on 22nd September 2000. The last 100 cars were a special edition called 'Happy End'. By this time a total of 3,318,674 cars had been produced in Poland, 1,152,325 by the Bielsko-Biala factory and 2,166,349 at Tychach. Italian production of 1,352,912 contributed to a total of 4,671,586 baby Fiats.
from here
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