ABARTH

Karl Abarth sa narodil vo Viedni 15. novembra 1908, syn Dory a Karla seniora. Keď mu bolo 11 rokov, ukazuje odvahu a odhodlanie, ked raz napádal svojich priateľov k závodu zo svahu dolu na svojom skútri: nevyhral, ​​jeho kamaráti boli omnoho starší než on.. On zostal vo Viedni s jeho matkou, zatiaľ čo jeho otec odišiel do Merano riadiť hotel jeho dedka a Sonne. Karl senior rýchlo stane taliansky občan.

Uz ako 15rocny Karl Junior, vysoký a robustný, mal vášeň pre závodné motorky. V škole bol dobrý v predmetoch, ktoré vyžadujú inšpirácie a predstavivosti, a kreslenie. Uz 16, zatiaľ čo on bol testovania priateľa motorke, narazil do steny. To nebol problém pre neho: on už mal vášeň pre mechaniku a opravy. V jeho voľnom čase, sa učil základy inžinierstva na Degan garáž vo Viedni, workshop, ktorý sa špecializuje na presnosť výroby.

V 19  bol zamestnaný závodnej divízii Motor Thun v Traischkirchen, továrne vyrábajúcej motorky označené písmenami "MT". V roku 1927 Karl staval jeho vlastný motocykel, spojením častí od rôznych značiek. O rok neskôr bol požiadaný, aby závod v rakúskom Grand Prix: sa mu podarilo kvalifikovať sa na startovacie, ale odišiel v priebehu závodu. Neskôr ten rok, on bol víťazom v Salzburgu. Mohol by byť ľahko definovať ako sľubný talent v motocyklových pretekoch. Medzitým, čo jeho matka zomrela, bol schopný využívať svoje dedičstvo v konštrukcii ďalších rôznych prostriedkov. V roku 1934 on používal jeden z nich na výzvu Orient Express vlak v rýchlosti súťaže. V prvom kole prehral 15 minút, ale počas spiatočnej cesty sa mu podarilo v predbehnuti vlaku, čím získal obrovskú publicitu. Od 1934 k 1938 on bol profesionálny jazdec vozíka: bol často víťaz, a to predovšetkým vďaka jeho vynálezu v roku 1935 z pružnej auto. V roku 1934 sa oženil s Anton Piëch sekretárka. Piëch náhodou manžel Louise Porsche, dcéra veľkého motoristického génia Ferdinand Porsche. V roku 1938 pretekal za talianske farby, zatiaľ čo on bol syn talianskeho občana.

V roku 1939, v Lubjana by vážne nehody rozdrviť jeho kariéru na veky: on zostal v Juhoslávie, kde pôsobil ako mechanik aby zmenil motorov pri spaľovaní uhlia, základný zdroj energie v priebehu vojny. V roku 1945 sa mu podarilo byť zmierený s jeho Father v Merane, kde on zmenil jeho krstné meno do Carlo. On sa stal obchodník s kobercami a bicyklov až do roku 1946: až potom sa mal obnoviť kontakty s "Ferry" Porsche, syn Ferdinanda, ktorý bol odhodlaný mať Carlo medzi technici sa rozhodol reprezentovať nemeckej spoločnosti v Taliansku. S ním bol Rudolf Hruschka, talentovaný inžinier. Spoločne viedol projekt pre vozidlá Gran Prix, ktorú si podnikateľ Turín Pietro Dušu, manažér Cisitalia. Príjem na projekt by boli prenesené na vydanie Ferdinand Porsche, ktorý v tej dobe bol držaný väzeň vo Francúzsku. Abarth sám sa zúčastnil rokovania. Cisitalia by potom pokračoval produkovať D 46 jedno-sedačková, a 202 Sport a GT. Navrhovaný Dante Giacosa a Giovanni Savonuzzi, že spoločný úspech a rovnaký motor Fiat 1100. Avšak, enormný náklady potrebné pre 360 ​​Grand Prix, vážne ohrozoval Dusi finančnú situáciu. Abarth bol nútený opustiť firmu, pričom sa s ním ako splatiť všetky 204 Šport postavil pod jeho dohľadom, spoločne s niekoľkými krabíc s dielmi. Medzi nimi bol výfuk študoval Giovanni Savonuzzi, inšpirovaný mechanizmu pištole tlmičov.

Abarth & C. Bol skorý príklad toho, co dnes nazývame tuner. Rakúsky obcan, bývalý motocyklový pretekár Karl Abarth, utiekol z Rakúska na zaciatku druhej svetovej vojny, a následne sa usadil v Taliansku. Stal sa talianskym obcanom, zmenil si meno na Carlo.V roku 1946 nastúpil do Piero Dusia noveho automobiloveho závodu v Turíne / Cisitalia, ktorej 202 kupé pomohlo urobit kariéru Batistovy "Pinin" Farina. O tri roky neskôr, potom, co Dusi predal svoje zaujmy v Cisitalii Armandovy Scagliarinimu, Abarth sa stal partnerom vo firme, zmenil meno na Abarth & C. .Nové logo spolocnosti je znak Skorpiona, odvodený z astrologického znamenia  Karla Abartha.
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Abarth & C. 's primarnym zameraním boli závodné auta; Scagliariniho syn Guido vyhral dve národné majstrovstvá v roku 1949, za volantom prvého auta Abarth , ale coskoro sa zacali orientovat aj vysokovýkonne tlmice a iné vysokorýchlostné zariadenie pre klasicke auta. Do roku 1962 predával Abarth viac ako štvrt milióna tlmicov rocne. Popritom, Abarth udrzoval vztahy aj s inými výrobcami v oblasti Turína, vrátane Lancia, Fiat, Zagato, Boãné, a Pininfarina. Abarth & C. ponúkol vysoko vyladené verzie na širokú škálu vozidiel pre sútaže, od 1300 Simca po Porsche 356B. Väcšina aut Abarth boli
prirodzene Fiaty - dost pochopitelne kedže Fiat bol v Taliansku najväcší výrobca automobilov. V roku 1967, Abarth ponúkol viac než tucet modelov Fiata.

To by nemalo byt vobec prekvapením, pretože Abarth tiež upriamil jeho pozornost na A112. Jeho spolocnost stavala Ich prvé prototypy A112 ktore sa objavyli  len niekolko mesiacov potom, co auto vyslo na trh v roku 1969,ked zistili, že oni mohli dosiahnut viac ako 100 hp na závodnu notu..

By 1970, Abarth's reputation was strong -- his team had won over 10,000 races -- but the tuning business was fiercely competitive, and his company was losing money. In 1971, he sold Abarth & C. to Fiat. He remained as CEO for a short time, but he eventually retired to his native Vienna, and died in October 1979. After 1971, Abarth effectively became Fiat's performance division.

Karl Abarth was born in Vienna on November 15th 1908, son of Dora and Karl Senior. When he was 11 years old, showing courage and determination, he once challenged his friends to race down a slope on his scooter: he didn't win, for his pals were much older than him. Then he had a brilliant idea: by cutting his belt and tying it to the wheels, he they could outstrip normal ''production'' ones in grip and smoothness. This "elaboration" looked like a sign of things to come, allowing Karl to beat his mates. He remained in Vienna with his mother, as his father left for Merano to manage his grandfather's hotel, the Sonne. Karl Senior quickly becomes an Italian citizen.

At 15 Karl Junior, tall and rugged, had a passion for racing bicycles, something he did pretty well. At school he was good at subjects which required inspiration and imagination, namely drawing. At 16, while he was testing a friend's motorbike, he crashed into a wall. That was not a problem for him: he already had a passion for mechanichs and reparing. During his spare time, he learnt the basics of engineering at the Degan garage in Vienna, a workshop which specialized in precision manufacturing.

At 19 he was employed by the racing division of Motor Thun in Traischkirchen, a factory devoted to producing motorbikes marked by the letters "MT". In 1927 Karl built his own bike, by assembling parts from various makes. One year later, he was asked to race at the Austrian Grand Prix: he managed to qualify on pole, but retired during the race. Later that year, he was a winner at Salzburg. He could easily be defined as a promising talent in motorbike racing. Meanwhile, as his mother passed away, was able to employ his inheritance in the construction of sidecars. In 1934 he used one of them to challenge the Orient Express train in a speed contest. On the first round he lost 15 minutes, but during the return journey he succeeded in beating the train, thus gaining enormous publicity. From 1934 to 1938 he was a professional sidecar racer: he was often a winner, mainly thanks to his invention in 1935 of a flexible car. In 1934 he married Anton Pïech's secretary. Pïech happened to be the husband of Louise Porsche, daughter of the great motoring genius Ferdinand Porsche. In 1938 he raced for the Italian colours, as he was son of an Italian citizen.

In 1939, at Lubjana, a serious accident would crush his career for ever: he stayed in Jugoslavia, where he worked as a mechanic in order to convert engines to coal combustion, an essencial source of power during wartime. In 1945 he managed to be reunited with his fathere in Merano, where he changed his firstname into Carlo. He became a trader of carpets and bicycles until 1946: only then he was to recover contacts with "Ferry" Porsche, son of Ferdinand, who was determined to have Carlo amongst the technicians he chose to represent the German company in Italy. With him was Rudolph Hruschka, a talented engineer. Together they headed a project for a Gran Prix vehicle commissioned by the Turin entrepreneur Pietro Dusio, manager of Cisitalia. The income for the project would have been devolved to the release of Ferdinand Porsche, who at the time was held prisoner in France. Abarth himself took part to the negotiations. Cisitalia would then go on to produce the D 46 single-seater and the 202 Sport and GT. Designed by Dante Giacosa and Giovanni Savonuzzi, they shared success and the same Fiat 1100 engine. However, the enormous expenses required for the 360 Grand Prix, seriously undermined Dusio's financial situation. Abarth was forced to leave the firm, taking with him as a pay off all the 204 Sports built under his supervision, together with a few boxes of parts. Amongst them was an exhaust pipe studied by Giovanni Savonuzzi, inspired by the mechanism of gun silencers.

It was to become, on the 31st March 1949, the trademark of the newly founded "Abarth & C." company, based at 9, via Don Minzoni, Bologna. The company's emblem was chosen to be the scorpion, Carlo's zodiac sign. On the 15th April 1949, the "Squadra Carlo Abarth" was born: it lined up all the 204s. On the 10th April 1950 Tazio Nuvolari won the "Palermo-Monte Pellegrino" behind the wheel of a Cisitalia-Abarth 204. It was the consecration of the Scorpion in the world of motor-racing. Carlo, however, as a good entrepreneur, knew the importance of car production: in 1950 he sold over 1000 exhaust systems. On April 9, 1951 he moved the company's headquarters to Torino, at 10, via Trecate. It was during those days that relationships with Fiat became consistently stronger. In 1956, as a further sign of quality, Abarth exhausts were fitted on works Ferraris. At the end of the same year, sales exceeded hundreds of thousands. Meanwhile, the popularity achieved by the Fiat 600 gave Carlo the opportunity to transform the citycar into the "750", a tiny bomb designed, engineered and produced with industrial rigour. Victories became countless. From the 750, Carlo built a GT designed by Zagato: it was the first in a series of ever more sophisticated cars, which culminated in the majestic 6 litre prototype and the 2 litre cars that won the "Campionato Europeo Marche".

In July 1957 Fiat introduced the new 500. Abarth elaborated it: the following year the company would enable it to break many International records. During the same year, the factory's head offices were moved to a larger location, in Corso Marche 38. In 1961 the Fiat 600 D was the basis for the Abarth 850 TC, a car which would further increase the company's success both in sport and sales. Everybody now wanted to "Abarthize" their car. In 1967, a year characterized by international crisis, Fiat bought 50% of Ferrari, the whole of Autobianchi and Lancia. Abarth resisted. In 1971 it designed the "Formula Italia" single seater, together with the Autobianchi A112 Abarth. Activity was at a high, employees were just short of 200, and the production of exhausts recorded around 200,000 items per year. However, the worsening in International economy forced Abarth to give in to Fiat's offer. The Scorpion was bought on October 15th, 1971. For a few years, Carlo retained his position as a consultant for Fiat, eventually retiring to Vienna for the rest of his life. His strong build, however, could not withstand a deadly illness. It was the 24th Ocober 1979, another date under the Scorpion's auspices.

When Fiat officially took over Abarth & C in 1971, all parts and remaining cars were handed over to Enzo Osella, an ex-Abarth mechanic and technician, who planned to continue building and development of Carlo's beautiful creations. Fiat were not interested in any of Abarth's then current model line-up but were going to concentrate on a completely new form of motor sport for Corso Marche: rallying and consequential promotion of the new 124 and 131 Rallye models.

For the next few years owners and campaigners of Abarth racing and road cars had to depend on dwindling supplies of original spare parts which could still be found at ex-official parts suppliers and preparation shops alike. By the late 70s and early 80s these supplies had mainly dried up and by this time people were aiso beginning to finally realize the value and "collectibility" of historic Abarths but found there was no longer a continuous and reliable source of' parts to rebuild or even just keep their cars running.

Enter Anthony Berni. After moving to Italy in 1979 to take up a post in Ferrari's racing department at Maranello, British-born Berni worked with the "Commendatore" for two years gaining invaluable experience on how a professional racing team was run but even more important on where to source spare parts, services and knowhow for top quality racing products. In 1981 Berni decided to "go-it-alone" and set up business exporting spares for Italian historic and collector cars such as Ferrari, Maserati, Alfa Romeo and to a lesser extent, Abarth.

A meeting with Leo Leo Aumuller, fabled German collector of Abarths, changed Berni's life and strategy of his young company. Aum&uumlller had gone to Italy to inspect a cache of Abarth parts which Berni had found at an ex-tuning shop in Milan and after purchasing most of them, he invited Berni to visit his collection of cars in Germany. When Berni saw the Aum&uumlller collection he remained naturally overwhelmed and things just started happening from there. A 1000 TC Berlina Corsa was purchased by Berni as a restoration project and after searching for original parts to restore the car and discovering there was hardly anything to be found, he began remanufacturing many missing items for a large range of historic Abarths including 595 / 695 / 750GT / 850-1000TC / TCR / MONOMILLE / BIALBERO / SP / OT and so on.

Berni was not satisfied with just reproducing parts to original spec and where possible using the original manufacturer and tooling to do so, but also wanted to put these parts to the test, the "ultimate" test: the race track. Berni Motori racing was thus formed and has been campaigning its 1000 TCR and 1000 SP models successfuliy for a number of years in the Italian Historic Car Championship. Invaluable experience has been gained on the track and subsequently transferred to parts production so that clients enjoy the benefit of tested and proven material.

Video o osobnosti Karlo ABARTH

Motor Abarth:

Type A 112 A 2.000
Bore 67,2 mm
Stroke 74 mm
Displacement 1050 cm3
Compression ratio 10,4
Maximum power (DIN) 51,5 kW (70 hp)
Maximum power rate 690 rad/sec (6600 rpm)
Maximum rate 732,7 rad/sec (7000 rpm)
Maximum torque (DIN) 85,3 Nm (8,7 kg/m)
Maximum torque rate 439,6 rad/sec (4200 rpm)
Camshaft In the crankcase with timing chain
Timing specs: With checking lash clearance of 0,75 mm
Induction Opening 16° before tdc
Closing 56° after bdc
Exhaust Opening 56° before bdc
Closing 16° after tdc
Carburettor Weber 32 DMTR 38
Ignition : electronic ignition group AEI 200 Ignition coil MARELLI BAE 207A Magnetic impulse distributor: Marelli SM 803 Bx - 808 R2 - 808 P2
Lubrication System Pressure system with gear pump and pressure limiting valve. Engine oil cooling with special radiator
* Data from the book "Uso e manutenzione" distributed by LANCIA

Fiat 127 s Brazilskymi motormi OHC 1049cc-1300ccm boli nazyvane SPORT nie ABARTH