A big Fiat saloon of the early seventies is a hard thing to love. The coupé they put on top of it was drawn and built by the firm that was dressing Ferraris in the same years, in the same building, and fewer than four and a half thousand were made.
The badge is the whole problem
A big Fiat saloon of the early seventies is a hard thing to love, and the market has never really tried. The coupé is a different object entirely, and Fiat did not build it. Pininfarina did, in its own works. Everything that is good about this car comes from the second half of that sentence, and everything that has held its value down for fifty years comes from the first.
What is underneath
Bonhams' catalogue gives the outline and we have taken it from their own lot pages. Coachwork by Pininfarina. A 3.2 litre V6, a development of the Ferrari designed unit from the Fiat Dino. All independent suspension. Four wheel disc brakes. A three speed automatic, or a ZF five speed manual for anybody who intends to enjoy it. This is a specification sheet that would read expensively with a different badge on the nose, and that is precisely the point of putting the car in front of you.
Four thousand four hundred and ninety one
Production ran from 1971 and ended in 1977 after 4,491 cars. Over six years that is nothing at all. Compare it against anything else you can currently buy for the money and the rarity stops being a footnote and becomes the argument. Scarcity does not make a car good. It does mean that when the market eventually notices a good one, there is very little to go round.
The money, and both figures are old
Two numbers, both from Bonhams' own lot pages, and both old enough that we are saying so twice. One car sold at Greenwich in June 2010 for 7,605 dollars including premium. Another was catalogued at Beaulieu in September 2016 with an estimate of 10,000 to 15,000 pounds. The second of those is an estimate and not a result, and must never be quoted as a sale. Neither is a price guide and neither is current. We looked for a 2026 result and did not find one we could verify at first party, which is itself informative about how often these change hands in public.
What has not moved in fifty years
The gap. The badge on the nose reads Fiat, and the body was drawn and built by the firm that was dressing Ferraris in the same years, in the same building. The market prices the badge. The car is the other thing. We have not printed the designer's name, which is widely reported and which we could not confirm on a first party page, and a single Pininfarina or Fiat heritage page naming him would be the best addition this piece could have.
At a glance
The TGC view
This letter keeps returning to the distance between the label and the thing, and there is no cleaner example on four wheels. A Pininfarina body, a Ferrari derived V6 and a six year production run of four and a half thousand cars, priced for half a century as a big old Fiat. If the badge ever stops mattering, there is almost nothing to buy.
Want us to arrange it?
We hold the relationships, the rooms and the access. Tell us the dates and we handle the rest.
Built to mark a hundred years since the birth of the group's founder, first in Japan to adopt air suspension, and thirty years on one platform. The second generation got the first V12 fitted to a Japanese passenger car. One went through a Bonhams field sale for three thousand three hundred and seventy five pounds.
Read the review →Front wheel drive, inboard discs, no clutch pedal, a drag coefficient of 0.355 and Car of the Year for 1968. Then the engine failed under warranty and took the company with it. German dealers ask about fifteen thousand euros.
Read the review →A Maserati-engined grand tourer with hydropneumatic suspension and self-centring power steering, the most advanced GT of its day, sold under a badge the market still prices as a curiosity. Averages under forty thousand dollars.
Read the review →