Fiat

Fiat (pronounced fee-aht, fee-at, fahy-uht or fahy-at)

(1) An authoritative decree, sanction, or order.

(2) A fixed form of words containing the word fiat, by which a person in authority gives sanction, or authorization; official sanction; authoritative permission.

(3) An arbitrary decree or pronouncement, especially by a person or group of persons having absolute authority to enforce it.

(4) As FIAT, the acronym for Fabbrica Italiana Automobili Torino (originally Italian Automobiles Factory, Turin, now Fiat Automobiles SpA and part of FCA (the Fiat Chrysler Automobiles conglomerate).  The companion initialism (as derogatory slang) in certain places (as an allusion to perceptions of unreliability) was “fix it again Tony”.

(5) In the law of England and some Commonwealth countries, an authority for certain actions issued given by the Lord Chancellor (England) or the attorney-general (elsewhere).

(6) In the law of England, a warrant issued by a judge for certain purposes.

(7) As fiat currency, a government-issued currency backed not by the possession of a physical commodity (typically gold) but inherently by the issuing government (also called fiat money).

1625–1635: From the Latin fiat (literally “let it be done”, the third singular present subjunctive of fierī (be done, become, come into existence).  The original meaning was "authoritative sanction", fiat thus understood as it was used in the preamble of Medieval Latin proclamations and commands.  The Latin fierī was from the primitive Indo-European root bheue- (to be, exist, grow), used as passive of facere (to make, do).  The meaning "a decree, command, order" became formalized circa 1750 and remains in the legal vocabulary of English (and of some Commonwealth countries) law to this day.  Fiat is the third-person singular, fiats the simple present, fiating the present participle and fiated the simple past and past participle.  The noun plural is fiats.  In the transitive, it’s used in academic debate and in role-playing games although use is now less frequent.

It’s also sometimes is a reference to fiat lux (the famous “let there be light") in the biblical Book of Genesis.  In the Latin Vulgate Bible, the Hebrew phrase יְהִי אוֹר‎ (let there be light) is translated in Latin as fiat lux, the relevant scriptural passage (Genesis 1:3 in the Torah (the first part of the Hebrew Bible)) being dixitque Deus fiat lux et facta est lux (And said God let there be light, and there was light) although Fiat lux would actually translate literally as "let light be made" (fiat the third person singular present passive subjunctive form of the verb facio, meaning "to do" or "to make").  Fashions of form and conventions of use in language do however change and translators adjust their work to render sentences in a form familiar to the audiences of the day: The Douay–Rheims Bible (an English translation from the Vulgate made by members of the English College, Douai, under a commission from the Catholic Church and first published in 1858 in Reims, France) translated the phrase as "Be light made. And light was made."  In translations from the Old Testament, the Greek was usually γενηθήτω φῶς (genēthḗtō phôs) and the Latin fiat lux and lux sit.

Although the words authorization, directive, ruling, mandate, diktat, ukase, command, decree, dictate, dictum, edict, endorsement, mandate, ordinance, permission, precept, sanction & warrant often (in practical application and effect) overlap with fiat, fiat retains at law a precise technical meaning.  While there are variations, the power of an attorney-general in the Australian states to issue a fiat is broadly indicative of the scope (where it exists) in the English-speaking world (although in England all or some of these powers may instead be discharged by the Lord Chancellor).  Essentially, an attorney-general will grant a fiat if it is held to be in the public interest or for the efficient administration of justice. 

In order to participate in a legal proceeding, a person must have "standing" which means their legal rights or interests have been or will be adversely affected by the conduct of another party.   If a person lacks standing, they can request the attorney-general to grant a fiat, or consent to bring the action in the AG's name, a practice sometimes called a "relator action".  An attorney-general has a personal discretion in the matter of fiats but will tend to consent to an issue only if things involve the enforcement or protection of a public right or interest.  What constitutes the public interest is a matter for the attorney and there are no circumstances in which they're obliged to grant a fiat but some jurisdictions require the reasons for a refusal to be provided in writing and tabled in parliament and provision for judicial review is sometimes possible.

FIAT (Fabbrica Italiana Automobili Torino)

The Italian car manufacturer FIAT is now part of FCA (the Fiat Chrysler Automobiles conglomerate).  In business since 1899, sometime in the late twentieth century, FIAT lost its way, essentially because of the need to respond to the challenge of the much-improved Japanese cars which, even if their dynamic qualities were uninspiring, offered very competitive pricing, reliability, superb build-quality, responsive dealer networks and high standard equipment levels.  FIAT’s response was the same as that of many others which hadn’t expected the rapidity of improvement from the far-east manufacturers: they tried to produce “Japanese” cars only to find out the Nipponese were better at it and in the years since have never really recovered the spirit which for decades, once made even modest, low-priced FIATs genuinely exciting cars which were a joy to look at and a pleasure to drive.

Some notable Fiats

Fiat 850 Spider (1965-1973).

Between 1964-1973 (although the commercial derivative, the 850 Familiare would last until 1976), Fiat produced a range of 850s, all rear-engined (which seemed at the time a good idea).  Most were utilitarian family cars or stubby coupés but most memorable were the 850 Spiders, exquisite little roadsters designed by Giorgetto Giugiaro (b 1938) while at Carrozzeria Bertone.  The lovely lines were uncluttered and the restraint extended to the engineering, resulting in a light, aerodynamic body which permitted the engine, although a modest 843 cm³ (51.44 cubic inch), busily to deliver surprising sprightly performance.  Notably too, in a masterpiece of design which eluded generation of English manufacturers, the convertible top folded effortlessly in a one-handed operation and tucked neatly away under a metal lid.

In 1968, except for the US market, the engine was enlarged to 903 cm³ (55.10 cubic inch) which sounds slight but in percentage terms was about the same increase Chevrolet during the same era performed on their small-block (327 (5.3 litre) to 350 cubic inch (5.7 litre)) & big-block (396 (6.5) to 427 (7.0)) V8s so the effect was noticeable, torque and top speed both benefiting (a little) and despite the bump in displacement, instead of being re-named to 900, the new model was instead called the 850 Sport.  US buyers got an engine with a slightly smaller bore, reducing the displacement to 817 cm³ (49.9 cubic inch), a quick and (literally) dirty solution to the new emission-control rules in that the regulations weren't imposed on engines smaller than 50 cubic inches.  Adding insult to injury, the US lighting laws forced Fiat to replace the elegant faired-in headlamps with rather ungainly sealed-beam units, a fate also suffered by machines as diverse as the Jaguar E-Type (XK-E) and the Volkswagen Beetle.  Between 1965-1973, 125,010 were built, 87,360 of which were sold in the US and the few survivors (rust was quite an issue) are a collectable, collectors attracted especially to the limited-production variations, the rare, highly-tuned Abarth version the most coveted.

Fiat 130 Sedan (1969-1976).  Only four of the coach-built estates were made.

Had the Fiat 130 been sold badged as a Lancia or even (with a V8 engine) as a Ferrari (both marques at the time owned by FIAT), it might now be remembered as a great success rather than a failure.  It’s debatable whether brand-name consciousness was any less then than now but perceptions certainly counted against the 130 which moved FIAT suddenly into the upper middle-class market where not only were Mercedes-Benz and Jaguar-Daimler long dominant but the newer, bigger BMWs were also becoming established, building on the successes enjoyed by their smaller models.  Some at the time criticized the styling of the sedan, suggesting it showed little more imagination than increasing the dimensions of the company’s smaller, three-box designs but this was after all exactly the approach of Mercedes-Benz and the 130 was a well-executed, balanced shape with an interior which displayed true Italian flair, offering something more modern than the leather & walnut of the Jaguar or the austere functionality of the German competition.  However, as a driving experience, the 130 was very much in line with the smaller Fiat sedans, demanding involvement from the driver to extract the most from the 2.9 litre (175 cubic inch) V6 but rewarding with fine handling and high levels of adhesion though ultimately not the refinement and effortlessness to which Jaguar and Mercedes drivers had become accustomed.  Not even increasing the engine capacity to 3.2 litres (197 cubic inch) helped sales and when production ending in 1976, only 15,089 had been built, Mercedes-Benz in the same time having produced 243,234 of their comparable (six cylinder) W114 sedans (230.6, 250, 280 & 280E).

Fiat 130 Coupé (1971-1977).  The Maremma (a two-door shooting brake) and the Opera (a four-door sedan) were both one-offs.

If the avant-garde had thought the appearance of the 130 sedan underwhelming, few were less than effusive in praising the coupé when first it was displayed in 1971.  Styled by Paolo Martin (b 1943) of Carrozzeria Pininfarina , it makes an interesting contrast with the Citroën SM (1970-1975) on which barely a straight-line could be found and the 130’s knife-edged lines so defined the European rectilinear motif that no manufacturer has since attempted to push the envelope further.  In Europe, like the sedan, it was available with a five-speed manual gearbox which really suited the characteristics of the high-revving V6 but in most exports markets it was offered only with an uninspiring three-speed automatic, resulting in performance which, while not exactly anemic, was lethargic by comparison. Again, the badge meant that sales suffered but Pininfarina saw the possibilities offered by the severe lines and fabricated two prototypes, the Maremma (a two-door shooting brake) in 1974 and the four-door Opera the following year.  Both were much admired but FIAT, disappointed and financially chastened by what would be their last foray into the (European) large-car market, had already decided to abandon the segment and neither project proceeded.  When production of the 130 coupé ended in 1977, only 4,498 had been made.

Fiat 124 Sport Coupé (1967-1975).

The versatile platform on which FIAT built the 124 sedan (1966-1974) is now probably best recognized as the remarkable Russian-made Lada VAZ-21xx (Zhiguli in the home market but often known by the nickname Kopeyka) which in modified but substantially original form remained in production until 2012 (lasting ever longer in the license-built versions produced in Egypt).  However, FIAT also leveraged the platform even before selling designs and tooling to the USSR, in 1967 producing the stylish Fiat 124 Sport Coupé on a shortened wheelbase but otherwise using most of the sedan's mechanical and structural components.  Sold over three generations with three engine displacements (1438 cm³ (88 cubic inch), 1608 cm³ (98 cubic inch) & 1756 cm³ (107 cubic inch), it was an immediate hit in both home and export markets, and worldwide, often in short supply, sales constrained only by FIAT’s inability to increase production.  One quirk was the 1592 cm³ (97 cubic inch) version produced for the home market to take advantage of tax regulations, a regime which also produced oddities such as the two litre (122 cubic inch) Lamborghini & Ferrari V8s.  Over 285,000 had been built when in 1975, production ended and another 24,000 odd were built under licence by the Spanish manufacturer SEAT between 1970 and 1975.

Fiat 124 Sport Spider.

Long lived though the 124 coupé was, the 124 roadster lasted another decade, produced by FIAT until 1982 and then by Pininfarina as a separate line until 1985.  The 124 Sport Spider used the same mechanical components as the coupé although in 1979, a two litre version of the familiar twin-cam four was made available, eventually gaining fuel-injection and a turbocharger although the most powerful of all was the Volumex, a supercharged model which for reasons of compatibility reverted to carburetors; it was sold only in Europe, there being no prospect of engineering the induction system to conform with US emission rules.  Despite being available only in left-hand drive, over 200,000 124 spiders were made in the two decades it was produced and, perhaps improbably, the roadster also enjoyed an illustrious career in competition, Abarth in 1971 co-operating with FIAT in homologating it in the FIA’s Group 4 for entry into the World Rally Championship where it proved competitive, winning the 1972 European Rally Championship despite competing against more obviously credentialed machinery.  The experience gained proved useful when the factory later embarked on more serious campaigns using the Lancia Stratos and the Fiat-Abarth 131.

Fiat G.55 Centauro (Centaur) (1943-1948).

The Fiat G.55 Centauro was a single-engine, single-seat fighter aircraft used by the Regia Aeronautica (though not in combat) and the Aeronautica Nazionale Repubblicana between 1943–1945.  Acknowledged by both sides as the best Italian fighter produced during the war, it was in some aspects as good as most competitive types of the era, only the very last of the Allied fighters demonstrably superior.  It was an extensively re-designed development of the earlier G.50 Freccia, distinguished by a highly efficient wing, a more slender fuselage, heavier armament and the use of the much more powerful Daimler-Benz 605A V12 engine or the FIAT-built RA 1050 equivalent.  Manufacture began early in 1943 but it wasn’t until shortly before Italy’s capitulation in September 1943 that the first planes were delivered to operational squadrons, too late to be deployed in combat.  Instead, it entered service with the pro-Nazi Aeronautica Nazionale Repubblicana, partly equipping six fighter groups operating with Luftwaffe units defending the skies of northern Italy.  Fewer than 300 had been completed by the end of hostilities in 1945 but the quality of the airframe was noted and production resumed in 1946, almost all of which were exported, used by the military in Argentina, Egypt and Syria.  Demand continued however and, once stocks of the now out-of-production Daimler-Benz and Fiat engines were exhausted, the front sub-frames were re-designed to use the Rolls-Royce Merlin V12; in this form production continued in 1948 as the G.59.

Fiat 127 (1971-1983).

Replacing the rear-engined 850s, the 127, along with the Peugeot 104 and Renault 5 set the template for what would be called the European “supermini” class, the design imperatives of which would last for three decades, the influences seen still today.  What however distinguished the Fiat 127 from the French (and soon the Japanese) competition was its Italian flair, the driving experience genuinely involving though admittedly at the expense of NVH (noise, vibration & harshness) to which others paid more attention but Italian drivers probably didn’t object, enjoying pushing the little (903 cm³ (55.10 cubic inch)) engine to the redline with one hand on the stubby gear lever, the other hovering above the horn button.  One magazine tested a 127 and called it “the .9 litre Ferrari which was hyperbolic but made the point the thing was a hoot to drive.  Like the 124, the 127’s platform also had a long life even after Fiat ceased production in 1983, made in Spain for another year and in South America until 1996.  Ominously too, the 127 was the basis for some of the Yugos, the Yugoslav-built cars which feature so frequently on list like “the ten worst cars ever built”.

Fiat Dino (1966-1973).

The Fiat Dino (Type 135) was from a happy era when manufacturers built road cars with racing car engines so a sufficient number would exist to homologate them for use in competition.  In what was at the time a novel arrangement (and similar to the later agreement between Volkswagen and Porsche for the 914), the all aluminum 2.0 litre (122 cubic inch) V6 would be used in the front-engined Fiat Dinos and Ferrari’s mid-engined Dino (1967-1974).  It was the Dino spider which Fiat first displayed, the coupé released a few months later and the Dino 206 (made by Ferrari), some weeks later still.  In 1969, Ferrari and Fiat almost simultaneously announced revised Dinos, the engine now with an iron block and enlarged to 2.4 litres (146 cubic inch), the configuration and tune more suited to use on the road, the highly-strung two litre version most at home at high revs on a race track.  Now named the Fiat Dino 2400, it also gained an independent rear suspension, revised gearing and upgraded brakes.  The Fiat Dinos were always expensive and very much a niche product so production was accordingly low: 6225 coupés and 1583 spiders, most being the earlier, two litre versions.  Interestingly, the pattern was reversed at Ferrari which, having made only 152 Dino 206 GTs, entered almost mass-production when the more manageable 2.4 liter Dino 246 GT was released, 3569 being sold, 1274 as the 246 GTS with a (Porsche targa style) removable roof-panel.

Fiat 8V (1952-1954).

The Fiat 8V (Otto Vu) was powered by a 2.0 litre (122 cubic inch) V8 intended originally for a luxury car but when that project was cancelled, the power-plant became available for re-deployment, the curious name 8V adopted, according to industry legend, because FIAT’s in-house legal department became convinced Ford held a world-wide trademark to “V8”.  Displayed first at the 1952 Geneva Motor Show, the car generated great publicity for the company but few sales and apparently little or no profit as it shared few parts with other Fiats although production costs were reduced somewhat by most of the 8Vs being supplied only as a rolling chassis, external coach-builders being contracted by customers to fabricate the bodywork, Zagato, Ghia, and Vignale all building their own versions although the factory’s experimental division did make one fibreglass body, FIAT’s first ever use of the composite material.  Most were coupés although a handful of roadsters were also made and eventually 114 were built, 34 of which were bodied by FIAT’s Dipartimento Carrozzerie Derivate e Speciali (Special Bodies Department).  Being light, powerful and by the standards of the time, apparently aerodynamic, they enjoyed some success in competition, over 200 km/h (120 mph) attainable in racing trim and the 8V gained a class wins at the 1955 Targa Florio and the 1957 Mille Miglia, taking the 1956 Italian Sports Car Championship in the two litre class.  The 8V remains a genuine one-off, the only Fiat ever fitted with a V8 engine.

HODLing

Hodling (pronounced hodd-ling or hold-ing)

The continuing to hold one’s position in a market regardless of movements in that market.  Rationale is that value of that which one is holding will again rise again and selling will result only in actual or nominal (opportunity cost) losses.

2013: Word created on 18 December 2013 when a contributor to a Bitcoin forum, bitcointalk.org, apparently after enjoying most of a bottle of whisky, misspelled hold, a transposition probably not uncommon after too much drink given where the “o” and “l” keys sit on the qwerty keyboard.  Meme-makers soon decided hodl a backronym for hold on for dear life, a sentiment probably familiar to many who once held Bear Stearns or Lehman Brothers paper.  Most frequently used related form is hoddle and use appears restricted to the cryptocurrency community; preferred spelling is HODler.  Which of the pronunciations hodd-ling or hold-ing will emerge as a standard is unclear, as is whether hodl will even survive as a word.

Dictionaries cite dozens of definitions for hold so hodl is potentially a handy addition to English because its meaning is so specific, either in the context of cryptocurrencies or markets generally.  Whether use moves beyond its niche or even survives won’t for some time be clear.  The markets have managed with hold for some centuries and it may be that the trade in cryptocurrencies, however it evolves, may find hold adequate.  HODler manifestos have been published:

Rule 1: A True HODLer Does Not Sell Their Coin

HODler The first and most important rule of the HODLer Manifesto is to never sell your coin. A HODLer may spend their coin (see rule 5), but a HODLer does not sell. Only the weak sell, and they soon regret doing so.

Rule 2: A True HODLer Buys the Dip

If the fiat price of their coin drops, a HODLer will buy more, provided they have the means to do so. Under no circumstances would a HODLer panic sell because they see the price going down. The only case where a HODLer is not regularly buying the dips is when all their fiat is already invested.

Rule 3: A True HODLer Remains Steadfast In Spite of FUD

Whether there’s news that China is banning your coin again, or your favourite exchanged got hacked, you as a HODLer will continue to HODL. A HODLer stays the course regardless of who is sowing seeds of fear, uncertainty, and doubt. Disregard the news. Remember that the naysayers are usually those who have a lot to lose from your coin’s success, or those who resent HODLers for going to the moon.

Rule 4: A True HODLer Keeps Their Coins Off Exchanges and Online Wallets

Wallet No exchange or online wallet is immune from rogue employees, security mistakes, or simple negligence. A HODLer will keep their coins secure by using a paper or hardware wallet, instead of relying on any third parties for custody or safe keeping. A HODLer always controls their own private keys.

Rule 5: A True HODLer Buys Goods and Services With Their Coin

Should you decide to spend your coins, find vendors who accept your coins directly rather than selling or using fiat-based bridges (such as prepaid Visa cards). By spending your coins, you fuel the ecosystem of fellow HODLers. Do not become a spendthrift either, or you will soon find yourself without coin.

Rule 6: A True HODLer Spreads the Good Word

Sharing is Caring Do tell your friends and family about the goodness of your coin, but do not be pushy, or pressure others into buying your coin. They may not share the same values as you. Try to educate them without being patronizing, and stick to the facts rather than appealing to emotions (like FOMO). Refer them to good resources, and let them make up their own mind.

Rule 7: A True HODLer Does Not Get FOMO When Another Coin Rises

When you see other coins quickly rising in market cap rankings, you will not be distracted. They too will fall back from whence they came. Resist the temptation to dump your coin and pump another. This is usually a futile exercise, and is a quick way to make a big fortune into a small fortune. If you do, in spite of better sense, decide to purchase a new coin, weight your holdings by market cap to manage your risk.

Rule 8: A True HODLer Will Run Their Own Full Node

To ensure their coin remains healthy, and to participate in consensus, a HODLer runs their own full node if possible. There is truth in numbers, and a HODLer will always remain true to their coin. By participating in consensus a HODLer is in complete control of their own destiny, free from tyranny, censorship, and oppression.

It bounces round a bit: The trendline for HODLers.  Bitcoin against US$: Q4 2010-Q1 2022.

Quattroporte

Quattroporte (pronounced Quat-rah-port-eh)

(1) An Italian term (literally “four door”) for a berlina (a four-door sedan) (not with initial capital).

(2) A model name for a Maserati berlina, produced over six generations since 1963 (with initial capital).

1963: An Italian compound, the construct being quattro (four) + porte (door).  Quattro was from the Latin quattuor, from the Proto-Italic kettwōr, from the primitive Indo-European ketwṓr, neuter plural of ketwóres (cognates of which include the Sanskrit चतुर् (catur), the Old Armenian չորք (čʿorkʿ), the Ancient Greek τέσσαρες (téssares) and the Old English fēower (source of the Modern English four)).  Etymologists note the change of e to a is unexplained and under the usual conventions which evolved, the expected form would be “quettuor”.  Porte was from the Old French porte, from the Latin porta, from the primitive Indo-European root per- (to pass through), ultimate source also of the Modern English portal.

Everything said in Italian tends to sound better than anything said in English, regardless of the content Italian seems always to sound poetic and occasionally the Italians even improve upon themselves.  A (conventional three-box) four door car is in English a saloon or sedan which sounds OK but in Italian it’s the even more pleasing berlina.  Berlina was from the late nineteenth century French berline (an automobile with the front and rear compartments separated by a glass partition, as some limousines), from the seventeenth century German Berlin & Berline (a four-wheeled, horse-drawn carriage with a separate, enclosed compartment for two, noted for its lightness and durability and named after the city where it was designed).  However, pleasing to the ear though Berlina was, when in the early 1960s Maserati decided to enter the then quite novel (and barely contested) market segment that was the high-performance four-door sedan, they decided on a new name which, while etymologically merely descriptive, was the most pleasing “Quattroporte”.  To Italian ears it may have been nothing special but in the English-speaking world, one needed only to her the word to know it was attached to something exotic.

Six generations of the Maserati Quattroporte

First generation, Series 1, 1963-1966: 

Although it later gained the reputation, the early Maserati Quattroporte may not have been the world’s fastest four-door sedan but the 210 km/h (130 mph) of which it was capable was a match for the rare Lagonda Rapide and it could outrun the fastest of the Jaguar saloons.  Styled by Pietro Frua (1913-1983) who aimed to make a four-door version of the very expensive 5000GT which had been produced in a run of thirty-two bespoke creations after the interest generated by the original made for the Shah of Iran, the coachwork was actually built by Carrozzeria Vignale with a modern sheet metal structure atop box-section rails instead of Maserati’s traditional tubular frame.  Maserati were at the time in the throes of their final fling in Formula One and weren't out to create a Rolls-Royce.  The 4.2 litre (252 cubic inch) V8 engine, although derived from the unit used in the 5000GT, was detuned in the quest for a more refined experience although purposefully, its origins on the race track were never entirely disguised.  In the way things were done in the 1960s, seven of the first series cars were built with 4.7 litre (288 cubic inches) engines which yielded a top speed of 230 km/h (143 mph) and that did set the mark as the fastest four-door of the decade.

First generation, Series 2, 1966-1969:  

Although visually little changed on the outside, the second series cars underwent significant change.  The four round headlamps, previously reserved only for the US market in deference to their protectionist regulations, were now fitted as standard across the range and the interior was transformed into something more luxurious, a fully integrated climate control system included as standard equipment.  That attracted much favorable comment but one downgrade was the replacement of the very capable de Dion rear axle with a more agricultural rigid layout with semi-elliptic springs, a system Maserati used on other models.  Still the downgrade probably pleased most customers, the leaf-sprung rear much quieter that the chattering de Dion, the advantages of which few drivers of a car like the Quattroporte were likely to explore and it suited Maserati too, lowering the cost of production.  Most of the series 2 Quattroportes were fitted with the 4.2 litre engine but seven received the 4.7 and two, supplied to special order, received the 4.9 litre (301 cubic inch) unit from the Ghibli (1967-1973) sports car.

A four door Maserati coach-built by Carrozzeria Frua on commission from the Aga Khan, 1971.

There was a coda to the first generation.  In 1971, receiving a commission from the Aga Khan, Carrozzeria Frua had built a four-door sedan based on Maserati’s 2+2 coupé, the Indy (1969-1975).  Elegant and in the vein of the contemporary Iso Fidia, Maserati had Fura construct a production-ready prototype for what was intended to be the Quattroporte II but Citroën, after assuming ownership of Maserati instead insisted the new car be based on their top-of-the-range SM.  That didn’t end well but, given the events which were to unfold in the 1970s, there’s no guarantee that had the prototype reached production it would have long been successful, such indulgences rapidly rendered unfashionable by the first oil shock (1973).  However, built on the solid platform of the Indy, even if a commercial failure, it would have been a less costly one than the SM-based debacle proved.

Second generation, 1974-1978:

Beset by political, industrial and economic turmoil, the second generation aptly reflects the state of Italy in the mid-1970s.  Styled by Marcello Gandini (b 1938) at Carrozzeria Bertone, the Quattroporte II was developed while Maserati was owned by Citroën and was technically almost identical to the French machine which meant it was a 3.0 litre (181 cubic inch) 90° V6 with front wheel drive and hydro-pneumatic suspension.  It’s not entirely accurate to think of it as a four-door SM (eight of which were actually built by coachbuilder Henri Chapron including two which served for a time in the mews of the Élysée Palace as the presidential limousine) but the Italian variation certainly encapsulated all the virtues and vices of the original.  It was opulent and the hydro-pneumatic suspension guaranteed a superb ride but it was slower than its illustrious V8 predecessors, the added weight and some sacrifice in aerodynamic efficiency meaning performance was blunted compared even to the SM.  There had been plans to use a V8 but the old Maserati engine, its roots in 1950 sports car racing, was both too big to fit and in its last days, the modifications required to conform with upcoming legislation prohibitively difficult and expensive.  There had been plans to develop a V8 from the V6 and the prototypes built and tested in an SM proved satisfactory but the future of the company was uncertain and, after being sold in 1975, the project was cancelled.  On paper though, the V6 Quattroporte II survived the corporate re-structure, largely because so much of the tooling required for production had been built but such was the financial chaos in the era that funds were never allocated for the certification programmes required for it to be sold in major markets like the US, the UK and Europe so it languished until 1976 when it was made available, on special order, for markets where regulations were scant and, if affecting the rich, rarely enforced.  In the three years it was sold between 1976-1978, it attracted a dozen buyers, mostly in the Middle-East although two were reputedly shipped to Spain which, post-Franco but pre-EU, also had few regulations.  Tellingly, most models from Ferrari or Maserati with a run of only twelve are rare, collectable and expensive but the Quattroporte II is mostly unremembered, unlamented and, when offered for sale, sometimes unsold.

Third generation, 1979-1990:

Alejandro De Tomaso (1928-2003) who purchased Maserati from Citroën was an Argentine-born former race-car driver of Italian descent who had married well, enabling him to commence production of a number of flawed but compellingly attractive cars which combined performance with a low TCO (total cost of ownership) made possible by dipping into the mainstream parts bin.  He disapproved of front wheel drive, regarded hydraulic suspension as a good idea for a truck or bus and thought no good had ever come from the French being involved in the design of Italian cars.  The Quattroporte III was therefore based on De Tomaso’s 2+2 coupé, the Longchamp (1972-1989) which would also begat the Maserati Kyalami (1976-1983), all three cars on a platform which began life as the De Tomaso Deauville (1971-1985), something of an Italian take on the original Jaguar XJ6 (1968) though rendered with lines which anticipated Pininfarina's work on the Series 3 XJ (1979-1992).  The important point was that the Quattroporte was again configured with a V8 engine and rear wheel drive.  The body, designed by Giorgetto Giugiaro (b 1938), hasn’t aged as well as the early Quattroportes but that’s something which can be said of much which emerged from the 1970s and in the context of the time, it was an expression of current thinking and the marked responded, the car successful immediately from its debut in 1979.  In production until 1990, it was little changed over its run, only the Royale version with some minor restyling, upgraded interior appointments and a slight increase in the power from the 4.9 litre V8 was offered as a limited-edition variation to mark the marque’s sixtieth anniversary.

Fourth generation, 1994-2001:

Presented at the Turin Motor Show in April 1994, the Quattroporte IV was the first Maserati released since Fiat assumed ownership.  The new car was smaller than either its predecessors or successors and reflected Fiat’s interest in the lucrative premium end of the compact-executive market now defined by the BMW 3-series but in which neither the Fiat nor the corporate companion Lancia brand-name was likely to attract buyers.  Gandini’s design, recalling aspects of his earlier, spectacular, Maserati Shamal (1990-1996) was much admired and the lavish interiors, all wood and leather though in an Italian rather than an English manner, seduced many.  Offered variously with V6 and V8 engines between 2.0 (122 cubic inch) and 3.2 litres (196 cubic inch), performance was class-leading, 270 km/h (168 mph) the top speed of the most powerful.  It was certainly a different sort of sedan than was offered by Mercedes-Benz, a six-speed manual gearbox always standard equipment although in most markets, the optional automatic attracted most buyers.  The Quattroporte IV is notable too as the car which best reflects the improvements rendered when Fiat in 1997 passed control to Ferrari, the objective being to raise build quality and enhance reliability, then the greatest impediment to greater success.  The Quattroporte IV had from the start been praised for its dynamic qualities but the patchy reputation gained early hadn’t improved and it was this Ferrari sought to address and, there being little wrong with the basic design, focused on the production process and the quality control imposed on component supply.  The result was the much-improved Evoluzione model presented in 1998.

Fifth generation, 2003-2012:

Bigger than its predecessor, the Quattroporte V focused less on outright performance and returned Maserati to the upper premium segment, very much in the spirit of the first generation cars of 1963.  The Pininfarina-designed body was probably the most sensuously attractive four-door sedan since the Jaguar XJ6 in 1968 and, now underpinned by Ferrari’s engineering including 4.2 and 4.7 litre V8s and a robotized transaxle to optimize weight distribution, the dynamic qualities attracted praise, awards and commercial success soon following.  The popularity proved enduring, the fifth generation cars the biggest selling Quattroporte yet but feedback confirmed the only thing restricting appeal was the lack of a fully automatic gearbox, the Duoselect an ideal companion in a sports sedan but there were many who adored the slinky style but wanted something more effortless.  Accordingly, the automatic version was displayed at the 2007 Detroit Motor Show, the US clearly expected to be the biggest market which it proved to be.  More than 15,000 had been produced by 2008 when a re-styled version was released including variations on the Quattroporte S and Quattroporte Sport GT S although, in a sign of the times, the restyled models were available only with an automatic six-speed transmission only, the Duoselect option discontinued.

Sixth generation, 2013-:

In another sign of the time, the sixth generation Quattroporte was actually offered with a diesel engine, albeit one which could still allow the car to reach 250 km/h (155 mph) but for those who remembered the way things used to be done, the most powerful of the traditional petrol-powered models, the Quattroporte Trofeo, now with a twin-turbocharged 3.8 litre (232 cubic inch) V8 rated at 572 horsepower, could attain 326 km/h (203 mph), faster than any Maserati Grand Prix car had ever travelled.  The new body-shape was obviously an evolution of the fifth generation and was well-executed but, lacking the languid look and the originality of the earlier car, it attracted less comment and was thought essentially derivative.  Another innovation was the all-wheel-drive (AWD) system offered on some of the V6s but the most profitable was said to be the Zegna Limited Edition, one-hundred of which were made in 2015.  Based on the GTS, it was mechanically unchanged but, trimmed in collaboration with Italian fashion house Ermenegildo Zegna in a manner which might be expressed as “the acceptable face of bling”, the exterior details including a platinum-metallic silk paint scheme with aluminum pigments, the twenty-inch wheels color-coordinated.  Inside, the seats, panels, roof lining and sun visors were covered variously in silk, leather in a shade exclusive to the model or a woolen herringbone.

Hofit Golan and Lindsay Lohan attending  Summer Tour Maserati in Porto Cervo, Sardinia, July 2016.  The Quattroporte is a 1964 Series I.

The fastest four-door sedan of the 1960s

1958 Chrysler New Yorker with 392 Hemi.

The straight-eight Dusenbergs had in the 1930s set the standard but by the late 1950s, powerful engines in four-door sedans had again become a thing and in 1958, Chrysler’s 392 cubic inch (6.4 litre) Hemi V8, used in the two-door 300s, could be fitted to the four-door New Yorker and was standard on the Imperial line.  Rated at 345 horsepower (chronic unreliability meant the fuel-injected Electrojector option which promised 390 hp proved abortive) and contemporary reports suggest 130 mph was possible.  The Hemi however was discontinued after 1958, its 413 cubic inch (6.8 litre) wedge-headed successor proving displacement was a cheaper path to power.  However, seeking success on the track, Chrysler resumed production of a hemi-headed V8 in 1964.  Now 426 cubic inches (7.0 litres), it was intended only for the track and not the general public, an attitude which displeased the sanctioning body for the competition in which it was used; deciding to ban the thing, NASCAR claimed the use of a custom race engine in what was called a “stock car” series was hardly in the spirit of the rules.  Actually, the cars hadn’t for many years been close to “stock” but NASCAR ignored that argument and banned the Hemi anyway.

1966 Dodge Coronet Sedan with 426 Street Hemi.  Dodge’s butterfly-shaped tail-lamps are also a footnote in legal history, being a matter of dispute in the legal proceedings pursuant to the infamous 1966 triple-murder in which the defendants were the boxers Rubin "Hurricane" Carter (1937–2014) & John Artis (1946-2021).

 Chrysler’s reaction was to detune the Hemi (a little), quieten it (a lot) and, as the “426 Street Hemi” offer it in 1966 as an option in the road cars.  That way, as long as enough were sold, it would become a “stock” engine and eligible for competition and to ensure enough were sold, the Street Hemi was made available in a wide range of vehicles and while Chrysler didn’t sell as many (of what was a very expensive option) as expected, they moved enough to satisfy the rules.  In 1966, most went into big two-door coupes (and a few convertibles) but five buyers ordered them in four-door sedans and these, Chrysler duly built, two reputedly special orders for the Federal Bureau of Investigation (FBI) although some doubt has been cast on that.  All were fitted with the robust 727 Torqueflite automatic transmissions, a final-drive ratio of 3.23 and a front anti-roll bar, the build otherwise distinguished mostly by heavy-duty components, many from the station-wagon which was rated for towing heavy loads.

Powerful in the spirit of the Maserati Quattroporte but with few concessions to luxury, like all the Street Hemi-powered cars there was no air-conditioning but the five 1966 sedans were more basic still, lacking power-steering, power brakes and power windows and Chrysler also sold Hemi-powered cars to the public with four-wheel drum brakes which, given the weight of the things and the performance on tap, was about as bad an idea as it sounds.  Chrysler never published any performance claims for the Hemi-powered sedans but automobile-catalog.com’s ProfessCars™ estimation of the top speed of a two door with a manual transmission was 147 mph (236 km/h), impressive in 1966 especially given that on the same gearing the ET for the standing ¼ mile was 13.5 seconds which does demonstrate the advantages of using a genuine racing engine as the base.  Contemporary reports confirm the efficient TorqueFlite barely affected things, the two and four door Coronets were of similar weight, the frontal area the same and although experience suggests the upright rear window of the sedan may have induced more performance-sapping drag than the flatter line on the coupe, it seems likely the 1966 Hemi sedans were capable of more than 140 mph (225 km/h) and may have matched the 4.7 litre Quattroportes sold that year.  With only five of the former and seven of the latter being produced, they can barely be considered production cars but technically, both qualify.  Interestingly, Chrysler that year did offer a 2.73 final drive ratio which, if fitted, would have pushed the (theoretical) top speed towards 160 mph (257 km/h), a velocity which might have required enough concentration from the driver to divert thought from those drum brakes.

1965 Mercedes-Benz 600 (SWB).

Mercedes-Benz had high hopes for the 600 (W100) Grosser (1963-1981), introduced at the Frankfurt Motor Show in 1963.  The true successor to the 770K Grosser (W07: 1930-1938 & W150: 1939-1943), the projections were at least a thousand would find buyers annually but by 1966, it seemed clear this was too optimistic, the 345 sold in 1965 apparently the high point rather than the encouraging start hoped.  It was clear the trend was downward and worse, an unexpected on-rush of legislation would soon banish the 600 from sale in the United States, always by far the biggest potential market.  That rarity in automotive production, the almost all-new vehicle (only the automatic transmission and a few suspension components were modifications of earlier designs), the 600’s development programme had been long and expensive and all indications were the W100 ledger would continue to be written in red ink.  What was needed was a way to amortize the investment and the most obvious way, increasing sales of the 600, was clearly impossible.

Thus the 300SEL 6.3.  The legend has always been that famous engineer Erich Waxenberger (1931-2017), requisitioned one of the 6.3 litre V8s (M100) developed for and then exclusive to the 600 and fitted it to a 300 SE (W112) coupé which had failed quality control checks and was scheduled for destruction.  According to Herr Waxenberger, he dreamed up the combination because he was annoyed by the press suggesting the model range had become staid after the retirement of the 300 SL (W198) roadster.  Doubling the size of the engine in a 300 SE certainly made for something more exciting and the board, apparently impressed, authorized production on the proviso the long-wheelbase four-door 300 SEL (W109) be used instead of the rather lovely coupé, a 6.3 litre sedan thought to have the greater sales appeal.  So it proved, 6523 6.3s were sold between 1968-1972 and all at a very high price, a lucrative operation which, when combined with the 7380 M100 powered (W116) 450 SEL 6.9s shifted between 1975-1981, may well have covered any losses sustained in the 18-odd years (1963-1981) it took to sell 2677 600s (all reputedly at a loss).

1971 Mercedes-Benz 300SEL 6.3.

The tale of a nostalgic engineer secretly building a hotrod which the board liked so much they went on to build thousands is a good one but what Herr Waxenberger never mentioned were the prior discussions within the corporation about the disappointing sales of the 600 and the desirably of finding some way to amortize the cost of the programme.  The obvious solution was to find a way profitability to share some of the unique components used on the 600 with other, better selling vehicles and obviously, the 600’s V8 was a major component so putting it in a car which would, at a high price, sell in much greater numbers was obviously a good idea.  The factory has a bit of previous in myth-making, for years circulating the story of how mechanics were in 1934 forced to work overnight scraping the traditional white paint from the W25 Grand Prix car because scrutineers had found it a solitary kilogram over the newly introduced 750 KG limit.  It wasn’t until decades later that researchers checked the rules for that race (the 1934 Eifelrennen) and discovered the 750 KG formula didn’t that day apply to the “unlimited” class in which the W25 had been entered.  Their appetite whetted, digging deeper they found photographs of the cars arriving at the circuit in the bare aluminum skins in which they raced and of the many photographs of the event which survive, never does a W25 appear in anything but bare metal.  Still, it’s a good story and the factory’s website now tacitly acknowledges the dubious relationship with the truth by referring to it as a “legend”.  That seems a reasonable view and it is such a good story it deserves to endure.  The story of the birth of 6.3 may too be a little murky.  Everything Herr Waxenberger said was true and things surely happened just as he recounted but the truth was perhaps incomplete, his motives perhaps a little more practical than the lust to build a gentleman’s hot rod.

It certainly was a hotrod though, an air-suspended, 6.3 litre howler from a time when BMWs were not yet three litres, Jaguar’s XJ12 was half a decade away and it was for years an autobahn favorite which could outrun the 4.2 litre Quattroportes but couldn’t quite match the 4.7 litre cars in top speed, rated by the factory at 220 km/h (137 mph), a figure confirmed by some contemporary tests.  Aerodynamics rather than available power seemed to be the issue, the later, heavier (and actually slightly less powerful) 450SEL 6.9, although the factory claimed that only 225 km/h (140 mph) possible, achieving 240 Km/h (149 mph) when tested by those with enough road to let it wind out.

1963 Lagonda Rapide.

It’s thus a contested space but, all things considered, the 4.7 Quattroportes probably do deserve to be thought the fastest four door sedans of the 1960s, even if they never managed some of the extraordinary speeds claimed in some corners of the internet.  The other contenders from the era either couldn’t touch 225 km/h (140 mph) or came too late.  The Lagonda Rapide (1961-1964) and Iso Fidia (1967-1975) both could exceed 210 km/h (130 mph) but not by much and the Jaguar Mark X & 420G (1961-1970) not even that, the earlier 3.8 Mark II (1959-1968) managing 202 km/h (126 mph).  The Australian Ford Falcon GTHO (1969-1972) did top 225 km/h (140 mph) but not until 1971, the 1969 edition about 10 mph slower.  The De Tomaso Deauville (1971-1985) and Monteverdi’s High Speed 375/4 (1971-1976) came later, the early versions Swiss 375/4 (with the most powerful (and toxic) of the 440 cubic inch (7.2 litre) Chrysler V8s it would use) truly impressive and able to reach 232 km/h (144 mph) attentive drivers reputedly able at that velocity to be amused by the discernible leftward movement of the fuel gauge.

Before, during & after.  A 2009 (fifth generation) Quattroporte leased by Lindsay Lohan's father was damaged in minor traffic accident while her assistant was at the wheel, Los Angeles, 2009.