Are you bored of your Fiat 500? Is not enought agressive?

500 Marcia Corta is the answer for your cutie 500.

In the era we live in where the design is a important item on every car, even the smallest,  you can ensure that the level of customizing a car is such that you can significantly alter the character and the final appearance of  your vehicle.

In a jungle of body kits that range from exhaust to ugly spoilers , check out a kit with a strong  and sporty taste, capable of radically transforming the look of the most common of modern cars, Kit “500 Marcia Corta” .

Designed by CAMAL (http://www.camalstudio.com/) , design & 3D modelling study in Torino, this work aims to find consent form the enthusiasts and new investors to bring it to the road, the final price at  the  moment is unknown.

Got Enough ? no !

Let’s follow the link for more tasty shots of the body kit: www.500-marcia-corta.com

The past week-end Fiat has announced it will unveil the first addition to its product range sourced from Chrysler. It is a crossover to be called Freemont and indeed a rebadge, and very slightly modified, 2011 Dodge Journey.

The first Fiat vehicle to come out of the partnership with the Chrysler Group will come out from the Toluca (Mexico) plant where the 500 is also going to be produced for the US market.

The Fiat Freemont, which will go on sale in the second half of 2011, says Fiat.

Like the Dodge Journey, the Fiat Freemont is 4890 mm. Long, 1880 mm high and 1720 mm. Wide, sitting on a long 2890 wheelbase. Its key feature as a most versatile all-round family vehicle is its standard 7 seats interior architecture.

The seats of the third row may be folded down with one simple movement to disappear completely below the floor and create a regular load platform. The seats of the second row are fitted higher than those at the front while the third row is raised in relation to the second allowing all occupants maximum visibility.
On-board comfort is also assured by a high driving position, new roomy and ergonomic seats, a host of storage compartments, a generous luggage area with two compartments and a flat load platform for an overall capacity of up to 1461 litres.
Only two outfits will be provided for the interior and each is aimed at two different customer groups. The equipment level for both outfits is extremely comprehensive and all the main content items comply with the ‘Fiat fair price’ strategy, says the company.

At launch time, the Fiat Freemont comes with front wheel drive and two 2.0 litre four-cylinder turbo diesel power units (for either 140 HP or 170 HP) marche to a manual gearbox. Later, the Freemont  will also be available in 4×4 versions with 170 HP 2.0 MultiJet and 276 HP 3.6 petrol V6 Chrysler Pentastar engine. Both with automatic transmissions, courtesy of the Chrysler Group Pentastar.

According to Fiat, the vehicle’s dynamic performances have also been improved with the aid of Fiat engineering, which has developed and introduced a special suspension and steering configuration for greater accuracy.

By selling now SM will avoid the embarrassment of missing to deliver what he has announced: sell half a million Alfa Romeo by 2015. There is no way he can do it, unless he is thinking of a range of Chrysler derivatives that would carry the Alfa Romeo shield but would be rebadged Chrysler. This can work for Lancia. Not for Alfa Romeo.

The problem here is not that Alfa Romeo and Chrysler need some time and money to design and engineers new car. The problem would be the sale and service network. It takes more time to build this than to deliver a sexy and very attractive car with the virtues expected from an Alfa Romeo and the quality of any premium car.

But there is much more to it.

To keep Volkswagen anxiously waiting for the transaction might – perhaps – grant Fiat Group Automobiles (not Sergio Marchionne) a slightly higher income, but how much would any further delay costs to the Italian economy and the Fiat Group Automobiles employees?

It is time for Fiat and S.M. (Sergio Marchionne not Sua Maestà, Italian for His Majesty) to re-establish a friendship feeling with Italians and its own market, after too many years of a love-hate affair that is increasingly turning sour day after day.

The sentiment that a significant share of Italian citizens and buyers, union leaders and politicians are critical towards Fiat became vehemently obvious recently, after SM spoke to a most successful and popular talk show. What he said was absolutely right, pragmatic and factual.

But it was too straight perhaps, and positively out of its historic perspective. Looking at today and tomorrow, Marchionne ignored the past that has actually shaped the fortunes (and misfortunes) of Fiat, the Italian governments and politicians as well as the workers unions. What he said did not please a certain audience.

His statements on the lack of stability, the hardship for the industry to compete in a country that ranks 118 in a list of 139 for labour efficiency and 48^th for the competitiveness of its industrial system or the risk associated with a share of work-force that is not taking seriously its obligation to perform and go to work according to their contract (on some peculiar days – reads foot-ball matches and similar events – up to 50% of the work force fail to go to work and report to be “sick”) were considered “not politically correct”.

The claims were factual and responsible. What created scandal and furious reactions was Marchionne statement about the risk that Fiat (he) might eventually be forced by the circumstances to detour a € 400 m. investment for the production of the new Fiat Panda in Pomigliano (the factory close to Naples which used to build Alfa Romeos and would build Fiat in the future) elsewhere.

The day after the talk show SM was not portrayed like a hero (as he has been for long time in the past year and as he should probably be portrayed today) but as a sort of “cynic traitor” that was not talking “as an Italian”.

More recently SM has announced plans for the Mirafiori plant in Fiat hometown Turin. A new 40/60 Chrysler-Fiat JV would be established for the production of some 250 to 280 thousands Chrysler and Alfa Romeo cars, SUVs and Crossovers per year, with an investment of € 1bn (some € 1.3bn). It is a very welcome news but soon Marchionne and the unions crossed each other and SM did not wait to state he has “a couple of Plan B” options and is not on “someone else clock”.

Well, as soon as Fiat’s management and the union met to discuss the plan and the workers’ contract, they called off the meeting because of too different views on key issues such as the transfer of the plant to a NewCo and the  “national contract”

Within this setting, one step towards a new friendship with Italians would be to remember that Alfa Romeo was acquired by Fiat at what can be defined “cost zero” (as it was – in different circumstances – the case with Lancia) even though a payment had been agreed to be made years after the sale at a time of double digits inflation, and after Fiat has cashed substantial “financial contributions” from the Italian State (which eventually was forced by politician and workers unions to sell to Alfa Romeo rather than Ford).

It is useless to say, here again, that the history of the Italian motor industry through the past 25 years would have been quite different if Ford had bought Alfa Romeo. The competition would have certainly forced Fiat to do better in every respect, starting from the quality of its management (and some managers), its products, its suppliers base and its sales network, making it a stronger competitor on the international arena.

Perhaps SM does not know, or does not want to know, the dealing and wheeling Fiat orchestrated with politicians to prevent Ford establishing a production base in Italy. Nor does he seem to know the many and many promises Fiat committed to, before his time, and never kept. Closing factories and creating unemployment. Not to mention investigations into alleged bribery (that could not be proved)

This is why, considering past and present circumstances it would be a very elegant and fully justified move for Fiat to actually return to Italians the extra income of the Alfa Romeo sale to Volkswagen. Obviously I would not go as far as to ask for such a “beau geste”.

I would just be satisfied to see Alfa Romeo being assigned to a new family that has the love and means to grant this sick child with the potential of a champion and a bright future, with no further delay.

After all this would be just what happened to Chrysler when SM and the Elkann (Agnelli’s heirs) family accepted the challenge to take care of it.

Back to business, it makes more sense to look at this option from a very pragmatic perspective in typical so SM style.

By selling Alfa Romeo NOW, SM would also present a very precious gift to himself.  He has proved he is a financial wiz, a very honest and ethical man, a very hard worker and a creative strategist. He is much more exposed to risk mistakes when it comes to industry and products strategy and decisions.

His weakness on this front has emerged in the past months, when sales of his cars (no longer supported by eco-incentives all over Europe) have set record declining figures mainly due to he limited range of competitive products and the lack of new products the Fiat Group can offer. Fiat is late, very late.

Probably this is not entirely his fault. It is clear that Fiat’s controlling shareholders have long decided to invest their money in other business but cars and left him with not enough money to invest into a medium and long-term industrial and market strategy.

The Fiat-Chrysler deal was a Marchionne’s work of art he mastered without Fiat’s money so far. Money that he will need to invest, on both side of the Atlantic, in the next couple of years.

Trouble is that Fiat has not all the human, technical and financial resources, plus the time, it needs to develop the sort of products and commercial network required to be competitive as a world player.

Also it has not much time to be ready when the Chinese competition will make the current fierce competition even fiercer, if not irresistible.

By selling Alfa Romeo NOW Fiat:

• Would get a precious couple of billion Euros (or so) to invest in new Fiat and Chrysler vehicle;
• Would be better fit to focus on the other Fiat brands plans its limited human resources; accelerating plans and expanding its range, getting ready for its expansion in new areas;
• Would be more comfortable in seeking the third alliance SM has been looking for since the Opel option was lost.

There is probably only one counter-effect that is slowing down a decision that in Milan many sources give for done: the risk of a very critical reactions from the public at large. To cure the problem, Fiat has all the expertise and tools to prepare the public opinion for the news and in my opinion it is already working on this. However, SM can do even better: concede that the sale will benefit Alfa Romeo and the Italian economy much better than with Fiat at this time and the right thing to do.

Reports published in Modena by the local newspaper suggest that Fiat Spa has plans to dramatically increase output of its Maserati brand raising annual volume to some 50 thousand units with the launch of new rear wheel driven models sharing platform with the new Chrysler 300 and a derivative Alfa Romeo model. These new Maseratis would be equipped with a new V6 Automatic powertrain and would be positioned in the market above Alfa Romeo but below the current luxury 8 cylinder models built in Modena at the historical plant at Viale Ciro Menotti

According to local unions representatives Fiat has announced that production of the new Maseratis would take place at “other locations” without mentioning any specific plant. However they believe Fiat is considering setting up new production and assembly facilities for Maserati at the ex-Bertone factory, which Fiat bought in October 2009.

Fiat paid peanuts for the facilities but committed to invest € 150m and to grant some 1500 jobs there by the end of 2012.

Indeed in an interview with the Financial Times early this year, Sergio Marchionne outlined such a project. Again very recently Marchionne somewhat confirmed the plan when he said: “Maserati production will not leave Modena but will also take place at other factories”.

These days Sergio Marchionne is fighting to push through a fundamental revolution in the Italian industrial relations as he try convincing the unions that what he wants is in the best interest of the company as well as of the workers and the Italian economy. This is probably the toughest task he is measuring with since he was appointed CEO of the Fiat Group.

In the mid-sixties, the Milanese Inter foot-club was dominating the scene in Europe, under the leadership of coach Helenio Herrera and the ownership of Angelo Moratti. Herrera had a lot of talent and a simple, pragmatic strategy: buy all the best players, even if he could not use all of them.

By doing so, he was making sure they would not play against his team. Mr. Moratti was so committed and rich enough to afford the best players for his Inter.

Today, the VW Group is rich enough (and so busy playing in many “championships” around the world, be it Brazil, China, the United States besides Europe and more sub-continents to come) that they can take full advantage of the huge design and engineering potential of Italdesign-Giugiaro.

By taking control of the High Performance design and engineering organisation, they clearly cut-off a source of successful (hence dangerous) contributions for their competitors.

They obviously realise that Italdesign-Giugiaro has greatly helped the re-vitalisation of VW when Giugiaro designed (at the request of Kurt Lotz , who scouted him at the 1969 Turin Motor Show) the Golf which literally turned around VW at their most critical time ever, after rushing the design of the first Passat and Scirocco.

But Italdesign-Giugiaro have been long time, and strategic, partners of some of the most successful brands around the world such as Toyota, Hyundai, and now the Chinese (FAW, Brilliance, Cherry and more) and Malaysian Proton. Just to name a few.

The story with Fiat is completely different. A story that might be worth re-visiting one of these days.

Now one may question who is going to design the revolutionary Fiat Uno and Panda, or the ipersuccessful Punto, of the future. Just to mention a few. Yet one should not forget the early Croma and Lancia Thema, very successful to Fiat’s standards.

With Lamborghini and Bentley, the VW board has experienced how important it is to maintain the original character and flair of each brand and with Italian born and Turin trained Walter De’ Silva in charge of Italdesign-Giugiaro, VW has the principles, the talent and the expertise to ensure Italdesign-Giugiaro will continue to be the “Italian & Independent” design and engineering think thank dedicated to the 13 brands of the Group (add the MAN and SAAB truck to the 11 passenger car and commercial vehicle brands).

My opinion is that the short and medium term Italdesign-Giugiaro will flourish and grow with success and will deliver outstanding ideas to all of us. (Also see next part: Watch out for those Two”).

On the other side, by accepting VW as their majority partners, Giorgetto and Fabrizio Giugiaro have produced another excellent piece of rational and excellent design: they have ensured their company, and their 800 plus work-force, a safe future at a time when no business is stable as it used to be. A future that is no longer dependent on the health and commitment of its remaining founding partner (although Giorgetto is enjoying excellent health and is more committed than ever, as the Proton E-Mas proves) and of his son Fabrizio.

They both are not going to quit the business any time soon to enjoy the money and their dividends. Fabrizio is indeed moving into the much wider world of the VW Group.

At 45 he has some 30 years of experience in the business, is familiar with the entire design and industry community world-wide and, with his father, is the professional who has seen and shared the development of most projects and different brands, world-wide, that I can think of.

As for Giorgetto Giugiaro, I see him working with a very small team to projects of his own. He can design a new car every-week but his dream has always been to design and develop a couple of new and innovative cars per year.

This is why I expect him (and Ferdinand Piëch) to deliver some outstanding design and technology innovations in the next months and years to come.

Last but not least, both the new role of VW at Italdesign and the need for their competitors to buy more Italian design and engineering expertise and support, will be very beneficial to the design community in and around Turin.

The two-seater spider/roadster by Pininfarina

In addition to the all-new Alfa Romeo Giulietta, designed in house, there will be at least two more Alfa Romeo dream-cars to look and scrutinize at the Geneva Motor Show opening early this March.

They will be:

· The two-seater spider/roadster by Pininfarina; and

· The dramatic high performance V8, 2+2, coupé from Bertone (not a new generation BAT).

The two Alfa Romeo dream-cars are proposed by the Italian coachbuilders as their own contribution to the celebration of the 100th anniversary of the Alfa Romeo and to enhance the role of the Italian coachbuilders in creating the Alfa Romeo myth, as well as to visualize what the future might bring to the brand.

It is not by chance that Pininfarina is designing a light and nimble two-seater spyder along the tradition of their love-affair with Alfa Romeo. The same goes true for Bertone who in the past has created masterpieces such as the Alfa Romeo Sprint, Montreal, Carabo and, lately the Alfa Romeo GT.

However, at the moment, there are no plans, of any sort, to take these dream-cars to the reality of a regular production run. It will all be up to Sergio Marchionne decide what to do with them. Will he decide to convince his shareholders to invest serious money in the revitilization of Alfa Romeo? Or will it sell the famous brand to VW or any other qualified pretender?

The love-hate relation between Fiat and the Italian coachbuilders has rarely been even.

The giant Fiat has always plaied the role of the big fish who lives on the small fishes and indeed the recent troubles met by Bertone and Pininfarina would have not be as big if only Fiat had done his part with the due fairness. Bertone invested and developed on its own the design of the successful GT, their goal being that of being commissioned the production. Fiat did not allow it but wanted to build the cars at their own plant in Pomigliano.

In the case of the Alfa Romeo GT and Spider, Fiat refused to invest into the engineering and production tools and left Pininfarina on its own to finance (at a huge loss) the production of both Alfa Romeo sportcars.

Italdesign did their part too. They designed the extremely successful Fiat Punto on their own budget and presented the job as a gift, only to ensure themselves the contract for the production engineering. Today, the choice of Italdesign-Giugiaro not to invest into a dream-car for Alfa Romeo suggests the famous designer is betting his cards on other partners which have a stronger sense of gratitute, fairness and acumen in choosing their partners.

The notion that Alfa Romeo could live a brilliant and better new life under the ownership of a group like Volkwagen has been recently debated by the Italian press, after the Corriere della Sera (the authoritative newspaper co-owned by Fiat) ran a comment on the merit of saving Alfa Romeo by selling it.

The commentary in Corriere della Sera is very significant. Experience shows that long before acquiring the Alfa Romeo brand, Fiat regularly used the press as a strategic tool to pave the way to the acceptance of very unpopular choices. This is a strong indication that the final decision is only waiting for the last details, and the right time, to be announced.