Feature: 1960 Porsche Abarth Carrera GTL 1600
April 1, 2004
While icons like the 550 Spyder and 917 deservedly dominate pages detailing the
company’s racing history, the Abarth Carrera GTL 1600 had the right stuff if
ever a Porsche did. Both visually and mechanically, it embodies Porsche’s early
competition philosophy of creating lean, lithe giant killers.
The Abarth
Carrera GTL is a lightweight, race-prepped version of the 356, tightly wrapped
in a streamlined aluminum body that sweeps the air, as well as the eyes of
bystanders, along the elliptical hump of its cockpit roof toward an engine lid
punctuated by no less than 48 louvers. Also drawing air and attention to the
cascading rear deck is a trapdoorlike air scoop. The target of all this
ventilation is a 1,587cc version of Porsche’s legendary and mechanically complex
4-cam, 4-cylinder engine that can produce 135 hp at 7,300 rpm. It is enough to
move the 1,780-pound fastback coupe from zero to 60 mph in under 9 seconds and
at a top speed of around 140 mph, impressive performance by 1960s standards for
a motor displacing less than two liters.
As if this enticing stew of classic
sports car ingredients is not enough to whet the appetite of any auto enthusiast
worthy of his Piloti driving shoes, the Abarth Carrera’s drool factor is
enhanced by the reputation of its chefs, coachbuilder Ugo Zagato and performance
specialist Carlo Abarth. To further spice things up, toss in the mystery and
ever-evolving controversy about their respective roles in the project.
It is a recipe that appeals to Scott Gauthier, who owns #1005, the fifth of 21
GTLs built from late 1959 to 1961. The Scottsdale jewelry designer is heavily
involved in the classic car hobby as a collector, vintage racer, and patron of
the Gauthier Classic vintage rally. Gauthier has had a long-term love affair
with Porsches, having owned a 550 Spyder, 904, and 906, among others. Presently,
he concentrates on collecting a diverse lineup of cars that share one common
trait: bodywork by Zagato. For him, the GTL bridges the gap between his love for
Porsches and his favorite carrozzeria. Just as important for a man who sometimes
commutes to work in one of his classics, the GTL is a blast to drive. He has put
about 8,000 miles on the car since acquiring it in 1999.
“I drive it more
often than the others because it is one of the most exhilarating cars I have
driven,” he says. “The power-to-weight ratio and handling are amazing. It
corners like it’s on rails.”
As an artisan, he respects the hand-formed
craftsmanship of the GTL’s metalwork. Gauthier appreciates that each GTL is
unique from its siblings because of the handbuilt construction and the ongoing
development process of the factory racing program. For example, when Gauthier
tried to replace a broken windshield with a spare from #1006, a difference of
1.5 inches in dimension forced him to have a new windshield made.
In
addition to the racing-induced metamorphoses, construction farmed out to various
metal shops in Turin resulted in bodywork variances. This is where the GTL’s
pedigree becomes cloudy. Everyone agrees that Zagato’s Franco Scaglione penned
the shape. The question is whether Abarth or Zagato oversaw the actual
construction. Gauthier takes the traditional view that Abarth merely assembled
the cars using bodies sent to him by Zagato, who preferred to keep a low profile
in deference to the lucrative contracts he had with Porsche’s competitors
including Ferrari and Alfa.
Eminent Porsche historian Karl Ludvigsen offers
a different scenario in his recently published comprehensive company history,
Porsche: Excellence Was Expected. Ludvigsen reports Abarth received the GTL
project commission from Porsche and that while it was assumed, or perhaps Abarth
proposed, that Zagato would build the bodies, cost or other considerations led
to the use of smaller firms.
None of this matters once you fold your body
through the narrow door opening, mindful of the thin-gauge aluminum doors, and
literally drop into the GTL’s racing bucket. The cockpit is fairly roomy, and
the floor-level seating provides sufficient headroom even though the GTL is 5.2
inches lower and 4.7 inches narrower than a 356. Behind you, the rumble from the
4-cam engine, constantly changing pitch in rhythm with the swings of the tach
needle, reminds you that this is no 356. This mighty mite does its best work,
aurally and physically, at its upper rev ranges. The GTL’s forte is not brutal
acceleration but rather finesse at maintaining high speeds when the road turns
tight and twisty. Just keep the pedal down and steer to track smoothly from apex
to apex. It is easy to see how Abarth Carreras were class winners at Le Mans,
Sebring, and the Targa Florio. The Abarth Carrera proves the old hot rod adage
that if it looks right, it is right.
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