FSO Polonez — BrandWiki

FSO Polonez

Overview

FSO Polonez

production	1978–1991 1988–1992 (pickup) 1983–1992 (Egypt) 1990–1995 (China)
assembly	Poland: Warsaw Poland: Nysa Egypt: Cairo (Nasr/AAV) China: Luoyang (Dongfanghong) Thailand: Bangkok (Karnasuta)
predecessor	Polski Fiat 125p
successor	FSO Polonez Caro
class	Large family car
manufacturer	FSO
body style	3-door hatchback (1979–1983) 5-door hatchback (1978–1991) 2-door pickup (1988–1992) 2-door pickup (extended cab) (1992) 5-door station wagon/van
engine	petrol: 1.3 L OHV I4 1.5 L OHV I4 1.6 L OHV I4 2.0 L Fiat DOHC I4 2.0 L Ford SOHC I4 diesel: 1.9 L XUD9A diesel I4 (pickup) 2.0 L VM HR488 diesel I4
transmission	4-speed manual 5-speed manual
wheelbase	2509-3116 mm
length	4272 mm (hatchback) 4616 mm (station wagon/van and pickup) 5000 mm (extended cab pickup)
layout	FR layout, MR layout (Stratopolonez)
width	1650 mm
height	1420 mm
weight	1115 - 1290 kg
aka	FSO Prima FSO Truck (pickup) Nasr Polonez Yituo LT5021 Yituo LT5022
related	Fiat 1300 and 1500 Fiat 125 Polski Fiat 125p
designer	Walter de Silva Zbigniew Wattson Giorgetto Giugiaro

The FSO Polonez is a motor vehicle that was developed in Poland in collaboration with Fiat and produced by Fabryka Samochodów Osobowych from 1978 to 2002. It was based on the Polski Fiat 125p platform with a new hatchback designed by Zbigniew Wattson, Walter de Silva and Giorgetto Giugiaro.[2] It was available in body styles that included two- and four-door compact-sized cars, station wagons, as well as commercial versions as pickup truck, cargo van, and ambulance. Production totaled more than one million units, excluding the pickup truck and van variants.[3] The Polonez was marketed in other nations and was popular in its domestic market until Poland joined the European Union in 2004.[4]

The car's name comes from the Polish dance, the polonaise, and was chosen through a readers' poll conducted by the newspaper Życie Warszawy.[5]

Polonez (1978–1991)

Development

1970 Fiat launched ESV (Experimental Safety Vehicle) project.
1974 FSO chose Fiat's ESV 2000 prototype as the base of a new car. FSO's designer Zbigniew Wattson joins Walter de Silva to convert the ESV project to the size of a Fiat 125 floor and design the interior and all body details. The project is known as "type 137".
1975 Fiat prepared prototypes of Type 137 named "Polski" and sent them to FSO.

Debut

In May 1978, mass production commenced. The official premiere of the FSO Polonez 1500 and FSO Polonez 1300 took place. The FSO Polonez 2000 Rally with a 2-liter Fiat DOHC engine was displayed later. In 1979, the FSO Polonez 2000, sold mostly to government officials, appeared. The Polonez 2000 has a Fiat twin-cam engine with 1,995 cc, 82 kW, a 5-speed gearbox, a 0–100 km/h acceleration of 12.0 seconds, and a 175 km/h top speed. The FSO Polonez 2000 Rally debuted in the Rallye Monte Carlo. In 1980, the FSO Polonez 1300 and 1500 three-door appeared. With the same short front doors as the five-door version, it was produced from 1979 until 1981 with about 300 units.

In 1981, a more economical version of the Polonez started being produced. This was sold without black side rubbing strips between the front and rear wheel, chrome bumper strips, rear window wiper-washer, fog lamps, luggage cover, and tachometer. Basic vinyl was used on the seats and in the luggage compartment. At the other end appeared a new top version, the FSO Polonez 1500 X. This was fitted with the AB 1,481 cc engine of 60 kW, a five-speed gearbox (final drive ratio 4:3), and a radio. It was sold in the domestic market, usually for U.S. dollar payments.

In 1981 and 1983, the FSO Polonez Coupé, with three-door bodywork was introduced. It had the usual 1,481 cc engine with 60 kW or the 2.0-litre Fiat Twin Cam unit. It was the first FSO model to feature electronic ignition and fuel economizer owing to a supply of pre-heated air to the suction manifold. Only a few dozen were produced.

In 1983, the Polski Fiat 125p was renamed FSO 125p, after FSO's licence rights to the Fiat badge expired. The new naming system for FSO's models was as follows:

Also in 1983, the FSO Polonez 2.0 D Turbo with an Italian VM Motori HR 488 engine of 1,995 cc appeared. It produces 62 kW at 4,300 rpm and 163 Nm at 2,500 rpm. Final drive ratio is 3,727, for a 0–100 km/h acceleration time of 20,0 s, and a top speed of 146 km/h. Fuel consumption is 7.1/10.6/10.0 L/100 km, and approximately 100 cars were produced to this specification.

FSO Polonez - first cars with additional rear-side windows in the C-pillar.

In 1987, the FSO Polonez 1.6 LE appeared. It has a 1,598 cc inline-four with 64 kW at 5,200 rpm and 132 Nm at 3,800 rpm. Top speed is 155 km/h. There was also the rare FSO 125p 1.6 ME, with the same engine but a top speed of 157 km/h. Very few were made.

FSO Polonez modifications: stamped rear spoiler instead of plastic one, new model labels on the sticking foil, new version coding system with an 'S' supposedly meaning that the car had the additional rear-side windows in the C-pillar, a feature was often broken in practice. The versions available were:

1,3 SCE, 1.3 SL, 1.3 SLE, 1,5 CE, 1.5 L, 1,5 LE, 1,5 SCE, 1,5 SL, 1,5 SLE, 1,6 SLE, 2.0 SLE

In 1988, the FSO Polonez 1500 Turbo with AA 1,481 cc engine, 140 kW at 7,000 rpm, 240 Nm at 3,200 rpm, 8,5 s, 220 km/h appeared. This was a rally version only, built to group A specifications. Following this competition version, the FSO Polonez 1.5 SLE Turbo with a turbocharged AA engine was introduced in December 1989. With a compression ratio of 8.5 to 1, the 1,481 cc inline-four produces 78 kW at 6,000 rpm, and 180 Nm at 3,200 rpm. The zero to 100 km/h acceleration was in 11,0 s, and the top speed is 180 km/h. A catalyzed version with 70 kW was also available.[10] The Turbo Polonez' were built mainly in rally versions (group N), although on special order a Turbo-kit could be installed in mass-produced cars.

In 1989, the facelifted '89 FSO Polonez was introduced. Changes included a rear boot lid lowered to the bumper level, new rear lamps, a rear window wiper-washer placed horizontally, and side repeaters placed horizontally near the front doors. In January 1989, the first catalyzed Polonez (1500 only) was displayed at the Amsterdam Auto Show.[11] Simultaneously, a version with an Italian FNM-built (Fratelli Negri Motori) 1366 cc turbo-diesel and a five-speed manual appeared (called the "Polonez Piedra 1.3 Turbodiesel"), specifically for the Belgian market. This engine has 60 PSat 4,500 rpm, enough for a top speed of 155 km/h.[10]

In 1990, the FSO Polonez 2.0 SLE appeared, fitted with Ford's 105 PS 2.0-litre engine, 12.5 seconds acceleration to 100 km/h and a top speed of 165 km/h.

FSO 125p: 1.3 L, 1.3 ML, 1.3 ME, 1.5 C, 1.5 L, 1.5 ML, 1.5 MS, 1.5 ME
FSO Polonez 1.3 C, 1.3 CE, 1.3 L, 1.3 LE, 1.5 C, 1.5 CE, 1.5 L, 1.5 LS, 1.5 LE, 1.5 X, 2000.

1984 FSO Polonez 2000 Turbo 3-door - rally car, never got rally homologation, bodywork like Coupé version, but without the Coupé-like front. This car received a turbocharged 1,995 cc Fiat engine, in some variants combined with a supercharger for better torque.
1985 FSO Polonez - first five-door cars with a Coupé-like front
During 1985, the British importer introduced an upmarket version called the FSO Polonez Prima, which received black and gold sidestriping, a glass sunroof, and rear seatbelts among other extras.[9]
1986 FSO Polonez 1.5 Turbo mass production launched. Also, a rally version 1.5C Turbo known as "Iron Rain" official premiere.

1988 Prototypes of the FSO Polonez in an ambulance and van versions based on the FSO Truck (pick-up). Lowered chassis and an additional right-side door were added features.

Stratopolonez

A unique version of FSO Polonez dubbed Stratopolonez (also known as FSO Polonez 2500 Racing) uses Lancia Stratos components salvaged from a crashed car that was driven by Andrzej Jaroszewicz, the son of Prime Minister Piotr Jaroszewicz in 1977 on Rally Poland. He failed to complete the rally because of crashing into a tree.

The resulting salvaged vehicle was designed by Ośrodek Badawczo-Rozwojowy FSO (FSO Research and Development Center) in 1978. The car uses an FSC Star radiator located in the front (as a counterweight due to the vehicle being now mid-engined), engine output was improved to 280 PS, and does not share spoilers with FSO Polonez 2000 Rally.

This car was raced until 1985. Drivers were Andrzej Jaroszewicz, Adam Polak, Maciej Stawowiak, and Marian Bublewicz. Marian made improvements, such as adding wider rear wheel arches and strengthening areas around the windshield. The vehicle went to Museum of Technology, Warsaw afterward. In 2000, the car was restored by Warsaw Motor Technical College students as part of their diploma thesis.

Gallery

Polonez Caro (1991–1997)

1991 marked the end of FSO 125p production. Along with this, FSO's 1,295 cc engine ended production. FSO imports to the United Kingdom were temporarily stopped. On the other hand, the facelifted FSO Polonez Caro appeared. It had new headlamps and grille (similar to the design of the FSO Wars, a prototype car that was supposed to be the successor to Polonez), new front and rear bumpers, a steering wheel, new rooflet over instruments, and improved front crash safety. Also new was the FSO Polonez Caro 1.9 GLD with Citroën's 1,905 cc diesel engine, 50 kW, 120 Nm, and a top speed of 150 km/h. The Caro GLD was sold across mainland Europe.

The other versions in pricelist:

(December) FSO Polonez 1.4 GLI 16V with Rover 1396 cc engine, 76 kW at 6000 rpm, 127 Nm at 5000 rpm, 11,9 s, 178 km/h, with or without catalytic converter.

FSO Polonez Sedan prototype - later produced as the FSO Atu - with 4-door sedan bodywork, with a completely new dashboard and upholstery (project by FSO), new rear suspension: rigid rear axle with longitudinal wishbones, reaction bars, and coil springs. The rear lamps are the same as in the Caro version.

Two prototypes of the FSO Polonez Kombi (station wagon). The next prototype: FSO Analog 4WD, a light off-road car with 4-door pick-up bodywork and four-wheel drive.

Export to the UK restarted: FSO Caro (Polonez 1.6 and 1.9 D) and FSO Pick-up (Truck)

Girling-Lucas brakes were introduced.

Production of the FSO Polonez Caro 1.9 GLD stopped.

End of export to the Netherlands, the last foreign market for Polonez passenger versions; the final offering in the Netherlands consisted of:

FSO Polonez Caro 1.5 GLE - 60 kW
FSO Polonez Caro 1.6 GLE - 64 kW
FSO Polonez Caro 2.0 GLE - Ford's 77 kW engine and gearbox from the Ford Sierra (approx. 1,000 units)

1992 FSO Polonez 1.5 GLI, 1.6 GLI with ABIMEX single-point injection, with or without catalytic converter.
1993 (August) Polonez after the next facelift: front and rear track 60 mm wider, fresh air inlet moved from hood to the front of the windscreen, better front and rear wipe-wash kinematics, longer arms and larger wiped area, changes in the dashboard: circular speedometer and rev counter, four instead of two fresh air outlets, illuminated switches, and remote headlamps shaft regulator.

1995 The next prototype of the 4-door FSO Polonez Sedan was introduced at the 1995 Poznań Motor Show - the car had new a dashboard (see 1994) and new rear lamps.

1996 (February) The first series of the new FSO Atu 1.6 GLI was sold, and produced from December 1995 until February 1996. (June) Mass production of the FSO Polonez Atu 1.6 GLI and FSO Polonez Atu 1.4 GLI 16V, very few cars in FSO Polonez Atu 1.9 GLD specification with a Diesel engine. The FSO Atu was renamed FSO Polonez Atu after protests by the ATU insurance company.

FSO Prima (Polonez Caro) 1.6 GLI
FSO Prima (Polonez Caro) 1.4 GLI 16V
FSO Celina (Atu) 1.6 GLI

Engines

Gallery