One of things that is interesting about the Abarth Scorpione SS is its rear suspension. It derives from the Abarth 1000 TCR.
A Lombardi Grand Prix and Fiat 850 enthusiast spent time on an investigation to find out how the Abarth Scorpione SS rear suspension was designed and made some sketches of it. The sketches are not scale drawings, and without access to measure an actual SS may differ in minor detail. The information below is from the enthusiast:
The sketches show Scorpione SS tubular rear suspension drawings based on Abarth TCR armshubs/stub axles etc. as do the photos attached.
All drawings are broadly to scale but are dependent on an interpretation of photos, added onto basic Fiat 850 factory line drawings. Only manual drawing is used and the drawings would be simpler and probably more accurate if familiarity with Photoshop Elements for adding layers of different drawing images to each other had been available.
- a plan drawing
- a side view drawing
- an image of tubular arms in car
- an image of tubular arms/hub out of car
In explanation of the plan drawing:
- # 1 is the "new" forward tubular arm pivot bracket; it is most likely a Fiat 600 not an 850 bracket; it is moved out as far to side as possible; a steel plate to suit is welded to the chassis cross-rail at the location ; the black location is the original standard Fiat 850 pivot point;
- # 2 in red are the tubular arms, welded to a TCR hub similar to the TCR arrangements (see photo);
- # 3 is a "new" inner pivot location further forward than the standard 850, giving more trailing action compared to the swinging action of the normal 850 inner pivot location;
- # 4 is a "new" chassis rail required to support the "new" pivot location at # 3.
- # 5 is the transmission support bracket angled backwards to avoid clashing with the inner tubular trailing arm; the standard 850 bracket is totally at right angles to the transmission centreline;
- # 6 is the double CV joint drive shaft;
- # 7 is the spacer/bearing carrier for the output stub axle from the transmission to the inner CV joint; on the other side of the transmission this spacer is thicker to accommodate the "off centre" casing dimensions of the 850 transmission, while keeping equal length CV drive shafts.