The FSO Polonez was a Polish motor vehicle that was produced from 1978 to 2002. The car's name comes from the Polish dance, polonaise.
The Polonez was meant based on Polski Fiat 125p that Fabryka Samochodów Osobowych (FSO) built under license from Fiat as much as possible. The internal components, including modernized 1.3/1.5 Litre engines, (pistons and carburetor), the chassis, and other mechanicals, were from the Polski Fiat 125p, but the body was an entirely new liftback body designed in early 70s by Centro Stile Fiat as a new prototype of Fiat. After Polish side started cooperation with Fiat over new car, the original design was changed due to Polish requirements. The car was meant to be equipped with Fiat's 2.0 Litre DOHC engines in the 1980s, but financial problems at the time made the purchase of a license from Fiat impossible. This is also why the 125p was produced simultaneously with the Polonez for more than a decade. Moreover, mechanical modernization only took place when it could be applied to both cars. This situation finally changed after the production of the 125p ended in 1991.
An advantage of Polonez is its passive safety. In 1978, it was the only East European car built to pass U.S. crash tests. Crash tests were performed in 1994 according to EU safety regulations so that the Polonez could be exported worldwide. They proved the car to be very safe. The Caro 1.9 GLD hitting a concrete block (without an energy-absorbing metal cage) with 40% of the front at 50 km/h (31 mph) survived very well. All doors could be opened without any difficulty, there were no critical injuries for passengers, and no fuel leakage occurred.
The Polonez range was expanded to encompass a wide range of bodies. These included:
There were also many prototypes including: pickup made using rear part of Polski Fiat 125p pick-up, native-looking pickup (without frame in the rear like actual Truck), 4x4 offroader (Analog), hydro-pneumatic suspension, Sedan (very different from Atu/Celina), 4x4 Truck w/o offroad suspension and van.
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. 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 (110 hp), a 5-speed gearbox, a 0–100 km/h acceleration of 12.0 seconds, and a 175 km/h (109 mph) 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 in 1979-1981 in about 300 units.
In 1981, the FSO Polonez in economy version was added. 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 rev counter. Plain vinyl was used on the seats and in the luggage compartment. At the other end appeared the top version, FSO Polonez 1500 X. This was fitted with the AB 1,481 cc engine of 60 kW (80 hp), 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 proper three-door bodywork was introduced. It had the usual 1,481 cc engine with 60 kW (80 hp) and 2,0 DOHC Fiat. It was the first FSO model to feature electronic ignition and fuel economiser owing to supply of pre-heated air to 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 (83 hp) at 4,300 rpm and 163 N⋅m (120 lb⋅ft) 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 (91 mph). Fuel consumption is 7,1/10,6/10,0 l/100 km, 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 (86 hp) at 5,200 rpm and 132 N⋅m (97 lb⋅ft) at 3,800 rpm. Top speed is 155 km/h (96 mph). There was also the rare FSO 125p 1.6 ME, with the same engine but a top speed of 157 km/h (98 mph). 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 rule 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, 188 hp (140 kW) at 7,000 rpm, 240 N⋅m (177 lb⋅ft) at 3,200 rpm, 8,5 s, 220 km/h (137 mph) appeared. This was a rally version only, built to group A specifications. Following this competition version the FSO Polonez 1.5 SLE Turbo with turbocharged AA engine appeared in December 1989. With a compression ratio of 8.5 to 1, the 1,481 cc inline-four produces 105 hp (78 kW) at 6,000 rpm, and 180 N⋅m (133 lb⋅ft) at 3,200 rpm. The 100 km/h sprint was discharged in 11,0 s and the top speed is 180 km/h (112 mph). A catalyzed version with 94 hp (70 kW) was also available. The Turbo Polonez' were built mainly in rally versions (group N), although on special request a Turbo-kit could be installed in mass-produced cars.
In 1989, the '89 FSO Polonez appeared, the facelift included a rear trunk lid lowered to the bumper level, new rear lamps, rear window wiper-washer placed horizontally, and side repeaters placed horizontally near front doors. In January 1989, the first catalyzed Polonezes (1500 only) were shown at the Amsterdam Auto Show. Simultaneously, a version with an Italian FNM-built (Fratelli Negri Motori) 1,366 cc (1.4 L) turbodiesel and a five-speed manual appeared (called the "Polonez Piedra 1.3 Turbodiesel"), specifically for the Belgian market. This engine has 60 PS (44 kW) at 4,500 rpm, enough for a top speed of 155 km/h (96 mph).
In 1990, the FSO Polonez 2.0 SLE appeared, fitted with Ford's 77 kW (103 hp) 2.0 litre engine, 12,5 seconds acceleration to 100 km/h and a top speed of 165 km/h (103 mph).
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 supposed to be successor to Polonez), new front and rear bumpers, 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 (67 hp), 120 N⋅m (89 lb⋅ft), and a top speed of 150 km/h (93 mph). 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 (102 hp) @ 6000 rpm, 127 N⋅m (94 lb⋅ft) @ 5000 rpm, 11,9 s, 178 km/h (111 mph), with or without catalytic converter.
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