FSO Polonez

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 design by Zbigniew Watson, Walter de Silva and Giorgetto Giugiaro. 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. The Polonez was marketed in other nations and was popular in its domestic market until Poland joined the European Union in 2004.

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

In 2021, about 33,000 vehicles were still registered in Poland.

Background
The Polonez was based on the Polski Fiat 125p that Fabryka Samochodów Osobowych (FSO) built under license from Fiat. The internal components, including updated 1.3/1.5 Litre engines, (pistons and carburetor), the chassis, and other mechanicals, were from the Polski Fiat 125p. However, the body was an entirely new liftback initially designed in the early 1970s by Centro Stile Fiat as a prototype for Fiat. After the Polish side started cooperation with Fiat over a 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 it impossible to purchase a license from Fiat. This made producing the 125p alongside the Polonez possible for more than a decade. Moreover, mechanical improvements only occurred when they could be applied to both cars. This limitation changed after the production of the 125p ended in 1991.

An advantage of the FSO Polonez is its safety in an accident, especially compared to many of its rivals from the Eastern Bloc. In 1978, it was the only Eastern European car built to pass U.S. crash tests. Crash tests were performed in 1994 according to EU safety regulations, so the Polonez could be exported worldwide. They proved the car to be 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 survived very well. All doors could be opened without any difficulty, there were no critical injuries for passengers, and no fuel leakage occurred.

Development

 * 1970 Fiat launched ESV (Experimental Safety Vehicle) project.
 * 1974 FSO chose Fiat's ESV prototype as the base of a new car. FSO's designer Zbigniew Watson 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 the top version, 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 and 2,0 DOHC Fiat. 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:


 * 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.

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.


 * 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
 * 1986 FSO Polonez 1.5 Turbo mass production launched. Also, a rally version 1.5C Turbo known as "Iron Rain" official premiere.

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. 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. 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.
 * 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.

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.

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.

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:
 * 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)

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


 * 1994 FSO (Prima) 1.4 GLI 16V - race car with Rover 1396 cc engine, 92 kW @ 7200 rpm, 130 Nm @ 6000 rpm, 205 km/h, took part in Dutch race competitions.

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)


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

Girling-Lucas brakes were introduced.


 * 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.

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

Polonez Caro Plus (1997–2003)

 * 1997 (March) FSO Polonez mass production of the new Caro Plus and Atu Plus - the new front grille, bumpers, new dashboard. (summer)


 * During the same time FSO-Daewoo started producing the Leganza from knock-down kits for the Polish market, occupying much of the same segment as the Polonez but offering much modern features and conveniences.

(December) FSO Polonez Caro Plus and Atu Plus 1.6 GSI - with Delphi (Multec XM) multi-point fuel injection, 1598 cc 62 kW, 130 Nm, ca. 155 km/h, new door handles introduced.

FSO Truck was marketed in Italy by the Daewoo dealer network.
 * 1998 (May) The first public show of the station wagon prototype: FSO Polonez Kombi Plus.


 * 1999 (February) The test production of the new Daewoo-FSO Polonez Kombi 1.6 GSi MPI. (April) The mass production of the Daewoo-FSO Polonez Kombi in passenger (final drive ratio 3,9) and van versions (final drive ratio 4,3) with 1.6 engine (MPI). The new steering wheel (borrowed from the Daewoo Nubira) and armrests were introduced. The start of marketing was planned for June 1999. In May was the Official premiere of the Daewoo-FSO Polonez Kombi 1.6 GSi MPI at the Poznan Motor Show.
 * 2000 The new shape of the FSO label in the front grille. (summer) Approx. 200 FSO Polonez cars produced with air conditioning, sold in summer months for an extra zl 1,200 (alloy wheels included).
 * 2001 (summer) Small series of FSO Polonez with air conditioning, sold in summer months for an extra zl 1,000.
 * 2002 (the end of the first quarter) The last passenger FSO Polonez car leaves the assembly line. Production was meant to be stopped only temporarily. Daewoo-FSO did not hold an official ceremony at the end of Polonez production.
 * 2003 end of production Truck Plus.
 * 2004 a new company, Polska Fabryka Samochodów (PFS) tried to restart Polonez Truck production, renaming it Poltruck (meant to have a modified body, to be introduced a bit later). The venture failed, leaving only a small number of test vehicles.

Polonez range
The Polonez range was expanded to encompass a wide range of bodies. These included:


 * Hatchback (as initially introduced)
 * Sedan (FSO Polonez Atu, also known as FSO Celina on some export markets) introduced in 1996 (first presented in 1994)
 * Station wagon introduced in 1999 (first presented in 1994)
 * Pick-up called Truck (introduced in 1988)
 * Extended Pick-up (with small rear seats)
 * Truck Roy (long body like Caro/Atu but in pick-up form) (introduced around 1997)
 * Special-bodied service vehicle
 * Special edition for the Polish Fire Brigade
 * Cargo LAV (Polonez Caro with a higher roof and longer rear part made of PVC put on metal crates - this body is what the Ambulance was built on) introduced around 1993
 * Coupé (three door, about 50 made, side doors and B pillar are wider, C pillar is different)
 * Three door (like normal Polonez but without rear doors; it is estimated that 300 were made)

There were also many prototypes, including a pickup made using the rear part of Polski Fiat 125p pick-up, chassis cab (without frame in the rear), 4x4 off-roader (Analog), hydro-pneumatic suspension, another sedan version (very different from Atu/Celina), 4x4 Truck w/o offroad suspension and van.

Export markets
In total, FSO total exported 226,966 cars to foreign markets, with China, UK, Egypt, and France being the main takers.

Complete knock down (CKD) cars were assembled by El Nasr (in conjunction with Arab American Vehicles ) in Egypt from 1983 until 1993, succeeding the locally assembled 125p in that market. In some countries, the FSO Polonez was sold as Celina, Prima, Mistral, Piedra, Atou.

Imports to the UK ceased in 1997, though sales continued in some parts of Western Europe - including France - for at least a year afterward. They were withdrawn from those markets due to more stringent emissions requirements and declining demand.

Dongfanghong
In China, Polonez-based derivatives were produced by YTO Group as the Dongfanghong and Yituo. They were released with station wagon (LT5021) and sedan (LT5022) bodywork, though with many modifications. Trim pieces came from the Volkswagen Santana and were powered by locally produced engines, a carburetted 1.5-litre inline-four from Beijing Engine Factory. These cars were built with locally-made spare parts for imported Polonez, which were common in China then. Nevertheless, many other local parts were substituted (Dongfanghong was also working with Fiat at the time on tractor technology, which may have also influenced the choice of a car). A sales advantage for the vehicles was that their parts were easily interchangeable with Polonez. These cars were not nearly as successful as their actual Polonez counterparts.

Legacy
The FSO Polonez suffered from relatively poor performance (except for those models equipped with the Fiat 2.0 DOHC, the Ford 2.0 SOHC, or the Rover 1.4 MPI 16V). Polonez parts were relatively cheap and readily available. After 1992, quality began to increase, especially after 1995 when Daewoo started cooperating with FSO. Since 1997, the last production models (the PLUS series) offered new features such as air conditioning.

Production ended in 2002, after 24 years. The relatively low price of the Polonez was seen as the main advantage over other cars. But demand slumped, and the last versions of the Polonez produced were the Truck versions, valued for their low price, reliability, and high load capability: up to 1000 kg depending on the version.

The Polonez was a common sight in Central and Eastern Europe, particularly in its home country of Poland. Once Poland became a member of the European Union on 1 May 2004, the car was rapidly replaced by cheap and tax-free used cars from Western Europe.

The Polonez has been a popular choice for participants in the Złombol Charity Rally. In 2018, around 300 teams, or approximately 40% of all racers, used versions of the Polonez in this event.